MCHS 0140 - Instructions and Notes on the Unit Movement of AFVs by Special Warflat Trains - 1942

DISTRIBUTION

Movement Control and R.T.Os. of Commands, Districts and Ports.
R.A.C. formations (with sufficient copies for issue down to Sqn. H.Q.).
R.A.C. Training Regts.
M.C. (T.T. and D.) Bn.
Staff College.
Railway Companies (for circulation down to District Control Officers).

CONTENTS

Foreword
General Considerations
Stabling of Special Warflat Trains
Method of Ordering Trains
Description of Rolling Stock
Warflats
Ramp Wagons
Store Vans 
Brake Vans 
Coaches
Composition of Trains 
Order of Marshalling 
Number of Trains required for each formation 
Entrainment and Detrainment of A.F.Vs
Preliminary arrangements 
Preparation of A.F.Vs. for Entrainment
Methods of Entrainment and Detrainment
End loading platforms
Side loading platforms 
Ramp Wagon 
Ramp Ladder 
Drill for Assembly of Ladder
Emergency unloading using stacked sleepers 
Loading of Crippled or Defective A.F.Vs
Training
Lighting
A.A. Protection when on the move
Camouflage
Loading Gauge and Axle Load Restrictions
Special Instructions for Loading, Aligning and Securing Churchills 
Chains for securing the load
Sheeting 
Train equipment 
Maintenance of trains and equipment 
Appendix A
        1. Operation of Ramp Wagon - General description
        2. Operation of Ramp Wagon - Drill
Appendix B
        Detail Sheet of Warflat Train
Appendix C
        Entrainment or Detrainment Point Timings 
Appendix D
        Standing Orders for Os.C. Warflat Trains
Figures Nos. 1 to 14

INSTRUCTIONS AND NOTES ON THE
UNIT MOVEMENT OF A.F.Vs. BY
SPECIAL WARFLAT TRAINS.

1. This pamphlet is intended to serve as a general instruction to Armoured Formations, Units and Movement Control personnel on the details of the special trains provided as well as on the method of entrainment and detrainment of A.F.Vs. when moved in train loads.
It also contains definite instructions for Units, District Movement Controls and R.T.Os. on matters of detail. Attention is drawn in the text to these instructions by means of a marginal line with a note indicating who is responsible for taking action.
It is emphasized that these instructions apply only to A.F.Vs. moved by Units on special warflat trains. They do not cover the movement of A.F.Vs. on individual warflats or by special warflat trains to Ports for shipment.

2. It is usually desirable to move tracked vehicles by rail for all but short distances.
In general, however, it can be said that routine or strategical moves will normally be carried out as follows:-

(i) Up to 50 miles. - All A.F.Vs. by road,
(ii) 50 to 100 miles. - Churchills and Matildas by rail.
(iii) 100 to 150 miles. - Churchills, Matildas and Valentines by rail.
(iv) Over 150 miles. - Tracked carriers and all A.F.Vs. by rail, provided the loading gauge permits. (Note: American and Canadian A.F.Vs. other than the General Stuart cannot be conveyed on warflat trains.)

Road Transporters capable of lifting 18 tons weight are now in production and are being distributed to certain Armoured Formations, so that a percentage of a formation thus equipped will be able to move by road. Transporters for tanks of 25 tons weight and over will be available at a later date.

Stabling of Special War flat Trains.

3. Special trains have been provided for rail movement of A.F.Vs. and a number of these are stabled, under arrangements made by G.H.Q., within reach of those Formations or Units which may be required to use them. There are not sufficient trains in any one stabling area to make each Formation completely mobile on rail, but there are enough to enable any entrainment programme to start at short notice, after which, if more trains are needed, they can be brought up from an adjacent stabling area.
Normally at least 12 hours' notice is required by the Railway Companies before a warflat train can be placed for loading, but a method has been agreed with them whereby, under threat of active operations in this country, this notice can be considerably reduced.

4. A formation or unit which for any reason other than an operational move (e.g., for practice entrainments) requires a number of warflats or complete trains should apply to the local District Movement Control, who will arrange for the requirements to be met.
For an operational move, those formations which may be ordered to entrain A.F.Vs. have already been given by G.H.Q. Home Forces particulars of the trains normally available for their use, also particulars of the authority under whom the trains are placed for movement.

5. Warflats. - Special type W.D. bogie flat wagons, details of which are as follows:-

Tare weight.
     18 tons 19 cwt. when fully fitted with vacuum brake.
     18 tons 4 cwt. when fitted with vacuum pipe.

Dimensions.
     Length over deck, 40 feet.
     Length over buffers, 43 feet 9¾ inches.
     Width, 8 feet 5¾ inches.
     Height above rail level, 4 feet 1 inch.

Carrying capacity.
     Total capacity is 50 tons equally distributed between the points marked "a" on the solebar, or
     40 tons distributed between the points marked "b" on the solebar.

Numbers of A.F.Vs. which can be carried.
One warflat can carry:-

3 Tracked carriers.
3 Light Mk. VI or A.A. tanks.
2 Tetrarchs, Harry Hopkins, General Stuart, Covenanters, Crusaders, Valentines or Matildas.
1 Churchill (special requirements are described in paras. 36-38).

Note. - Railway Loading Gauge restrictions do not permit the "General Grant, General Lee, General Sherman or Ram to be loaded on a warflat.

Equipment.
Each warflat carries 8 chains for securing A.F.Vs., of which four are ¾-inch and four are ⅝-inch. All warflats are fitted with handbrakes, and the majority are now provided in addition with vacuum brakes.

6. Ramp Wagons. - Special W.D. four-wheeled wagon with one axle mounted in a detachable sub-frame which is locked in position for running. The wagon is fitted with a central jack which, operating from the ground raises the main body clear of the detachable axle which can then be run clear. The deck of the wagon is then lowered until the buffer beam rests on the track rails thus providing a ramp from rail level up to the deck of the nearest warflat. The ramp wagon is not intended for use as a load-carrying vehicle, but if necessary it can carry a weight of 10 tons.
If the ramp wagon is used to carry an extra vehicle, e.g., an A.A. tank, before it can be used for its main function as a ramp, a number of A.F.Vs. on the train must be unchained and moved closer together to make room for the extra vehicle to be accommodated temporarily on the end warflat. This necessarily takes time, but the central jack cannot lift the body of the wagon when it is carrying a load.

7. Store Vans. - A covered wagon is attached to each war-flat train for use as a store for sleepers, spare chains, re-railing appliances, ramp ladder, etc.

8. Brake Vans. - One is required at each end of the train for railway purposes, but they are usually passenger-carrying vehicles and can each seat approximately 25-30 men.

9. Coaches. - Ordinary passenger coaches for the A.F.V. crews. One or more of these are added to a train as and when necessary.

10. Exact composition of warflat trains may be varied within limits according to requirements, but the standard or normal composition of each train is as follows:-

9 Warflats, 2 Ramp Wagons, 1 Coach, 2 Brake Vans, 1 Store Van.

Note. -
(i) A few trains have only one ramp wagon. In these cases a ramp ladder is provided. See para. 24.
(ii) The number of warflats in a train can be increased to ten when the gradients permit, but only by special agreement with the Railway Companies in each case.

11. The actual number of warflats in each train at any time is always shown in front of the letter T in the train index number. Thus 8T34 and 9T36 indicate that the former is for some reason short by 1 of the full complement of warflats whilst the latter is complete with 9.
The Train Index number is painted on the side of the Store Van of each train in order to assist identification.

12. The order of marshalling and normal loading of the trains is as follows:-

Brake Van - Personnel Coaches, if used - Store Van - Ramp Wagon - required number of Warflats - Ramp Wagon - Brake Van.

Ramp Wagons must be placed on the train with the lowering end outwards. Sides of these wagons are marked to aid easy recognition of the lowering end.
When only one ramp wagon is provided with a train, arrangements should if possible be made for it to be placed at the end towards which the A.F.Vs. are facing, and the Store Van containing the ramp ladder should be placed at the other end of the warflats.
Trains should not- be stabled as units but should have the covered vehicles removed to render them less conspicuous from the air. The same W.D. rolling stock should be retained and marshalled in each train whenever possible.

Number of Trains Required for Each Formation.

13. An Armoured Division (New model) when complete to W.E. requires:-

13 trains each of 9 warflats for all tanks and slave battery carriers.
  7 trains each of 9 warflats or ordinary commercial rolling stock for tracked carriers.
20 trains if all tracked vehicles move by rail.

14. An Infantry Division (New model) when complete to W.E. requires:-

21 trains each of 9 warflats for all tanks and slave battery carriers.
10 trains each of 9 warflats or ordinary commercial "rolling stock for tracked carriers of Int. Bdes., Recce. Bn. and Div. Arty.
31 trains if all tracked vehicles move by rail.

Note. -
(i) Allowance has been made in paras. 13 and 14 for a percentage of A.A. tanks and slave battery carriers to be loaded on ramp wagons. See para. 6.
(ii) Additional trains will be required for any reserve of tanks over and above W.E.
(iii) The number of trains required in each case has been calculated on the assumption that road tank transporters will not be used for the move.
(iv) Commercial rolling stock can generally be used only for carriers not for tanks.

15. Preliminary Arrangements. - Selection of entrainment points will be made by Movement Control in consultation with the Formation and the Railway Company and will be governed by the nature of the loading facilities available, the capacity of the line, and the presence of any weak bridges on roads leading to stations, but every consideration must be given to any tactical factors and to other factors such as cover from aerial observation both at the entrainment point and at the assembly point where vehicles are held prior to being called forward for entrainment. The Unit Commander will be responsible for the selection beforehand of a suitable assembly point or harbour in the vicinity of each entrainment point. Station approach roads must be kept clear. Entrainment should not take place too long before departure of the train and close liaison between the Unit, Movement Control and the Railway staff is therefore essential. Appendix " C " gives an indication of the length of time which should be allowed for entrainment and detrainment under various conditions.

16. The attention of Unit Commanders will be drawn to Standing Orders for Os.C. Warflat trains (see Appendix "D"), if possible 24 hours before entrainment. It should be noted that each Sqn. H.Q. is in possession of a copy of this pamphlet.

17. The advance party sent forward to the destination area will maintain close contact with the District Movement Control concerned and will be responsible for the selection of an assembly position after detrainment and the detailed arrangements on arrival. Where possible the probable direction in which the tanks will be facing on arrival should be ascertained beforehand by Movement Control of the receiving District.

18. Preparation of A.F.Vs. for Entrainment. - Before A.F.Vs. are entrained Unit Commanders will ensure that:-

(i) Main fuel tanks contain sufficient fuel to cover both entrainment and detrainment. In the case of moves of A.F.Vs. accompanied by their crews, fuel tanks may be kept full.
(ii) Auxiliary fuel tanks of Covenanters are removed to enable the rear of the vehicles to be chained to the warflats. Fuel tanks thus displaced must be emptied, and if they cannot be placed inside the vehicle, lashed at the rear of the turret. Auxiliary fuel tanks of other types of A.F.V. may remain in place when space on the warflat permits.
(iii) Radiators are not emptied without advance notice to Movement Control and a request for special arrangements to be made at the detraining station for sufficient water to be available on arrival. This is not always easy to arrange.
(iv) Each A.F.V. has the full number of towing shackles to enable it to be chained to the warflat (see para. 47).
(v) In the case of all Churchill tanks (see para. 36), air inlet louvres, spare tracks and any projections beyond the maximum permissible width of 9 ft. 6 ins., also the No. 9 aerial base and A.A. gun spigot are removed before entrainment.
(vi) In the case of Crusaders, the auxiliary turret and L.M.G. is rotated until the gun points sideways, and is secured in this position. The auxiliary fuel tank of the vehicle in front will then not suffer any risk of damage.

19. Methods of Entrainment and Detrainment. - These are described in order of suitability as follows:-

Entrainment.
     (1) End loading from an end loading dock.
     (2) Side loading from a goods or passenger platform.
     (3) Loading from rail level by use of the ramp wagon or ramp ladder.

Detrainment.
(1)  }
(2)  }  As for Entrainment.
(3)  }
(4) By use of emergency ramps of sleepers (see para. 29 below).

The decision as to which method should be used depends on a number of factors: urgency, accessibility, available cover, degree of interference with other traffic, etc.

20. With routine moves care must be taken to avoid damage to railway property, platforms, tracks, etc.; under active service conditions, however, these considerations no longer apply with the same force, though damage to the point rodding, track, signalling, etc., must be avoided at all times.
The order of loading should be decided before entrainment by the O.C. Train, after consultation with the R.T.O.

21. Method (1) or (2) should be employed whenever possible, but if detrainment by means of method (3) or (4) is unavoidable on a section of electrified line, the following points must be borne in mind:-

(i) Electric current must be cut off from the section of line concerned. This can be done in three ways:-

(a) by contacting the nearest station master who will arrange for the operation of hook switches on the track at either end of the train thus cutting off the current locally. This process, however, necessarily takes time.
(b) by use of one of the special short circuiting bars with which certain trains only are equipped. This cuts off the current between the nearest two electrical sub-stations on one line of track.
(c) by throwing one or more chains across the live rail and the nearest track rail - this is an improvized method for producing the same result as in (b).

(ii) Before the ramp wagon can be lowered or the ramp ladder be erected, the live rail must, after the current is cut off, be levered sideways off its insulated brackets, otherwise the buffer beam of the ramp wagon will foul it as it is lowered.
(iii) Use of a short circuiting bar cuts off current on only the one line of track and the bar must be left in contact with the live rail the whole of the time that isolation of the train is required. A.F.Vs. when detrained must not, therefore, cross any other live rails until they have been treated in the same way.

22. End Loading Platforms. - These are generally used for loading- road vehicles and are normally suitable for A.F.Vs.
After it has been ascertained from Movement Control that the platform is suitable and capable of carrying the weight, the vehicles outside the warflats on the loading end are shunted off (i.e., Brake Van, Passenger Coach, Store Van, and Ramp Wagon) and the remaining warflats are shunted up to the loading face and the brakes applied on the three wagons nearest the platform.
If for any reason it is desirable not to shunt the ramp wagon off the train, and A.F.Vs. are loaded across it from the end loading platform a sleeper must be laid across the rails at each end and all of the four special jacks screwed down on to the sleepers. With these jacks in use an A.T.V. weighing 45 tons can use a ramp wagon as a bridge.
The use of sleepers across the buffers between warflats is normally unnecessary when dealing with A.F.Vs. as they bridge the gap without difficulty.

23. Side Loading Platforms. - These may be either goods or passenger platforms which, subject to being sufficiently strong to carry the weight, permit of easy loading owing to their height.
Some platforms are sufficiently long to admit of several A.F.Vs. being entrained at the same time by swinging direct from the platform to the warflat. It will be found that the use of four sleepers laid alongside each warflat, while not essential, will assist A.F.Vs. to mount without damaging the edge of the wagon deck, and that approach at an angle of 30 degrees to the warflat eliminates unnecessary manoeuvring. Particular care must be taken that all A.F.Vs. swing to face the same direction along the train, and that whilst swinging they do not foul any adjacent siding or running line without the consent of a Railway official.

24. Ramp Wagon. - Unloading to rail level may be imposed by:-

(a) Tactical considerations.
(b) Lack of adequate platform facilities.
(c) Damage to track.

The ramp wagon is designed to meet these contingencies. Marshalled one at each end of the warflats with the lowering ends outwards they enable tanks of all types up to a maximum weight of 45 tons to be loaded or unloaded at suitable sites from rail level. Those trains which have only one ramp wagon are equipped in addition with the portable ramp ladder which is normally carried in the covered store wagon.
For detailed drawings of the Ramp Wagon see figures 1 and 2.

25. The selection of a suitable site for employment of the ramp wagon or ladder is not always easy. As an indication the following should be avoided:-

(a) Electrified lines (see para. 21 above) and sections of track having point rodding or signal wire likely to be fouled.
(b) Points and crossings.
(c) Cuttings and embankments.
(d) Sections of curved or super elevated track.
(e) Sidings adjacent to a roadway or bank which may foul the crank handles operating the central jack.

The best site is normally to be found at a level crossing on to the edge of which the end of the ramp wagon can be lowered, and where the tanks can move off direct by road, but any plain and straight section of track on level ground is suitable.

26. Ramp Ladder. - The angle of the Ramp Ladder, as at present designed, is more acute than that of the Ramp Wagon. The carrying capacity is 26 tons, and it can be used for offloading all types of A.F.V. except the Churchill.
It can also be used safely for loading A.F.Vs. other than Churchills, Covenanters and Crusaders. The two latter types, however, owing to their narrow and widely spaced tracks, have been found by experience to be unable to climb the ladder and at the same time be sure of landing squarely on the deck of the warflat, they should therefore only be loaded by means of the existing type of Ramp Ladder in emergency.
The existing Ramp Ladder has a material advantage over the Ramp Wagon in that it can be erected at either end of any war-flat in the train, although it should not be erected at points such as are mentioned in para. 25 (a) to (d) above.
After one or two vehicles have been unloaded, the set of the ladder may require slight adjustment before following vehicles run on to it.
The Ramp Ladder consists of four pieces of welded steel comprising two stepped channels which weigh 6½ cwts. each, a top and a bottom transverse beam, of which the former weighs 1½ cwts. and the latter weighs just over 3 cwts. (see figure 4).

27. Drill for assembly of ladder. -

Squad - to consist of 1 N.C.O. and 14 men.

(1) Place the top beam across the end of the deck of the warflat, with the plug holes uppermost.
(2) Place the bottom beam across the track rails about 9 ft. from the end of the wagon, fitting it down on to the heads of the rail in the recesses provided.
(3) Lift each of the stepped channels on to the transverse beams, the upper or curved ends being secured with plugs to the outer ends of the top beam, the bottom ends dropping on to the bottom beam and being secured there by flanges, which fit over the front and back edges. Any tendency for the ladder to creep forward is checked by a transverse bar which fits in front of the buffer face of the warflat.

28. When used for entrainment best results are obtained if the A.F.Vs. approach at a slow and steady speed and do not check or stop at the foot of the ladder.
For detrainment one sleeper laid across the warflat deck, about one foot from the top of the ladder, assists in keeping the ladder steady when the tank runs on to it.
Considerable time can be saved in erection of the ladder if the Store Van is halted as near as possible to the point at which the ladder is required for use. After the portions have been unloaded the train can then be shunted to the required position.
The four pieces of the ladder can be placed on the end warflat of the train, the stepped channels being turned upside down, when they will slide between the tracks of an A.F.V.
Normally, however, the sections of the ladder are kept in the Store Van.

29. Emergency Unloading Using Stacked Sleepers. - This may be necessary if the train or ramp wagon is damaged and a ramp ladder is not available. Direct descent from a warflat to ground level would damage the suspension of the vehicle, but the following methods have been tried out with success:-

(a) End unloading over a pile of 70 sleepers (see figure 5).
(b) Side unloading on to a pile of 20 sleepers stacked not less than 2 ft. high and 5 ft. from the side of a warflat (see figure 6).
If sleepers are not available hay bales, straw, rubble, etc., can be stacked in a pile and used with satisfactory results.

30. Loading of Crippled or Defective A.F.Vs. - Whenever crippled A.F.Vs. have to be loaded they should be brought to a suitable harbour near to the entrainment station well in advance of the time for loading.
A "dead" A.F.V. should never be placed on the end warflat of the train as it may require to be off-loaded first at destination. A "live" tank should, where possible, be loaded at either end of each "dead" one.
Certain cruiser types of A.F.Vs. depend on air pressure to assist steering, hence they cannot easily be towed along the length of a train, and it may be better to off-load them sideways.

31. Training. - Entrainment and detrainment under cover of darkness is a frequent operational requirement and the need of constant practice cannot, therefore, be over-emphasized. The standard of Unit entrainment and detrainment drill will depend largely on the practice the Unit has had both by day and night, with end and side docks as well as the ramp wagon and ladder. Under active service conditions emergency detrainment may be necessary at any moment and a great deal will depend on the speed at which it is carried out.

32. Lighting. - During entrainment and detrainment by night there is a tendency for Units to use more light than is actually necessary, which would be dangerous under operational conditions.
It has been found practicable to load A.F.Vs. by night without any light except the glow from a cigarette end used by the Tank Commander to signal to the driver.
In no case should it be necessary to show more than a dim light from a shaded torch on the edge of a warflat as each A.F.V. passes along the train.

33. There is no satisfactory means of mounting L.M.Gs. on the turrets of A.F.Vs. without fouling the railway loading gauge.
Experience has shown that there is often some spare deck space on the warflats or else'on the ramp wagon on which an A.A. L.M.G. can be mounted if necessary.
The specially converted A.A. tank can be loaded on a warflat, or if necessary on the ramp wagon, and its guns can be traversed or elevated freely within the railway loading gauge.

34. Although nets are provided with unit equipment they are valueless unless the outline of the A.F.V. is broken. This effect cannot be achieved when a train is in motion.

35. Warflat trains may not pass over certain sections of line owing to limiting factors of the railway loading gauge and axle loads on bridges, etc. A map, together with detailed schedules of the lines affected has been issued to Movement Control and to all concerned in the movement of these trains.
The clearance of the turret of an A.F.V. when loaded on a warflat is in one or two cases only a few inches from loading gauge and great care must be exercised to ensure that, at all times when travelling, flaps are kept closed.
Gun turrets will in no circumstances be swung whilst the A.F.V. is on a warflat which is in motion. They must be locked or otherwise securely fixed in position.

Loading.-

36. The air inlet louvres, spare tracks, rear tow rope studs or any projection beyond a width of 9 ft. 6 ins., also the No. 9 aerial base and A.A. gun spigot, will be removed before entrainment.
The width over the mud shields located above the air inlet louvres is 9 ft. 6 ins., and these shields need not be removed.
On models in current production the rear tow rope studs do not exceed 9 ft. 6 ins. They are welded to the armoured sides of the tank and need not be removed.
Tanks must be loaded on the warflats as near dead centre as possible, the maximum tolerance permitted in transverse loading being ½ inch each side of the central line.

Alignment.-

37. After a Churchill tank has been loaded on to a warflat as near dead centre as possible and before it is chocked and chained, the special locating gauge, four of which are provided in every store van, will be applied to the warflat in the following way:-

The gauge will be used at both ends of both sides of the Main armour-plated body of the tank, which can be readily identified as its surface is free from rivet heads.
When the bottom of the gauge is held firmly for the whole of the length against the web of the sole bar (i.e., the main side frame) of the warflat, the upper portion of the gauge must not touch the armour plating.

Note. - The employment of these special gauges is necessary because small variations occur in the widths of (a) warflats (b) tank tracks, and (c) the tank bodies. The gauges are constructed to allow for these variations and to ensure that no tank is loaded more than ½ inch from centre.

Securing.-

38. Four of the existing chains will be used, two at each end. The rear towing shackles will be fixed in the lower of the two available positions, and all four chains secured to the end ringbolts on the sides of the Warflat.
In addition two sleepers will be used, one at each end of the tank, the method of placing to be as follows:-

First sleeper to be placed laterally about 2 ft. 3 ins. ahead for the letter "b" painted on the forward end of the solebar.
Tank to be run forward about 2 ft. 6 ins. after contact is made with the sleeper. Second sleeper to be brought into contact with tracks at rear of tank. Tank to be reversed on to this sleeper so that tracks rest equally on each sleeper. The sleepers will not be nailed to the warflat deck.
EACH TANK WILL BE LEFT ON THE WARFLAT WITH BRAKES ON AND LOW GEAR ENGAGED.

The method of gauging and securing Churchill tanks on warflats is shown in figures 7 and 8.

39. Each warflat is provided with 8 special W.D. chains (4 per A.F.V.), and 10 spare chains are carried in each covered store wagon. These chains are 12 ft. long with a double, screw shackle in the centre, providing adjustment by tightening to a length of 10 ft. 6 in. There is also a "take up " hook on each shackle to save unnecessary travel on the screw thread (see figure 9). The screw shackle must be treated with care and not be strained through overtightening. It must be kept free from contact with the A.F.V. or warflat and the centre bar carrying the screw thread must not be subjected to any lateral pressure which might tend to bend it.

40. Damage to the screw threads occurs frequently through failure to observe these instructions. Os.C. trains and R.T.Os. must supervise the work of the tank crews and see that the chains are so adjusted as to minimise risk of damage in transit. Tension on screw shackles should not be greater than can be applied with the strength of one hand only,

41. The chains are hooked to rings fitted along the side frame of the warflat or round the buffer casting and carried thence across the wagon to the front or rear towing shackle of the A.F.V. (see figures 10 and 11).
The chain hooks should be applied so that the points lie upwards in the towing shackles and outwards when in the wagon ringbolts.

42. As warflats are fitted with screw couplings it has been agreed by the Railway Executive Committee that the use of chocks in addition to chains is unnecessary for securing A.F.Vs. other than Churchills on warflat trains.
The method of securing Churchills has been described in para. 38 above.

43. Tank crews will assist railway employees by performing the work of chaining, but the Railway Company and the R.T.O. have the responsibility for seeing that the work is properly carried out. The brakes on A.F.Vs. will always be applied and gears left in mesh.

44. It should be noted that when loading three light tanks or, tracked carriers on one warflat the distribution of rings along the solebar does not always permit the securing of the third vehicle with chains. The Railway Company should be notified, in advance, of all such loadings so that they can arrange provision of ropes.

45. After detrainment all chains must be replaced on the warflats and considerable time can be saved in making them again ready for use particularly at night time if the following procedure is followed:-

Six of the eight chains are laid longitudinally along the centre of the warflat and the remaining two are placed across them to ring bolts on either side and the shackles drawn tight (see figure 13).
When preparing warflats for entrainment of A.F.Vs. it is unnecessary to throw chains clear of. the wagons but the centre two of the six which lie lengthways are drawn to one end and the two which have been used for securing them are placed at the other (see figure 14).
Thus the required number of chains are placed ready to hand for securing the A.F.Vs. as they come into position while a clear path is left in the centre of each warflat for the tank commanders who have to walk backwards guiding the A.F.Vs. along the train; the chains, if properly placed, are clear of the tank tracks and thus cannot be damaged through being run over.

46. Unit Commanders will detail a party to prepare war-flats for entrainment and to restore chains and other equipment to their proper position after detrainment.

47. Difficulty has in the past been experienced through A.F.Vs. arriving for entrainment without the full number of towing shackles to which the binding chains have to be secured. Armoured Formations and Units must ensure that the full number of shackles are made available on each A.F.V. before entrainment is started.

48. Tanks which are conveyed on warflat trains and are accompanied by tank crews will not be sheeted.
Tracked carriers may be protected with Unit sheets provided that the sheets are secured to the satisfaction of the Railway official in charge.

49. In addition to the eight chains carried on every warflat, each train has an equipment which is carried in the store van allotted to the train. Details of a train equipment are shown below:-

* Provided in certain trains only

Os.C. trains will ensure that any equipment drawn from a Store Van is replaced after use.
In order to obviate difficulty in finding or withdrawing any particular item of equipment a suggested layout for a Stores Van is shown at figure 12.

50. Periodic examination and maintenance of this equipment will be carried out by personnel of the Transportation Branch of G.H.Q., Home Forces.

51. The covered store vans carrying the train equipment will normally be kept padlocked.
One key clearly labelled, e.g., "No. 9T79 Warflat Train, Westbury", will be hung on a hook or nail inside each Store Van when the train is stabled or running empty. The R.T.O. at entrainment point will issue this key to the O.C. train and instruct him to hand it to R.T.O. at detrainment point. The latter will restore the key to the Store Van.

52. Detail Sheet of Warflat train. - The R.T.O. at Entrainment Station will check the equipment on each train before, departure and will complete three copies of the detail sheet, copy of which is reproduced at Appendix "B". He will retain one copy of the detail sheet for record and forward a second to his M.C. District H.Q. The third copy will be carried on the journey either by the O.C. train, who will deliver it to the R.T.O. at destination or, when the train does not carry personnel, secured to the inside wall of the Store Van. The R.T.O, at detrainment station will collect the detail sheet, check the equipment and ensure that it is all replaced on the train after use.

53. The maintenance of warflat trains in good running order is the responsibility of Railway Companies, who have undertaken also to repair and maintain the binding chains on all warflat trains. M.C. Districts must arrange for R.T.Os. to remove promptly any chains, on warflats or in Store Vans, which are defective, label them as such and ensure that they are sent to and returned from the appropriate repair shop with clear instructions as to their disposal. Replacements to trains must be arranged as necessary by M.C. Districts which hold reserve stocks. Reserve stocks will be provided or replenished by arrangement with Q (MC), G.H.Q.

APPENDIX "A".

RAISING AND LOWERING OF RAMP WAGONS

1. General Description of the Operation. (See figures 1, 2 and 3.)

All rolling stock coupled to the lowering end of the ramp wagon will be shunted off to a distance, leaving space of not less than 30 yards for entrainment or detrainment.

The screw-coupling at the lowering end is lifted on to the deck of the wagon, the vacuum brake pipe is then removed by taking out a pin and thus disconnecting the pipe near the buffer beam. The Westinghouse brake where fitted, remains in place but care must be taken that it is not crushed during the operation.

The ramp wagon is then uncoupled from the warflats and pushed away about 3 ft. The buffers at both ends are freed by unscrewing, with the spanner provided, the clamps on the inner side of the buffer beam. The buffers are then swung outwards on their hinges until the shanks engage with the catches fixed to the sole-bars of the wagon. The short link mounted on the coupling hook is lifted until it rests on the wagon deck. The wagon is then moved back towards the warflats until the link can be dropped into the coupling hook of the warflat.

The wooden wedges carried on the axle guards at the non-lowering end of the wagon are then unhooked and tapped into position on each side of the wheels while the hand brakes of the adjoining three warflats are screwed on. The hand brake of the ramp wagon must be kept off while the jack is being operated.

The next step is operation of the jack. In the well in the deck of the ramp wagon four special sleepers are provided, one fitted with three graduated wooden steps secured to its top. This is placed between the rails and parallel with them under the centre of the wagon. At each side of the wagon are two centrally situated crank handles which are reversed on their shafts for travelling purposes and secured in place by pins. These handles must be removed and fixed in the normal working position. It will be found that there is a choice of two spindles on which to fix the handles. The upper one provides a low gear for lifting the wagon, and the lower one gives a direct drive which is quicker for lowering the wagon.

One man then gets under the wagon and takes hold of the locating bar which is secured at one end to the foot of the jack, the other being hooked up above the fixed axle. He detaches the latter end of the bar from its hook and places it on the centre of the fixed axle. This automatically brings the foot of the jack into the correct position and prevents it from slipping. The jack is then lowered until the foot nears the stepped sleeper, which is moved into position with the central step under the foot of the jack.

While this is being done, the auxiliary frame carrying the removable axle is freed from the main frame of the wagon by revolving four French keys through a quarter turn and pulling them outwards as far as they will go. These French keys are mounted two on each side of the axle frame.

The jack is raised until the main body of the wagon is lifted clear of the removable axle frame which must then be wheeled clear to a distance of 30 yards. Two telescopic handles are fitted to the frame to simplify this operation.

The jack is then lowered until the buffer beam is in contact with the heads of the rails. (If towards the end of the lowering movement difficulty is experienced due to the proximity of a bank or made up roadway (see para. 25 (e)), one of the crank handles should be used as a spanner and applied to the direct drive spindle in a series of half turns.)

Two or three sleepers are placed under the end jacks which are screwed down to make contact and six sleepers are laid across the rails at the other end of the ramp, three against the buffer beams, two adjacent, and a single one beyond to prevent damage to the buffer castings of the wagon and to assist A.F.Vs. to mount the wagon. The ramp wagon is then ready for use.

The procedure is reversed for raising the wagon but care should be exercised to replace the special sleepers and secure all loose fittings in their proper places before tie wagon is again moved.

It is most important that the locating bar is lifted off the axle and replaced on its hook, also that the end jacks are screwed up to the full extent after use.

Notes. - When loading or unloading away from a level crossing the inside of the tank tracks may fit outside the rail tracks which not only causes difficulty in swinging the tank, but often results in the tracks being damaged or displaced. This difficulty can be overcome by packing five sleepers between the others along the outsides of the rails for a distance of 15 or 20 ft. to form an adequate platform for the tank to swing.

The four heavy timbers in the Store Van are provided specially for use when loading or unloading Churchill Tanks by means of the ramp wagon. The method of laying these timbers, also the ordinary sleepers, is illustrated in figure 3.

Difficulty is sometimes experienced, if the ramp wagon is lowered on a curved section of track, in fitting the auxiliary axle back under the main frame of the wagon. For this reason a straight section of line should be used whenever possible (see para. 25 (d)).

Another minor difficulty occurs if the ramp wagon becomes shifted, in its lowered position, up against the buffers of the adjacent warflat. In such case it is necessary to manhandle or shunt the warflat away from the ramp wagon before the latter can be raised.

2. Drill for Lowering and Raising Ramp Wagon.

Squad. - To consist of 1 N.C.O. and 14 men to be detailed as follows:-
2 to rear buffers and 2 to forward buffers, 4 to sleeper party, 6 to jack. The N.C.O. for general supervision and to synchronize the work of the parties.

Drill.-

Note. - Care should be taken that no one goes under the forward end of the wagon once the axle is removed or that while the axle is being removed or replaced head or limbs are not placed in a position to be trapped should platform drop.
Procedure will be reversed for raising the wagon.

replace sleepers and loose fittings and see they are secured.

APPENDIX "B"

REVERSE of Detail Sheet Instructions.

1. The Detail Sheet will be completed in triplicate by the despatching R.T.O., who will carefully check all equipment on the train before its departure.

2. He will retain one copy for record, and send the second copy to his M.C. District H.Q.
The third copy of the Detail Sheet will accompany the warflat train, and will be carried on the journey either by the O.C. train or, when the train does not carry personnel, secured to the inside wall of the store van.

3. The R.T.Q. at destination will collect and retain the Detail Sheet from the O.C. train or from the store van and complete another set of detail sheets for any subsequent journey.

4. The R.T.O. at destination will check the equipment received and ensure that it is replaced on the train after use.

5. Blank copies of the Detail Sheet will be carried in the store van of each train in a pad secured to-the inside wall. M.C. Districts will arrange for fresh copies to be reproduced and issued as necessary.

APPENDIX "C"

entrainment or detrainment point timings

1. When preparing Entrainment Tables for the move of an Armoured Formation the intervals between which trains can follow one another require careful consideration in order to reduce delay to a minimum.

2. The extent of these intervals depends on:-

(a) The number of routes available.
(b) The number of Entrainment and Detrainment Points used.
(c) The overall time required per train at each Entrainment or Detrainment Point (i.e., the Entrainment or Detrainment Point Timing).
(d) The volume of civil traffic on the routes selected (except during active operations).

3. The following factors must be considered in deciding the Entrainment or Detrainment Point Timing:-

(i) Facilities available.

(a) Is there a good loading dock, sufficiently strong and with good access?
(b) Can the complete train be shunted against an end or side dock or has it to be divided and dealt with in two or more parts?
(c) Will the ramp wagon or ramp ladder be needed?

(ii) Operational requirements.

(a) Has loading or unloading to be performed under cover of darkness?
(b) The degree of urgency for the move.

(iii) General.

(a) The number of stations available for entrainment.
(b) Can a suitable harbour be found near the station in which A.F.Vs. can assemble?
(c) If ramp wagon is needed, are the units experienced in its use?
(d) The number and type of A.F.Vs. to be loaded.

4. Where facilities are good the following time for entrainment in daylight should be sufficient:-

In favourable circumstances, and in the case of a well-trained formation, it should be possible for a unit to entrain in 45 minutes. Any reduction in this time, however, is likely to lead to omissions or mishaps, and is not to be regarded as a criterion of efficiency. The time normally allotted for the unit to entrain (i.e., 1 hour 20 minutes where facilities are good) includes a margin for unforeseen contingencies and, therefore, no advantage will result from a hurried entrainment, as the train can rarely depart before the scheduled time.
In no case should more than three hours be required for any Entrainment Point Timing.

5. Where facilities are good the following time for detraining in daylight should be sufficient:-

In no case should more than 2½ hours be required for a Detrainment Point Timing.

6. It is realized that loading and unloading in darkness may take longer, and allowance should be made accordingly.

APPENDIX "D"

STANDING ORDERS FOR Os.C. WARFLAT TRAINS

1. These orders will be read in conjunction with A.C.I. 1604 of 1940, as amended from time to time, copy of which will be handed to the O.C. train by the R.T.O.

2. Before Entrainment.

(a) O.C. train will contact the R.T.O. and agree the loading dock or position at which the ramp wagon or ramp ladder will be used. He will also agree the time loading is to commence, if this has not already been laid down in the Movement Instruction, and will ensure that loading does not start before or after this time.
(b) O.C. train will select a harbour for the tanks awaiting entrainment and will arrange method of calling them up. He will ensure that tanks are not bunched in the station yard, and do not congest the station approaches.
(c) O.C. train will confirm the strength of the unit with the R.T.O.
(d) O.C. train will detail a party to prepare the warflats for loading by removing the chains, etc. He will also, if the ramp wagon or ramp ladder is to be used, detail a party to prepare, the ramp and lay an approach track of sleepers or timbers.

3. During and After Entrainment.

(a) Responsibility for the whole of the entrainment will rest with the O.C. train, or an officer representing him. The R.T.O. will give no orders to the unit, but will watch the work done by the tank crews, and advise tank commanders on the proper method of loading and securing.
(b) O.C. train will not give orders to the Railway Officials direct, but through the R.T.O.
(c) O.C. train will ensure that:-

(i) Tanks approach the train in a steady flow, without bunching in the station yard, and with not more than two warflat lengths between each tank.
(ii) Each tank has a separate guide for the driver, and another guide on the ground to prevent the former from falling between the warflats, and at night to shine a dim light on the edge of each warflat as the tank passes along.
(iii) Each tank crew aligns and secures their own tank. This must be done in accordance with the method laid down in this Pamphlet, the crews remaining with their tanks until they are secured and aligned to the satisfaction of the Railway official in charge.

(d) After the entrainment has been completed, O.C. train will see that all equipment used has been replaced in the stores van to the satisfaction of the R.T.O.

4. Detrainment.

(a) Before detrainment starts, O.C. train will agree the unloading point with the R.T.O., and, if necessary, the position at which the ramp wagon or ramp ladder will be used.
(b) During the shunting of the train to the unloading point, O.C. train will see that his men keep well away from the side of the train, and will ensure that no personnel start unchaining or moving guns and turret flaps until the R.T.O. gives permission.
(c) The engines of the A.F.Vs. should be started as soon as possible after detrainment of the drivers.
(d) Responsibility for the whole of the detrainment will rest with the O.C. train or an officer representing him.
(e) O.C. train will, when all chains have been removed and the ramp wagon or ramp ladder is in position, give the signal for the tanks to detrain. He will ensure that:-

(i) no tank moves until the tank immediately behind has started its engine and is ready to move also.
(ii) each tank has a separate guide for the driver as in 3 (c) (ii).
(iii) tanks move steadily off the train with never more than two warflat lengths between any two tanks.

(f) O.C. train will see that tanks do not bunch up in the station yard, nor congest the station exits. If tanks are required to assemble in a harbour before moving off, this should be located clear of the station.
(g) O.C. train, immediately after detrainment, will detail a party to replace chains, etc., and if necessary, a ramp party to replace the ramp wagon or ramp ladder to its travelling position. He will also see that all equipment used is replaced in the stores van to the satisfaction of the R.T.O.

5. A.A. and Ground Protection.

O.C. train will be responsible for co-ordination of local A.A. and Ground protection during entrainment and detrainment.

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Copyright © 2004 Movement Control Association
Last modified: September 16, 2008