FM 55 20 Army Rail Transport Operations And Units 1974

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ARMY RAIL
e TRANSPORT "OPERATIONS
AND UNITS N

RETURN TO ARMY LIBRARY
ROOM 1 A 518 PENTAGON

Ө:і:1::: DEPARTMENT OF THE ARMY
JUNE 1974

` оса usan was
-

Li ME

FIELD MANUAL

«ҰМ 55-20

HEADQUARTERS-
DEPARTMENT OF THE ARMY
WASHINGTON, D. С., 14 June 1974

[№ 55-20

ARMY RAIL TRANSPORT OPERATIONS AND UNITS

y/This manual supersedes FM 55-20, 19 February 1969.

х Paragraph Page
CHAPTER 1. INTRODUCTION ..................---..---- 1-1—1-7 1-1
2. TRANSPORTATION RAILWAY UNITS:
Section I. General ..-..--------------------------------- 2-1—2-8 2-1
II. Supervisory and Command Units ........ nad 2-4--2-6 2-2
III. Maintenance and Operating Units ............. 2-7—2-11 2-9
| IV. Transportation Railway Service Teads ......... 2-12,2-13 9-18
= CHAPTER 3. RAILWAY OPERATIONS ................... 8-1--3-14 8-1
4. OPERATIONAL CONSIDERATIONS ІМ А
THEATER OF OPERATIONS ............. 4-1--4-6 4-1
Ы < 5. RELATIONSHIP WITH OTHER AGENCIES . 5-1—5-5 5-1
6. RAILWAY MAINTENANCE AND SUPPLY .. 6-1—6-4 6-1
7. RAILWAY CONSTRUCTION AND @
REHABILITATION ....................... 4-1--7-11 1-1
8. RAILWAY ENGINEERING DATA .......... 8-1—8-4 8-1
9. RAILWAY COMMUNICATIONS DATA ...... 9--1--9-5 9-1
10. RAILWAY AUTOMATIC DATA PROCESSING
SYSTEM? а ыса PEE 10-1, 10-2 10-1
11. RAILWAY SECURITY ...................... 11-1—11-7 11-7
12. PLANNING !
Section I. General -...----.----------------------------- 12-1, 12-2 12-1
: IL Railway Line Capacity Planning .............. 12-3—12-15 12-1
ПІ. Railway Yard Capacity Determination ......... 12-16—12-19 12-4
. ]V. Railway Equipment Requirements ............. 12-20— 12-23 12-6
4 V. Railway Personnel and Unit Requirements ...... 12-24—12-27 12-8
VI. Railway Supply Requirements ................ 12-28--12-31 12-9
APPENDIX A. REFERENCES ................ НИЕ А-1
B. RAILWAY PLANNING EXAMPLE ........................ B-1
C. STATISTICS FOR USE. IN RAILWAY
PLANNING аа ое Сдал: С-1
D. STABILITY OPERATIONS ................................ D-1
E. CONVERSION FACTORS ................................. E-1
^. F. STANAG 2079, REAR AREA SECURITY AND .
REAR AREA DAMAGE CONTROL ............. Биш. cerns F-1
G. STANAG 2118, DESTRUCTION OF MILITARY и |
` TECHNICAL EQUIPMENT ...... РЕ Е G-1
H. STANAG 2153, PARALLEL MARKING OF
E SPECIAL FLAT WAGONS AND HEAVY
MILITARY VEHICLES AND MILITARY
VEHICLES USING OR ABLE TO USE THE :
~ PPI GAUGE. G. al achte ык Фа рьш ize H-1
I. STANAG 2156, TRANSPORT REQUEST AND
REPLY TO TRANSPORT REQUEST .................... І-1
J. STANAG 2158, IDENTIFICATION OF MILI-
TARY TRAINS 22-25 асык айы ылы 2-1
K. STANAG 2165, FORECAST MOVEMENT RE-
QUIREMENTS—RAIL, ROAD, AND IN-
" LAND WATERWAYS ....................2 2222222222222 K-1
L. STANAG 2171, PROCEDURES FOR MILITARY
TRAINS CROSSING FRONTIERS ............... p L-1

ІД

ЕМ 55-20

APPENDIX М. STANAG 2172, CLASSIFICATION AND
MARKING ОЕ ORDINARY FLAT WAGONS
USED FOR THE TRANSPORT OF MILI-
TARY VEHICLES

N. STANAG-2805-E, ANNEX B, CLASSIFICA-
TION OF RESTRICTIONS AFFECTING
THE MOVEMENT OF CERTAIN MILITARY
EQUIPMENT BY LAND ON СОМТІ-

NENTAL WESTERN EUROPE ..............

Paragraph Page

pes neath SM ort Index-1

тт

FM 55-20

СНАРТЕК 1

INTRODUCTION

1-1. Purpose

This manual provides a general reference for
military personnel of the transportation railway
service (TRS) in a theater of operations. It also
provides basic information for commanders and
staffs of supporting units and for staff officers of
higher headquarters. It is intended to serve as
a textbook for the instruction of students and
the training of unit personnel in railway opera-
tions, based on the administrative support, theater
army (TASTA-70) doctrinal concepts

1-2. Scope

а. This manual discusses principles and pro-
cedures of train operations on a typical military
railway division of 90 to 150 miles (approximately

guide only since equipment, terrain, weather,

o: to 241 kilometers). It must be considered as

and operating conditions vary widely іп differ-
ent parts of the world. References are made to
publieations which describe organizations and pro-
cedures in detail.

b. International agreements (STANAG, SEA-
STAG, SOLOG, OSTAG, etc.) that apply to rail
transportation services in a theater of operations
are discussed in paragraph 1-4.

e. This manual is applicable to—

(1) General war, to include consideration of
employment of and protection from nuclear and
chemical weapons and protection from enemy use
of biological agents or weapons.

(2) Limited war.
(3) Cold war, to include stability operations.

1-3. Recommended Changes

Users of this publieation are encouraged to re-
commend changes and submit comments for its
improvement. Comments should be keyed to the
specific page, paragraph, and line of the text in
hich the change is recommended. Reasons will
provided for each comment to insure under-
standing and complete evaluation. Comments

should be prepared using DA Form 2028 (Re-
commended Changes to Publications) and for-
warded direct to the Commandant, US Army
Transportation School (ATTN: ATSP-CTD-DT),
Fort Eustis, Virginia 23604. Originators of pro-
posed changes or additions to the manual that may
constitute a significant modification of approved
Army doctrine may send an information copy
through command channels to the Commander,
US Army Training and Doctrine Command, Fort
Monroe, Virginia 23651, to facilitare review and
followup.

International Standardization
Agreements

This manual is in consonance with certain in-
ternational standardization agreements which
are identified by type and agreement identifica-
tion number at the beginning of each appropriate
chapter in the manual.

a. DA Pamphlet 310-35, Index of International
Standardization Agreements, lists all standard-
ization agreements, both of a materiel and a non-
materiel nature, binding upon the United States.
The several types of nonmateriel agreements ap-
plicable to military operations which may affect
rail transport operations are as follows:

(1) STANAG (STANdardization | AGree-
ment): Applicable to the nations of the North
Atlantic Treaty Organization (NATO).

(2) CENTO STANAG (STANdardization
AGreement): Applicable to nations of the Cen-
tral Treaty Organization (CEN TO).

(3) SEASTAG (South East Asia STandard-
ization AGreement): Applicable to nations of the
South East Asia Treaty Organization (SEATO).

(4) SOLOG (Standardization of Opera-
tions and LOGistics): A nonmateriel agreement
among the armies of the United States, the United
Kingdom, Canada, and Australia (the ABCA na-
tions). The term SOLOG now applies only to those
nonmateriel agreements which were ratified and
published before 20 September 1967 (see
QSTAG, (5) below).

1-4.

ЕМ 55-20

(5) QSTAG (Quadripartite STandardiza-
tion AGreement): Materiel and nonmateriel
agreements among the armies of the ABCA na-
tions. The term QSTAG was adopted on 20
September 1967 and applies to all ABCA agree-
ments (formerly designated as SOLOG) ratified

and published subsequent to that date (see SOL- -

OG, (4) above).

b. US military operations are governed by
these various agreements when US forces are em-
ployed within the geographical areas over which
treaty organizations exercise jurisdiction; thus
while operating in a European country which
is a member of NATO, US forces comply with
the provisions of applicable STANAG (а(1)
above).

c. In a number of instances the provisions of
` certain agreements have been accepted as doctrine
by the United States and incorporated into ap-
propriate training and field manuals. A prime
example of this is the use of the metric system
to indicate distances. This accepted and published
doctrine then becomes applicable to Armywide
operations.

Title
Rear Area Security and Rear Area Damage Control

Destruction of Military Technical Equipment
Parallel

d. Although standardization agreements do not
apply to military operations in the continental
United States (CONUS), those which may con
cern a unit—in this case, those with a rail trans
port impact—must be considered in training and
operational phases to permit military personnel
to become acquainted with their provisions. This
is particularly true for units or groups of person-
nel earmarked for oversea assignment.

e. To minimize operational differences in the
various types of standardization agreements of the
several treaty organizations, it is practice for
one organization to accept and publish under its
auspices an agreement that has been ratified and
published by another treaty organization. For
instance, all or any part of a STANAG may be
adopted by the SEATO organization and be in-
corporated into and published as a SEASTAG.
When this occurs, each organization uses the same
agreement identification number wherever feasi-
ble (DA Pam 310-35).

f. Standardization agreements which are ap-
plicable to this manual are as follows:

Marking of Special Flat Wagons and Heavy Military

Vehicles and Military Vehicles Using or Able to Use the P.P.I.

Gauge
Transport Request and Reply to Transport Request
Identification of Military Trains

Forecast Movement Requirements, Rail, Road and Inland Waterways

Procedures for Military Trains Crossing Frontiers

Classification and Marking of Ordinary Flat Wagons Used for the

Transport of Military Vehicles

Classification of Restrictions Affecting the Movement of Certain
Military Equipment by Land on Continental Western Europe

g. In the ratification of international agree-
ments, a part or parts of an agreement may be
nonacceptable to one or more of the participating
nations. If so, a nation may accept the general
terms of the agreement, reserving ratification of
the particular part(s) with which it does not
agree and with which it will not conform. This

reservation action is noted in the allied docu- :

ments to the agreement and becomes a matter of
the agreement record. Any agreement applicable to
this text to which the United States takes re-

1-2

NATO CENTO SEATO
STANAG STANAG SEASTAG
2079 2079 2079
(2nd Ed) (2nd Ed)
2113 2113
2153 2153
2156 2156
2158 2158
(2nd Ed)
2165
2171
2172
2805-E,
Annex B

servation is appropriately marked (w/reserva-
tion) and the text of the reservation is appended
as an аппех to the details of agreement as соп-
tained in this manual.

1-5. Transportation Railway Service in a
Theater of Operations

a. The railway service is the overall ed to n

tion of railway units assigned or attached to th
senior transportation organization—normally a

”

transportation command, theater army support
command (TASCOM). It is composed of railway
. Supervisory, operating, and maintenance units as
required to operate trains, to maintain rail lines
of communication, and to perform organizational
and direct support maintenance of locomotives
and rolling stock. TRS supervisory units are so
constituted that, depending upon the extent of
the operation, any one of them may perform
the staff and planning functions of, and serve as,
the highest echelon of the military railway ser-
vice in a theater. The highest echelon of the TRS
in the theater is responsible for the reconnaissance
of captured and liberated rail lines as early as
practicable. The actual reconnaissance normally
is performed by selected personnel from the head-
quarters and headquarters company, transporta-
tion railway battalion, augmented by personnel
from higher rail units and the engineer command
as required. The reconnaissance should produce
the information required for planning. The rail-
way battalion commander assigned the mission of
operating a given section of rail line performs the
necessary reconnaissance. He then determines the
operating capabilities of the line in terms of
net tonnage that may be handled, considering the
characteristics of the line and the equipment and
facilities actually available. Railway service nor-
mally is an intersectional service and may operate
throughout the theater. In the event that an
electric railway line is used, an electric power
transmission unit maintains and repairs trans-
mission facilities. General support maintenance
of locomotives and rolling stock is performed by
the transportation diesel-electric locomotive re-
pair company and the transportation railway car
repair company, both of which are assigned to
the materiel command of the TASCOM.

b. The operation of military railways may be
accomplished in three phases :

(1) Phase I operation. The phase I opera-
tion is conducted exclusively by military person-
nel. This phase normally is employed during (a)
the early stages of a military operation when
employment of civilian rail personnel is not prac-
tical and (b) in or near the cómbat zone of a
theater where restrictions on the employment of
civilians and when military need and security re-
quire that railway operations be conducted by
railway troops under a unified command.

(2) Phase II operation. During this phase,

Ө.... lines: are operated and maintained by

military railway personnel augmented with local

FM 55-20

civilian railway personnel under direct military
supvervision.

(8) Phase III operation. To provide for the
release of military railway personnel, phase III
operation is instituted as soon as practical. Under
this arrangement, local civilian railway personnel
operate and maintain railway lines under the di-
rection and supervision of the highest military
railway echelon in the theater. When practical,
this phase is instituted in the rear areas of a
stable and secure communications zone. и.

с. Although these phases normally progress in
sequence, this does not preclude the inauguration
of a phase II or III operation without progres-
sion through the preceding phases; nor does it
preclude a similar regression of phases to meet
military demands. The ultimate aim is to reduce
requirements for military personnel and units
to operate the railways. Since the phase IIT opera-
tion fulfills this aim and provides for the most
economical employ ment of military units and per-
sonnel, it is, when it meets the military require-
ment, the most desirable phase of operation ; every
effort is made to inaugurate this operational
phase as quickly as possible. Civil affairs organi-
zations provide coordination between the Army
and the host country personnel (FM 41-10).

d. À prime consideration in establishment of
phase II and III operations is the availability of
skilled local labor which may be provided through
civil affairs organizations or, if available, through
the civil railroad operator.

e. During stability operations, the rail net nor-
mally will be operated by host country personnel
with a minimum number of US military advisers
for supervision if requested by the host country
(FM 81-23).

3
a

1-6. Organization of the Transportation
Railway Service

a. The TRS consists of the following command,

‘supervisory, operating, and maintenance units,

which are illustrated in figure 1-1 and discussed
in chapter 2.
(1) Supervisory and command. f
(a) Headquarters and headquarters com-
pany, transportation railway brigade.

(b) Headquarters and headquarters com-
pany, transportation railway group.

1-3

_ EM: 55-20

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support command

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railway brigade . |

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Transportation railway `
equipment maintenance

company

fees aA
Transportation electric power !
| transmission company |

Tanspertation railuay
engineering company

Transportation train
operating company

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(lotos: .:

T. The brigade is interposed ia this organization above group if three or more groups are assigned to theater army support command.
2. Clay be attached from the Materiel Command. (411001)
3. Number of battalions (two to six per group) is dependent upon the scope of the railway operation.

4. When required for electrified operations.

Figure 1-1. Type transportation railway service
organization.

(2) Operating and maintenance. (c) Transportation railway train operating
company.

a) Transportation railway engineering . |
Т 7 (d) Transportation electric power trans-

м mission compan
(b) Transportation railway equipment pany: ‚
maintenance company. 5. TRS teams (para 2-12 and 2-18) organized

1--4

under table of organization and equipment (TOE)
55-520 may be attached to the TRS to provide
additional support as required and as approved
by the transportation command, TASCOM. `

c. Two general support maintenance units that
provide maintenance support on locomotives
and rolling stock of the railway service—the trans-
portation railway diesel-electric locomotive re-
pair company and the transportation railway car
repair company—are assigned to, and operate
under supervision and control of, the materiel
command (MATCOM), TASCOM, and the appro-
priate field depot. In view of the “single user"
nature of the support provided by these two
general support (GS) units, they may be at-
tached to the TRS—usually through the trans-
portation railway group headquarters, or similar
TRS organization, which they support. In such
cases, the day-to-day mission operations of these
two GS units is influenced, to a limited degree,
by the supported railway group headquarters.
However, the parent MATCOM field depot will
normally retain general operational control in co-
ordination with the supported railway group
headquarters.

(1) The influence exerted by the supported
railway group headquarters involves such actions
as—

(a) Determination of support require-
ments.

(b) Establishment of support priorities for
the various railway units subordinate to the rail-
way group concerned.

(c) Coordination of maintenance support
actions between the individual railway operating
unit(s) and the appropriate GS railway equip-
ment maintenance unit.

FM 55-20

(2) The two GS units will normally receive
the following types of operational guidance from
their parent MATCOM field depot:

(a) Maintenance policies and procedures
which include the TASCOM and/or MATCOM
interpretation of Department of the Army main-
tenance policies and procedures.

(b) Technical guidance pertaining to
railway equipment repair parts supply support,
which includes parts supply stock levels, etc.

(d) Necessary directives pertaining to
various operational and administrative matters.

d. The military police brigade provides security
required beyond the capability of attached mili-
tary police. Depending upon the tactical and
guerrilla situation, combat troop support may be
required for protection of rail lines of communica-
tion. This support is requested through channels
by the railway service as required.

1-7. Classification of Military Railways

Railways are classified by gage as standard (56
1/2 inches or 148.5 centimeters), broad gage (60
inches or 152.4 centimeters, 68 inches or 160
centimeters, 66 inches or 167.6 centimeters), and
meter (narrow) gage (42 inches or 106.7 centi-
meters, 39 3/8 inches or 100 centimeters). When
there is a choice of gages to be used, the gage
most predominant in the area should be used. In
the absence of a rail net in the area, the source
and availability of various types of equipment
should be considered prior to selecting a gage
for construction.

1-5

-4

ЕМ 55-20

CHAPTER 2

TRANSPORTATION RAILWAY UNITS
(STANAG 2113)

Section |.

2-1. Introduction

а. Тһе transportation railway service (TRS)
of the theater army support command (TASCOM)
consists of units required to supervise, operate,
and maintain the existing railway net. Railway
units are no longer organic battalions but are
organized on the building block principle, which
permits assignment to a theater of only those
units required to operate and maintain the rail-
way net.

Ет

b. Since all supervisory and subordinate rail-

way units in a theater are assigned to the sen-
ior transportation organization (normally a trans-
portation command), they operate under the com-
mand and supervision of that headquarters.
Subordinate transportation railway units are at-
tached further to a railway unit at the appropri-
ate level of command for operation and control.

c. Coordination and supervision of up to two
transportation railway groups are provided *by
the transportation command. When the rail net
must be expanded to support larger forces, the
headquarters and headquarters company, trans-
portation railway brigade, will be interposed in
the organizational structure between the groups
and the transportation command as a supervisory
and command headquarters (fig 1-1). The TRS
organization permits the assignment of only
those units which are required to support a limited
military operation.

d. Each transportation railway supervisory
and command unit is capable of supervising and
operating a railway service within the stated cap-
ability of the unit. This provides flexibility in or-
ganizing a TRS since theater requirements may
be met by an organization ranging from that
requiring a brigade headquarters, as the senior
railway unit, down to a limited operation in
which a headquarters and headquarters company,

GENERAL

transportation railway battalion, would operate
a system of 90—150 track miles (145-241 kilo-
meters).

2-2. Command and Control

Command and operational control over the en-
tire TRS, including all railway facilities build-
ings, real estate, and facilities, is exercised by the
senior transportation organization (normally a
transportation command), TASCOM, regardless
of the extension of this service through other
commands or territorial jurisdictions in the com-
munications or combat zones. Commanders of
area support commands or areas within the com-
bat zone influence rail operations by coordina-
tion through command and technical channels
as required.

2-3. Employment

а. The transportation railway units constitu-
ting the TRS operate the main rail systems in a
theater of operations. Included in each system
are the main line and the yards, sidings, and spur
tracks required to connect the various installations
to that line.

b. The transportation railway groups are as-
signed to and operate directly under the senior
transportation organization (normally a trans-
portation command), TASCOM. Each group ad-
ministers and supervises the operation of one
main rail route up to 900 miles (1,448 kilometers)
long. The groups report directly to the railway
brigade or the transportation command, which
coordinates the efforts of the groups in accom-
plishing the theater rail mission.

c. General support maintenance of motive
power and rolling stock is provided to the group
by the transportation railway diesel-electric loco-
motive repair company and the transportation

2-1

FM 55-20

railway car repair company as indicated in para-
graph 1-6с.

d. Headquarters and headquarters company,
transportation railway battalion is the basic op-
erating organization of the TRS. It is the operat-
ing organization for the smallest self-contained
railway segment, the railway division (geograph-

ieal limits of operations, 90-150 miles or 145-
241 kilometers). The headquarters and headquar-
ters company, transportation railway battalion,
is assigned to the transportation command, ТА-
SCOM, and is attached further to a railway
group. The group designates the geographical
limits of the division which the battalion will
operate.

Section ЇЇ. SUPERVISORY AND COMMAND UNITS

2-4. Headquarters and Headquarters
Company, Transportation Railway
Brigade (TOE 55—201)

а. Mission. Тһе mission of the headquarters
and headquarters company, transportation rail-
way brigade, is to command and provide opera-
tional planning, supervision, coordination, and
control of the activities of transportation rail-
way groups.

b. Assignment. This unit is assigned to a
theater army support command (TASCOM) and
normally is attached to a headquarters and head-
quarters company, transportation command.

c. Capabilities.
(1) Under level 1 organization, this unit
provides—

(а) Command and supervision of three
or more transportation railway groups (TOE
55—202).

(b) Command of, staff planning for, and
supervision of operations.

(e) Supervision and assistance in mat-
ters of administration, supply, and training.

(d) Planning for and supervision of se-
curity of all buildings, structures, and equipment
and of all supplies in transit by rail.

(e) Technical control over train move-
ments; operation of terminals, railway shops, and
enginehouses; car distribution; maintenance of
track and structures; and allocation of motive
power.

(f) Allocation of
supplies and equipment.

maintenance-of-way

(2) Under level 2 and 3 organization, the
unit is adapted for reduced operational capabili-
ties from approximately 90 percent at level 2 to
80 percent at level 3.

(3) This unit is not adaptable to a type B
organization. (See para 2-Тс for explanation of
а B type unit.)

2-2 ‘

(4) Mobility of this unit is fixed.

d. Characteristics.

(2) A data processing team from TOE 11-
500 or TOE 29-500 will be required for auto-
matic data processing support.

e. Employment. The transportation railway
brigade is assigned to the TASCOM transporta-
tion command. The brigade commands, plans,
supervises, and controls the entire military rail-
way system. When interzonal service is required,
the brigade is authorized to operate in both the
communications and combat zones. The transpor-
tation railway service (TRS) is comprised of ade-
quate supervisory, operating, and maintenance
units, as required, to operate trains, to maintain
rail lines of communications, and to perform or-
ganizational and direct support maintenance on
motive power, rolling stock, and power trans-
mission facilities.

f. Organization. The brigade (fig 2-1) has a
command section, a headquarters commandant,
and a headquarters company. Personnel assign-
ments and duties peculiar to this unit are as fol-
lows.

(1) Chief of staff.

(2) Information section.

(3) Inspector general sections.

(4) Judge advocate section.

(5) Assistant chief of staff, personnel.

(6) Adjutant general.
(7) Assistant chief of staff, security, plans,

Ine ен a Р Н 1

184883г105 aad üeadquariers
038143), transportation
railway brigade

Commaad section

Assistaat chiof of staff,
socarity, plans,
and operations

Assistant chiof af staff,
persaaao! admiaisttatioa

Assistaot chief of staff,

railway plans
and operations

Assistant chief of staff,
equipment

-ЕМ-55-20

Inspector general Judge advocate |

Information

section. section . - - section

Assistanl chief of staff,
service, supply,
and maintenance

Headquarters
commandant

Assistaot chief of staff,
engineering

Hoadquartors
company

Company headquarters Communications

Figure 2-1. Headquarters and headquarters company,
transportation railway brigade. yt

and operations. This officer, who is also the staff
G2, is assisted by the following:

(a) Training officer.
(b) Communications-electronics officer.
(c) Provost marshal.

(8) Assistant chief of staff, railway plans
and operations. This section is on a 24-hour day
operational basis. The assistant chief of staff, rail-
way plans and operations, is responsible for the
coordination of schedules and the assignment of
motive power to groups. He supervises activities
of his staff officers in their respective operational
areas. These include—

(a) Superintendent, terminals.
(b) Superintendent, car service. брат"

(9) Assistant chief or staff, equipment. "This
officer, a qualified railway equipment superin-
tendent, is in charge of the equipment section, His `
responsibilities include determining the type of
equipment needed to meet operating conditions
and prescribing maintenance policies. Не i$ 'as-
sisted by the following officers: | wi:

(a) Superintendent, motive power. "The
motive power superintendent recommends assign-
ment of motive power to meet requirements of
the railway groups and operating battalions. He
formulates rules for the operation and mainten-

2-3:

ЕМ 55-20

ance of locomotives and locomotive ‘cranes. He
provides adequate inspection service and exer-
cises technical supervision over repair and main-
tenance of locomotives and locomotive cranes.

(b) Chief mechanical engineer. The chief
mechanical engineer is charged with technical con-
trol over arrangement, operation, and mainten-
ance of shop machinery and mechanical equip-
ment of buildings. He formulates designs for
modifications to locomotives and railway cars and
determines changes, alterations, or improvement
of equipment and shop practices.

(c) Superintendent, car shops. The super-
intendent of car shops exercises technical
supervision over car shop operation. He prescribes
rules governing methods of repair and shop prac-
tices and supervises procurement of car shop
equipment.

(d) Superintendent of locomotive shops.
The superintendent of locomotive shops exercises
technical supervision over locomotive shop opera-
tion. He prescribes rules governing methods of
repair and shop practices and supervises procure-
ment of locomotive shop equipment.

(e) Chief electrical engineer. The chief
electrical engineer has direct supervision over all
electrical equipment used by subordinate units.
This electrical equipment includes stationary
power units assigned to the TRS. He assists the
motive power superintendent, the shop superin-
tendents, and the chief mechanical engineer in
technical matters pertaining to electrical equip-
ment.

(f) Enlisted drafting personnel.

(10) Assistant cheif of staff, engineering.
This officer, a qualified railway maintenance-of-
way superintendent, is in charge of the engineer-
ing section His responsibilities include coordina-
tion with the assistant chief of staff, railway
plans and operations, in planning for the con-
struction and rehabilitation of railway facilities.
He has as assistants the following officers:

(a) Engineer, bridges and buildings, who
exercises technical control over maintenance of
bridges, tunnels, buildings, and all other rail-
way structures on the rail lines of subordinate
units.

(b) Construction liaison engineer, who
provides coordination between the TRS and com-
manders of engineer construction forces engaged
in railway construction and rehabilitation. He

2-4

insures that such work meets TRS standards He
may be assigned other engineering duties.

(c) Engineer, maintenance of way, who
exercises technical supervision over mainten-
ance of track and structures performed by sub-
ordinate railway units.

(d) Engineer, railway communications-
electronics, who exercises technical control over
installation and maintenance of signals, control
tower apparatus, interlocking plants, and track
circuits on the rail lines of subordinate units.

(e) Superintendent, water service, who
exercises technical supervision over the location
and operation of all railway locomotive water
stations in subordinate units. He also exercises
technical supervision over water treatment and
the maintenance of piping and mechanical ap-
plicances connected with these water stations. He
coordinates all railway requirements for water
and arranges with the engineer service for ade-
quate supply.

(f) Officer assistant (lieutenant) and en-
listed draftsmen.

(11) Assistant chief of staff, services, sup-
ply, and maintenance section. This officer plans,
coordinates, and supervises activities pertaining
to local procurement of material and services for
the brigade; food service; development of dir-
ectives, plans, procedures, and policies in main-
tenance management and the logistics field for
subordinate units He is assisted by—

(a) Railway storekeeper. The railway
storekeeper is responsible for estimating supply
requirements and allocating critical supplies to
units. He has two enlisted supply assistants.

(b) Maintenance officer (motor). He sup-
ervises the maintenance management functions
of the command and conducts maintenance in-
spections.

(c) Food adviser. This officer exercises
staff control over all food service activities of the
brigade. He interprets regulations, disseminates
instructions, and renders technical assistance to
all subordinate food service activities.

(d) Fuel agent. The fuel agent looks for
sources of fuel supply. He insures the mainten-
ance of adequate fuel reserves on the rail lines of
subordinate units.

(e) Enlisted administrative and supply
personnel.

(12) Headquarters commandant. The head-
quarters commandant, a major, performs the
duties and functions outlined for this position

by FM 101-5. He is assisted by an operations
ergeant and clerical personnel.

(13) Headquarters company. Тһе head-
quarters company commander is a captain. His
responsibilities include the normal command,
morale, supervision, and administrative activi-
ties for the enlisted personnel of the headquar-
ters. He is also responsible for billeting, supply,
training, messing of personnel, internal security
guard, and operation and maintenance of motor
vehicles for the brigade headquarters.

2-5. Headquarters and Headquarters
Company, Transportation Railway
Group (TOE 55-202)

a. Mission. The mission of the headquarters and
headquarters company, transportation railway
group, is to command, administer, and supervise
the operation of the assigned and attached sup-
porting units.

b. Assignment. This unit is assigned to the
senior transportation organization in the theater.
It normally is attached to a headquarters and
headquarters company, transportation command

c. Capabilities.

e transportation railway brigade.

(1) Under level 1 organization, this unit
provides the following functions for from two
to six transportation railway battalions and at-
tached supporting units as required:

(a) Command of, staff planning for, and
supervision of operations.

(b) Supervision and assistance in matters
of administration, supply, and training.

(c) Planning for and supervision of se-
curity of all buildings, structures, and equipment
and of all freight in transit by rail.

(d) Technical supervision over train move-
ments; operation of terminals, railway shops,
and enginehouses ; саг distribution; maintenance
of track and structures; and allocation of motive
power.

(e) Allocation of
supplies and equipment.

maintenance-of-way

(2) Under level 2 and 8 organization, the
unit is adapted for reduced operational capabili-
ties from approximately 90 percent at level 2 to
80 percent at level 8. !

(а) Level 2 provides personnel ала equip-

ent for initiation of mission functions, but the

unit must be provided level 1 authorizations for
sustained performance.

ЕМ 55-20

(b) Level 8 provides personnel and equip-
ment for limited performance of mission func-
tions.

(8) This unit is not adaptable to a type В
organization.

d. Characteristics.

(1) This unit is dependent upon the person-
nel service company (TOE 12-67) for personnel
administration, the finance service organization
(TOE 14-500) for finance service support, the
medical command for medical staff advice, and
appropriate teams from the medical department
organization (TOE 8-600) to provide unit level
medical support. It is also dependent on the direct
support maintenance units of the theater army
area command serving the area for organizational
maintenance of aircraft, and headquarters and
headquarters company, transportation railway
battalion, TOE 55-226, for battalion level organi-
zational maintenance.

(2) This unit will require attachment of a
data processing team from TOE 11-500 or TOE
29—500 for automatic data processing support.

(3) This unit is not adaptable to a type B
organization, (para 2-7с).

e. Employment. The headquarters and head-
quarters company, transportation railway group,
commands the attached transportation railway
battalions and other attached units. T

f. Organization. This supervisory and admin-
istrative headquarters (fig 2-2) is organized so
that it is capable of independent command when
railway operations in a theater are not exten-
sive enough to require a higher command. The
transportation railway group is organized under
TOE 55-202 with a headquarters company and a
group headquarters organized into staff sections.
When it is the only railway headquarters in the
theater, the transportation railway group nor-
mally is under the operational control and staff
supervision of the transportation command. The
commander of headquarters company is responsi-
ble for company administration, billeting, mes-
sing, motor transport, vehicle maintenance, and
supply for the headquarters. All other officers,
including the group commander are assigned to
the group headquarters. The executive officer su-
pervises the staff sections and the subordinate
component units. Both the group commander and

the executive officer are qualified railway opera-

tions superintendents. Functions of the staff sec-
tions are discussed below.

2-5

FM 55-20

5 Headquarters and headquarters company,
transportation railway group

"A i EE

ШЕСІ
| beadquarters

тұ

| Company
| headquarters

Headquarters
company

. | Communications Railway plans and

Figure 2-2. Headquarters amd headquartera company,
transportation railway group.

(1) S1 section. This section is supervised by
the adjutant. He performs administrative and
personnel duties required for the coordination of
the military functions of the group.

(2) S2/S3 section. The S2/S3 officer is in
charge of this section. He plans for and insures
the proper security measures for all buildings,
structures, equipment, and freight in transit by
rail within the group's area of responsibility. He
coordinates active and passive defense measures
for the group and subordinate units. He also acts
as group intelligence officer. He may exercise su-
pervision over assigned or attached military
police units. When the group is not supported by
attached or area MP units, he may be assigned
the additional duty of provost marshal.

D (8) S4 section. This section is supervised by
the railway maintenance officer (S4). He co-
ordinates supply requirements of the subordinate
battalions and exercises technical control over the
battalion storekeepers. He is aided by an assis-
tant railway supply officer (assistant S4). This
section is divided into three principal operational
elements as follows:

(a) Unit supply and maintenance. The
maintenance officer is responsible for the mainte-
nance and inspection program pertaining to all
other than railway equipment. He is assisted by
the food supervisor who inspects ration handling
and food service operation and renders technical
assistance to mess personnel on food preparation
and sanitation.

(b) Railway equipment maintenance. The

2-6

locomotive-equipment maintenance officer is іп
charge of this section. He exercises technical con-
trol over the assignment, maintenance, and oper-
ation of motive power; the maintenance of cars
and work train equipment; and the operation of

mechanical drafting services for the group as ге-\

ХОТ,

shops and enginehouses. This section КР QD

quired.

(c) Railway maintenance of way. The
chief maintenance-of-way engineer exercises te-
chnical control over all track, structures, track
equipment, and roadbed maintenance including
ballasting, grading, and drainage. He is assisted
by the railway signals officer who is responsible
for technical control of installation and mainten-
ance of signals, control tower apparatus, inter-
locking plants, and track circuits. The bridges and
buildings maintenance officer exercises technical
supervision over the maintenance of bridges, tun-
nels, buildings, and other structures.

(4) Communications section. The communi-
cations-electronics officer, a major, plans and co-
ordinates communication activities and advises
the commander on communications-electronics
matters. He is responsible for staff supervision
of the communications section, which provides
internal communications for the group. The com-
munications officer, a lieutenant, supervises the
enlisted personnel of the section and assists the
group communications-electronics officer in plan-
ning communications for the group.

(5) Railway plans and operations section.
The railway plans and operations officer, a quali-
fied railway operations superintendent, super-

vises this section. He is responsible for the broad

planning for rail operations in assigned areas .

and exercises technical control over train
Ф-:: апа terminal operations. Не coordinates

move-

operational planning activities and prescribes the
required train operational reports. This section
operates 24 hours a day. He had an officer as-
sistant (major). This section has two elements—

(a) Plans branch. This branch is respon-
sible for long range planning for rail operations
and coordination of operational planning activi-

‚ ties of the railway group. It is staffed with of-

ficers technically qualified in car service, mainte-
nance of way, railway equipment, and freight
and passenger traffic operations.

(b) Operations branch. This branch,
headed by a qualified railway operations officer,
contains the key supervisors who are responsible
for the operation of trains. The principal ones
are—

‚ (1) Car service officer. This officer is re-
sponsible for technical control of car distribution
and car records. He compiles and distributes to
shipping activities information concerning load
limits and line clearances. When required, he
traces lost cars and expedites and coordinates
the movement of critical shipments.

(2) Yardmasters. Rail yardmasters are

@...-... at large terminals. They supervise the
t

erminal railway operations and recommend to
the group commander changes or improvements
deemed necessary.

(8) Trainmasters. Trainmasters ride the
trains throughout the group's territory. They
oversee operations and engine and traincrew per-
formance. They recommend changes in assigned
motive power, train handling, operating proce-
dures, and personnel utilization as required.

g. Flight Support. This is provided by one
light observation helicopter with a crew of one
warrant officer pilot апа one enlisted crew chief.
This organic aircraft provides the group com-
mander and staff a means of rapid transport in
order to exercise effective command and control
over its widely dispersed units. The main line
trackage within the territory of group responsi-
bility may extend from 600 to 1,000 miles (965
to 1,609 kilometers). A metric conversion table
is included for convenience (app E).

2-6. Headquarters and Headquarters
Company, Transportation Railway
Battalion (TOE 55—226)

a. Mission. The mission of the railway bat-

/ Ө... is to exercise command, control, and зи-

FM 55-20

pervision over attached units and, with its at-
tached units, to operate and maintain in a theater
of operations of railway division of approximate-

ly 90-150 miles (145-241 kilometers).

b. Assignment. "The headquarters and head-
quarters company, transportation railway bat-
talion, normally is assigned to the transportation
command, TASCOM, and is attached to a trans-
portation railway group. When this company is
the highest railway echelon in the theater, it
operates directly under the control of the senior
transportation unit.

c. Capabilities.

(1) Under level 1 organization, this unit
has the following capabilities:

(a) Provides command, staff planning,
administration, control, and supervision of oper-
ations of all assigned and attached units.

(b) Dispatches all trains, supervises on-
line operations, and operates railway stations and
signal towers for which it has responsibility.

(2) Under level 2 and 8 organization, the
unit is adapted for reduced operational capabil-
ities for approximately 90 percent at level 2 to
80 percent at level 3.

(3) The capabilities of a type B organiza-
tion are the same as those of a level 1 organiza-
tion.

(4) Mobility of this unit is fixed.

d. Characteristics.

(1) This unit is dependent upon the person-
nel service company (TOE 12—67) for personnel
administration, the finance service organization
(TOE 14-500) for finance service support, the
medical command for medical staff advice, and
appropriate teams from medical department or-
ganization (TOE 8-600) to provide unit level
medical support.

(2) Individuals of this organization, except
chaplain, can engage in effective, coordinated de-
fense of the unit's area or installation. Defense
of railway structures, bridges, tunnels, and trains
in transit will require attachment of military
police units.

e. Employment.

(1) As the basic unit of the military rail-
way service, the headquarters and headquarters
company, transportation railway battalion, as-

2-7

ЕМ 55-20

sumes responsibility for operation of а railway
division (90-150 track miles (145—241 kilome-
ters)). A railway division normally consists of
main line tracks, sidings, passing tracks, termi-
nals, enginehouses, and car repair tracks. At-
tached units of the railway battalion perform
normal roadway maintenance and organizational
and direct support maintenance to motive power,
roling stock, and railway signals, communica-
tions, and structures.

(2) The railway mileage assigned to the
railway battalion will vary from 90-150 miles
(145-241 kilometers); however, if military nec-
essity dictates, the divisions may be extended.
This may require attachment of teams from TOE
55-520. For planning purposes, a battalion is
capable of operating an average of 10 trains
daily in each direction on a single main line and
15 on a double main line between terminals of
the railway division. Trains consist of 20 cars
with a net trainload of approximately 400 short
tons.

(3) Personnel of the headquarters and head-
quarters company are assigned to duties at loca-
tions as required for efficient operation of the
railway division and according to the facilities
available. Normally, the division serves at least
one larger terminal. Station personnel and tower-
men are assigned to points along the railroad.
The number of personnel at any station depends
upon the amount of traffic to be handled. Per-
sonriel assignments are flexible to permit reas-
signment of station agents to handle any increase
in traffic along any point of the division.

(4) The units normally attached to the head-

Battalion
headquarters

Compaoy
headquarters

Administration and
personnel section

Headquarters and headquarters company,
transportation railway battalion

Train movemeot
section `

quarters and headquarters company, transporta-
tion railway battalion, are as follows:

(a) Transportation railway engineering
company (TOE 55-227).

(b) Transportation railway
maintenance company (TOE 55-228).

(5) When an electrified railway system is
being operated, a transportation electric power
transmission company (TOE 55-217) will be
attached to the battalion to maintain and repair
electric power transmission facilities.

(6) The units indicated in (4) and (5)
above are discussed in section ПІ of this chapter.

equipment

f. Organization. The headquarters and head-
quarters company, transportation railway bat-
talion, consists of a battalion headquarters and
a headquarters company. The battalion headquar-
ters—the command element, is authorized two
military occupational speciality (MOS) 0750’s—
the battalion commander and executive officer,
a chief dispatcher S3, an adjutant, a chaplain,
an S4, a communications officer, and a sergeant
major. The company headquarters is authorized
a company commander, a first sergeant, a supply
specialist, a company clerk, and a light truck
driver. Specific duties and responsibilities of key
personnel of the battalion headquarters are as
follows:

(1) The battalion commander receives and
interprets directives to determine requirements
for train service; formulates operating, mainte-
nance-of-way, and equipment policies; inspects

Headquarters
compaoy

Communications and
railway signal
maiotenaoce platoon

"| Maintecance aod
supply section

Figure 2-9. Headquarters and headquarters company,
transportation railway battalion.

operation, equipment, and facilities to insure com-
pliance with directives and to determine operat-
ing and maintenance efficiency. In addition, he
exercises direct supervision over technical assis-
tants in the planning for and performance of
train control, maintenance of way and equipment,
and train operation. He directs the keeping of
records and the preparation of reports on rail-
way operations.

(2) The executive officer assumes command
in the absence of the battalion commander. His
primary responsibility is to relieve the battalion
commander of some of the details pertaining not
only to the efficient operation and maintenance
of the rail division, but also in preparation and

.execution of demolition plans, administration,

training, supply, and the security of railway
troops, equipment, and supporting facilities.

(8) The chief train dispatcher 58 super-
vises train movement personnel, directs the move-
ment of trains, reroutes rail traffic in emergen-
cies, determines train tonnage, arranges full ton-
nage trains, orders motive power, determines rail
line capacity, and directs railcar setouts and pick-
up's. He establishes train movement priority, co-
ordinates train make-up and train departures
with yardmasters, distributes motive power and
traincrews over division, dispatches wreck train
when required, expedites troop and hospital
trains, and anticipates, prevents, and investi-
gates train delays.

FM 55-20

(4) The adjutant is responsible for railway
personnel administrative services pertaining to
the requisitioning, assignment, and transfer of
railway personnel; organizational reports; and
statistics. In addition, he publishes, authenti-
cates, and distributes battalion orders and oper-
ates the postal service.

(5) The battalion S4 officer is responsible
for determining fuel and supply requirements of
the battalion. He requisitions, stores, and distri-
butes supplies, materials, fuel, and ammunition
as required. In addition, he is responsible for
insuring that motor vehicles are maintained in
accordance with applicable regulations. À motor
officer is not authorized in TOE 55-226.

(6) The communications-electronics officer
arranges for and coordinates the requirement for
establishment of communication between adjoin-
ing battalions, higher rail echelons, and transpor-
tation movement agencies. He directs the instal-
lation and operation of internal communications
between headquarters and subordinate units and
provides technical assistance to the railway com-
munications-electronies maintenance supervisor
in matters pertaining to the operation and main-
tenance of railway dispatching and message lines.

g. Company Headquarters. The company head-
quarters includes the mess steward, cooks, supply
sergeant, motor sergeant and other personnel spe-
cified in TOE 55-226.

Section ІІ. MAINTENANCE AND OPERATING UNITS

2-7. Transportation Railway Engineering
Company (TOE 55-227)

a. Mission. The mission of the railway engi-
neering company is to maintain and repair rail-
road track, bridges, and buildings within a rail-
way division.

b. Assignment. The railway engineering com-
pany is assigned to the transportation command,
theater army support command (TASCOM), and
normally is attached to a headquarters and head-
quarters company, transportation railway bat-
talion.

c. Capabilities.

(1) The railway engineering company is
capable of maintaining and repairing the rail-
way tracks, bridges, and buildings for a railway
division of 90—150 miles (145-241 kilometers)
operated by the transportation railway battalion
to which it is attached.

(2) The reduced strength column adapts
this table of organization and equipment (TOE)
to the lesser requirements for personnel and
equipment during prolonged noncombat periods
and for a limited period of combat.

(3) The capabilities of a type B organization
are the same as that of a full strength organiza-
tion.

(a) The type B column adapts this TOE
to the lesser requirements for US military per-
sonnel. Vacancies existing in the type B column
are indicative of the type of positions which can
be filled by non-US personnel. The number of
non-US personnel must be determined by the
major command to which the unit is assigned
and will depend upon capacity of available per-
sonnel to produce, number of shifts, and other
local conditions.

(b) Interpreters and translators required

2-9

ЕМ 55--20
95 .

when organized under the type B column will be

provided from appropriate teams available to the

theater commander.

(c) Authorization of US military person-
nel shown in the type B column may be modified
b? troop basis proponents as required by local
аа conditions of employment to enable the unit
to ‘accomplish its mission effectively.

‘di Characteristics.

s. (1) The railway engineering company із
not administratively self-sufficient. It is depen-
dent upon the personnel services company (TOE
12-67) for personnel administration, the finance
service organization (TOE 14-500) for finance
support, and appropriate teams from medical de-
partment organization (TOE 8-600) to provide
unit level medical support.

an (2) Organic transportation is provided for
administrative, logistic, and supervisory missions.
This unit cannot move itself with its organic
motor transportation.

3-е. Employment. The railway engineering com-
pany normally is attached to and operates under
the command and supervision of a headquarters
and headquarters company, transportation rail-
way battalion; normal attachment is one com-
pàny to a battalion. It performs maintenance and
répair on track, bridges, and structures of a rail-
way division on a 24-hour basis. Maintenance

S95.
Бэ:

Transpartation railway
enginenring company

Bridge and structural
maintenance platoon

Bridge and structural
maintonance section

and repair include inspection of track, roadbeds,
bridges, culverts, building, water towers, and
other railway structures to determine the extent
and nature of maintenance and required repairs.
When major construction and/or rehabilitation
beyond the capability of this unit is required,
the senior railway headquarters in the theater
requests and coordinates the support require-
ment with the theater engineer command. In a
major construction or rehabilitation project, the
railway engineering company cooperates closely
with engineer units, providing technical advice
as required. The maintenance and repair per-
formed by this company is discussed in ТМ 55-
204.

f. Organization. This company consists of a
company headquarters and four platoons (fig 2-
4):

(1) Company headquarters consists of the
company commander (a maintenance-of-way su-
perintendent), and the enlisted personnel pro-
vided in TOE 55-227. As the maintenance-of-way
superintendent, he is directly responsible for all
engineering pertaining to maintenance of way
and insures that a sufficient stock of emergency
materials such as rail, fastenings, and ties are
stored at key points along the line. He has the
usual military administrative responsibilities for
his company. His territorial limits conform to
those of the battalion.

Service support
platoon

i | Figure 2-4. Transportation railway engineering company,
transportation railway battalion.

(а) The first sergeant has charge of all
routine matters of the company including the
preparation of routine reports, maintaining or-
ganization records, issuing orders, and other as-

signed duties.

(5) The supply sergeant is in charge of
the receipt and issue of maintenance-of-way sup-
plies of the battalion and of individual and or-
ganizational supplies of the company. Assisted by
the supply clerk and driver, he maintains proper
Stock levels, notes supply requirements of the
platoons, and prepares and forwards supply re-
quests. He works under the technical supervision
of the division storekeeper.

(c) Other personnel of company head-
quarters include the. Section foreman, armorer,
supply clerk, vehicle driver, and company clerk.
The latter prepares the company records. The
company clerk and the vehicle driver report to
the first sergeant. Supply personnel normally re-
port to the supply sergeant. Duties are indicated
by thetitles of personnel. '

(2) Each of the two track maintenance pla-
toons'has a headquarters, three track miainte-
nance sections, and personnel assigned as pro-
vided in TOE 55-227. Platoon personnel are re-
sponsible for the safe condition and proper main-
tenance of roadbed, track, tunnels, right-of-way,
station grounds, driveways, crossings, and line-
of-road markers within the limits of the railway
division.

(a) Platoon headquarters. The platoon
headquarters is composed of the platoon leader,
a track maintenance foreman, welders, compres-
sor operators, blacksmiths, and truck drivers. It

Supervises and coordinates the activities of the ©
track maintenance sections, distributes tools and .

materials, and prepares and forwards supply re-
quests and other routine inspection reports. The

platoon leader, who is a track supervisor, re--

ceives instructions from the maintenance-of-way
superintendent. He assigns the territorial limits
to the track maintenance sections and prescribes
the specific work projects. The platoon leader is
responsible for the frequent inspection of track,
roadbed, fills, drainage ditches, tunnels, line-of-
road markers, and highway grade crossings. He
examines track maintenance personnel on opera-
tional and safety rules. In the event of a train
accident or line obstruction, the platoon leader
and a section gang proceed with the wreck train
to repair the track after it has been cleared by
the wreck crew of the equipment maintenance
company. He is responsible for all TOE 55-227

FM 55-20
property in his assigned territory, for maintain-
ing an adequate supply of material for repair of
all right-of-way fixed rail facilities, and for dis-
cipline ánd training. 1 бы

(b) Track maintenance section. Each of
the six track maintenance sections, composed of
the section gang foreman. and section workers,
is responsible for all maintenance of way within
its assigned territory. The gang foreman is re-
sponsible for the work, supervision, discipline,
and technical training of his men. He has the
responsibility for all maintenance-of-way tools
and supplies. Under his direction, inspection is
made of track, roadway, bridges, culverts, sta-
tion grounds, tunnels, milepost signs, and high-
way grade crossings. $

(3) The bridge and structural maintenance
platoon consists of a platoon headquarters and
two bridge and structural maintenance sections.
The principal duty of the platoon is inspection
of bridges, culverts, tunnels, fueling and watering
facilities, and buildings to determine maintenance
requirements. |

(a) Platoon Gales Platoon heade
quarters consists of the platoon leader, a platoon,
sergeant, assistant platoon sergeant, water sup-
ply. specialists, welders, blacksmiths, plumbers,
pumping station operators, and truck, drivers.,
The platoon headquarters furnishes technical su-
pervision and coordinates and inspects the work
of the two bridge and structural maintenance

Sections; Personnel perform the duties indicated

by their titles.

` (b) Bridge and РЕ maintenance
sections. Each bridge and structural maintenance

~ section is organized'and equipped to maintain

structures. The construction foreman is in charge
of the. section, supervises the work, and is re-

.sponsible for the discipline, . the care, and the

feeding of. his men. He must insure that there
are no delays to the workj because of lack of
materials and tools. Included in the section are
structural ,steel : workers, construction workers,
riggers, welders, and carpenters.

“(4) The platoon leader of the service sup-
port platoon is a maintenance-of-way officer with

Ње mission -of providing service support to the
three mission platoons. This platoon includes the

engineer. equipment maintenance supervisor; а
construction. surveyor; construction draftsman;
survey recorder; equipment mechanics; crane
shovel, forklift, and vehicle operators; equipment

reports clerk; and other maintenance personnel.

The platoon provides engineering and survey serv-

2-17

FM 55-20

ices, furnishes heavy hauling equipment, and
provides maintenance services for the company.

2-8. Transportation Railway Equipment
Maintenance Company (ТОЕ 55-228)

a. Mission. The mission of the railway equip-
ment maintenance company is to provide organ-
izational and direct support maintenance on mo-
tive power and rolling stock.

b. Assignment. The equipment maintenance
company is assigned to the transportation com-
mand, TASCOM, and normally is attached to a
headquarters and headquarters company, trans-
portation railway battalion.

c. Capabilities.

(1) The equipment maintenance company
is capable of performing organizational and di-
rect support maintenance on approximately 40
diesel-electric locomotives and 800 railway cars
and can perform organizational (running) іп-
spection on 2,000 cars daily. It performs light
repairs on tools and limited repairs on special
mechanical equipment within the battalion.

(2) The reduced strength column adapts
this TOE to the lesser requirements for personnel
and equipment during prolonged noncombat pe-
riods and for a limited period of combat.

(3) The capabilities of a type B organiza-
tion are the same as those of a full strength
organization.

(a) The type B column adapts this TOE
to the lesser requirements for US military per-
sonnel, Vacancies existing in the type B column
are indicative of the types of positions which
can be filled by non-US personnel. The number
of non-US personnel must be determined by the
major commander to which the unit is assigned
and will depend upon capacity of available per-
sonnel to produce, number of shifts, and other
local conditions.

(b) Interpreters and translators required
when organized under the type B column will be
provided from appropriate teams available to the
theater commander.

(e) Authorization of US military person-
nel shown in the type B column may be modified
by troop basis proponents as required by local
area conditions of equipment to enable the unit
to accomplish its mission effectively.

(4) Mobility of this unit is fixed.

2-12

d. Characteristics.

(1) The equipment maintenance company
is not administratively self-sufficient. It is de-
pendent upon the personnel services company
(TOE 12-67) for personnel administration, the
finance service organization (TOE 14-500) for
finance support, and appropriate teams from medi-
cal department organization (TOE 8-600) to pro-
vide unit level medical support.

(2) Organic transportation is provided for
administrative, logistic, and supervisory missions.
This unit cannot move itself with its organic
motor transportation.

e. Employment. The railway equipment main-
tenance company is attached to and operates
under the command and supervision of a head-
quarters and headquarters company, transporta-
tion railway battalion; normal attachment is one
company to a battalion. Upon entry into a theater
of operations, equipment maintenance personnel
inspect available motive power and rolling stock
and estimate the time required to place them
in service; equipment requiring repairs beyond
the capability of the unit is evacuated to the
general support units for repair. Personnel of
the railway equipment maintenance company also

inspect enginehouses, shops, fueling and watering

Stations, and other facilities used in rolling stock
maintenance. During subsequent operations, mo-
tive power and railway cars are kept in proper
operating condition by performance of organiza-
tional and direct support maintenance as requir-
ed. Personnel of this unit operate a wreck train
to clear the tracks and to repair or salvage de-
tailed or wrecked motive power and cars. This
unit also maintains the necessary level of diesel
fuels and other supplies of lubricants, oils, sol-
vents, and repair parts for organizational and
direct support maintenance on motive power and
rolling stock and operates fueling, watering, and
lubricating facilities. When necessary, this unit
implements the battalion demolition plan for the
destruction of shop equipment, motive power, and
railway cars. (STANAG 2118, app G.) The main-
tenance of diesel-electric locomotives and railway
cars is discussed in TM 55-202 and 55-208, re-
spectively.

f. Organization. This unit is composed of a
company headquarters, a car repair platoon, and
a diesel-electric locomotive repair platoon (fig
2-5). In the event steam locomotives are used,
the company will be augmented with steam loco-
motive maintenance crews, direct support (DS),
from TOE 55-520.

Г: Tran nartatinn rail ay equip ant |

нә sportation ған

maintenance company

ЕМ 55-204:

Diesel-electric locomotive
repair platoon

Figure 2-5. Transportation railway equipment mainte-
nance company, transportation railway battalion.

(1) The company commander is a qualified
railway master mechanic, military occupational
speciality (MOS) MOS 0785, and is responsible
for the military administration and the opera-
tional performance of the company. He assigns
personnel and insures cooperation with the other
companies to facilitate the function of the bat-
talion in accomplishing its mission. He prescribes
rules and regulations for the protection of en-
ginehouses and other facilities from fire and
other damage and makes periodic inspections to
ee that they are being observed. The company
ommander also has direct charge of the drafting
room and is responsible for the procurement,
storage, and issue of TOE tools, materials and
supplies. He insures that all rules governing
equipment inspection, tests, and maintenance
are followed. He maintains a record of the condi-
tion of locomotives and cars and performs such
other duties as prescribed by the battalion com-
mander. Personnel under his direction include a
first sergeant, a supply sergeant, a company clerk
a draftsman, a light truckdriver, and two supply
specialists.

(2) The car repair platoon is responsible
for maintenance, repair, and inspection of cars
and operation of the wreck train. It performs
light car repairs and inspects for defects, the
cars passing over the division. The platoon con-
sists of the platoon leader (car foreman), car
shop foreman, car inspectors, car repairmen, air-
brake repairmen, blacksmith, welders and other
mechanics. The platoon leader is responsible for
the operation of the car repair shop. He is re-
sponsible for the discipline and training of his
men, inspecting and testing airbrakes and air
equipment, car inspections, and the supply of car

arts and repair materials. He represents the
railway equipment maintenance company at
wrecks and makes certain that damage to equip-

LEN
2

ment is held to a minimum when clearing up
wrecks. The car shop foreman assists the platoon
leader, coordinates the car repair work, and re-
quisitions repair materials. The car shop fore-
man is in charge of the car repair shop and su-:
pervises the work. The foreman advises the sup-
ply sergeant of the material requirements of thet.
shop. The occupational titles of the following.
personnel indicate their normal duties, although1:
they may be assigned other additional duties:
car repairmen, airbrake repairmen, blacksmiths, =.
metal workers, and welders. Wreck crews, made
up from the car repair platoon, operate equip-,
ment assigned to the wreck train and assist in.,
clearing wrecks and other line obstructions. The `
duties of wreck crews are thoroughly discussed
in TM 55-207. Wreck crew personnel include а
senior car repairman designated as wreck crewil
foreman, and necessary car repairmen, wreek'^
crane operators, electricians, and welders.

(3) The diesel-electric locomotive repair
platoon is responsible for operation of engine-5&
houses; maintenance and running repairs to 10с0-15
motives, cranes, and other allied equipment; and“
the fuel and lubrication facilities. The platoon is"
organized to operate а 4-hour day. The platoon:*
leader is designated the diesel locomotive shop:
superintendent. He is generally responsible for:
all facilities used in connection with servicingu
and repair of motive power, materials and tools,
and inspection of locomotives including sand;
water, fuel, and lubrication. He insures that host-.,,
lers switch the locomotives promptly from thes.
shop to ready tracks after determining they have
been properly inspected, supplied, and are in
condition for road and yard service. He conducts
inspections to see that safety rules and regula-^
tions are followed by personnel under his juris
diction. The diesel locomotive shop superinten<"'
dent is assisted by the diesel-electric locomotive

2-13 °

FM `55-20

t e areas et >

shop foreman. The shop foreman is directly re-
sponsible for servicing of and running repairs
to diesel-electric locomotives. Other personnel
consists of the assistant shop foreman, a master
machinist, toolmakers, airbrake repairmen, ele-
ctricians, machinists, welders, diesel-electric lo-
comotive repairmen, crane operators, and other
personnel required to insure round-the-clock serv-
ice.

2-9. Transportation Train Operating
‘Company (TOE 55--229)

a. Mission. The mission of the train operating
company is to provide road and yard personnel
for the operation of railway locomotives and
trains.

b. Assignment. The train operating company
is assigned to the transportation command, TAS-
COM, and normally is attached to a headquarters
and headquarters, company transportation rail-
way battalion. :

e. Capabilities.

(1) Under level 1 organization, this unit has
the following capabilities:

нұс» (а) Operates trains and locomotives in
both yard and road service and performs inciden-
tal, switching service for a railway division 90-
150 miles (145-241 kilometers) long on an around-
the-clock basis.

2 (b) Performs the necessary switching and
train buildup in a large terminal, including port
clearance up to a 20-mile (32-kilometer) radius
from a large port.

(c) Provides 40 traincrews daily for road
and/or. terminal operation, including switching,
classifying, and making up trains for the road.

. (2) Under level 2 and 8 organization, this
unit is. adapted for reduced operational capabili-
ties from’ approximately 90 percent at level 2 to
80 percent at level 3.

`. (8). The capabilities of a type B organiza-
tion are the same as those of a level 1 organiza-
tion. TS |

(а) The type В column adapts this TOE
to the lesser requirement for US military per-
sonnel. Vacancies existing in the type В со!
umn are indicative of the types of positions
which can be filled by non-US personnel. The
number. of non-US personnel must be determined
by the major commander to which the unit is
assigned and will depend upon capacity of avail-

2-14

able personnel to produce, number of shifts, and
other local conditions.

(b) Interpreters and translators required
when organized under the type B column will be
provided from appropriate teams available to the
theater commander. `

(c) Authorization of US military person-
nel shown in the type B column may be modified
by troop basis proponents as required by local
area conditions of employment to enable the unit
to accomplish its mission effectively.

d. Characteristics.

(1) The train operating company is de-
pendent on the personnel service company (TOE
12-67) for personnel administration and upon
the finance service organization (TOE 14-500)
for finance support.

(2) Organie transportation is provided for
administration, logistic, and supervisory missions.
This unit cannot move itself with its organic
motor transportation.

e. Employment. Тһе train operating company
provides traincrew personnel for operation of
main line freight and passenger trains and yard
crew personnel for switching requirements in
yards and terminals, including yardmasters and
yard clerks. Traincrews in main line service are
supervised by assistant trainmasters and road
foremen of engines. Operational control of all
main line trains is exercised by the train dis-
patcher. While within yard limits, they are under
the supervision of the yardmaster. This company
provides road and yard personnel for the opera-
tion of trains and switching crews of the trans-
portation railway battalion to which assigned
or attached, within the assigned limits of the
battalion’s area, including the switching at sta-
tions, depots, docks, and at service installations.
Operating and safety rules for transportation rail-
way service personnel are contained in TM 55-
200.

f. Organization. The train operating company
consists of the company headquarters and two
train operating platoons (fig 2-6).

(1) Company headquarters. The company
headquarters is staffed by the company
commander, the road foreman of engines, and
the yardmasters. Noncommissioned personnel
consist of a first sergeant, senior assistant yard-
masters, assistant yardmasters, supply sergeant,
and additional enlisted personnel shown in TOE
55-229. The company provides personnel for sup-

Company
headquarters

Platoon
headquarters

FM 55—20

Train operating
platoon

(25) E

Figure 2-6. Transportation train operating company, А ` pa a
transportation railway battalion.

@---- inspection, and administration of the

company and for the operation of the yards and
terminals. The company headquarters is responsi-
ble for records and reports. The company com-
mander's duties are analogous to those of a
trainmaster on a civilian railway division, for
example, the operation of road trains and yard
switching. He is assisted by the first sergeant
and company clerk in the military administra-
tion of the company, including housing and care
of company personnel.

(a) The company commander is responsi-
ble for safe and efficient operation of locomotives
and trains and for strict compliance with all
operating and safety rules by personnel of the
company. In the absence of instructions from
higher authority, he prescribes in special time-
table instructions, rules, and regulations required
for safe and efficient yard service and road move-
ments. He insures the prompt and regular move-
ment of trains over the division, and he investi-
gates train delays and accidents. He analyzes de-
lays and takes positive action to preclude their
reoccurrence. He inspects the condition of pas-

enger equipment and sees that the cars are
@ 2 and fully used. He coordinates with the
train movement section of the headquarters

2 fd

company and makes constructive recommenda
tions to expedite train movements.. | | Bl

(b) The road foreman of engines, a lieu-
tenant (MOS 0720), is directly responsible-foř`
the efficient handling of locomotives by the engine-
men; he reports to the trainmaster. He coordiñ2
ates with the master mechanic to insure próper?
mechanical condition and efficient performariée
of division motive power. He supervises the train-
ing and assignment of locomotive crews, spends
a great deal of his time on the road observingl?
crew performance and train operation, and. sup-
ervises the senior enlisted road foreman assigned,
to the platoons. They in turn, supervise the 195
comotive crews оп the road and т terminals tag
insure compliance with rules and safe and efficient
operation of the motive power in their charge.
They ride locomotives and instruct enginemer?i3
in technical aspects of proper locomotive Һапа!2ї)
ing and must do everything possible to see that
engine failure and delays are held to the mini-5j
mum. They report mechanical defects to mains
tenance personnel and fuel and water deficiencies;i;
to the train dispatcher. They prepare locomotive}.
performance records, report locomotive апа. Моди
comotive crew failures, and inform the road fore-y¢
man of engines of the condition of locomotivesas

ралы

2-15.

„ЕМ 55-20
427%

when received from enginehouses and of their
performance during the assigned tour of duty.

(c) The yardmaster reports to the com-
pany commander who serves as the division train-
master. His duties and responsibilities are dis-
cussed in TM 55-206.

(d) Other personnel include the first ser-
geant, supply sergeant, armorer, company clerk,
supply clerk, and truck drivers, who perform nor-
mal administrative and supply functions.

(2) Train operating platoon. There are two
train operating platoons, each composed of a pla-
toon headquarters and 25 traincrews. The platoons
provide the personnel for train movements and
yard switching operations.

(a) Platoon headquarters. Each platoon
headquarters in the company includes a platoon
leader who acts as assistant trainmaster. His en-
listed personnel include one senior road foreman
of engines, one road foreman of engines, five
senior brakemen, five brakemen, two senior crew
dispatchers, two crew dispatchers, and 25 train
and engine crews as provided in TOE 55-229.
The platoon leader is responsible for the discip-
line, housing, and general care of the personnel
in his assigned territory. He enforces rules and
‘regulations for safe and efficient operation of
‘trains, and insures compliance with special in-
structions. The crew dispatchers are charged with
maintaining the crew roster, or crew board, and
responsible for traincrews being called sufficiently
in advance to insure their availability. As dir-
‘ected by the platoon leader, they perform ad-
-ministrative and clerical duties pertaining to the
operation and performance of traincrews.

(b) Traincrews. Traincrews operate main
dine freight or passenger trains, or, as yard
crews, perform switching in yards and terminals.
. The conductor is responsible for the entire crew's
duty performance. The brakemen report to and
receive their instructions from the conductor. The
.engineman is responsible for the efficient opera-
tion of the locomotive and for strict compliance
with all train orders, rules, and special instruc-
¿tions in the timetable. Train orders and signal
.indications are repeated by enginemen and train-
.crewmen to each other when two are present on
«the locomotive or in the caboose. (The duties
‘of main line traincrews and those of yard switch
crews are discussed in detail in TM 55-206.)

.2—10. Transportation Electric Power
` Transmission Company (ТОЕ 55-217)
‘а. Mission. The mission of the electric power

2-16

transmission company is to maintain and repair
electrie power transmission facilities.

b. Assignment. The electric power transmission
company is assigned to the transportation com-
mand, TASCOM, and normally is attached to a
headquarters and headquarters company, trans-
portation railway battalion.

c. Capabilities.

(1) Under level 1 organization, this unit
maintains and repairs electric power transmis-
sion facilities, including substation and catenary,
for 200 miles (321 kilometers) of electrified rail-
way including side tracks, passing tracks, and
yard tracks.

(2) Under level 2 and 3 organization, the
unit is adapted for reduced operational capabili-
ties for approximately 90 percent at level 2 to
80 percent at level 3.

(3) The capabilities of a type B organiza-
tion are the same as those of a level 1 organiza-
tion.

(a) The type B column adapts this table
to the lesser requirements for US military person-
nel. Vacancies existing in the type B column are
indicative of the types of positions which can be
filled by non-US personnel. The number of non-US
personnel must be determined by the major com-
mander to which the unit is assigned and will
depend upon capacity of available personnel to
produce, number of shifts, and other local con-
ditions.

(b) Interpreters and translators required
when organized under the type B column will be
provided from appropriate teams available to the
theater commander.

d. Characteristics.

(1) This unit is dependent upon the person-
nel service company (TOE 12-67) for person-
nel services and upon the finance service organi-
zation (TOE 14—500) for finance support.

(2) Organie transportation is provided for
administrative, logistic, and supervisory mis-
sions and provides the unit with а 15-percent
mobility capability.

e. Employment. The electric power transmis-
sion company normally is attached to a head-

quarters and headquarters company, transporta-
tion railway battalion. It is employed only when
an electrified system is to be operated and when
such operation cannot be accomplished by using
local civilian personnel.

f. Organization. The company is composed of
a headquarters and two electric power platoons
(fig 2-7). Their functions are as follows:

(1) Company headquarters. The company
headquarters consists of the company commander
(electric power transmission superintendent),
line construction supervisor, first sergeant, mess
steward, supply sergeant, and additional enlisted
personnel as shown in TOE 55-217. The head-
quarters is responsible for normal administration,
discipline, mess, and supply of the company. It
supervises the electric power platoons.

(a) The company commander reports to
the battalion commander. He is responsible for
seeing that an adequate quantity of materials
and supplies is maintained. He must cooperate
closely with other units of the battalion to facili-
tate all operations.

(b) The second in command assists the
company commander in the administration of
the unit. He supervises the organizational and
direct support maintenance and minor repair of
electric power transmission facilities required for
operation of electric locomotives.

(c) The high voltage line construction
supervisor supervises repair and maintenance of
al power distribution lines. The initial rehabili-
tation is an engineer responsibility.

(d) Other personnel include the first ser-
geant, food service steward, company clerk, and
supply clerk who perform normal administrative,
food service, and supply functions.

(2) Electric power platoons. There are two
electric power platoons in the company. Each is
headed by an electric power transmission officer
who reports to the company commander. Included
in each platoon is a line construction foreman,
senior cable splicer, substation supervisor and

Transportation electric power
transmission company

Company Electric power
headquarters ‘platoon 1

Figure 2-7. Transportation electric power transmission
company.

а)
ЕМ 55-20

operators, and additional technical personnel as
ble for the operation, maintenance, and repair of
electrical transmission systems. It is organized
for 24-hour operation.

(a) The line construction foreman reports
to the electric power transmission officer and sup-
ervises the work of the line teams, cable splicer,
and any other repairmen.

(b) The substation supervisor, who re-
ports to the electric power transmission officer,
supervises the activities of the substation opera-
tors and electricians. He is charged with respon-
sibility for the proper load and distribution ‘of
electric current over the railway division.

(3) Other personnel. When circumstances
require more power substation personnel than is
provided by the TOE, additional support should
be requested from the TASCOM engineer ser-
vice.

2-11. Other Maintenance Units T

а. General. General support maintenance, or
heavy maintenance beyond the capabilities of the
battalion railway equipment maintenance com-
pany, is provided by two additional companies.
Under current doctrine, these two units are sep-
arate companies. They are assigned to a field de-
pot of the TASCOM materiel command, but may
be located in the vicinity of the units which
they support. Their functions are discussed below.

b. Transportation Diesel-Electric Locomotive
Repair Company. Organized under TOE 55-247,
this unit consists of a company headquarters and
two platoons, one diesel engine platoon, and one
diesel-electric platoon. The mission of this unit!is
to perform general support maintenance on diesel-
electric locomotives and railway cranes; see TM
55-202. This company is capable of repairing
under-carriages and removing and installing traé-
tion motors, wheels, bearings, draft gears, safety
appliances, headlights, brake gear, etc. Othér
duties include required electrical work, such as
winding, baking, and testing armatures; repair-
ing electrical control equipment, panel boards,
motors, and electric switches; and inspecting
diesel-electric locomotive units. It also has the
capability of assembling and testing new locomo-
tive units. When the company has its authorized
personnel, it has the capability of performing
general support maintenance on a maximum of
25 diesel-electric locomotives and/or railway
cranes per month.

2-17

Ша 55-20

-ce. Transportation Railway Car Repair Com-
pany (General Support) (TOE 55-248). This
unit performs general support maintenance
which involves stripping, fabricating, assembling,
erecting, welding, and painting in support of
2,500. railway cars. It is capable of dismantling,
assembling, and repairing boxcars, flatcars,
gondola cars, tank cars, hospital cars, passenger
cars, and special purpose cars—including bodies
running gear, and airbrake components; see TM
55-208. It is capable of performing general sup-
port maintenance on 600 railway cars per month.

Section IV. TRANSPORTATION

2-12. General

Transportation railway service teams organized
ünder table: of organization and equip-
ment (TOE) 55—520 are available for employment
within the transportation railway service. These
teams are employed to increase the capabilities of
railway service operating and maintenance units
fo meet requirements that exceed the capabilities
of such units but are not sufficient to warrant
the assignment of additional TOE units to the
railway service.

а. Mission. The missions of individual teams
are given in paragraph 2-13 below.

b. Assignment. Assignment of individual
teams is given in paragraph 2-13 below. A team
may be attached or assigned as required to higher
ééhelon units or may be organized into ser-
Vice units to perform the functions required by
existing conditions.

c. Capabilities.
- (1) Capabilities for individual teams аге
given in paragraph 2-13 below.

~: (2) These teams are not adaptable to
strength levels 2 and 3.

. (8) These teams are not adaptable to type В
organization except as noted for specific teams in
paragraph 2-18 below.

(4) When type B strength is shown, the cap-
abilities are the same as those of a full strength
organization.

(a) The type B column adapts the teams
to the lesser requirements for US military person-
nel. Vacancies existing in the type B column are
indicative of the types of positions which can be
filled by non-US personnel. The number of non-
US personnel must be determined by the major
€ommander to which the unit is assigned and will

418

This unit has a supply mission also. When sources
of supply are not available in the area of opera-
tion, this company may be assigned the responsi-
bility for supplying repair parts for organiza-
tional and direct support maintenance of railway
equipment. It has the capability of receiving,
storing, and issuing 8,000 line items per month
in support of four to six railway battalions. It is
organized with a company headquarters, one
stripping and erecting platoon, one shop platoon,
and a railway supply platoon.

RAILWAY SERVICE TEAMS

depend upon capacity of available personnel to
produce, number of shifts, and other local con-
ditions.

(b) Interpreters and translators required
when organized under type B strength will
be provided from appropriate teams available to
the theater commander.

(c) Authorization of US military person-
nel shown in the type B column may be modified
by troop basis proponents as required by local area
conditions of employment to enable the unit to
accomplish its mission effectively.

(5) Unless specifically provided for in the
individual teams, these teams must be furnished
personnel, administration, supply, mess, and orga-
nizational maintenance service. If not provided by
the unit to which attached or assigned, mess
and automotive maintenance teams will be drawn
from TOE 29-500. Other service support will be
drawn from appropriate service organization TOE
of the service concerned or provided on an area
basis as required. Teams may be grouped under
appropriate TOE 55-500 headquarters elements
for command control.

d. Basis of Allocation. Basis of allocation is
given for individual teams in paragraph 2-13
below.

e. Category. These teams are designated as
category III teams.

f. Mobility. Mobility for individual teams is
given in paragraph 2-19 below.

2-13. Detailed Breakdown of Teams
a. Team EA, Ambulance Train Maintenance
Detachment (Direct Support).

(1) Mission. To perform running repairs o
ambulance train railway cars.

(2) Assignment. То the senior transporta-
tion railway unit in a theater of operations.

| (3) Capabilities. Performing running ге-
pairs on one ambulance train.
(4) Basis of allocation. One per ambulance

. train.

(5) Mobility. One hundred percent mobile
by rail.

b. Team EB, Ambulance Train Maintenance
Detachment (Augmentation).

а р (1) Mission. Augmenting railway саг ге-
pair crew when required to perform direct sup-
port maintenance repairs on ambulance trains.

.. (2) Assignment. То a railway car repair
crew (direct support) team EH.

(3) Capabilities. Provides refrigeration and
supply specialists necessary for direct support
maintenance of four ambulance trains.

(4) Basis of allocation. One per four am-
bulance trains to be maintained.

(5) Mobility. Fixed.
c. Team EC, Railivay Station Detachment.
(1) Mission. To operate on on-line railway

tation
e (2) Assignment. To а transportation rail-
way battalion or comparable unit.
(8) Capabilities.

(a) Providing a detachment to operate a
small or medium-size on-line railway station
facility in a depot or other installation served by
the transportation railway service.

(b) Augmenting a transportation railway
battalion.

(4) Basis of allocation. One for each on-line

railway station or depot railway station facility

+ required when the number of such stations to be

- operated exceeds the capabilities of a transporta-
tion railway battalion.

(5) Mobility. Fixed.

d. Team ED, Railway Terminal Detachment.

(1) Mission. To operate a railway terminal
on a 24-hour basis.

(2) Assignment. То a transportation railway
battalion or comparable unit.
(8) Capabilities. Operating a railway ter-
inal with a capacity of 10 trains per day.

(4) Basis of allocation. One per railway ter-
minal when the number of such terminals to be

. FM 55-20

operated exceeds the capabilities of a transporta-
tion railway battalion. '

(5) Mobility. Fixed. oe
ЖЕ;
е. Team EE, Railway Section. Crew. | ©

(1) Mission. To perform railway" mainteiiz
ance way.

(2) Assignment. To a transportation rail:
way battalion, or comparable unit. 7

(3) Capabilities. Ре aM

(a) Maintaining PE ЫН 15. track

miles (24 kilometers) (tracks, roadbeds, Switches,

and miscellaneous railway facilities). ` | А ?
(b) Adaptable to type B organization. a

(4) Basis of allocation. As required | Үп, ‘con
sonance with stated capability. БЕЛЕ

(5) Mobility. One hundred percent mobile T.
rail. | йн US

f. Team EF, Steam Locomotive Maintenance;
Detachment (Direct Support). T ЗЭР

(1) Mission. То perform. direct support:
maintenance on steam locomotives.

(2) Assignment. Toa ‘transportation railway
battalion or comparable unit. | .

(8) Capabilities.
(a) Performing direct support - maintenš
ance for seven steam locomotives. |
(b) Adaptable to type B organization.

(4) Basis of allocation. One per seven steam °
locomotives for which the US Army has direct
support maintenance responsibility.

(5) Mobility. Fixed.

g. Team EG, Diesel-Electric Locomotive Main-
tenance Detachment (Direct Support).

(1) Mission. To perform direct support main- |
tenance on diesel-electric locomotive. `

(2) Assignment. To a pos гаЙЎ
way battalion ог comparable unit.. f - 1 TS
(3) Capabilities. v TOM p we
(a) Performing direct support mainten-
ance for seven diesel-electric locomotives, ‘ава. 50 |
railway cars at а small terminal, des
(b) Augmenting a transportation . rail.
way battalion. ©
(4) Basis of allocation. One per seven diesel- .
electric locomotives and 50 railway cars requir- ”
ing direct support maintenance when direct sup:
port maintenance requirements for diesel-electric 4

22-19

FM 55--20

locomotives exceed the capabilities of a transporta-
tion railway battalion.

(5) Mobility. Fixed.

" h. Team EH, Railway Car Repair Crew (Dir-
ect Support).

(1) Mission. To inspect and perform direct
support maintenance on railway cars at points
distant from fixed facilities.

(2) Assignment. To a transportation rail-
way battalion or comparable unit.

(3) Capabilities.

(a) Inspecting and performing direct sup-
port maintenance on 300 to 350 railway cars.

(b) Augmenting a transportation railway
battalion.

(c) With augmentation by ambulance
train maintenance team, capable of performing
direct support maintenance on ambulance trains.

(d) Adaptable to a type B organization.

(4) Basis of allocation. One per 300 to 350
railway cars for which inspection and mainten-
ance are required beyond the capabilities of
other railway maintenance units.

(5) Mobility. Fixed.

$. Team EI, Railway Yard Operating Detach-
ment.

(1) Mission. To operate a railroad yard.

(2) Assignment. To a transportation rail-
way battalion or comparable unit.
(3) Capabilities.

(a) Operating a railroad yard on a 24-hour
basis when yard crews are provided and when
not more than two receiving and classification
yards, including humps, are to be operated.

(b) Inspecting and performing running
repairs on rolling stock transiting the yard.

(d) Augmenting a transportation railway
battalion.

(4) Basis of allocation. One per railroad yard
of 500-cars-per-day capacity when the number of
such yards to be operated exceeds the сараын-
ties of a transportation railway battalion.

(5) Mobility. Fixed.

7. Team EJ, Bridge and Building Maintenance
Detachment (Direct Support).

(1) Mission. To maintain railway bridges
and buildings.

2-20

(2) Assignment. To a transportation rail-
way battalion or comparable unit.
(3) Capabilities.
(a) Maintaining bridges апа buildings
along 45 to 75 track miles (72 to 121 kilometers).
(b) Adaptable to type B organization.
(4) Basis of allocation. As required in con-
sonance with stated capability.

(5) Mobility. Fifty percent mobile by or-
ganic vehicles and rail equipment.

k. Team EK, Railway Train Operating Section.
(1) Mission. To operate trains.

(2) Assignment. To a transportation rail-
way battalion or comparable unit.

(3) Capabilities. Operating three trains on
a 24-hour basis in road service, or operating three
trains on a 24-hour basis in switching service,
when augmented by nine additional brakemen,
team EN.

(4) Basis of allocation. As required in con-
sonance with stated capability.

(5) Mobility. Fixed.

l. Team EL, Railway Workshop (Mobile) De-
tachment (Direct Support).

(1) Mission. To perform direct support
maintenance of diesel-electric locomotives and
rolling stock in areas where static facilities are
inadequate or nonexistent.

(2) Assignment. To a headquarters and
headquarters company, transportation railway
group, or to a transportation railway battalion or
comparable unit.

(3) Capabilities. Performing the following
functions on a 24-hour daily basis:

(a) Inspecting and performing direct sup-
port maintenance on 20 diesel-electric locomo-
tives and 100 railway cars.

(b) Assembling railway equipment.

(e) This team is adaptable to type B or-
ganization.

(4) Basis of allocation. One per transporta-
tion railway battalion or as required.

(5) Mobility. One hundred percent mobile
when equipment is mounted on railroad cars.

m. Team EM, Railway Maintenance-of-Way
Crew.

way functions.

(1) Mission. To perform —À Ер

(2) Assignment. To a transportation railway
battalion or comparable unit.

(3) Capabilities.
(a) Maintaining approximately 40 track
miles (64 kilometers) (including track, bridges,

buildings, and railway signals and communica-
tions lines) in a large terminal area.

(b) Adaptable to type B organization.

(4) Basis of allocation. As required in con-
sonance with stated capability.

(5) Mobility. Fifty percent mobile by organic
vehicles and rail equipment.

ЕМ 55-20
А
^. Team ЕМ, Railway Train Operating Sec-
Поп (Augmentation).

(1) Mission. To augment railway train op-
erating section, team EK, when required to operate
three trains on a 24-hour basis in switching ser-
vice. A

(2) Assignment. To a railway train operat-
ing section, team EK.

(8) Capability. Providing brakemen neces-
sary for operating three trains in switching ser-
vice.

(4) Basis of allocation. One per three trains
in switching service.

(5) Mobility. Fixed.

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ЕМ 55-20

CHAPTER 3

RAILWAY OPERATIONS

(NATO STANAG 2079, 2153, 2156, 2158, 2165, 2171, 2172, 2805-Е (ANNEX В); CENTO STANAG
2079, 2153, 2156, 2158; SEATO SEASTAG 2079)

3-1. Establishment of Rail Operations

The normal procedure for the establishment of
a railway operation in a theater of operations is
set forth in a through e below. Since estab-
lishment of operations is dependent upon the re-
habilitation of the railway net, the following
steps may be accomplished simultaneously. After
railway personnel and equipment arrive in an
area, limited railway operations may be estab-
lished within a few hours.

а. АП rail lines, facilities, and equipment are
reconnoitered by a team of railway and engineer
personnel. This reconnaissance must produce suf-
ficient intelligence of the rail line, the condition
of existing facilities and equipment, and the avail-
ability of civilian railway personnel on which to
base requirements for personnel and equipment
for operation of the rail system.

b. The capabilities and limitations of the rail
line are evaluated.

c. Subordinate rail units are oriented concern-
ing the characteristics of the rail lines and the
type of operation planned.

d. Subordinate rail units are deployed through-
out the rail net.

e. Rail operations are initiated.

3-2. Methods of Operation

а. Existing railway facilities in a theater will
be operated as required to support military opera-
tions. It may be expected that communications and
railway signal facilities, to include any form of
centralized traffic control, electrically operated
interlocking plants, and automatic block signal
systems, will be damaged, destroyed, or inopera-
tive. The introduction of US radio-equipped lo-

omotives will assist greatly in rail operations be-
ore the restoration of damaged or destroyed
signal communications.

b. The methods by which trains are operated
in a theater include fleet, block (positive or per-
missive), train order, and timetable operations or
a combination of these methods.

(1) Fleet operation entails forward move-
ment of loaded trains only during a given period
(4, 8, 12, or 24 hours) and return movement of
empty trains only during a succeeding like period
over the same track or route. Fleet operation also
may entail the movement of loaded trains over
one route and the return of empty trains over
another route.

(2) Block operation may be positive or per-
missive. In positive block operation, a train may
not enter a block that already is occupied by an-
other train. In permissive block operation, more
than one train proceeding in the same direction
may occupy a block at the same time.

(3) Train order operation is employed when
communications are adequate and dependable and
sufficient sidings and passing tracks are available.
In train order operation, the dispatcher controls
movements by issuing train orders.

(4) Timetable operation is employed when
rail traffic in a theater becomes generally stabili-
zed. The timetable is the authority for movement
of regular trains subject to the rules. It con-
tains the schedules of regular trains with special
instructions relating thereto.

3-3. Operating and Safety Rules
а. Operating Rules.

(1) Train operations are governed by cur-
rent railway operating technical manuals based
on the Standard Code of Train Rules issued by
the Association of American Railroads (TM 55-
200). The rules will be modified to apply to con-
ditions in a theater of operations.

(2) Correct interpretation, proper applica-
tion, and observance of these operating rules

3-1

FM 55—20

are of primary importance in efficient and safe
operation of the railroad.

b. Safety Rules. Safety rules applicable to trans-
portation railway service (TRS) personnel in the
performance of duties are also published in TM
55-200. Every member of the TRS is required to
familiarize himself with these rules and to obey
them.

3-4. General Types of Trains

The two general types of trains that normally are
' operated are classified by the nature of their car-
go and in some instances by their equipment:

а. Passenger trains move personnel, mail, and
express on through (long) or local runs.

b. Freight trains operate as long-haul freight
carriers, local freight carriers, or work trains.

3-5. Operation of Ambulance Trains

Ambulance trains (utility cars, ward cars, and
kitchen cars) authorized by TOE 8-520 are med-
ical property but are moved and maintained by
the TRS. Schedules are prepared by the TRS to
meet requirements of the theater army support
command (TASCOM) medical command. Ambul-
ance trains are stabled where they can be main-
tained as complete 9-car trains and where they
can be best serviced and deployed by both medi-
cal facilities and the TRS. Special stabling areas,
sidings, and spurs may be required. Train com-
manders of ambulance trains normally are of-
ficers of the Army Medical Department. Engi-
neers, traincrews, and locomotives are provided
by the TRS.

q. Priority. Ambulance trains normally take
priority over all other trains except those being
run under emergency conditions for the express
purpose of supporting a force in actual combat.

b. Immunity. Red Cross markings, displayed in
accordance with Geneva Convention agreements,
afford the train immunity from enemy action.
Geneva Convention agreements also specify who
(normally noncombatants) may ride ambulance
trains. Generally, riders are restricted to train
operating crews, medical staffs, and patients.

c. Limits of Operation. Ambulance trains nor-
mally operate from a railhead or collecting point
in the army area to an evacuation port or to
hospitals in the rear of the army area, depending
upon the theater evacuation policy and instruc-
tions of the medical regulating officer, medical

3-2

command. They may, when required, operate as
far forward as the division rear.

d. Coordination. The medical command makes
requests and indicates requirements for the move-
ment of ambulance trains through the local move-
ments officer. The locations of train stabling points
are determined by coordination between the medi-
cal command and the TRS.

3—6. Speed of Train Movements

In the initial stages of an operation, trains oper-
ate at slow or moderate speeds. Safe arrival at
destination is the primary consideration in rail-
way operations. As the theater expands, as facili-
ties and equipment are improved, and as opera-
ting personnel become familiar with the areas in
which they are operating, train speeds may be
increased.

3-7. Yard and Terminal Operations

In general usage, a yard is a system of tracks used
in breaking up trains, classifying and storing
cars, and making up trains. Yards are located at
ports, interchange points, large depots, and for-
ward railheads. A rail terminal includes, in ad-
dition to yard tracks, facilities for repair and
service and for accommodation of railway crews.
Terminals are located at train originating and
terminating points and at sites which mark the
limits of the operating divisions. They may con-
sist of one or more yards.

&. When only one yard is available to receive
trains and classify cars, it is designated as a com-
bination yard. In à combination yard, trains are
received, cars are classified, and made-up trains
depart from the single yard or terminal facility.
One disadvantage of the combination yard is that
the minute-to-minute operation prevents specific
track assignments before arrival of an inbound
train.

b. When a terminal consists of more than one
yard, functions generally are divided as follows:

(1) The receiving or inbound yard clears
trains from the main line to avoid blocking the
line.

(2) In the classification yard, trains are
broken up, cars are classified according to com-
modity and destination, and new trains are made
up.

(3) .In the outbound or forwarding yard,
trains are made ready for departure after being
classified.

с. In addition to the yards designated іп b above
a terminal may contain the following special pur-
pose tracks or yards:

(1) Storage.
(2) Coach.
(3) Repair.
(4) Stock.

(5) Industrial.
(6) Team.
(7) Scale.

(8) Shop.

(9) Engine.
(10) Caboose.

3-8. Assignment of Motive Power and Rolling.
Stock

a. Road Engines. Road engines are assigned to
the transportation railway group at a ratio of
approximately 40 engines per attached battalion.
This number may be increased or decreased based
upon the number and type of trains to be op-
erated; the physical characteristics of the divi-
sion; and the water, fuel; and servicing facili-
ties available.

b. Switch Engines. Switch engines are assigned
to yards and terminals according to the following
general criteria:

(1) Installations and depots—one per 67 cars
dispatched and received per day.

(2) Railheads—one рег 67 cars dispatched
and received per day.

(8) Intermediate yards and handling
terminals—one per 100 cars passing or handled
per day.

e. Rolling Stock. Rolling stock is assigned to
the transportation railway groups and will be
used over the entire system. Work equipment may
be assigned to transportation railway battalions
as required for use on their divisions.

3-9.

а. The TRS is responsible for clearing all in-
terruptions to rail traffic as quickly as possible.
Assistance, as required, may be obtained from
the engineer command, communications-person-
nel, and local civilians. Major interruptions to rail
traffic must be reported immediately to the com-
mander, transportation railway group or brigade,
so that required adjustments may be made in the
traffic flow.

Interruptions to Rail Traffic

FM 55-20

b. Major causes of rail traffic interruptions are
as follows:

(1) Enemy action, including aerial bomb-

ing and artillery fire utilizing either conventional

or nuclear weapons, and guerrilla activity.

(2) Human failure, including improper
train operation, violation of rules, and improper
inspection and maintenance of equipment.

(3) Equipment or facility failure due to un-
forseen or unpredictable equipment faults or de-
ects.

(4) Natural causes, including floods, slides,
washouts, lightning fires, etc.

e. Types of interruptions are indicated by
their major cause and derivatives thereof and
include, but are not limited to, major derailments,
minor derailments, washouts, floods, slides, tun-
nel cave-ins, and guerrilla action.

3-10. Use of Equipment

a. Effective and adequate transportation rail-
way support of military operations in a theater
requires efficient use of railway rolling stock and
motive power. Misuse of rail equipment and facili-
ties by shipping activities will be reported by
the trainmaster.to commanders responsible for
loading and unloading cars, who must Super-
vise closely to ensure that railway rolling stock
is properly loaded and/or unloaded and is prompt-
ly released to the TRS.

b. Passenger equipment frequently is limited
to use in troop movements, leave trains, military
casual personnel trains, and ambulance trains.

e. Special equipment includes not only specially
designed rolling ‘stock for handling unusual car-
go, but also railway work equipment and ambul-
ance cars. If standard Department of the Army
ambulance cars are not provided in a theater of
operations, passenger equipment may be converted
to ambulance cars.

d. When volume permits, containers and refrig-
erator or tank cars are handled in solid trains
and given a high movement priority from origin
to destination and return.

€. The increased use of containers for the move-
ment of military cargo provides a throughput
service to the consignee. Containers so shipped
must receive a high movement priority from ori-
gin to destination consignee.

f. When trains àre exposed to enemy ground or
air attack, engines and cars should be modified to

3-3

ЕМ 55-20

provide for increased armored protection of car-
go, passengers, and security elements. Armored
trains may be specifically created for use by
security forces in support of operations in con-
tested areas of the railway route. Chapter 7, FM
19-80, provides a detailed description of equip-
ment utilization under hostile conditions.

3-11. Operational Control by Higher
Headquarters

2а. The transportation command exercises con-
trol over the movenient by rail of troops and sup-
plies within the theater of operations.

- b. The transportatión command exercises con-
trol over the allocation and utilization of rail
equipment used in the movement of troops and
supplies within the theater of operations.

3-12. Personnel Movements (STANAG 2158)

. a. General. -Programed апа unprogramed

troop movements generally create a heavy demand .

for rolling stock; therefore, sufficient leadtime
should be allowed to the railway service to per-
mit ordering, and ‘assembling equipment for
such operations. Normally, troop movements are
made from selected entraining areas, generally
in the vicinity of a.troop staging or training. área,
to prevent congestion of rail facilities required
for supply movements. When troop movements
are made in freight equipment and long distances
are involved, arrangements are made through the
local transportation movements office (FM 55-
11) to select and schedule stopover points en route
for messing and relief of troops. For large troop
moves, movement personnel schedule the depar-
ture over several days when possible. This mini-
mizes requirements for concentration of troops
and equipment and permits reuse of the same
railway equipment in a shuttle movement.

b. Authorization for Rail Travel. Normally,
the movement control center receives information
on troop arrivals in the theater and on intra-
theater troop movements. Based on priorities
established by,the theater commander, the move-
ment control center prepares a troop movement
program for issue by the TASCOM commander.
This program is a directive for the accomplish-
ment of troop movements during a specific time
period and includes directives for the rail por-
tion of the movement program.

c. Troop Movement Procedures. The normal:

procedure for troop movement by rail is as fol-
lows:

3-4

(1) Orders directing the movement аге de-
livered to the local transportation movements of-
ficer by the commander of the unit directed to
move.

(2) The local transportation movements of-
ficer obtains the following information from the
commander and transmits it by the most expedi-
tious. means available to the passenger branch,
movement control center, which contacts the ap-
propriate rail unit.

(a) Authority for the move.

(b) Number of personnel. ..

(d) Destination.

(e) Date of departure or date due at des- 2»
tination.

(f) Quantity of baggage and/or unit equip-

ment. .
(3) Based оп the above information, the rail-
way service provides. the movement control cen-

ter with the following information:
(a) Route. `,
(b) Schedule.
(c) Type and quantity of rail equipment
to be provided.
(d) Time and place of entraining.
(e) Transfer points, if required.
(f) Time and place of detraining.
(g) Rest stops, if required.

(4) The movement control center assigns
a military authorization identification number
(international code number, as shown in STA-
NAG 2158, app J), to identify the movement and
transmits, through movement control channels,
details of the itinerary to the unit being moved.

(5) The appropriate railway unit transmits
details of the itinerary to all TRS activities =
concerned and insures that rail equipment is made
available when required and that trains are op-
erated as scheduled. Ы

3-13. Supply Movements (STANAG 2158)

а. Movement Documentation.

(1) Transportation movement program. 'The
authority for movement of supplies by rail is
contained in the transportation movement pro-
gram, which also provides the authority for ship-
pers to request transportation from the local
transportation movements officer. The movement
program is a directive, normally prepared by the
TASCOM movement control center and issued Ф

е пате of the ТАЅСОМ commander, for th
accomplishment of movements during a specific
time period. This program provides the means

by which shippers, receivers, and transport ser-
vices are advised of movement priorities, desig-
nated transport modes, and schedule of move-

ments. It enables them to prepare to carry out

shipments at the time and in the order specified.
(2) Materiel release order. The materiėl

management center normally issues a materiel
release order (MRO) to shippers concerned with
movements, with a copy furnished to the move-
ment control center by computer-to-computer
link. It assists personnel by providing informa-
tion not contained in the movement program or
by clarifying information included in the pro-
gram. The shipping activity in requesting an MRO
will furnish essentially the following informa-
tion to the movements management center:

(а) Consignor and actual location of
freight. I :

(b) Consignee and actual delivery point.

(e) Name of person requesting move.

(d) Commodity (ies) л n

(e) Time and date delivery is required.

(f) Total weight and cube (gallons for
bulk POL) of shipment.

(g) Dimensions of items of freight over
8 feet wide, 7 feet 10 inches high, and 25 feet
long. |

(h) Weight of each piece over 5,000 pounds
(except towed equipment). The movements man-
agement center (MMC) will determine the most
efficient mode/means of transport, considering
availability of equipment, priorities, and assign
the MRO. The MRO will be the shipping activ-
ity's authority to request transportation equip-
ment from the mode operator. This provides all
concerned with a basic guide of essential elements
of information required by the MMC for issuance
of.the MRO. It is based on the MRO procedure
used in Japan for nearly 20 years.

(8) Transportation movement release. This
is the release issued by the movement control
organization to identify a particular shipment. It
normally is issued after the consignor has re-
quested transport and the capability of the trans-
port mode to move the shipment has been deter-
mined.

(а) Transportation movement releases
are issued on all release-unit shipments; these are
shipments which, by command criteria, must be
offered to the movements management organiza-
tion for shipment. Normally, a release-unit ship-
ment is one that is either over a specific weight

o that occupies the total visible capacity of the

ransport mode carrier, or any shipment that is
outsize or overweight.

FM 55-20

(b) Shipments of less than release-unit
criteria may either be consolidated by the shipner
to meet release-unit criteria or, if there is insuffi-
cient material for a single destination to meet such
criteria, it may be offered to the nearest trans-
portation consolidation and distribution point for
movement (FM 55-11, FM 55-1).

(4) Military authorization | identification
number. Military authorization identification
numbers are assigned to groups of 15 or more
persons moving in railway passenger or mixed
train service. When camp equipage, emergency
ammunitiori, or other property of military agen-
cies generálly, known as impedimenta is moved
by rail, it is assigned the symbol MI (military
impedimenta).

b. Ordering Rail Transport.

(1) Shipping agencies place their require-

ments for rail transport through their local trans-
portation movements officer or, when authorized,
through the local railway operating representa-
tive (normally collocated) a minimum of 24 hours
before. loading time. This: affords a more econ-
omical use of switch engines and rolling stock
in the car-spotting and switching operations in-
volved.
- (2) For tequitements placéd by the medi-
cal regulation officer; medical.command, for move-
ment of ambulance trains, the 24-hour minimum
time factor does not apply; however, adequate
notification. enables operating personnel to re-
spond more efficiently to. requirements placed on
them.

“с. Loading Кай Cars.

(1) The shipper must load railcars to the
maximum capacity. consistent: with safe tonnage
or with space limitations.

(2): Blocking and bracing, of loads is accom-
plished by the shipper.

(3) Inspection of lading of open ` top cars
for safety of movement is a responsibility of the
appropriate railway unit.

(4) When loads on flatears on gondola cars
exceed the designated height and/or width limita-
tion, special clearance must Бе obtained for the
route of the movement..

(5) Many Dn TUNE car designs
require.an equal weight distribution of the load
over the car floor. When concentrated weights

3-5

ЕМ 55-20

(for example, armored vehicles) are loaded, the
proper type of car must be ordered and the
weight of the load must be distributed to com-
ply with the rated capacity of the car.

3—14. Containers

Containerization is a general term used to de-
scribe the transportation of goods, whether manu-
factured or bulk, in specially designed containers
so that small packages or loose products are con-
‘fined into a unitized mass to facilitate handling
by an individual or a group of individuals using
mechanical devices. Containerization is designed
to reduce the heavy'costs of manhandling goods
in movement from source to user and also to mini-
mize damage and loss due to pilferage. There are
various types of containers that transport modes
‚will be required to handle.

5 a. The most common type of demountable con-
tainer used in rail transportation is essenti-
ally the van portion of a highway trailer that has
' been separated from its chassis and wheels. De
.mountable containers are built in a number of
sizes, most often 8 feet wide, 8 or 81/2 feet
high, and of various lengths: 62/3, 10, 20, 24,
80, 35, and 40 feet. Gross weights vary from
15,000 pounds for a 6 2/3-foot container to 67,000
pounds for a 40-foot container. Containers come
in a variety of configurations such as, open top,
tank, etc. They may be fitted with refrigeration or

3-6

atmospheric control equipment. They are carried
on ships in container cells, on deck, or in th
squares of hatches and are loaded and disc
using heavy lift booms or special pier or ship
cranes. When unloaded from the ship, the con-
tainer can be placed on a chassis, on railcars,
or handled by special handling equipment. Con-
tainers which are 20 feet long or less can often
be coupled on a single chassis for highway move-
ment or in multiples on railcars. Normally, 20 cars
or more will move as solid trains and will be
given a high priority from origin to destination
and return.

b. The Army has ргосигей a number of de-
mountable containers which are called MILVAN.
Those now on hand are 8- by 8- by 20-foot and are
capable of being coupled in two’s for highway
transport. Many MILVAN have interior secur-
ing devices which Я Вет for handling ammuni-
tion and other special cargo. Plans call for the
procurement of some 6 2/3-foot containers cal-
led TRICON. Other sizes may be procured if
needed.

c. The Army and Air Force have a large num-
ber of CONEX (container express). These are
of two sizes—type I with a bale capacity of 13
cubic feet, and type II with 295 cubic fee
CONEXes are limited to a net weight of 10,000
pounds. They are handled and transported by
conventional Army equipment.

FM 55-20

. CHAPTER 4

OPERATIONAL CONSIDERATIONS IN A THEATER OF E
OPERATIONS |

(STANAG 2158, 2158, 2171, 2172, 2805-Е (АММЕХ В))

4-1. General

Military forces may use all. available operational
railways in the theater. Since railways are ex-
tremely vulnerable to continued damage and de-
struction by hostile aircraft, guerrilla action, and
sabotage, an adequate rail'system must be plan-
ned, including alternate routes and means of by-
passing obstructions, to provide a continuous ser-
vice. The provisions of STANAG 2805-Е, Annex
B (app N), apply to railway operations in con-
tinental Western Europe.

4-2. Location

k.The location of existing railway lines is of great

strategic importance. Main line routes, along with

` required yards, sidings, and:short spur tracks re-

quired to connect the various installations with
the main lines, are selected. Railways in the rear
of the main line of resistance and parallel to it
are used where possible for lateral movement of
troops and supplies.

4—3. Desirable Characteristics

а. The following are important considerations
when selecting railways:

(1) Proper location of terminals, yards, and
shop facilities.

(2) Double or multiple tracks.

(3) Seasoned roadbed, good ballast, and
heavy rail.

(4) Light grades and curvature.

(5) Adequate yards, sidings, spurs, and
other tracks.

(6) Bridges of sufficient strength and

clearance for military loads.

(7) Tunnels of sufficient clearance for mili-
tary loads.

(8) Loading and unloading facilities where
needed.

(9) Adequate refueling points.
(10) Adequate signal, system. E
(11) Gage of track. Y:
. (12) Length of line. |
b. Adequate terminal facilities are vital. Ter-
minal capacity may be increased by adding side

tracks and vehicular roads to perinit additional
loading and unloading areas.

c. Maximum use of existing rail facilities and
plants requires that cars be loaded and unloaded
promptly. :

4—4. Undesirable Characteristics

When railways are selected for military use, care
must be taken to select lines that are least vul-
nerable to traffic interruptions. Potential bottle-
necks which are vulnerable to enemy action or
natural forces are—

а. Tunnels.

b. Long, high bridges or bridges over deep
streams or valleys. '

c. Deep cuts and high fills.
d. Limited access terminals or yards.

e. Track located immediately adjacent to banks
of streams and dry washes subject to the erosive
action of flood waters.

f. Restrictive clearance points.

g. Tracks running through cuts where land
and rock slides are common.

4—5. Facilities

а. Loading and Unloading.

(1) For loading and unloading supplies and
equipment, railways must have facilities, such as
spur, house, team, and yard tracks; platforms;
end and side loading ramps; cranes; hoists; and

4-1

ЕМ 55-20

pumping facilities for loading and unloading
liquids.

(2) Personnel, light vehicles, and light
artillery may be loaded at most railway stations.
Other items, such as heavy trucks or equipment,
may require special loading and unloading facil-
ities.

(3) Points selected for loading and unload-
ing should have easy access to adjacent high-
"ways and roads.

b. Entraining or Detraining Points. The terms
‘entraining point and detraining point are used
to designate the locations at which troops are
to be loaded or unloaded. If required, sidings
which normally are used for the passage of trains,
fnain lines, or any other available facilities may
be used to entrain or detrain personnel. In such
cases the transportation railway service (TRS)
representative assumes full control of all person-
nel and assisted by commander(s) concerned,
‘entrains/detrains all personnel, moving out
quickly to forming area, where control of troops
reverts to commander(s). This procedure is neces-
sary for safety and expeditious movement of per-
sonnel.

4-6. Use of Existing Facilities
a. Existing trackage and facilities are used to

4-2

the fullest extent. Construction of new main
track in a theater is avoided whenever: possible,

However, if required, new facilities are provide
and existing facilities expanded to meet require-

ments. These facilities may include, but are not
restricted to, yards, sidetracks, fuel and water
stations, signal systems (including télephone,
telegraph, and radio means), and enginehouses.

b. As advances are made, captured enemy
rail lines are rehabilitated as required. Availabil-
ity for immediate service rather than permanency
is the controlling factor in the type and character
of rehabilitation.

с. The following general policies govern cons- .**
truction or rehabilitation of facilities in pene
theater:

(1) Yards and sidings. Military necessity
dictates the construction and/or rehabilitation re-
quirement for these facilities, but existing track
layouts of yards and sidings will be used as much
as possible. Track surfaces, ties, and rail are ac-
cepted on a “good enough” basis when they meet
the minimum requirement for safe operation.

(2) Water and fuel stations. Water and fuel
stations consist of any suitable facilities in

are available or which can be adapted ог. 1
provised.

CHAPTER 5 |
RELATIONSHIP WITH OTHER AGENCIES UM

FM 55-20

5-1. General

а. Tact and coopération are essential in all
dealings between units and personnel of the
transportation railway service and using agen-
cies or, military commandss In the field, railway
groups and battalions arejassociated more close-
ly with the users of transportation than is the
transportation .command. Because of this close
association, railway units are able, through ad-
vice and assistance in Solving transportation
problems, to make the using units more knowl-
edgeable of transport matters, thus affording a
. greater use of the rail transport capability.

b. Trains are operated.:by the transportation
railway service. Operational safety prohibits
interference by other personnel.

5-2. Higher Headquarters

a. The deployment of railway group head-
quarters and the railway battalions will be co-
ordinated with the assistant chief of staff, move-
ments, theater army support command, through
the transportation command.

b. The highest railway commander in the the-
ater advises the transportation command. Based
upon this advice, the transportation command
commander determines the quantity of mater-
iel and personnel to be transported by rail. The
railway commander reports conditions that af-
fect the programed movement of supplies, oper-
ating accomplishments, supply estimates, and
plans for future courses of action.

5-3. Area Commands and Support Bridges

Transportation railway units are provided di-
rect support services, in the army area, by the
support brigades of the field army support

command, and in the communications zone, by
support units of the theater army support com-
mand (TASCOM) theater area command. Ex-
amples of this support include provision of cloth-
ing and rations, chemical and communications
equipment, motor vehicle repair and supply, arid
personnel ‘administration and accounting. Com-
munication with support brigade and area sup-
port group (ASGP) and rear area operations
center (RAOC) should be maintained on a con-
tinual basis to insure rapid response to rear
area security and area damage control emer-
gency situations (FM 31-85 and FM 54-7).

5-4. Combat Forces

The principal contact that the €
railway service has with the combat forces is
with these forces in their role as users of rail
transportation. However, combat forces may be
employed to provide security for trains and rail
lines when requirements exceed the capability
of organic, attached, and area support command
units.

5-5. Other Services

The transportation railway service cooperates
with and assists other services whenever possible.
For instance, railway groups and battalions as-
sist the services in locating dump and depot
sites, and they locate rail sidings for hospital
units to load and unload patients in order to in-
sure adequate rail service being available. А1-
though equipped primarily to repair standard
railway equipment, the railway battalion may
coordinate with other organizations in making
emergency repairs to other equipment. The bat-
talion also may assist in handling heavy lifts
with its locomotive cranes.

ЕМ 55-20

CHAPTER 6

RAILWAY MAINTENANCE AND SUPPLY

6-1. General

а. Transportation railway maintenance іп а
theater encompasses maintenance of rail lines
and facilities and of locomotives and rolling
stock. It ranges from rehabilitation of rail sys-
tems and major repairs on locomotives and
roling stock to minor repairs accomplished in
units during daily inspections and services.

b. Transportation railway supply may be rela-
tively complex since it may entail the support of
not only standard US Army equipment, but also
foreign equipment used in support of military
operations.

6—2. Maintenance of Way
e a. New Construction, Rehabilitation, and. Ma-

jor Repairs.

(1) Although construction and rehabili-
tation of railway fixed facilities are the respon-
sibility of the engineer command, the transpor-
tation railway service (TRS) is responsible for
maintaining both the right-of-way and the
equipment used by railway battalions in the
daily performance of their duties (TM 5-370,
TM 5-627, and TM 55-204).

(2) In aecordance with the overall theater
plan and with instructions received through nor-
mal command channels, the transportation rail-
way battalion makes the necessary reconnais-
sance and develops information for new con-
Struction and major maintenance projects. The
battalion commander, the maintenance-of-way
superintendent, and all railway personnel coop-
erate fully with the engineer command elements
in all new construction and in any major main-
tenance projects on the military railroad. In
some instances and under definite plans and
arrangements, such work will be accomplished
jointly by the engineer commmand and the TRS.

b. Organizational and Direct Support Main-
enance.
'(1) After the railway is prepared and

turned over to the TRS for operation, organiza-
tional and direct support railway maintenance
to the forward limit of traffic is the responsibil-
ity of the TRS.

(2) The battalion commander has overall
responsibility to insure that his division of
railway is maintained properly. The mainten-
ance-of-way superintendent, who reports to the
battalion commander, is directly responsible for
maintenance of track and structures, for proper
supervision of all maintenance work and pro-
cedures, and for necessary inspection of track
and structures on the division operated by the
battalion.

c. Maintenance Standards. The railway divi-
sion operated and maintained by a battalion
may consist of a newly constructed line or one
that has been rehabilitated by the engineer
command and turned over to the battalion, or
it may be a line that sustained little or no war
damage. Military traffic will be planned and
operated to permit reaching line capacity 48
promptly as possible; this necessitates maximum
maintenance effort. Maintenance standards are
specified by the engineer section of the head-
quarters and headquarters company of the sen-
ior railway unit. Major attention is required
on tracks, bridges, and tunnels to prevent inter-
ruptions to train operations from maintenance
failure.

d. Materials. Maintenance and emergency re-
pair materials are stockpiled in adequate quanti-
ties at various strategic points along the rail
line to be immediately available for emergencies.

e. Roadway Maintenance. Roadway mainten-
ance is the work performed to keep that part of
of the right-of-way ‘on which track is constructed
in good condition. This includes excavations, em-
bankments, slopes, shoulders, ditches, and
diversions of streams.

f. Track Maintenance. Track maintenance is
the work performed to maintain the track in

6-1

FM 55-20

safe and operable condition. It includes inspec-
tion and repair to insure proper gage, alinement,
drainage, and dress of the track. Constant in-
spection is required to locate damage resülting
from hostile action or the elements.

-g. Structural Maintenance.

-. (1) In a theater, structures essential to
railway operation must be maintained in ac-
cordance with the standard of maintenance pre-
scribed. These structures include bridges, cul-
verts, tunnels, and fueling and watering facili-
ties. Minimum clearances to be observed at all
structures are prescribed by the Berne clearance
Sygtem and other similar systems.

(2) Maintenance of structures involves
maintenance of bridges including track fasten-
ings; track alinement, gage, and surface;
bridge ties, bolts, and guardrails; and bridge
members such as floor stringers, beams, tie rods,
and expansion bearings. Regular inspections
are necessary to insure that bridges are kept in
good condition at all times.

6-3. Maintenance of Motive Power and
Rolling Stock

This paragraph discusses the maintenance re-
sponsibilities of the TRS in the performance of
organizational and direct support maintenance
on locomotives, rolling stock, and special equip-
ment and outlines briefly the maintenance re-
sponsibilities of the materiel command of the
theater army support command (TASCOM)
with respect to this equipment.

а. Maintenance of Motive Power. On motive
power, maintenance by the railway service in-
cludes organizational and direct support main-
tenance services and periodic inspections. These
inspections are as listed in the current reports
of inspections and repairs, including those per-
formed daily (or per trip), at 80-4ау periods,
quarterly, and semiannually. Annual inspections
are performed by units of the materiel command
of the TASCOM (TM 55-202).

b. Maintenance of Rolling Stock. The types
of maintenance services performed by railway
service personnel on rolling stock are as follows:

(1) Organizational maintenance. Organiza-
tional maintenance is performed by operating
units and by car inspectors at the train origin-
ating point and at inspection points en route
to insure safe movement. It includes inspection
of airbrakes, running gear, flanges, and other
parts and examination and lubrication of open-

6-2

type journal boxes. Оп ambulance trains апа
cars, both before train departure and enroute, am-
bulance train maintenance sections and érews аге
responsible for the following maintenance in addi-
tion to the above (ТМ 55-208):

(а) Stocking of other than medical sup-
plies, such as fuel, water, ice, and. electrical
supplies.

(b) Connecting cars to and disconnect-
ing cars from standby, precooling, or heating
facilities at loading or unloading points.

(d) Replacing light bulbs and fuses.,

(e) Checking batteries.

(f) Reporting àll defects and failures.

(2) Direct suport’ maintenance. Direct
support maintenance_is provided by the railway
equipment maintenance company and the mobile
workshop and consists of maintenance required
for safe operation of freight equipment and
safe and comfortable operation of passenger and
hospital cars. It may or may not require that
rolling stock be taken out of service.

(a) Operations that do not require re-
moval of equipment from service and that are
performed by car inspectors at the originating
point of a train and at inspection points en
route include the following: replacing ' brake-
shoes; installing new airhose; adjusting brakes;
applying journal brasses; repacking journal
boxes; applying oil in journal boxes; and repair-
ing draft gear, trucks, air-conditioning, heat-
ing, or lighting equipment. Any of these serv-
ices may be requested by the train conductor or
train commander who will report to the chief
dispatcher any defects noted during running in-
spections, e.g., brakes cut out, journals repacked/
lubricated, flat wheels, shifted loads, hot wheels,
broken flanges, and car(s) set out en route as
unsafe for continued operation.

(b) Operations that require removal of
equipment from service for short periods and that
are performed by maintenance personnel at home
terminals or at maintenance facilities include
changing defective wheels, journals, side frames,
couplers, draft gear, and airbrake parts and
repairing trucks, piping, and car bodies to in-
clude mechanical refrigerated railcars and con-
tainers. In addition, on passenger equipment
and hospital cars, such service includes daily,
weekly, 30-day, semiannual, and annual inspec-
tions; cleaning equipment; changing filters;
deodorizing and cleaning evaporators; lubrica-

tion; repair to air-conditioning, heating, and
lighting. equipment; charging batteries; main-
taining water systems and coolers; and repair-
ing and replacing hardware.

(8) General support maintenance. General
support maintenance is provided by the diesel-
electric locomotive repair company and the rail-
way car repair company of the TASCOM ma-
teriel command. In addition to supporting the

maintenance overflow from direct support,
general support maintenance includes heavy
maintenance involving stripping, assembling,

erecting, and painting railway cars and assemb-
ling and inspecting knocked-down new equip-
ment brought into the theater.

c. Maintenance of Special Equipment. Main-
tenance of special equipment includes mainten-
ance services and repairs performed on wreck
train equipment, wreck cranes, and other cranes
of the battalion; heavy roadway equipment;
tools and. enginehouse machinery ; and other
‘similar equipment.

d. Maintenünes of Е Railway Equip-
ment. Captured railway equipment taken over
for operation may have sustained extensive dam-
age or, because of operational pressure and a
shortage of supplies, may be in а poor state of
repair. Transportation railway personnel insure
that all equipment taken over for operation is

FM 55-20.

repaired and serviced before being placed in op-
eration.

6-4. Railway Supply

a. Railway supplies are designated as techni-
cal supplies. Supplies required for operation
and maintenance of railways are classified as
follows:

(1) Class III, operating fuels.

(2) Class IV, roadway maintenance items.
(8) Class VII, rolling stock end items.

(4) Class IX, repair parts for rolling stock.

b. The railway car repair company of the
supply and maintenance command. may be as-
signed responsibility for issuing repair parts
for organizational and direct support mainten-
ance of railway equipment.

c. The supply section of the senior railway
unit in the theater is responsible for all classes of
supply, including end items. Supplies are ob-
tained from the TASCOM materiel command
through the appropriate depot.

d. Each railway unit is responsible for the
storage of supplies issued to the unit. Normally,
a railway battalion stores all materials for op-
eration and maintenance of the one division (90
to 150 miles or 145 to 241 kilometers of main
line) it is operating.

ЕМ 55-20

СНАРТЕК 7

RAILWAY CONSTRUCTION AND REHABILITATION

7-1. General

Although construction of new main track in a
theater of operations is unusual, new construc-
tion may be required when rail facilities are
nonexistent or inadequate. Since railway con-
struction and/or rehabilitation are functions of
the engineer command (theater army support
command), transportation basic planning prin-
ciples applicable to railway construction and re-
habilitation are described in this chapter.

7-2. Responsibilities of the Engineer
Command

q. The engineer command is responsible for
construction, rehabilitation, and major mainten-
ance of military railways. In addition, it is re-
ponsible for stockpiling material and equip-

ent required to construct and/or rehabilitate
the railway net.

b. In a theater the engineer command, when
requested by the transportation command, pre-
pares working plans and estimates and makes
preliminary preparations for construction and/
or rehabilitation of railways.

7-3. Responsibilities of the Railway Service

q. The senior transportation railway service
(TRS) headquarters in the theater is respon-
sible for planning and recommending to the
transportation command the rail facilities that
must be constructed and/or rehabilitated.

b. In a major construction or rehabilitation
project, the TRS provides technical advice and
assistance and cooperates closely with engineer
units. In addition, when directed, the railway
service aids engineer units in accomplishing
their assigned tasks.

7-4. Standards for Construction and
Rehabilitation
a. Urgency of the tactical situation compels
onstruction standards to be much less exacting
than for civilian railways. Safety factors will be

lower. Sharper curves and steeper grades are
permitted. Width of subgrade and depth of bal-
last may be less than for main line civilian
railways. Initially, only minimum standards
for operation have to be met. Improvement be-
yond initial requirements will be accomplished
by the railway engineering company when the
situation warrants such improvements.

b. Although engineer personnel prepare de-
tailed railway construction plans, the transpor-
tation staff planner must consider the factors
outlined in the remaining paragraphs of this
chapter.

7-5. Main Line

a. Main line railways are an effective and
expeditious form of transport in a theater of
operations. When planning for employment, re-
habilitation, and extension of a main line, the
staff planner must determine the following:

(1) Purpose and capacity.
(2) Terminal points— initial,
ate, final.

intermedi-

(3) Direction of future development.

(4) Controlling points as determined by
tactical and strategic considerations.

(5) Gage of tracks.

(6) Maximum permissible degree of curva-
ture.

(7) Maximum permissible ruling grade.

(8) Required distance between passing sid-
ings.

b. Of the above elements, the ruling grade
is the most important factor in the selection of
a railway main line route. Natural drainage
lines—rivers, inland waterways, shorelines, etc.
—provide the best and most regular gradients.

c. Essential requirements of a main line track
are a stable, well drained, and properly ballasted
roadbed; and grades, curvature, and rail weights
consistent with the weight and operating char-

7-1

FM 55—20

acteristies of available motive power and rolling
stock.

7-6. Bridges and Tunnels

Construction of tunnels and long bridges should
be avoided as much as possible since such con-
struction requires large expenditures of time,
material, and labor and these structures are ex-
ceedingly vulnerable to enemy action and sabo-
tage.

. G. When tunnels are required, they must have

sufficient overhead and side clearance to permit
the passage of.the highest and widest load mov-
ing over the rail line.

b. When bridges must be constructed, string-
ers must be strong enough to support the heav-
iest load that will be transported over the rail
line.

7—7. Passing Tracks

Based on the anticipated volume of traffic and
train density, passing tracks must be located
at intervals that will not restrict the end delivery
tonnage requirement. These tracks generally are
located 6 to 8 miles (10 to 18 kilometers) apart
and must be long enough to contain the long-
est train that will be operated over the rail
line. Sidings should be located so that turn-
outs will not be on curves and should, where pos-
sible, be parallel to the main track to facili-
tate signaling between head and rear members
of traincrews.

7-8. Yards, Terminals, and Railheads

Since yards, terminals, and railheads are re-
quired to receive, break-up, classify, and make up
trains, properly planned and located switching
facilities are essential. There are many possible
track arrangements. The design chosen should
depend on the size and purpose of the yard and
the size and topography of available sites. Ter-
rain and traffic govern yard layouts to such an
extent that there can be no standard yard, ter-
minal, or railhead layout. In addition to facilities
necessary for repair of rolling stock, adequate
leading tracks must be available to permit con-
tinuous switching; most yards need only one ar-
rangement of leading and parallel tracks.

7-9. Fuel and Water Stations
a. Fuel and water facilities should be located

near the enginehouse at railway yards and/or

7-2

terminals to permit servicing locomotives with
a minimum of delay.

b. When steam locomotives are used in switch-
ing service, water facilities should be located
at outlying points of the classification yard. If
steam locomotives are used in road service, the
distance between water stations along the main
line should not exceed 30 miles (48 kilometers).

c. Fuel stations should be located at yards,
terminals, and railheads. When steam locomo-
tives are used in road service, no intermediate
fuel stations are provided when the division is
less than 85 miles (187 kilometers) long and
one is provided when the division is 85 to 150
miles (137 to 241 kilometers) long.

7—10. Construction Effort

а. Railway construction requirements in terms
of material and man-hours required for construc-
tion of new rail lines are set forth in FM 101-
10-1.

b. Comparison of new construction tables
with rehabilitation tables in FM 101—10-1 shows
the savings in material and manpower in reha-
bilitating rail lines rather than constructing
new lines; for example, the requirement for new
construction of a 100-mile (161-kilometer) di-
vision is 1,700,000 man-hours of labor and 58,000

tons of material, but rehabilitation of the same.

division requires only 635,200 man-hours and
26,827 tons of material.

7-11.

a. In past conflicts, railway destruction has
been heaviest near ports of entry and lighter in-
land. Rehabilitation requirements are based on
a percentage of demolition which is established
by areas. Areas of destruction are defined in
terms of miles based, on World War II exper-
ience. Tables showing rehabilitation require-
ments for each of the three following areas may
be found in FM 101-10-1:

(1) Inland 0 to 30 miles (48 kilometers)
from the coast—area of heavy destruction.

(2) Inland 30 to 100 miles (48 to 161 kilom-
eters)—area of moderate destruction.

(3). Inland more than 100 miles (161 kil-
ometers)—area of light destruction.

Areas of Destruction

b. Past experience indicates that bridges,
yards, and terminals suffer the greatest destruc-
tion.

СНАРТЕК 8
RAILWAY ENGINEERING DATA

FM 55-20

8-1. General
Existing railroad tracks a

theater of operations must be used to their full-
est extent. New construction of port trackage,

terminals, and other special
way service usually are all

taken in a theater of operations. Reconstruction
or rehabilitation of large portions of existing
railroad facilities must be anticipated following
or concurrent with major advances. Good en-

nd facilities in a

needs of the rail-
that can be under-

gineering judgment is necessary before and dur-

ing railroad rehabilitation;

therefore, some of

the basic engineering data required in estimat-
ing capabilities of existing facilities are discus-

sed in this chapter. These

gradelines, and bridge capacities.

8—2. Horizontal Curve Classification
a. Curve Classification. : Тһе alinement of a

railroad consists of straight
connected by curved sections.

curve is measured in degrees, minutes, and sec-
onds. Curves are classified as simple, compound,

and reverse. À simple curve

necting two tangents. À compound curve is
formed by two simple curves of different radii,
both curving in the same direction. À reverse

curve consists of two curves

posite directions. Figure 8-1 illustrates these
three types of curves. The design of horizontal
curves is contained in TM 5~330.

b. Degree Determination
can engineers use 100 feet
invariable length of a uni

computations; however, it is possible to obtain
an approximate value for the radius from the

following simple empirical
в = 5,730

D
where
R = radius
D = degree of curvature
5,780 ft (1,747 m) =
of-radius of а 1? curve

include curvature,

sections (tangents)

The sharpness of a

is a single arc con-

which bend in op-

(Formula). Ameri-
(80 meters) as the
t chord for curve

formula:

'| C. REVERSE CURVE!

Figure 8-1. Curve classification.

Likewise D can be obtained as follows:

approximate length 5,730
аула

8—1

ЕМ 55-20

c. Degree Determination (Approximate).
The string method may be used in the field to
determine the approximate degree of curvature
when a surveying instrument is not available. A
portion well within the main body of the curve is
selected, and a chord distance of 62 feet (18.9
meters) is measured along the inside of the
high rail (points A and B, fig 8-2). A string or
strong cord is stretched tightly between points
A and B, and the distance M is measured at the
midpoint of the chord. This distance in inches
is approximately equal to the degree of curva-
ture. As a curve gets sharper, this distance in-
creases. The normal method of horizontal curve
layout for railroads uses the chord method and
is contained in detail in TM 5-233.

CHORD DISTANCE -- 62 FT
Figure 8-2. Degree determination using the chord system.

d. Maximum Curvature. Although a straight
line is the shortest distance between two points,
if it results in too steep a grade or in numerous
bridge and tunnel constructions, it is not the
best location for a railroad line. Judicious and
skillful use of curves offers the most satisfac-
tory and, in many cases, he only means of locat-
ing track with grades, bridges, and tunnels held
to a minimum. Table C-1 indicates the maxi-
mum curvature that locomotives used by the
Department of the Army can traverse. When
laying out new railroad locations, the planner
should eliminate as many curves as possible,

| OVERT CURVES

keeping those necessary for economical construc-
tion to an absolute minimum degree of curva-
ture.

8-3. Gradelines

a. The planner should keep gradelines to а
minimum because the maximum allowable grade
generaly is the deciding factor in selecting
alinement; it limits the load a train may move
over а division or line. Gradelines are desig-
nated by the vertical change in 100 feet (80
meters). À grade rising 2 feet in a horizontal
distance of 100 feet is called a +2.0 percent
grade; one descending the same amount is called
a —2.0 percent grade. Any grade from 0.0 per-
cent, or level to 0.4 percent is called light; from
0.4 to 1.0 percent, moderate; from 1.0 to 2.0
percent, heavy ; and above 2.0 percent, very heavy.

b. Following establishment of grade lines,
the route is defined verticaly in a series of
straight sections (tangents) connected by smooth
curve sections. The vertical curves used for the
transition between straight sections are usually
parabolic in form. Vertical curves are classified
as overt or invert as shown in figure 8-8. Overt
curves are commonly called crest curves whereas
invert curves are frequently referred to as sag
curves. The design and layout of each type of
curve is the same and is contained in TM 5-330
for design and TM 5-238 for layout.

c. Usually, on each division or at one location
on the line, a grade occurs which sets the maxi-
mum tonnage that a given locomotive can pull;
this is called the ruling grade. A short, steep
grade may not be the ruling grade since ton-

INVERT CURVES

Figure 8-9. Types of vertical curves.

8-2

nage trains may be longer than the grade and
may be helped over the grade by the momentum
of the train without any great reduction in speed.
A long grade which requires the locomotive to
pull the train over the entire grade and which
has а gradeline that limits the tonnage that а
given locomotive can pull is classed as the ruling
grade of the particular division or line.

8-4. Bridge Capacity

a. Bridge Loading. Bridges are designed to
carry safely a specific concentrated load. Loads
which may be placed on a structure temporarily
or which may be changed in position are termed
live loads to distinguish them from fixed, dead,
or static loads. Live loads are the tonnage
trains; static loads are the superstructure, tracks,
ties, etc. The maximum line load, usually speci-

fied, consists of two coupled locomotives followed .

by the number of cars thet occupy the entire
length of the bridge. Various bridge loadings
have been used, producing a great divergence in
specifications and variable results. Of the innum-
erable loading formulas proposed, the only one
which has had any standardized use is that
proposed by Theodore Cooper in 1884. In this
formula—known as Cooper's E rating—each driv-

ate part of the total weight loaded on the drivers.

Ф. axle оп the locomotive carries а proportion-

The rating for a bridge to carry а 2-8-0 locomo-
tive weighing 140,000 pounds (52,254 kilograms)

on the drivers is determined as follows: A 2-8—

0 locomotive has four driving axles; 140,000 +
4 = 85,000 pounds (52,254 kilograms + 4 =
13,064 kilograms), the amount each driving
axle will carry. A bridge designed to carry this
locomotive safely must have a Cooper's rating
of at least E-35 (the figure 35 denotes 35,000
pounds).

b. Steel and Wooden Stringer Bridges. There
usually is an economical consistency in the de-
sign of all parts of a railroad bridge. Dimen-
sions of.the floor system are related to the load
for which the whole structure was designed.
Tables C-2 and С-8, appendix C, show the
Cooper's E rating of a number of typical rail-

FM 55-20

road bridges and the dimensions of the stringers
of their floor systems.

(1) Steel. To estimate the capacity of a
railroad bridge with steel stringers or girders
as part of the floor system, the width and thick-
ness of the lower flange of the stringer are
measured (fig 8—4). The depth and the length
of the stringer are also measured. The corres-

THICKNESS

Figure 8-4. Measuring a steel stringer.

ponding E rating of the bridge is then deter-
mined from table C-2.

(2) Wood. To estimate the capacity of a
railroad bridge with wooden stringers as part
of the floor system, the width of each stringer
under one track is measured. The widths of
all the stringers then are added together to ob-
tain the total (fig 8-5). The depth and length
of one stringer also are measured. From table
C-8, the wooden stringer is selected that most
nearly approximates these dimensions and the
corresponding E rating of the bridge is deter-
mined.

RAIL

TIE

STRINGER DEPTH

zt
Jw} 64 bw
Ка

TOTAL WIDTH

Figure 8-5. Measuring wooden stringers.

8-3

.
ТҰТ) 5
z - - -
.

ЕМ 55-20

7 CHAPTER 9

RAILWAY COMMUNICATIONS DATA

9-1. Communications Responsibilities

а. Тһе Army theater communications com-
mand is responsible for reconstruction and re-
habilitation of railway communications landlines.
Although cable is used as the primary means
of communication for train operations, radio
may be employed to provide backup facilities
or as a primary means when construction and/
or rehabilitation of landlines are not feasible.

b. The transportation railway service is re-
sponsible for—

(1) Operation and maintenance of railway
communications circuits used exclusively for op-
eration and administration of the transportation
railway system, except for maintenance of auto-
matic data processing equipment, which is a re-
sponsibility of the theater army communications
command.

(2) Installation, using table of organiza-

tion and equipment (TOE) equipment of organi-
zational communications such as local switch-
boards, telephones, radios, and teletypewriters
in yards, way stations, shops, and dispatchers'
offices for normal administrative and operational
communications.

c. Installation, operation, and maintenance
of organizational communications for adminis-
trative use are accomplished by the transporta-
tion railway battalion. The unit responsible for
performing these functions for the battalion is
the communications and railway signal mainten-
ance platoon of the headquarters and head-
quarters company, transportation rallway bat-
talion.

9—2. Wire Communications System for Train
Operation |

The railway battalion employs wire facilities as
one of its primary means of communication to
dispatch trains in a theater of operations.

а. Three communications circuits are рго-
vided for operations within each railway divi-

8100: the dispatcher's circuit, the message cir-
cuit, and a teletypewriter circuit.

(1) The train dispatcher's circuit is used
exclusively for the train movements by train
order and for control of trains through tower-
men and station agents within a division. It is
a selective-ringing type voice circuit. The division
dispatcher may call each way station indepen-
dently or all stations simultaneously. The divi-
sion dispatcher monitors the line at all times,
using a loudspeaker or headset. Way station
personnel may talk to the dispatcher on this
circuit without signaling.

(2) The message circuit (station-to-station
circuit) is used for block system operation within
a division. It also is used for operational super-
vision and control, daily and special reports, car
distribution, dissemination of movement orders
to operating personnel, and operational matters
between stations. This is a manual, local bat-
tery, code-ringing, party-line voice circuit. Way
stations are connected to each other and to the
division dispatcher. Any station may contact
another station through code signaling.

(3) A teletypewriter circuit joins a divi-
sion dispatcher with the adjacent division dis-
patcher. It is used for written transmission of
train consists, operational orders, movement
programs, general instructions, and miscellaneous
messages. This circuit may be superimposed up-
on the message circuit.

b. The TOE for the headquarters and head-
quarters company, transportation railway bat-
talion (TOE 55-226), provides the terminal equip-
ment for the communications system in support
of the division dispatch office and the way sta-
tions of a railway division.

c. Figure 9-1 shows a type communications
system for a railway battalion operating over a
track distance of 100 miles (161 kilometers).

d. Since every rail installation is different, com-
munications systems must be planned on a pro-
ject basis. This requires close coordination be-

9-1

ЕМ 55-20

OiSPATCHER'S OFFICE,
OIMISION HEAOQUARTERS

ФГ TELEPHONE TERMINAL EQUIPMENT FOR OISPATCHING CIRCUIT
TELEPHONE TERMINAL EQUIPMENT FOR MESSAGE CIRCUIT
[3 | TELETYPEWRITER TERMINAL EQUIPMENT SUPERIMPOSED ON MESSAGE CIRCUIT

” ыг
7 “
OISPATCHING CIRCUIT /
ЕСТІ СТІ | „| „| _ въ T
Ck ЖЖ /
“066662

қыса rd
OISPATCHER'S OFFICE,
АОЈАСЕМТ OIVISION
HEAOQUARTERS

Figure 9-1. Military railway communications system.

tween the transportation and communications-
electronics staff elements far enough in advance
to insure that the communications-electronics
officer will have the necessary personnel and ma-
terial on hand when required.

9-3. Radio Communications System

Where communications landlines are inoperable,
communications-electronics units, when author-
ized by the theater army commander, will pro-
vide radio relay or other supplementary com-
munications as required. Teams from TOE 11-
500 are attached to the railway battalion for the
installation, operation, and maintenance of this
system.

9—4. Organizational Radio Communications

Mobile and fixed radio communications increase
efficiency, control, coordination, and safety of
train movements. Radio equipment is organic to
railway operating units, and its use is a normal
part of rail operations. Radio communications will
be employed in yard, main track, and other opera-
tions and between the locomotive and caboose of
moving trains. As an insecure means of com-
munication, radio is subject to exploitation by
hostile communications intelligence and electronic
warfare activities. Defense measures against such
exploitation attempts, including electronic counter-
countermeasures (ECCM), are discussed in FM
24-18 and FM 32-5.

а. Yard Operation. The use of radio communica-
tion in yard operation has the following advan-
tages:

(1) Yard crews can notify the yardmaster
upon completion of assignments and receive new
assignments immediately.

9-2

(2) Delays at the interlocking plant can be
eliminated by knowledge of train location.

(8) Special movements, such as hospital

trains, can be expedited.

(4) Delays caused by derailment or damage
to cars or cargo can be reported immediately.

(5) Arrival time can be determined more ac-
curately through communication with incoming
trains.

(6) Changes in train movements or orders
can be disseminated rapidly.

b. Main Track Operation. Radio communica-
tion equipment mounted in road engines and in
way stations extends communications from the
way station to the moving train. This is not’
intended to take the place of any communications
Systems for which communications-electronics
units are responsible on a planned project basis.
Main track radio communications afford contact
between trains and the dispatcher, between
trains and way stations, and between stations. Use
of this equipment has the following advantages:

(1) In an emergency, the train engineer
can call the way station operator and, if the
train has to stop, other trains within range of the
radio frequency can be advised to take necessary
precautions.

(2) Train speeds can be regulated to insure
proper meetings at passing points.

(3) Derailments can be reported immedi-
ately and repair crews can be dispatched quickly.

(4) Crossing accidents can be reported and
military police and medical assistance can be ex-
pedited.

(5) Traincrews can request fuel or other sup-
plies before arrival, thus reducing time at stops.

(6) The train engineer can be informed of
the condition of the tracks as a result of snow
and rock slides, flash floods, and bridge washouts.

(7) Guerrilla operations, sabotage attempts,
and air attacks can be reported promptly by train-
crews.

с. Organizational Radio Equipment. Require-
ments for radio communication equipment
authorized by TOE are based on the fact that an
average railway division is approximately 90—150
miles (145-241 kilometers) long, that it consists
of approximately two large terminals or yards,
and that it contains nine way stations spaced
approximately 10-15 miles (16-24 kilometers)
apart. In actual operations, the requirements for
radio sets may vary, depending upon the tacti-
cal situation, the terrain, the facilities available,
and the local circumstances,

9-5. Communications Security

a. The communications structure, usage pat-
terns, and message traffic content associated with
rail transport operations can provide enemy com-
munications intelligence elements with valuable
insights into plans and activities of friendly forces.

Фа enemy сап be expected to exploit such inter-

ЕМ 55-20,

cepted communications for either intelligence pur-
poses or for electronic countermeasurers (ECM)
(for example, jamming and deception). Distance
from the forward edge of the battle area (ЕЕВА)
does not reduce this risk, since the enemy can
be expected to employ airborne collection and ECM
resources. Similarly, wire communications are al-
so vulnerable to enemy exploitation through
wiretapping activities.

b. Countering the threat outlined above re-
quires judicious application of sound communica-
tions security (COMSEC) practices and proce-
dures, and thorough training in ECCM. COMSEC
reduces the amount and reliability of technical
information obtainable from intercepted com-

` munications, while ECCM reduces the effective-

ness of enemy ECM.

c. Details on COMSEC and ECCM are con-
tained in FM 24-18 and FM 32-5.

d. During all phases of rail operations, cons-
tant attention must be given to operations se-
curity (OPSEC)—those actions that are neces-
sary and appropriate to deny the enemy informa-
tion concerning planned, ongoing, and com-
pleted operations. OPSEC includes COMSEC and
physical security.

9-3

Era

FM 55-20

CHAPTER 10

RAILWAY AUTOMATIC DATA PROCESSING SYSTEM

10-1.

If an automatic data processing system is to be
used in a theater and if the system is available,
it will be employed by the railway service. The
type of automatic data processing system used is
of small importance to the railway operators so
long as it is responsive to the railroad's needs.
However, the communications system must be cap-
able of providing an uninterrupted service on a
24-hour-per-day basis. The failure of the com-
munications system to provide this service will

General

destroy its value for railway operations com- .

pletely.

10-2. Automatic Data Processing System
Requirements

q. А railway service involving operation of two
railway systems will encompass over 2,000 miles
(8,218 kilometers) of track. It is necessary to
maintain accurate, up-to-the minute location and
movement information covering over 15,000 rail-
way cars. It also is necessary to inform shippers
and receivers of the location of their consign-
ments immediately upon receipt of their inquiries
at the computer center. Combined random access
to this information is required so that it will be
available for repeated use, eliminating dupli-
cate provision of source information.

b. The flow of information starts with the
punching of waybill information into cards at
the various points of train organization. This in-
formation then is transmitted through the data
terminals to the computer, entered into the disk-
pack files (giving a random access capability),
and simultaneously transcribed to magnetic tape.
Additional information is transmitted from the
freight terminals to the computer when the train
Starts moving. This action will complete the in-
formation needed to answer car location inquiries.

e. The automatic data processing system also
may be used in other processing functions such
а5--

(1) Production of advance train consists.
(2) Perpetual yard inventory.

(3) Centralized freight agency accounting
and cost accounting with allied nations.

(4) Computation and development of loco-
motive and car statistics.

(5) Passing reports.

(6) Computation of right-of-way and struc-
tures statistics.

(7) Scheduling of trains.
(8) Routing of trains.

10-1

ғау
сэл

“

ЕМ 55--20

CHAPTER 11

RAILWAY SECURITY
. (NATO STANAG 2113, SEATO SEASTAG 2113)

| 11-1. General

а Jn а theater, security of military
and Government-sponsored supplies and equip-
ment is of extreme importance and necessitates
the use of military personnel in addition to se-
curity provided by a host government. To insure
an integrated security effort, security elements
attached to the transportation railway service

(TRS) maintain liaison and coordination with .

security units having area responsibility.

b. Military action causes much destruction and
confusion in cities and ports and along lines of
communication. Railways are especially vulner-
able in such areas, Further, military operations
require logistica] support that often exceeds the
normal capacity of the existing ports, lines of
communication, and supply support. These de-
mands necessitate the use of temporary and im-
provised facilities, thus increasing the problems
of safeguarding cargo, equipment, and installa-
tions against vandalism and pilferage.

e. Guerrilla activities, sabotage, and hostile air
action further add to the loss of cargo and rail-
way equipment and to the degree of vigilance
required. In aggravated situations guerrilla activi-
ties may cause significant interruptions, and de-
fense against such activities may require exten-
Sive security measures in order to continue opera-
tions.

11-2. Responsibility for Security —

а. General. Protection of Government property
is the responsibility of. every officer and enlisted
man in the Military Establishment. Combat and
communications zone commanders are responsible
for the security of their areas, including defense
against enemy air or ground attack and against
sabotage of lines of communication, installations,
and Government property.

b. Military Police Units,
(1) Military police battalions, railway guard,

are in direct support of or attached to the trans-
portation command on the basis of one battalion
for each transportation railway group. Military
police companies are assigned to the military po-
lice battalion on the basis of one company for each
transportation railway battalion. Normally, the
companies remain under command of the mili-
tàry police battalion and provide guard service
tothe railway battalion.

(2) Additional security support may be made
available to the TRS by the theater army area
command (TAACOM).

(3) Military police officers are provided on
the staff of the senior railway service unit to ad-
vise and recommend on military police and physi-
cal security matters.

(4) Military dog teams may also be avail-
able for use in a theater of operations to aug-
ment mounted or dismounted military police pa-
trols.

с. Rear Area Operations Center.

(1) The rear area operations centers
(RAOC) are provided each support group and
brigade within the theater of operations. The
RAOC keeps the commander informed of the rear
area security (RAS), the area damage control
(ADC) situation in his area, and the resources
available to cope with emergencies. It represents
the planning capability of the commander and
exercises command and control over forces de-
signed to execute rear area protection (RAP)
missions. As TRS elements will be located within
or moving through RAOC areas of responsi-
bility, TRS units will normally have соттишса-
tions with and maintain plans in support of
RAOC activities. | |

(2) TRS units maintain communications
with supporting RAOC through the area com-
munications system. RAOC provides these units
with current information on—

(а) Security force, artillery and aviation
support. . юэ

11-1

ВМ 55—20

(b) Weather, terrain, and intelligence
-data.

(с) Location and level of chemical, bio-
logical,or radiological contamination. |

(d) ADC and explosive ordnance disposal
support.

(e) Medical, emergency repair, and other
support facilities.

11-43. Security of Supplies Moving
| Бу Вай

7.0. The TRS security responsibility for supplies,
mail, and other cargo moving by rail begins
Б When the loaded cars are accepted from the shipper
and ends when these cars are delivered to the
` ultimate consignee.

` b. An essential element in providing adequate
security for railway shipments is a competent
system of documentation and records; in addi-
' tion, proper loading and sealing of cars and
prompt loading and unloading aid materially in
reducing pilferage.

` с. Military police units in direct support of,
ог attached to, the TRS provide train guards for
cars and trains en route and for cars and trains
'in movement in rail yards. When cars requiring
repair are set out, a member of the guard crew
remains with the cars to protect the cargo from
pilferage until properly relieved. Guard crews
check car seals and documentation and must be
particularly alert for damaged or inferior cars
that are subject to pilferage. Train guard reports
indicate deficiencies or action taken and are used
as a basis for coordinated action by the mili-
tary police and the TRS.

d. FM 101-40 establishes the requirement for
& technical safety escort of hazardous chemical
‚ and biological shipments. This function is per-
formed by a munitions safety control detach-
ment whose duties include escorting and guard-
ing shipments in transit, protecting personnel
handling the shipment, disposing of damaged
munitions, and decontaminating objects and areas
acccidentally contaminated during shipment. Close
coordination between the safety control detach-
ment and TRS is maintained at all times.

11-4, Security of Railway Installations

Security of static installations, such as buildings,
tunnels, bridges, yards, and shops, against
enemy air or ground attack and sabotage must
-be provided for in local security and damage con-
trol plans.

13-2

11-5. Security of Trains Against Enemy
Ground or Air Attack

a. General Protective Measures. Security mea-
sures of railroad operations are determined by the
situation and area of operations. These may
include—

(1) Route reconnaissance by Army aircraft.
(2) Occupation of critical terrain features.
(3) The use of special observation cars.

(4) Placement of the locomotive at the mid-
section of the train to minimize damage in the
event of sabotage.

(5) Use of two ‘or. three gondola cars, filled
with rock, sand, or other ballast, in front of the
engine to absorb mine detonation effects.

(6) Use of empty and decoy trains to pre-
cede critical shipments:

(7) Use of escort of scout trains to patrol
the right-of-way.

(8) Use of special armored guard cars.

(9) Consolidation of trains to assure the
most economical use of available air cover.

(10) Placing of mobile maintenance trains
in strategic locations along the route or moving
with trains.

(11) Movement “at the highest safe speed
through areas where. guerrilla or partisan forces
are active.

(12) Placing of security patrols along the
length of the line to be traversed.

b. Ground, Attack or Guerrilla Warfare. It may
be necessary to operate and maintain rail lines
in areas subject to guerrilla activity or where
pockets of resistance have been bypassed during
rapid advances. In such situations, any of. the fol-
lowing actions may be necessary:

(1) Armored trains may be used. to patrol
in open country. Since the mission of these trains
differs from that of regular trains, а dual re-
sponsibility for their operation exists: the trains
operate under orders of the appropriate military
commander in coordination with the TRS. The

‘commander responsible for furnishing security

provides the security personnel to man weapons
and provides a striking or retaliatory force. The
TRS is responsible for technical operation of the
trains and provides specially selected crews to

movement of armored trains must be coordinate
with other train movements, and their movement
in response to a tactical need must be facilitated.

insure instant response in a tactical situation. “Фф

(2) Various methods may be used to pre-
pare cars for railway defense ; among these are pil-
ing sandbags on floors and against the sides,
and mounting machineguns, mortars, rocket
launchers, and other weapons in the cars.

(8) The use of fixed or rotary wing aircraft
for aerial reconnaissance and patrols along a rail-
line provides additional security measures. These
aircraft also may be employed to provide close
fire support for armored trains.

(4) On a single-track rail division subject
to ground attack, the positive block method of
operation should be employed. In this method of
operation, a following train is not permitted to
enter a block until the preceding train has cleared
that block. This permits the train in the block, if
attacked, to back up if necessary.

(5) When a train is mined or comes under
fire, the train commander immediately forwards
a situation report to the nearest way station or
unit. This information should. be transmitted by
the most expedient means available to the RAOC
having responsibility for that area. RAOC re-
sponse will be generated to provide assistance
either through the use of combat units or RAP

. task forces.

(6) The primary mission of train personnel
and combat or security troops is to get the train
through to destination. As long as this mission
is being accomplished and the train continues to
move, control of the train remains with the train-
crew. However, if a firefight develops and the
train is unable to disengage by forward or back-
ward movement, the senior member present takes
command. and undertakes defense of the train
with all personnel available.

b. Enemy Air Attack. .

(1) Defense against air action is conducted
by security force units supporting the train. Anti-
aircraft weapons are provided on cars spaced
throughout the train as required.

(2) Trains that are attacked by aircraft
should continue to move, if possible; however,
when visibility is poor and the physical charact-
eristics of the rail lines are favorable, it may be
possible to conceal trains in tunnels, deep cuts, or
heavily wooded areas.

(8) Measures taken by train operating per-
sonnel for protection against chemical agents
delivered by aircraft include wearing protective
clothing and masks; employing chemical agent
detector kits to check locomotives, rolling stock,

FM 55-20

and cargo transported in open cars for contamina-
tion; and performing decontamination within
their capability.

11-6. Employment of Non-Air-Defense
Weapons Against Aircraft

&. General. Commanders at all levels must re-
cognize that not only do the trains, equipment,
and railroad facilities of the TRS offer favorable
targets for hostile aircraft, but also that there
exists the threat of airmobile operations, enemy
close air support, interdiction, and reconnaissance
against any unit in a theater of operations. They
must recognize further the potential effect of the
large volume of small arms fire that can be
furnished by organic weapons against low-
flying aircraft and the fact that the low altitude
air threat faced by units in the combat theater
may be countered partially by agressive use of
the large volume of fire which non-air-defense
weapons can deliver.

(1) Exercise of the individual and collective
right of self-defense against hostile aircraft,
which includes all attacking aircraft and those
positively identified enemy aircraft that pose a
threat to the unit, will be emphasized. Exercise
of this right does not demand specialized use of
communications and is independent of theater air
defense rules for engagement and air defense con-
trol procedures.

(2) Indiscriminate use of non-air-defense
weapons must be prevented because of the danger
to friendly aircraft and troops and of the require-
ment to place in proper perspective the technique
of withholding fire to preclude disclosure of posi-
tion.

(8) Situations may arise where the exercise
of the right of self-defense should be suppressed
temporarily or where the freer use of non-air-
defense weapons against aircraft should bé en-
couraged. Since the former case involves a local
decision that prevention of position disclosure
is paramount, notice of such restriction is dis-
seminated through command channels. The latter
case should be based on a theater-level decision.

(4) Use of single rule for engagement, “En-
gage hostile aircraft," is based on the knowledge
that commonsense interpretation of the rule will
be correct. For example, any aircraft attacking
a unit or any emeny aircraft performing opera-
tions such as forward air control, reconnaissance,
surveillance, or dropping or landing troops are
clearly hostile aircraft.

11-3

ЕМ 55-20

b. Rule for Engagement. In the absence of
orders to the contrary, individual weapons op-
erators will engage attacking aircraft; engage-
ment of all other hostile aircraft will be on orders
issued through the unit chain of command and
will be supervised by unit leaders. Nothing in this
rule is to be interpreted as requiring actions pre-
judicial to accomplishment of the primary mis-
sion of the unit.

с. Aircraft Categories. То simplify engage-
ment procedures, aircraft are divided into two
categories:

| (1) Low-speed aircraft. This category in-
cludes helicopters and liaison, reconnaissance,
and observation fixed-wing propeller aircraft.

(2) High-speed aircraft. This category in-
cludes all other propeller aircraft and all jet fixed-
wing aircraft.

d. Techniques of Fire. 'The following techniques
wil maximize the destructive and/or deterrent
effect against aircraft: |

(1) Engagement of low-speed aircraft. ln
accordance with the rule for engagement, low-
speed aircraft will be engaged with aimed fire,
employing maximum weapon rate of fire. Aerial
gunnery techniques generally applicable to all
small arms and automatic weapons are contained
in FM 28-65.

(2) Engagement of high-speed aircraft. In
accordance with the rule for engagement, high-
speed aircraft will be engaged with maximum fire
aimed well in front of the aircraft and above its
flight path to force it to fly through a pattern of
fire. This technique is not unaimed barrage fire
but requires a degree of aimed fire. It does not,
however, call for careful estimation of aircraft
speed and required lead.

(8) Use of tracer ammunition. Automatic
weapons should use the highest practical propor-
tion of tracer ammunition to enhance the deter-
rent or disruptive effect of fire.

(4) Massed fire. Units should employ a mas-
sed fire technique when using small arms and
automatic weapons in an air defense role.

e. Standing Operating Procedures (SOP). Com-
mand and supervisory headquarters will prepare
detailed SOP for identification and engagement
of aircraft, to include how identification is ac-
complished, weapons to be employed, techniques
of fire to be used, rule for engagement, and con-
trols to be exercised. Company-level SOP will in-
elude but is not limited to—

11-4

(1) Applicability. The SOP applies to oper-
ators of designated weapons.

(2) Relation to primary mission. Primary:
mission is never prejudiced.

(3) Relation to passive air defense. Тһе
necessity for aggressively engaging hostile air-
craft is balanced against the requirement to place
in proper perspective the tactie of withholding
fire to preclude disclosing position.

(4) Authority to engage. Authority to en-
gage attacking aircraft is delegated to individual
weapons operators. All other hostile aircraft are
engaged on orders through unit chain of com-
mand, subject to rule for engagement and rules
for withholding fire.

(5) Rule for engagement. Engagement nor-
mally will be in self-defense only against all
attacking aircraft and those positively identified
aircraft which pose a threat to the unit.

(6) Rules for withholding fire. Fire will be
withheld when ordered, when it is not certain
that aircraft actually are attacking or otherwise
hostile, and when friendly aircraft or troops are
endangered.

(7) Position selection (FM 44-1). This is
applicable only to weapons specifically assigned
an air-defense role; for example, designated single
barrel, 50-caliber machineguns.

(8) Firing techniques. Firing techniques in-
clude lead and superelevation, massed fire, maxi-
mum rate of fire, and maximum use of tracer
ammunition.

(9) Unit training requirements. Unit train-
ing includes motivation and discipline, gunnery,
and aircraft recognition.

f. Individual Training. Individual training
stresses aircraft recognition, techniques of firing
at aerial targets, and response to control methods.

11-7. Demolition Plans

a. The extent of demolition of rail equipment
and facilities is based on the commander's esti-
mate of the situation and is of two types:

(1) Total destruction of locomotives, rolling
stock, track, structures, and facilities is under-
taken when the situation is such that the facili-
ties and equipment will be of no further use and
the territory being lost is not expected to be re-
covered for an extended period.

(2) When it is anticipated that lost territory
will be regained in a relatively short time, im-

mobilization of equipment and facilities by remov-

ing and saving essential and similar parts of
locomotives and rolling stock and partially de-
molishing selected bridges or tunnels temporarily
will deny the use of tracks, equipment, and facil-
ities to the enemy. The fact that the enemy may
completely destroy the equipment and facilities
upon retreat is a calculated risk which must be
accepted.

b. All units of the TRS will maintain current
demolition plans for each class of demolition to
. indicate the following:

(1) Company and unit teams responsible
for implementing demolition plans.

FM 55-20

(2) Quantities of demolition materials re-
quired and locations at which stored.

(3) Plan to implement demolition.
(4) Demolition precedures (STANAG 2118,
app G). т

с. Demolition апа alert plans will be consoli-
dated by the railway group or railway brigade
and coordinated with the transportation com-
mander or the commander designated to order im-
plementation of the demolition plans.

d. Destruction of ambulance trains or cars is
governed by the law of land warfare as stated in
FM 27-10, which contains the provisions of the
Geneva Convention of 12 August 1949.

11-5

n
`

FM 55-20

СНАРТЕК 12
PLANNING

Section 1.

12-1.

The overall staff and planning functions of the
transportation railway service(TRS) are the re-
sponsibility of the commander of the senior TRS
unit in a theater. Planning is necessary for effec-
tive use of rail transportation facilities in any
given area. For effective and efficient planning,
essential information should be available con-
cerning the basic characteristics of the line to
be operated and the nature of the country in which
an operation is planned. By combining this in-
formation with basic assumptions, estimates can
be made of railway capacity and of requirements
for personnel, supplies, and equipment needed to
operate the line.

Planning Considerations

GENERAL

12-2. Conditions Affecting Planning

a. The TRS initially operates and uses existing
rail lines, equipment, and facilities available in a
theater. Only that equipment and construction
material necessary to support military operations
is brought into the theater to supplement exist-
ing facilities.

b. Operating conditions affecting military
railways may vary widely. The problems pre-
sented by one short single-track railway will be
quite different from those presented by a network
of railway tracks. Therefore, instructions and in-
formation contained in this text аге stated іп
general terms.

Section ІІ. RAILWAY LINE CAPACITY PLANNING

12-3. General

0. Since the direction of military supply move-
ments is primarily forward, military rail line cap-
acity estimates generally are based on net ton-
nage moved in one direction. However, total capa-
city of a rail line is based on train density and
must take into consideration movements of trains
in both directions. When the railway net under
consideration is composed of several divisions and
branch lines, separate estimates should be made
for each rail division and branch line.

b. In estimating railway line capacity in terms
of payload hauled, limiting factors are the power
of the locomotive and the resistances offered by
the grade, the curve, the locomotive, the cars, the
lading, and the weather.

c. The formulas and factors presented in the

following paragraphs of this section are listed in

the order in which they should be considered.
Appendix B is an illustrative example giving step-
by-step procedures for determining rail line capa-
city. Tables C-1 and C-4 through C-11, appendix
C, contain many of the factors to be considered.

12-4. Weight on Drivers

Weight on drivers is expressed in short tons and
is that weight which is supported by the driving
wheels of a locomotive. It does not include any
of the remaining portion of the locomotive's
weight. The weight on drivers of some locomotives
used by the Department of the Army is shown in
table C-1; for those not listed in this table, specif-
ications issued by the purchaser, the using rail-
road, or the manufacturer must be consulted.

12-5. Tractive Effort

Tractive effort is a measure of the potential
power of а locomotive expressed in pounds; it
is the horizontal force that a locomotive's wheels
exert on the rails, just before the wheels will
slip on the rails. А locomotive's tractive effort
is included in the data supplied by the manu-
facturer. The tractive effort of some locomotives
used by the Department of the Army is contained
in table C-1. Where such data are not available,
tractive effort may be determined as indicted in
a and b below.

12-1

ЕМ 55-20

а. Starting Tractive Effort (ТЕ).

(1) Starting tractive effort is the power
that a locomotive can exert to move itself and
the load that it is hauling from a dead stop. It is
correlated closely to the adhesion which the driv-
ing wheels maintain at the rails. If the tractive
effort expended exceeds this adhesion factor, the
driving wheels will slip. Normally, the adhesion
factor when the rails are dry is 80 percent of
the weight on drivers; when the rails are wet,
this factor is reduced to 20 percent. For planning
purposes, 25 percent is used.

(2) For a diesel locomotive weighing 80
short tons (78 metric tons) or 160,000 pounds
(72,574 kilograms) on the driving wheels, the
starting tractive effort is computed as follows:

Weight on drivers (lb (kg) )
25% adhesion factor
160,000 Ib (72,574 kg)

40,000 lb (18,143 kg)

b. Continuous Tractive Effort TE. Con-
tinuous tractive effort is the effort required to
keep a train rolling after it has been started. As
the momentum of a train increases, the tractive
effort necessary to keep the train moving dimi-
nishes rapidly. Since a diesel-electric locomotive
cannot continue to exert the same force while
pulling a load as was attained in starting that
load, the continuous tractive effort of a diesel-
electric locomotive is rated as approximately 50
percent of its starting tractive effort. For a diesel-
electric locomotive weighing 80 short tons (78
metric tons) or 160,000 pounds (72,574 kilo-
grams) on the driving wheels, the continuous
tractive effort is computed as follows:

TE -

_ 40,000 10 (18,148 kg)
IEEE s
20,000 10 (9,071 kg)

12-6. Drawbar Pull (DBP)

a. Drawbar pull is the force available to pull
a train after deducting from tractive effort the
energy required to move the locomotive itself. In
planning, 20 pounds per ton of total locomotive
weight is taken from the tractive effort as fol-
lows:

Total locomotive wt = 100 STON

100 x 20 = 2,000 pounds

TE minus 2,000 pounds = DBP
or

12-2

8ТЕ = 200000 2 50,000
CTE = 20000 = 25,000
DPB = 25,000 — 2,000 = 23,000 pounds

b. Maximum drawbar pull can be exerted only
at lowest speeds—up to about 10 miles (16 kilo-
meters) per hour and for a limited length of time;
at higher speeds diesel-electric locomotive draw-
bar pull diminishes rapidly because the electric
generator and traction motor cannot hold up under
the heavy starting voltage and amperage, and
would burn out if the load continued for a longer
time after the locomotive reached a speed of 10
miles per hour. However, a steam locomotive re-
tains its initial drawbar pull at all speeds, in the
same manner that it retains its tractive effort at
all speeds.

12-7. Rolling Resistance (RR)

The force components acting on a train in a
direction parallel with the track which tend to
hold or retard the train's movement constitute
rolling resistance. The components of rolling re-
sistance are friction. between the railheads and
the treads and flanges on the wheels, resistance

internal friction’ of rolling stock, and resistance

due to undulation of track under a moving ne

is still air. There is no absolute figure to be used
as rolling resistance, but experience indicates
that safe average values to use in a theater of
operations for rolling resistance are as shown іп
table С-4.

12-8. Grade Resistance (GR)

Grade resistance is the resistance offered by a
grade to the progress of a train. It is caused by
the action of gravity, which tends to pull the
train downhill. For military railway planning,
use the factor of 20 pounds multiplied by the
percentage of grade resistance in pounds per ton
of trailing load (train). -

12-9. Curve Resistance (CR)

Curve resistance is the resistance, offered by a
curve to the progress of a train. No entirely satis-
factory theoretical discussion of curve resistance
has been published; however, engineers in the
United States usually allow from 0.8 to 1 pound
per ton of train per degree of curve. In military
railway planning, use the factor of 0.8 pound
multiplied by the degree of curvature. e

12-10. Weather Factor (W)
a. The weather factor reflects, by percentage,

the adverse effect of cold and wet weather on the
hauling power of a locomotive, Experience ànd
tests have proved that, whenever the outside
temperature drops below 32° F, the hauling power
of a locomotive is decreased. Table C—5 indicates
the weather factor (percent) for varying degrees
of temperature.

b. Ordinarily, wet weather is regarded as local
and temporary and is considered absorbed by
average figures. However, in countries having ex-
tended wet seasons (monsoons, fog, etc.), the loss
of tractive effort due to slippery rails may prove
serious if sanding facilities are lacking or inade-
quate. The applicable reduction is a matter of
judgment, but in general, tractive effort will not
be reduced to less than 20 percent of the weigh
…[truncated]

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