Table Of ContentC1, FM 55-20
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C1, FM 55-20
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C1, FM 55-20
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C1, FM 55-20
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FM 55-20
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HEADQUARTERS
Change
DEPARTMENT OF THE ARMY
No 1
Washington, DC, 30 October 1988
ARMY RAIL TRANSPORT UNITS AND OPERATIONS
FM 55-20, 31 October 1986, is changed as follows:
H
1. New or changed material is indicated by a star ( ).
2. Remove old pages and insert new pages as indicated below:
Insert pages
Remove pages
3. File this transmittal sheet in the front of the publication.
DISTRIBUTION RESTRICTION: Distribution authorized to US Government agencies and their
contractors only to protect technical or operational information from automatic dissemination under
the International Exchange Program or by other means. This determination was made on 29 July
1987. Other requests for this document will be referred to Commandant, US Army Transportation
School, ATTN: ATSP-TDL, Fort Eustis VA 23604-5399.
DESTRUCTION NOTICE: Destroy by any method that will prevent disclosure of contents or
reconstruction of the document.
By Order of the Secretary of the Army:
CARL E. VUONO
General, United States Army
Chief of Staff
Official:
WILLIAM J. MEEHAN II
Brigadier General, United States Army
The Adjutant General
DISTRIBUTION:
Active Army, USAR, and ARNG: To be distributed in accordance with DA Form 12-11A,
Requirements for Army Rail Transport Operations and Units (Qty rqr block no. 391).
C1, *FM 55-20
Field Manual HEADQUARTERS
No. 55-20 DEPARTMENT OF THE ARMY
Washington, DC, 31 October 1986
ARMY RAIL TRANSPORT UNITS AND OPERATIONS
PREFACE
Operation of rail transport in developed nations is considered to be a host-
nation-provided service. In contingency areas, US Army rail units may have to
be employed to support the theater of operations.
This manual sets forth transportation rail doctrine and organizational struc-
ture. It is written to explain the functions of the transportation railway service
(TRS) in a theater of operations. It provides basic information for commanders
and staffs of supporting units and for staff officers of higher headquarters. It
is also intended to serve as a text for student instruction and training of rail
unit personnel.
The proponency of this publication is HQ TRADOC. Submit changes for im-
proving this publication on DA Form 2028 (Recommended Changes to
Publications and Blank Forms) and forward to Commandant, US Army
Transportation School, ATTN: ATSP-TDL, Fort Eustis, VA 23604-5399.
Unless otherwise stated, whenever the masculine gender is used, both men
and women are included.
This publication contains copyrighted material.
H The provisions of this publication are the subject of international
agreements:
STANAG 2079, Rear Area Security and Rear Area Damage Control
STANAG 2156, Surface Transport Request and Surface Transport Reply
STANAG 2158, Identification of Military Trains
STANAG 2165, Forecast Movement/Transport Requirement — Rail, Road,
and Inland Waterways
STANAG 2171, Procedures for Military Trains Crossing Frontiers
DISTRIBUTION RESTRICTION: Distribution authorized to US Government agencies
and thier contractors only to protect technical or operational information from automatic
dissemination under the International Exchange Program or by other means. This deter-
mination was made on 29 July 1987. Other requests for this document will be referred to
Comdt, US Army Transportation School, ATTN: ATSP-TDL, Fort Eustis, VA 23604-5399.
DESTRUCTION NOTICE: Destroy by any method that will prevent disclosure of con-
tents or reconstruction of the document.
*This publication supersedes FM 55-20, 14 June 1974, TM 55-206, 2 August 1968 and TM 55-207,20
January 1967.
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CHAPTER 1
TRANSPORTATION RAILWAY SERVICE
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This chapter implements STANAG 2171 (Edition 5)
Section I. OPERATIONS
1-1. RAILWAY SERVICE IN THE military force, except during a prolonged war—
THEATER when a civilian work force would be employed
to operate the railroad.
a. NATO and US war plans involve exten-
sive rail use. Rail transport operation in c. In the past, the theater rail system was
Europe is a host-nation-provided service. Each operated by US army transportation railway
potential host nation in NATO, with emphasis brigades, groups, battalions, and so forth. Now
on West Germany, the Netherlands, Belgium, rail units supplement existing host nation rail
and France, operates a sophisticated, modern systems or control and operate a contingency
railway system. The western area of Europe of- area’s rail system. In some cases, the service
fers multiple routing possibilities, plentiful organization is much smaller than was needed
marshaling yards, and discharge/loading ter- in the past.
minals. Rail line repair and equipment
maintenance facilities are dispersed 1-2. ESTABLISHMENT OF RAIL
throughout the system. However, the OPERATIONS
European railway system poses several poten-
a. Military railroads operate on the same
tial limiting factors, such as—
basic principles as commercial railroads.
Primary dependence on electrified train Locomotives pull railcars loaded with freight
operations. and passengers over miles of track; train
movements are controlled by schedule or
Civilian dependence on uninterrupted rail
signal communication; and some trains have
support.
superiority over others. The similarities be-
Improbability of civilian rail personnel be- tween military and commercial railways are
ing used in the combat zone (corps, division). numerous. The transportation railway service,
like its commercial counterpart, performs four
H primary functions: train operation,
b. Personnel should consult and comply
maintenance of way, maintenance of equip-
with STANAG 2171 (Appendix D) before mov-
ment, and train control.
ing trains across NATO borders. The Army
uses the area’s existing rail structure as much b. Rail operations in a theater may consist
as possible to support the theater army. Ex- of a broad initial or preinvasion plan based on
isting trackage, locomotives and rolling stock, limited available intelligence data. As more
switching modes, and marshaling yards pro- detailed data becomes available, the initial
vide the support needed to operate the rail plan is modified. Initial or preinvasion plan-
system without extensive rail construction or ning provides general estimates of the poten-
major engineer reconstruction. Extensive rail tial movement capability of a particular
construction is beyond the capabilities of a railway system in the theater.
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FM 55-20
1-3. PHASES OF OPERATION Fleet operation. Upon entry into a theater,
communications may not exist. There may be
Military railway operations are ac-
only a single stretch of track with no sidings or
complished in three phases. Normally, these
passing tracks. Loaded trains are run forward
phases are conducted in sequence. However,
until the tracks at the railhead are full. Trains
depending on military requirements, a phase II
are then unloaded and returned to the port or
or III operation may be initiated without pro-
point of origin (see Figure 1-1). Fleet operation
gression through the preceding phases or
is an emergency measure and is discontinued
regress to a previous phase. These phases aim
as soon as possible because it limits railway
to reduce requirements for military units and
capacity—and grouped trains make good
personnel for railway operations. Con-
targets for the enemy.
sequently, skilled local labor and host nation
support is a prime consideration in initiating
Block operation. This operation permits
phase II and III operations. In discussing
the train to operate from one block to the next
these phases, the terms "civilian labor"
in a station (see Figure 1-2). The train operates
and "host nation support" are not synonymous
from one block station to another under
terms, as host nation support can be other
authority of the TRS train- movement operator
than civilian labor.
or station agent. Two types of block operations
a. Phase I. Only military personnel conduct are used: positive and permissive. The positive
phase I operations. Personnel use this phase operation has definite security advantages, but
during the early stages of a military operation. the permissive operation is more efficient. In a
Phase I is used in or near the combat zone positive operation, the use of the block is
where military need and security restrict the limited to one train at a time. The train can
employment of civilians. stop if it is attacked or if the line is obstructed.
It can also backup to the last station passed or
b. Phase II. This phase is a joint civilian- to a safe place and wait until the track is secure
military operation under direct military super- before proceeding. In permissive block opera-
vision. In this phase, both military and local tions, more than one train moving in the same
civilian railway personnel operate and main- direction may occupy the same block at one
tain the railway lines. time.
c. Phase III. A phase III operation is nor- Train order operation. During train order
mally used in the rear areas of the communica- operation, the communications system must
tions zone. Local civilian railway personnel be adequate and dependable and sufficient
operate and maintain rail lines under the direc- sidings and passing tracks must be available.
tion and supervision of the highest military The dispatcher issues train orders and controls
railway echelon in the theater. The operation is movement. A train order remains in effect un-
instituted as soon as practical. Under this til it is fulfilled, superseded, or annulled. A
operation, military railway personnel may be train order authorizes movement of trains
released for duty in more critical areas. when not provided for by timetable. A train
order operation is described in Chapter 4.
1-4. METHODS OF OPERATION Timetable operation. Timetable operation
is used in the theater when traffic is stabilized.
a. Existing railway facilities support
The timetable contains schedules and special
military operations in a theater. Communica-
instructions relating to train operation. It is
tions and railway signal facilities may be
also the authority for movement of trains. The
damaged, destroyed, or inoperative—including
train order operation must be used in conjunc-
any form of centralized traffic control, elec-
tion with a timetable for maximum effect,
trically operated interlocking plants, and
because military train operations usually con-
automatic block signal systems.
sist of extra trains not shown in the timetable.
b. The four methods of train operation used See Chapter 4 for more discussion on timetable
by the TRS in a theater are— operation.
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FM 55-20
The four methods are generally used in the Fuel/lube, sand, and water station.
order discussed and progress to the more flexi-
Signal systems. On newly constructed or
ble and precise timetable operation in stabi-
lized rear areas. rehabilitated lines, signals of the simplest kind
are installed. Automatic block signals and in-
terlocking switches are maintained and used
1-5. USE OF EXISTING FACILITIES
only when already in existence. If used, they
a. As the theater of operations expands, ex- require tight security since they are highly
isting tracks and facilities are used as much as vulnerable to sabotage.
possible. Captured track is rehabilitated as
needed. If possible, new track construction is Telephone and telegraph !ines. The most
avoided because of the manpower required. dependable and fastest method of dispatching
However, when new construction would take trains is by telephone. Existing telegraph lines
less time and manpower than rehabilitation, it are easily converted for telephone operations.
may be advisable to construct new track and If sidings are equipped with telephone boxes,
facilities. train crews help the train dispatcher to move
trains in emergencies.
b. Those facilitiesthat may require
rehabilitation or new construction are—
Enginehouses. Roundhouses and turn-
Main lines, yards, and sidings. When new tables are easily recognizable from the air. In
construction is required, plans for the location an area subject to enemy attack, enginehouse
and layout of tracks should consider current facilities may have to be avoided. If round-
and future requirements. For rehabilitation, houses and turntables do exist, precautions
the general track surface must be good enough should be taken to ensure that locomotives will
to meet immediate requirements. Track im- not become useless if the facilities are disabled.
provement is undertaken only as necessary to Newly constructed enginehouses should be
meet minimum requirements for safe simple frame structures without complicated
operation. windows and doors.
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