MILITARY RAILROADS ANDTHE MILITARY RAILHAY SERVICE i PORT FOOTE ~ ES SS = - WAR DEPARTMENT FIELD MANUAL te! GON SS ode te This manual supersedes TM 5-400, Military Railways and In- land Waterways, 30 November 1940, including C 1,4 March 1942. TRANSPORTATION CORPS MILITARY RAILROADS AND THE MILITARY RAILWAY SERVICE United States Government Printing Office Washington : 1944 WAR DEPARTMENT, . WasuincTon 25, D. C., March 27, 1944. FM 55-50 Transportation Corps Field Manual, Military Railroads and the Military Railway Service, is published for the information and guidance of all concerned. [A. G. 300.7 (10 Jul 43).] By ORDER OF THE SECRETARY OF War: ) °° G. C. MARSHALL, Chief of Staff. OFFICIAL: JA ULI; ) Major General, The Adjutant General. DIstRIBuTION : As prescribed in par. 9a, FM 21-6; ID 55 (15); 1 Bn OO aLS)); LG0OD one ID 55: Ry Grand Div IBn 55: Ry Operating Bn Ry Shop Bn IC 55: Base Depot CO (For explanation of symbols see FM 21-6.) CONTENTS CHAPTER 1. GENERAL. \ Section I. Introduction. Purpose-and scope .¢ 6¢30..0s00% Military railways ............4. OrganiZanions, View tele stax cae Application sss 6313 s3% Cie dt icuee II. Tactical considerations. Methods of control. ............ Employment .6.. 005s eevee nwess TQcatOnts Saas wae oie sine Noses Stee Selection and exploitation....... PUT HAe TOUTS iiss as sot ones Oe III. Technical considerations. CinessiCationt's). cyan te ob hisae'> «> Desirable physical characteristics. . Undesirable physical characteris- CADAGIY EAN oh tied a tlnie xs gitar ETA GOUSILY Boa wos. Spades soe Speed of train movement........ CHAPTER 2. RAILWAY TRANSPORTATION. Section I. Makeup and equipment of trains. Railway trains (type)..........- Assembly of rolling stock........ Loading capacities. ............ Transportation groupings....... II, Control and Operation. Authority for travel ..........- Duties of transportation corps. ... Duties of Military Railway Service. Regulating station (Regulating Stall isch Metre sensu ita Matte a Regulating officers.........++-.- Rathhead se sistas es oe pes cee 0% Paragraph kWN eRe womnauw 11 12 13 14 15 16 17 18 19 20 21 22 23 24° 25 26 Page NON Fe WwW HO WH dD Section I. General. SUDDE 3 a x i, Organization. Service... ITI, Facilities. Construction Operation... Distinctive characteristics........ Personnel... CHAPTER 3. RAILWAY OPERATION. eeoeeereereeeeaeeeesee Relation to other arms and services AYIA OTER ALAIN NS Mike che eer ok Forms, reports, and statistics..... FS COPORSIMELY |... FS ks a his ees Wen Units of the Military Railway ore e er eee eee eer esee Use of existing facilities.......... Paragraph 27 28 29 30 mi 32 33 34 35 36 37 Page 16 17 19 19 20 21 21 21 32 32 34 o> This Manual supersedes TM 5-400, Military Railways and Inland Waterways, 30 November 1940, including C1, 4 March 1942. Chapter 1 General Section | Introduction 1. PURPOSE AND SCOPE. This manual explains the use, organization, and general operation of military railways in war. Operations and maintenance conform closely to the usage and methods employed on the commercial railways of the United States. Information on such operations and maintenance is contained in FM 55-55, 55-60, and TM 55-265, 55-270 (when published), 55-275, 55-280 (when published) and 55-285 (when published), as well as recog- nized handbooks in common use on commercial railways. 2. MILITARY RAILWAYS. Military railways are defined as those in the theater of operations under military operation or control. They also may include such railways in the zone of the interior as may be turned over to military authorities. Military railways are especially important in the conduct of war because rail transportation provides the most expeditious means of moving large and heavy freight over long distances onland. It insures speed and regularity of delivery, involves a minimum risk of deterioration from weather, costs less, and has high flexibility. 1 3. ORGANIZATION. ‘The organization for operating and maintaining military railways is referred to as the Military Railway Service (MRS). Organization of the headquar- ters, Military Railway Service, shown in figure 3, is similar to the organizational set-up usually employed in general office headquarters of commercial railways in the United States. . Lower echelon units of the Military Railway Service are likewise set up along the lines of comparable divisions of a commercial railway. To illustrate, a railway operating battalion, the basic unit of the Military Railway Service, cor- responds generally in personnel, duties, territory, and opera- tional jurisdiction to the organization, staff, territory, and responsibility of a division superintendent. 4. APPLICATION. Actual operating conditions affecting military railways may vary widely. The problems presented by one short single-track railway will be quite different from those presented by a network of railway systems. Therefore, instructions and information contained in this manual are stated in general terms and should be so construed. Section Il Tactical Considerations 5. METHODS OF CONTROL. The general methods by which the Chief of Transportation, as the traffic agency for the theater commander, controls and supervises the trans- portation by rail of individuals, troops and their impedi- menta, and military supplies are described in this manual. a. The commanding general, theater of operations, is responsible for the administration of rail transportation in the theater. b. Subordinate commanders and regulating stations are the control agencies of the commander of the theater. c. Regulating officers are the direct representatives of the commander of the theater. They control the flow of 2 traffic into, within, and out of the combat zone. Under the general control of theater headquarters, they control all railroad traffic between the communications zone and the army service area. (See FM 100-10 and fig. 1.) 6. EMPLOYMENT. A military force will normally use all available railways existent in the theater of operations. Railways, when uninterrupted, are superior to any other form of land transportation for the movement of large quantities of supplies and troops over distances greater than about 150 miles. However, railways are very vulner- able to continued damage and destruction by hostile avia- tion, demolition detachments, and sabotage. 7. LOCATION. ‘The location of railway lines may be of great strategic importance. Because long lines are diffi- cult to construct in wartime, many countries have laid out their rail transportation systems with a view to employing them in military operations. Railways in the rear of the battle line and parallel to it have a distinct value in the rapid movement of troops and supplies from one part of the front to another. 8. SELECTION AND EXPLOITATION. In a theater of operations having an adequate and highly developed sys- tem of railways, it may be possible and advisable to se- lect certain lines to exploit for military operations. (See fig. 2.) Section of the lines to be thus exploited will depend primarily upon strategical considerations such as probable objectives, lines of advance, frontiers, and enemy dispositions. After these have been determined, the more detailed selection of particular railways to be used for supply purposes becomes a traffic problem. 9. ALTERNATE ROUTE. When the main lines for mili- tary use have been selected, an alternate route must be devised, This would be used for routing traffic in case part of the main line goes out of service either through 3 Commanding General Theatre of Operation Commanding General Army Service Forces Chief of Transportation Chief Engineer (Railway Construction) Regulating Officer (Controls Shipments) General Manager Hq. Military Railway Service T/O 55-302 x Railway General Railway General Superintendent Superintendent Railway Railway Grand Division Grand Division T/O 55-202 Railway General Superintendent Railway Grand Division xx | | | | Ry. Supply Ry. Master Officer, Base Mechanic Depot Co, Ry. Work Railway Ry. Shop Division Supt. Supt. Ry. Ry. Operating Shop Bn. Bn. T/O 55-235 T/O 55-225 T/O 55-260 Shop TC (Mobile) T/O 55-500 x Two or more railway grand divisions depending on extent of the rail- road facilities available in the theatre. xx Two to four railway operating battalions to each grand division depending on operating conditions and railway mileage assigned to the grand division. Hach railway operating battalion is presumed to operate a normal railroad division, Figure 1.—Chain of command, Military Railway Service. . Hp a, acts of the enemy, from the ordinary accidents of railway operation, or from washouts, landslides, storms, and floods. Section Ill Technical Considerations 10. CLASSIFICATION. Railways are classified by gauge— standard, broad, or narrow. More than half the total railway mileage in the world is laid to 4 feet, 8% inches which is known as standard gauge. Gauges greater than or less than standard are known as broad or narrow gauge, respectively. 11. DESIRABLE PHYSICAL CHARACTERISTICS. a. The following are important considerations when selecting rail- ways for military use: (1) Proper location of terminal, yard, and shop facilities. (2) Double or multiple track. (3) Seasoned roadbed, heavy rail, and good ballast. (4) Light grades and curvature. (5) Adequate sidings, yards, and spur and other tracks. (6) Bridges of sufficient strength for military loads, in- cluding railway artillery. (7) Loading and unloading facilities where needed. (8) Short mileage between important points. (This is subordinate to the other characteristics enumerated, but must be given consideration if the mileage of a first class” line is much in excess of that of a secondary line properly located for military use.) (9) Water supply points within 75 to 150 miles apart. b. One of most vital characteristics is adequate terminal facilities. Regardless of all else the line will become con- gested, the equipment supply frozen, and plant facilities ren- dered useless if the cars cannot be and are not unloaded and returned promptly. An increase in terminal capacity can often be secured by adding tracks and vehicular roads to 577416°—44—_2 5 permit loading or unloading either by hand or mechan- ically. 12, UNDESIRABLE PHYSICAL CHARACTERISTICS. When selecting railways for military use, care should be taken to decide upon those roads which have the least number of sources for possible interruption to traffic. These potential bottlenecks, which may be caused by enemy action or natural forces, are: a. Tunnels, b. Long, high bridges or bridges over deep, wide streams. c. Deep cuts and high fills. d. Terminals so situated or constructed as to become congested. (This difficulty may be overcome in certain cases by construction of a bypass for through traffic.) e. Track located immediately adjacent to banks of streams and dry washes, subject to the erosion action of rushing water during floods. f. Water supply points. 13. FACILITIES. a. Loading and unloading. Railways must have certain facilities for the loading and unloading of supplies and impedimenta, such as team, house, yard and spur tracks; platforms; end and side loading ramps; cranes; hoists; pipe lines for loading and unloading inflammable liquids. Personnel, light vehicles, and light artillery usually can be loaded at any railway station. Heavy trucks, ma- tériel, and equipment require special loading and unloading facilities; when not available, they must be constructed. The number and character of the loading facilities required will be dependent entirely on the size and character of the matériel to be moved. b. Track. (1) SIDING. A siding’is a track adjacent, and connected by switches at each end, to a main track. Sidings are normally used for the passage or meeting of trains. Military railway trains vary from 1,600 to 2,400 feet in length, and sidings should be long enough to ac- commodate the longer trains. (See FM 101-10 for type train lengths.) If sidings are used for entraining or de- 6 training, they should be long enough to handle the entire train so that there will be no interruption to traffic on the main line. However, when the situation so demands, main line, sidings, and any other available facilities may be used. It is also important that loading and unloading points selected be easily accessible to adjacent highways. (2) SPUR TRACK. This is a track diverging from a main ot branch line to serve an industry and over which no regular train service is maintained. ‘A spur track is usually connected to the main line at one end only by a switch; the other end is a stub or dead end. (3) TEAM TRACK. This is a side track on which freight cars are placed for loading or unloading from and to wagons, and trucks. (4) HOUSE TRACK. This is a side track serving a freight depot, warehouse, factory, or similar industry on which freight cars are placed for loading or unloading. (5) YARD TRACK. This is any track of a system of tracks within a prescribed area used for making and break- ing up trains. Such an area with its system of tracks is called a yard. A large terminal may contain one or more receiving, classification, outbound, storage, marshall- ing and repair yards. . c. Entraining (detraining) points and areas. (1) The term “entertaining (or detraining) point” is used to desig- nate the particular place at which troops are to be loaded or unloaded. Large railway stations may have two or more suitable entraining or detraining points; at other stations there may be but one. (2) An “entraining (or detraining) area” is an area which includes all of the entraining (or detraining) points, (3) A train is considered to have left the entraining area when it has passed the forward entraining point in that area. 14, CAPACITY. The capacity of a railway line depends on— a. Physical characteristics listed in paragraphs 11 and 12. b. Train density. 15. TRAIN DENSITY. a. The term “train density” is used to denote the number of trains that run in one direction over a railway line during a 24-hour period. Train densi- ties vary greatly, depending on track conditions, available rolling stock and motive power, terminal facilities, and similar factors. See FM 101-10 for additional information. b. In a movement of troops by rail, the train density will be announced by the headquarters ordering the move- ment. Detailed plans for the movement are prepared on the basis of the announced train density. c. An announced train density of 16 trains does not mean that only 16 trains should be available for the movement. The number of trains to be supplied by the Military Railway Service depends not only on the announced train density, but also on the distance to be traveled and the existence of a suitable rail net permitting the quick return of trains from detraining area to the entraining area for additional trips. d. There is an influence of train density on speed of movement. The computations required in the movement of troops by rail involve certain factors which can be de- termined in advance. These factors are the time required for entrainment for the journey and for detrainment. .In addition to these factors, there are two variables: the time required to assemble the necessary rolling stock, and the train density. The number of trains available every 24 hours for the troop movement exercises a profound influence on the time required for any movement. 16. SPEED OF TRAIN MOVEMENT. Military train sched- ules are figured at an average speed of 20 miles per hour. It is unlikely that this speed will be exceeded even for limited movements of troops in trains consisting entirely of passenger and baggage cars. On some lines, it will be necessary to figure on an even slower rate. — ‘skpmsajpm puvjur puv skomprws Aavqyiwm duimoys suowyvsago jo sajvay) yorgd -—Z% Aanoly 3NOZ IVE8WOD SNOlLWyad0 JO'HL AYVONNOS YVvay AYVONNOS YV3e —e— ~ AYOLIYYSL IWHYLNSN YO AZINTV ZONE OF THE INTERIOR ENEMY MOVYL 318N0d ttt MOVYL FTIONIS HH TVNINYSL AVM IVY © YSIASNVYL YSLVM-TIVY BR: | QV3H NOILVSIAVN HN NOILVLS ONILVINDAN = IS AD Chapter 2 Railway Transportation Section | Makeup and Equipment of Trains 17. RAILWAY TRAINS (TYPE). a. General. To facili- tate the assembling of rolling stock and the planning of troop movements, type railway trains may be provided. There are six type trains (A, B, C, D, E, and F ) designed for moving the various organizations ( transportation group- ‘ ings). Each train contains a total of 34 cars, if in a theater where the equipment in use is comparable to that used in continental United States. (1) The composition of these type trains is based on the use of coaches for personnel, box or baggage cars for sup- plies and equipment, flat cars for vehicles and guns, stock or modified box cars for animals, a box or baggage car for the kitchen car, and a pullman or coach for officers. (See FM 101-10.) This composition refers to continental United States trains, or to comparable equipment. It must be modified where conventional European type of equip- ment is in use since it is smaller and does not lend itself to such groupings. (2) It should be emphasized, however, that box cars in lieu of coaches may be used for men, especially in the com- bat zone. Box cars instead of stock cars may also be used for animals, and in lieu of flat cars, for light vehicles and guns. 10 PZ PZ b. Availability. In order that they may be quickly avail- able for moving troops, which is the principal reason for resorting to their use, type trains must be able to reach, within a few hours, the point where the troops are to en- train. These trains, accordingly, must be held near the areas where they are likely to be needed. They must be used for no purpose that will interfere materially with the use for which they were intended. ¢. Preparation of Box Cars. Box cars require special preparation to fit them for use for the transportation of troops or animals. In either case, ventilation is essential, and other measures for the comfort and well-being of the occupants should receive consideration. d. Advantages. Type railway trains have the follow- ing advantages: (1) The types are known, and trains usually can be as- sembled and made ready for use with little delay. (2) They are light and can be handled over any stand- ard yauge railroad. (3) Their short lengths readily permit their accommoda- tion on sidings. : (4) The type composition allows the predetermination of unit loadings. e. Disadvantages. A disadvantage of type trains is that they must be grouped in considerable numbers when not in use, thus requiring much space in railway yards where traffic congestion is usually the greatest. Moreover, box cars are uncomfortable when it is necessary to use them for transporting men or animals over long distances. f. Special Cases. It may be necessary, especially in war, to use nonstandard trains in the movement of military ‘units. It may be necessary to move units whose strength in personnel or equipment is below that prescribed in Tables of Organization or it may be necessary to move a combination of troop units. These are exceptional cases and will require special arrangements. It will be neces- sary in such cases to compute in advance the number and 11 kinds of cars required by figuring the loading capacities according to official data and preparing special transporta- tion groupings. 18. ASSEMBLY OF ROLLING STOCK. a. Time. The time required by railroad authorities to assemble and spot type trains may eliminate the consideration of troop movements by railway in certain situations. The distribution of flat, box, and other cars, because of economic or military de- mands, may cause considerable delay in the assembly of type trains. . b. Availability. An infantry division as now organized requires about 55 type trains for its movement by railway if the division is at full strength and carries its full equip- ment. It has been estimated by railway authorities that the assembly of this amount of rolling stock would nor- mally require from 2 to 5 days at a major terminal. (See FM 101-10.) It is probable that the impetus of war and the priority of military necessity would shorten this time. It is also probable that an unlimited number of trains would not be available when and where needed in the theater of operations. Enemy destruction, civil needs, or military supply requirements would limit the number available. A misunderstanding of the capabilities of railroads in this respect may cause a considerable loss of time in moving troops by railway when they could have marched or been moved by truck more quickly. However, small bodies of troops can cover in a few hours, by rail, a march that would take many days. c. Shuttling. Where the round trip to the detraining area and back to the starting point can be completed in 24 hours the same trains that make the trip on the first day may, by shuttling, furnish the entire transportation required. ‘Time for inspection and overhaul must be considered. d. Limitations. In a foreign theater of operations, the demand for rolling stock probably will be so great, and the number of cars available so small, that they will seldom be sufficient to meet the demands. Any unusual demand for 12 at zz ou or P< Le 1E Ne Tr aa BL troop trains often will upset existing schedules and thereby throw a heavy strain upon the delivery of supplies. 19. LOADING CAPACITIES. The maximum weight of load on each freight car is determined by subtracting the light weight (furnished by the carrier) of the car from total weight of car and load. This permissible load usually is about 25 to 35 percent greater than the marked capacity of the car. 20. TRANSPORTATION GROUPINGS. Transporta- tion groupings were planned to obtain— a. Economy in the use of railway equipment. b. Arrangement of loads so as to facilitate movement of troops in the desired order of their arrival at the detraining point. Type trains and the groupings of military units moved on them are determined according to FM 101-10. Section Il a Control and Operation 21. AUTHORITY FOR TRAVEL. The commanding general of a theater of operations has authority to issue travel orders covering the rail movements of individuals and troops and their impedimenta. No statement showing procurement authority is necessary, the order directing the movement being sufficient. 22. DUTIES OF TRANSPORTATION CORPS. a. General. The Transportation Corps is charged with the movement by - rail of all troops and supplies in the theater of operations. “The transportation section at a regulating station usually has a troop movement branch and_a supply movement branch. These branches receive the requests for rail move- ments, assemble the requirements for railway transport, 577416°—44—_8 13 arrange with the superintendent, Military Railway Service, for the necessary movements, and insure that movements to and from the combat zone are in accordance with priorities established by the regulating officer. ) 1“ b. Control. The Transportation Corps, under the di- rection of the: commanding general of the theater of operations, controls, supervises, and arranges for the transportation by rail of individuals, troops and impedi- menta, and military supplies. An estimate of the transpor- tation required will be furnished the transportation officer by the commanding officer. c. Rail Transport Duties of Transportation Officers. Normally, transportation officers are assigned as such, and their functions are analogous to those of a traffic manager of a large commercial firm. ‘Transportation Corps officers on the staff of the communications zone commander render assistance to plans and training officers of the staff in pre- paration for troop movement schedules and tables. They act as advisors to the commander and members of his staff on transportation matters. In the execution of the functions of control, supervision, and regulation of rail transportation, Transportation Corps officers have various duties such as those pertaining to a unit or installation transportation officer, or a communications zone base section transportation officer. d. Rail Transportation of Individuals. Army Regula- tions covering the transportation of individuals in the zone of the interior apply in principle to travel in the communi- cations zone. However, travel on railroads controlled and operated by the Army is on orders only, with no necessity for issuing transportation requests. _ @. Troop Movements by Rail. In the communications zone, the chief transportation officer makes all arrange- ments for troop movements by rail. In securing equipment and making arrangements for a movement he operates through the Military Railway Service. Although Army Regulations apply, so far as practicable, to these troop movements, the equipment supplied wili depend on its 14 1S Ay ' it 2S Y a availability and the local situation at the time the move- ment is to be made. Type trains will be used whenever possible. Movements are made in strict accordance with the orders directing them and no transportation requests or bills of lading are required. Control of movements is exercised by the transportation division of the communica- tions zone commander’s staff. 23. DUTIES OF MILITARY RAILWAY SERVICE. a. Gen- eral. The Military Railway Service, Transportation Corps, operates railroads in the theater of operations. In forward areas the MRS actually operates and maintains the _rail- Way equipment, while in the rear areas the physical opera- tion may be by civilian operators but under direct control - ~and supervision of the Military Railway Service. b. Organization. (See ch. 3.) c. Relation With Transportation Corps. The Transpor- tation Corps arranges for transportation of troops and sup- plies over military railways in the same manner as over any other transportation system. A transportation officer, detailed from the Transportation Corps, will be on the staff of the commander at each important shipping and receiving point. He arranges with the railway traffic offi- cer (stationmaster), or with the station agent of the Mili- tary Railway Service for furnishing and placing cars and for transportation of troops and supplies. He is responsible for the receipt and proper storage of shipments pending their delivery to the consignee. (See ch. 3.) 24. REGULATING STATION (REGULATING STAFF). (See FM 100-10.) 25. REGULATING OFFICERS. (See FM 100-10.)| 26, RAILHEAD. (See FM 100-10.) 15 Chapter 3 Railway Operation Section | General 27. OPERATION. a. Ina Theater of Operations. Mili- tary railways may be operated by civilians, by troops, or by a combination of both. Joint operation by civilians and troops may exist in friendly territory. Trains for civilian needs and military trains up to a certain distance from the front may be operated by civilians. Military trains beyond that point will be operated by railway troops. _ Details of operations are worked out by military and civilian authorities jointly. Military trains have priority but the needs of the civilian population must be considered. b. In Rear Areas of the Theater. (1) With joint opera- tion (or operation under military control) as much of the Military Railway Service organization as may be required is attached to the operating agency to regulate, coordinate, and advise civilian authorities. These officers see that the railways meet the military demand placed upon them. Plans are made to take care of future operations as required by the military situation. (2) Stationmasters, detailed from the Military Railway Service, are assigned to railway lines operated wholly or in part by civilian agencies. They are located at important shipping and receiving points to expedite movement of troops 16 and supplies. They are the representatives of the Military Railway Service at their stations. They confer with the civilian operating authorities regarding trains for the move- ment of troops and supplies, for trackage for loading and unloading of trains, and have general supervision over these activities at their stations. They assist casuals and entrain- ing and detraining officers. Their duties are in connection ‘as with railway transportation requirements enly. They have 4 no authority over operation and maintenance of railways. J c. In Forward Areas of the Theater. (1) Military rail- way operation by troops will exist where military necessity is the governing factor, as in a theater of operations near the front. Where civilian or joint operation fails to satisfy mili- tary requirements, railway troops will take over. (2) To expedite movement of troops and supplies, MRS stationmasters, who are members of the staff of the General Superintendent or Superintendent, will be located at im- “portant railway stations. They are in addition to the sta- tion agents provided for in T/O & E 55-226. The MRS stationmaster will represent the superintendent of the rail- way division on which he is located. . He will keep the super- intendent informed of all activities and requirements at his station. He will cooperate with the transportation officer (see par. 30). He arranges for prompt loading, unloading, and release of cars. He furnishes, on proper authority, all railway transportation from his station. . He assists casuals and entraining and detraining officers with information. He makes arrangements for refreshments required for troops en route through his station. } 28. DISTINCTIVE CHARACTERISTICS. Although the basic principles of operation and maintenance of standard military 7 railways are the same as those of the railways.of the United : States, there are some distinct differences. Commercial rail- ways are built and operated as a commercial enterprise with the primary object of earning profits for their owners. Econ- omy is considered in monetary terms. Competition with ’ other carriers and the convenience of passengers and shippers 17 are important factors. Legal requirements and restrictions, and agreements with organized labor, govern operations to a large extent. These factors do not enter into the operation of military railways. Military economy is that of time, mate- rial, and manpower. Convenience is sacrificed to military necessity. Manpower is utilized to its maxium capacity and legal requirements may be superseded by military command. _ Some basic characteristics of military railways are: a. Location and Construction. In construction of new lines, prompt completion is of primary importance. There- fore earthwork should be reduced to a minimum even at the expense of mileage, curvature, and gradient. No attempt is made to build for permanence beyond the probable duration - of the war. b. Equipment. Equipment existing in the theater of op- erations will be utilized to the greatest extent feasible. ‘When new equipment is procured, such types are selected as will give the greatest amount of service.for the duration of the war with the least amount of maintenance. Stand- ardization is important and simple types are preferable. c. Roadbed and Track. Roadbed and track will be as light as is consistent with the objects to be obtained. Most of the refinements of the modern railway are eliminated. d. Operating Rules and Fundamentals. (1: Train op- eration is governed by TM 55-265, which is based on the Standard Code of Train Rules of the Association of Ameri- can Railways, as modified to apply to conditions in the theater of operations. (2) Rolling stock is loaded quickly to its capacity and un- loaded and released promptly at its destination. In most cases trains are operated at slow or moderate speeds. Ars rival at destination is the primary consideration. (3) Superimposing the operation of military trains upon an existing civilian train schedule, especially in a foreign theater in a friendly territory, requires careful planning by officers of the railway service. Strict attention and study on the part of train and engine personnel, and use of the greatest tact by all is paramount. 18 ‘ e. Maintenance Standards and Safety Rules. Mainte- nance standards will be such as opportunity permits, and arbitrary safety rules become secondary to military neces- sity and the mission. Facilities for maintenance of equip- ment near the front are limited. Shops are established well in the rear to minimize enemy interference. 29. SUPPLY. Supplies for operation and maintenance of standard railways in the theater of operations are procured through the Chief of Transportation. Supplies for con- struction in the communications zone are procured through the supply section of the engineer headquarters, communi- cations zone. Supplies for construction and reconstruction, from regulation stations forward in the combat zone, are procured through the supply section, Army engineers head- quarters. 30. RELATION TO OTHER ARMS AND SERVICES. a. Tact and cooperation are essential in all dealings between mili- tary commanders and personnel of the Military Railway Service. Operation of trains is a function solely of the transportation department of the Military Railway Serv- ice. No interference by other personnel is permitted. b. Large movements of troops and supplies are arranged for by commanders directly with the General Manager, Military Railway Service. c. The regulating officer controls all movements by rail into and out of the regulating station in accordance with instructions received from the commander of the theater of operations. In the rear of the line of advance depots in the communications zone, movements are controlled by priorities indicated by the commanding general, communi- cations zone. | d. Railway Artillery. (1) The Coast Artillery. Corps (see FM 100-10 and 4-51) is charged with the opera- tion and maintenance of railway artillery except when in transit, at which time the railway operation and mainte- nance are handled by the Military Railway Service. 19 (2) Trackage assigned to or constructed by the Coast Ar- tillery Corps for railway artillery use will be maintained by Coast Artillery Corps troops or attached personnel. Rail- way artillery trains will not operate on or foul tracks under military railway control without permission of mili- tary railway authorities, Military railway trains will not operate on or foul tracks under Coast Artillery Corps control except under authority of the latter. (3) Military railway authorities will control all move- ments of railway artillery trains when operated over mili- tary railway tracks. This includes schedules, routing, dis- patchments, and conduct of transportation. Engines and train and engine crews for such operation will normally be furnished by the Military Railway Service. When mo- tive power is furnished by the Coast Artillery Corps, pilots will be furnished by the railway operating battalion over whose trackage the movement js made. (4) Engines and crews may be furnished by the Military Railway Service and attached to the Coast Artillery Corps for the operation of railway artillery on tracks under Coast Artillery Corps control. The Coast Artillery Corps will be responsible for the maintenance of such equipment. (5) Repairs to railway equipment of Coast Artillery Corps or other arms normally will be made at military railway shops by military railway troops. 31. ARMORED TRAINS. a. Armored trains may be used for patrolling track in Open country in hostile territory when depredations may be expected on the part of small units of the enemy. b. Armored trains are usually. attached to armies or sec- tions of the communications zone. They operate under orders of the appropriate military commander. The off- cer in command of the train is in command of the garrison and directs movements of the train in combat. As the operation of an armored train is quite different from that of other trains, the Military Railway Service will assign a specially selected train crew. 20 32. FORMS, REPORTS, AND STATISTICS. a. Forms and reports will be kept at a minimum. No reports will be required that are not necessary for the satisfactory operation of railways. Reports will normally be confined to— (1) OPERATIONS. - (a) Train operation. (b) Car. (¢) Waybill and transportation requests. (2) EQUIPMENT. (a) Individual equipment. (5) Bad order equipment. (c) Shop. (d) Material and requisitions. (3) MAINTENANCE OF WAY. (a) Work. (b) Water station. (c) Material and requisitions. (d) Track charts and maps. b. In general, some of the forms and reports used on com- mercial railways can be adapted to requirements in the theater of operations. Section II Organization 33. RESPONSIBILITY. The Military Railway Serv- ice, Transportation Corps, is responsible for the operation and maintenance of military railways. The Military Rail- way Service is organized for these purposes along lines parallel to those in common usage on the principal com- mercial railroads of the United States. 34. UNITS OF THE MILITARY RAILWAY SERVICE. a. In a major theater, the Military Railway Service is com- manded by a General Manager. He is usually designated Director General of. Railways by the theater commander. The General Manager, Military Railway Service, reports to the Chief of Transportation, theater of operations. He is directly responsible to him for operation and maintenance 21 The general manager is in command of all personnel assigned to duty with the Military Railway Service. His immediate organization is the first echelon of the Military Railway Service. It is known as headquarters and headquarters company, Mili- tary Railway Service (T/O 55-302) and includes his per- sonal and technical staff (see fig. 3). Members of the pective departments coordinates train service the divisions. He submit tion and reconstruction adequate railway service. He is assisted by— (a) General Superintendent, Transportation. sponsible for coordinating sions and assignment of mot; divisions. He recommends im of existing transportation facjljtj sitate. He issues such transportation rules and instructions as are necessary to insure uniform practices and methods. He issues general instructions as to priority of movements in conformity with instructions from higher authority. (b) General Superintendent, Terminals. He is re- sponsible for technical supervision over MRS operations within depots, ports, and other large terminals. He js charged with assembling, assorting, classifying, and relay- ing trains, and with prompt handling and release of cars. He prepares recommendations for construction and recon- loading, and unloading ) necessary for adequate railway service, ; (c) Superintendent of Car Service. He is responsible for technical supervision over car distribution. general instructions as to load limits, clea 22 rances, embargoes, Ranabealt Diane cnt "(808-6 O/.L) aoasag finayrng funy ‘fiundwog s41azsonbpvay pun 849, DnNbpvaw—s AAAS vA ° D S ES ] eo 54 4 : 7] yy el| Ell &o Bll a|| & EL ai .3 ell ¢ S B SS rel = a Be z 2 3821 | cn || oe8® 32} |ce1|<3 B52 | lost| | B22 382 || 32 < cn > 8 5 = 225 Cae = gee | | Ble | | Bese ge || Ee || Be dee || E82 || es eee || 23 Ee" || 825 | | Seze BS || 52] | 88 ba || 522 | | fee Fok || Ee Ba] | "52 | | ~ eee S