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FM 4-01.41 ARMY RAIL OPERATIONS (DECEMBER 2003) - page 1

 

 

FM 4-01.41
ARMY RAIL OPERATIONS
DECEMBER 2003
DISTRIBUTION RESTRICTION: Approved for public release; distribution is unlimited.
HEADQUARTERS
DEPARTMENT OF THE ARMY
*FM 4-01.41
Field Manual
HEADQUARTERS
No. 4-01.41
DEPARTMENT OF THE ARMY
Washington, DC, 12 December 2003
ARMY RAIL OPERATIONS
TABLE OF CONTENTS
Page
PREFACE……………………………………………………………………………………………………………i
CHAPTER 1
RAIL TRANSPORT OPERATIONS
Railway Service in the Theater
1-1
Establishment of Rail Operations
1-2
Phases of Operation
1-2
Methods of Operation
1-3
Use of existing Facilities
1-4
Battlefield Security
1-5
Communication and Automation
1-7
CHAPTER 2
RAILWAY TRAIN OPERATIONS
Operating and Safety Rules
2-1
Communications System
2-2
Operation of Trains
2-4
Track Facilities
2-5
Car Allocation and Distribution
2-7
Records and Reports
2-8
Ports
2-15
CHAPTER 3
RAIL OPERATIONS IN SMALLER SCALE CONTINGENCIES
Role of the Rail Unit
3-1
Unconventional Operations
3-1
Defense Measures
3-2
Attacks on the Right-of-Way
3-2
Train Operations
3-5
Armored Trains and Cars
3-6
Countermeasures
3-7
CHAPTER 4
RAIL DISPATCHING OPERATIONS AND PROCEDURES
Dispatching Operations
4-1
Dispatching Personnel
4-10
Timetable
4-12
Loss of Timetable Schedule
4-14
__________________________
DISTRBUTION RESTRICTION: Approved for public release; distribution is unlimited.
*This publication supersedes FM 55-20, June 2000
Table of Contents
Superiority and Right
4-14
Train Orders
4-15
Orders Affecting Scheduled Trains
4-17
Train Registers
4-18
Track Warrants and Bulletins
4-19
Track Bulletin (DA Form 5706-R)
4-22
Extra Trains
4-23
Centralized Traffic Control
4-27
CHAPTER 5
MAIN LINE OPERATIONS AND PROCEDURES
Train Operating Company Personnel
5-1
Calling and Reporting
5-1
Automatic Signal System
5-4
Signals and Markers
5-6
Clerical Work and Train Movements
5-11
Safety Measures
5-14
CHAPTER 6
YARD AND TERMINAL OPERATIONS AND PROCEDURES
Rail Yards
6-1
Terminal Facilities
6-5
Tracks and Yard Characteristics
6-7
Yard Personnel Duties and Responsibilities
6-9
Freight Grouping and Classification
6-21
CHAPTER 7
RAILWAY STRUCTURE, RECONNAISSANCE, CONSTRUCTION, AND REHABILITATION
Track and Structures
7-1
Co mponents and Functions
7-1
Track Tools
7-11
Effects of Terrain on Track Alignment and Profile
7-13
Structures
7-16
Effects of Cold Weather
7-21
Construction and Rehabilitation Requirements
7-23
CHAPTER 8
RAILWAY EQUIPMENT
Equipment Use
8-1
Rolling Stock
8-1
Locomotive Classification
8-9
Types of Railway Equipment
8-11
Effects of Cold Weather on Motive Power and Rolling Stock
8-17
CHAPTER 9
WRECK CREWS AND EQUIPMENT
Interruptions to Rail Traffic
9-1
Wreck Trains
9-4
Safety
9-5
Operating Rules
9-6
Load Formulas
9-12
Hoisting and Lifting Materials
9-12
Equipment Recovery and Line Clearing Operations
9-15
Locomotive Lifts
9-28
Inspection After Rerailing
9-37
Table of Contents
CHAPTER 10
RAIL PLANNING
Railway Intelligence
10-1
Rail Operations Planning
10-1
Line Capacity Planning
10-3
Yard Capacity Determination
10-8
Railway Equipment Requirements
10-11
Personnel and Unit Requirements
10-14
Supply Requirements
10-15
CHAPTER 11
FOREIGN SERVICE HOST NATION EQUIPMENT
Types of Equipment
11-1
Rules
11-2
Sustainment of Rail Operations
11-2
CHAPTER 12
RAIL ACCIDENTS AND INCIDENTS
Rail Hazard Issues
12-1
APPENDICES
APPENDIX A
BLANK LOCALLY PRODUCABLE FORMS
A-1
APPENDIX B
RAILWAY PLANNING EXAMPLE
B-1
APPENDIX C
RAIL TRANSPORT ORGANIZATIONS
C-1
GLOSSARY
Glossary-1
BIBLIOGRAPHY
Bibliography-1
FM 4-01.41 _______________________________________________________________________________________ Preface
PREFACE
This manual describes the organizations, processes, procedures, and systems involved in the rail operations
across the military spectrum. The focus of this manual is for the reader to gain an understanding of the Army
rail system and how it functions. Rail transport operations in developed nations are considered to be a HN-
provided service. In contingency areas, US rail units may have to be employed to support the theater of
operations. This FM sets forth transportation rail doctrine and organizational structure. It is written to explain
the functions of rail transport operations service in a theater of operations. It provides basic information for
commanders and staffs of supporting units and for staff officers of higher HQ. It is also intended to serve as
a text for student instruction and training of rail unit personnel.
This manual remains consistent with Army operations, logistics doctrine, and concepts currently published or
in the process of being published. However, the reader is cautioned that logistics doctrine is changing — and
changing rapidly. The on-going efforts to reduce the Army logistics footprint and move to the Objective
Force will require doctrinal change. Users acting within the scope of their authority may vary from this
doctrine in this manual when such variation will result in improved operations.
The Army’s environmental strategy into the
21st century defines its philosophy and commitment in
protecting and preserving the environment and natural resources for present and future generations. Sound
environmental practices and considerations must be integrated into all Army documents, missions, and
operations. In keeping with the Army’s vision to be a national leader in environmental stewardship,
commanders and leaders must ensure that all local, state, federal, and host nation laws and regulations
pertaining to the environment are included in the planning process and followed to an extent consistent with
operational considerations.
The proponent of this publication is the United States Army Combined Arms Support Command
(CASCOM). Send comments and
recommendations on Department of the Army (DA) Form 2028 to Commander, US Army Combined Arms Support Command and Fort Lee, ATTN:
ATCL-T, Fort Lee, Virginia, 23801.
Unless this publication states otherwise, masculine nouns and pronouns do not refer exclusively to men.
i
FM 4-01.41 ______________________________________________________________________________________Chapter 1
Chapter 1
Rail Transport Operations
There are four primary functions of rail transport operations for military and commercial railways.
These functions include the following:
· Train operation.
· Maintenance of way.
· Maintenance of equipment.
· Train Control.
OPERATIONS
1-1. NATO and US war plans involves extensive rail use. Rail transport operations in Europe is a
HN-provided service.
RAILWAY SERVICE IN THE THEATER
1-2. Each potential HN in NATO (with emphasis on Germany, the Netherlands, Belgium, and
France) operates a sophisticated, modern railway system. The western area of Europe offers multiple
routing possibilities, plenty of marshaling yards, and discharge/loading terminals. Rail line repair and
equipment maintenance facilities are dispersed throughout the system. The European railway system
poses the following potential limiting factors:
· Primary dependence on electrified train operations.
· Civilian dependence on uninterrupted rail support.
· Improbability of civilian rail personnel being used in the CZ (corps and division).
1-3. Personnel should consult and comply with AMovP2 before moving trains across NATO
borders. The Army uses the area’s existing rail structure as much as possible to support the TA. The
following provides the support needed to operate the rail system without extensive rail construction
or major engineer reconstruction.
· Existing tracks.
· Locomotives and rolling stock
· Switching modes.
· Marshalling yards.
Extensive rail construction is beyond the capabilities of a military force, except during a prolonged
war when a civilian work force would be employed to operate the railroad.
1-4. In the past, US Army transportation railway brigades, groups, battalions, and so forth; operated
the theater rail system. Rail units now supplement existing HN rail systems or control and operate a
1-1
FM 4-01.41 ______________________________________________________________________________________Chapter 1
contingency area’s rail system. In some cases, the service organization is much smaller than was
needed in the past.
ESTABLISHMENT OF RAIL OPERATIONS
1-5. There are many similarities between military and commercial railways. Military railroads operate
on the same basic principles as commercial railroads. These principles are:
· Locomotives pull railcars loaded with freight and passengers over miles of track.
· Train movements are controlled by schedule or signal communication.
· Some trains have superiority over others.
1-6. Rail operations in a theater may consist of a broad initial or preinvasion plan based on limited
available intelligence data. As more detailed data becomes available, the initial plan is modified. Initial
or preinvasion planning provides general estimates of the potential movement capability of a
particular railway system in the theater.
PHASES OF OPERATION
1-7. Military railway operations are accomplished in three phases. These phases are normally
conducted in sequence. However, depending on military requirements, a phase II or phase III
operation may be initiated without progression through the preceding phases or regress to a previous
phase. These phases aim to reduce requirements for military units and personnel for railway
operations. Therefore, skilled local labor and HNS is a prime consideration in initiating phase II and
phase III operations. In discussing these phases, the terms "civilian labor" and "host nation support"
are not synonymous terms, as HNS can be other than civilian labor.
Phase I
1-8. Only military personnel conduct phase I operations. Personnel use this phase during the early
stages of a military operation. Phase I is used in or near the CZ where there is a need for the military
and where security restricts the employment of civilians.
Phase II
1-9. This phase is a joint civilian-military operation under direct military supervision. In this phase,
military and local civilian railway personnel operate and maintain the railway lines.
Phase III
1-10. A phase III operation is normally used in the rear areas of the COMMZ. Local civilian railway
personnel operate and maintain rail lines under the direction and supervision of the highest military
railway echelon in the theater. The operation is established as soon as practical. Under this operation,
military railway personnel may be released for duty in more critical areas.
1-2
FM 4-01.41 ______________________________________________________________________________________Chapter 1
METHODS OF OPERATION
1-11. Existing railway facilities support military operations in a theater. Communications and railway
signal facilities may be damaged, destroyed, or inoperative. This may include any form of centralized
traffic control, electrically-operated interlocking plants, and automatic block signal systems. Rail
transport operations uses the following four methods of train operations in a theater.
Fleet Operation
1-12. This operation (Figure 1-1) is an emergency measure and is discontinued as soon as possible
because it limits railway capacity. Upon entry into a theater, communications may not exist. There
may be only a single stretch of track with no sidings or passing tracks. Loaded trains are run forward
until the tracks at the railhead are full. Trains are then unloaded and returned to the port or point of
origin. Grouped trains also make good targets for the enemy.
Block Operation
1-13. This operation (Figure 1-2) permits the train to operate from one block to the next in a station.
The train operates from one block station to another under authority of the train-movement
operator or station agent. The two types of block operations used are positive and permissive.
Positive Block Operation
1-14. In this operation, the use of the block is limited to one train at a time. The train
can stop if it is attacked or if the line is obstructed. It can also back up to the last
station passed or to a safe place and wait until the track is secure before proceeding.
This operation has definite security advantages, but the permissive operation is more
efficient.
Permissive Block Operation
1-15. In this operation, more than one train is moving in the same direction. Therefore,
the trains may occupy the same block at the same time.
Figure 1-1. Fleet Operation
1-3
FM 4-01.41 ______________________________________________________________________________________Chapter 1
Figure 1-2. Block Operation
TRAIN ORDER OPERATION
1-16. During this operation, the communications system must be adequate and dependable.
Sufficient sidings and passing tracks must also be available. The dispatcher issues train orders and
controls movement. A train order remains in effect until it is fulfilled, superseded, or annulled. A
train order authorizes movement of trains when not provided for by timetable. Chapter 4 describes a
train order operation.
Timetable Operation
1-17. Use the timetable operation in the theater when traffic is stabilized. The timetable contains
schedules and special instructions relating to train operation. It is also the authority for movement of
trains. Since military train operations usually consist of extra trains not shown in the timetable, use
the train order operation in conjunction with a timetable for maximum effect. See Chapter 4 for
more discussion on timetable operation.
Note: The four methods of train operation are generally used in the order discussed and progress to the
more flexible and precise timetable operation in stabilized rear areas.
USE OF EXISTING FACILITIES
1-18. Use existing tracks and facilities as much as possible as the theater of operations expands.
Captured track is rehabilitated as needed. If possible, avoid new track construction because of the
manpower required. However, when new construction would take less time and manpower than
rehabilitation, it may be advisable to construct new track and facilities. You can use panel track for
quick repairs and new construction in the theater. They can be built ahead of time and stored until
needed. The following are those facilities that may require rehabilitation or new construction.
Main Lines, Yards, and Sidings
1-19. When new construction is required, plans for the location and layout of tracks should consider
current and future requirements. For rehabilitation, the general track surface must be good enough to
meet immediate requirements. Track improvement is undertaken only as necessary to meet minimum
requirements for safe operation.
1-4
FM 4-01.41 ______________________________________________________________________________________Chapter 1
Service Facilities
1-20. Adequate service facilities (for example fuel, sand, and water servicing facilities) are of vital
importance in railway operations. Normally, railway cars spend over half of their useful life in
terminals. If proper facilities do not exist or are not fully used, congestion can occur.
Signal Systems
1-21. On newly constructed or rehabilitated lines, signals of the simplest kind are installed. Automatic
block signals and interlocking switches are maintained and used only if they exist. If used, they
require tight security since they are highly vulnerable to sabotage.
Telephone and Telegraph Lines
1-22. The most dependable and fastest method of dispatching trains is by telephone. Existing
telegraph lines are easily converted for telephone operations. If sidings are equipped with telephone
boxes, train crews help the train dispatcher to move trains in emergencies.
Enginehouses
1-23. Roundhouses and turntables are easily recognizable from the air. In an area subject to enemy
attack, enginehouse facilities may have to be avoided. If roundhouses and turntables do exist,
precautions should be taken to ensure that locomotives would not become useless if the facilities
were disabled. Newly constructed enginehouses should be simple frame structures without
complicated windows and doors.
RESPONSIBILITIES
1-24. Rail units are responsible for the security of railway installations, equipment, and rail shipments.
Security measures of railway installations, equipment, and rail shipments at all levels of rail transport
operations are command responsibilities. However, commanders of rail units do not have adequate
organic personnel to provide necessary active security along rail lines or to guard bridges, tunnels,
yards, and so forth without hampering the primary rail mission of maintaining and operating a
military railroad.
SECURITY
1-25. Commanders must take all active and passive security measures that are within their
capabilities. Commanders of rail units must then cooperate and coordinate with area commanders
and local security agencies to the maximum extent consistent with performance of the rail mission.
BATTLEFIELD SECURITY
1-26. Army operations will be fought deep, close-in, and in the rear. The enemy will attack on the
entire depth and width of the battlefield to obtain victory. These attacks will introduce threat forces
with tremendous destructive capabilities in a rear battlefield composed mostly of CS and CSS units.
1-5
FM 4-01.41 ______________________________________________________________________________________Chapter 1
Main targets for enemy forces are the rail lines and facilities. Units must protect against attempts to
disrupt their operations. Since supporting combat operations is the primary requirement for all CSS
operations, units must not divert assets to security and defense that would significantly reduce their
support capability.
Enemy Detection
1-27. Detecting the enemy is the responsibility of every soldier in the rear area. Detection is achieved
by observation, reconnaissance, and surveillance. It is performed during all weather and light
conditions and on any terrain throughout the rear area. Report any unusual or suspected activity. Use
active and passive measures to stop the enemy. Detection efforts include the following:
· Use of day and night observation devices.
· Communications and intelligence.
· Radar.
· Remote sensor.
· Chemical and radiological detection equipment.
These efforts provide early warning of enemy infiltration attempts or the use of chemical or nuclear
weapons. They also aid in preventing reactions to false alarms (such as movements by friendly
persons, defectors, or refugees).
Train Security
1-28. You may use armored trains to patrol track where sabotage is expected. Locomotives are
preceded by two or more cars loaded with sandbags or hard-packed dirt for protection against mines
and obstructions. On a single-tracked rail division subject to attack, employ the positive block
method of operation. This method allows the train to move forward or backward if the track is
blocked. If the train is unable to move or complete its mission, the escort commander must defend
the train with all available personnel. If there is no escort, the senior occupant (who is appointed
before departure) must defend the train.
Shipment Security
1-29. The consignor (shipper) must ensure that carload freight is secure until the car is coupled to a
locomotive and leaving the loading site. Personnel must inform shippers of their responsibilities.
Before loading a car, the shipper should thoroughly inspect it to see that it meets security
requirements. The shipper must properly stow and brace the load and close and seal boxcars and
closed cars. Improperly braced or stowed loads are susceptible to damage by train movement and
pilferage. For best protection when sealing closed cars, the shipper will tightly twist 10-inch lengths
of number 8- or 10-gauge wire through the locking eyes and closely snub off the wire ends.
Numbered seals add no additional protection, but do indicate tampering if broken. Use securely
fastened tarpaulins to cover shipments in open-top cars when protection is required. Small items
shipped on flatcars should be securely fastened to the car deck. Personnel will inspect open-top
carloads before movement to ensure that they are properly loaded and that the loads meet clearance
requirements.
1-6
FM 4-01.41 ______________________________________________________________________________________Chapter 1
1-30. Personnel are responsible for security of shipments from point of origin to destination
consignee delivery. Personnel must document rail shipments to effect prompt movement and
prevent cars from going astray. When operationally feasible, group cars containing security shipments
or freight (subject to pilferage) together in trains and/or yards to reduce the number of guard
personnel required. Yardmasters and chief dispatchers must coordinate with yard or train crews
when the escort or guard personnel ride in or on cars containing sensitive material. Guard crews
check car seals or door fastenings at every stop. They must also keep a trip record (by car number
and lading) of all cars guarded. They should record deficiencies or events that occur en route. Relief
guards take over and sign this record, which also serves as a delivery receipt. The trip record is
transmitted through MP channels to the unit at the end of the trip or when the record is completed.
When a car containing critical or pilferable supplies is set off en route, one or more of the train guard
crew must be detailed to remain with the car. MP units will provide proper security for freight in
transit. Based on assets available, MP units may provide security for freight in railway yards.
1-31. Consignees assume responsibility for the security of loaded freight cars at the time they are
placed at the designated depot or other unloading track. Unload cars as quickly as possible to reduce
the chance of pilferage. Use care when removing wire or seals from closed cars to avoid breaking the
car door latches.
COMMUNICATIONS AND AUTOMATIC DATA PROCESSING
1-32. The TA is responsible for reconstruction and rehabilitation of railway communications
landlines. Use cable as the primary means of communication for train operations. However, you may
use a radio as a backup or as a primary means of communication when construction and/or
rehabilitation of landlines are not feasible. Rail units must perform the following:
· Operate and maintain railway communications circuits used only for operation and
administration of the transportation railway system. Rail units are not responsible for
maintenance of ADP equipment.
· Install organizational communications (such as local switchboards, telephones, radios, and
teletypewriters in yards, way stations, shops, and dispatch offices) for normal
administrative and operational communications.
The transportation railway battalion installs, operates, and maintains organizational communications
for administrative use.
Wire Communications System
1-33. The railway battalion uses wire facilities as one of its primary means of
communication to dispatch trains in a theater of ope rations. The following are the three
communication circuits provided for operations within each railway division.
· Dispatcher’s circuit.
· Message circuit (station-to-station circuit).
· Teletypewriter circuit.
1-7
FM 4-01.41 ______________________________________________________________________________________Chapter 1
Dispatcher’s Circuit
1-34. Use this exclusively to control train movements by train order and to control trains through
towermen and station agents within a division. The division dispatcher may call each way station
independently or all stations simultaneously. The division dispatcher monitors the line at all times.
Way station personnel may talk to the dispatcher on this circuit without signaling.
Message Circuit (Station-to -Station Circuit)
1-35. Use this with the block system operation within a division. Also use this for the
following:
· Operational supervision and control.
· Daily and special reports.
· Car distribution.
· Distribution of movement orders to operating personnel.
· Operational matters between stations.
Way stations are connected to each other and to the division dispatcher. Any station may contact
another station through code signaling.
Teletypewriter Circuit
1-36. This joins a division dispatcher with the adjacent division dispatcher. Use this for written
transmission of train consists, operational orders, movement programs, general instructions, and
miscellaneous messages. This circuit may be superimposed upon the message circuit.
Radio Communications
1-37. Mobile and fixed radio communications increase efficiency, control, coordination, and safety of
train movements. Radio equipment is organic to railway operating units and its use is a normal part
of rail operations. Use radio communications in yards, main track, and other operations. As an
insecure means of communication, radio is subject to exploitation by hostile communications
intelligence and EW activities. Radio communications in yard operations have the following
advantages:
· Yard crews can notify the yardmaster when assignments are complete and immediately
receive new assignments.
· Delays at the interlocking plant can be eliminated by knowledge of train location.
· Special movements (such as hospital trains) can be expedited.
· Delays caused by derailment or damage to cars or cargo can be reported immediately.
· Arrival time can be determined more accurately through communication with incoming
trains.
· Changes in train movements or orders can be rapidly dispersed.
1-38. Radio communication equipment mounted in road engines and in way stations extends
communications from the way station to the moving train. This is not intended to take the place of
1-8
FM 4-01.41 ______________________________________________________________________________________Chapter 1
any communications systems for which C-E units are responsible on a planned project basis. Main
track radio communications furnish contact between trains and the dispatcher, between trains and
way stations, and between stations. Using this equipment has the following advantages:
· The train engineer, in an emergency, can call the way station operator. If the train has to
stop, other trains within range of the radio frequency can be advised to take necessary
precautions.
· Train speeds can be regulated to ensure proper meetings at passing points.
· Derailments can be reported immediately and repair crews can be quickly dispatched.
· Crossing accidents can be reported and MP and medical assistance can be expedited.
· Train crews, to reduce time at stops, can request fuel or other supplies before arrival.
· The train engineer can be informed of the condition of the tracks as a result of snow and
rock slides, flash floods, and bridge washouts.
· Train crews can promptly report guerrilla operations, sabotage attempts, and air attacks.
Automatic Data Processing System
1-39. If an ADP system is to be used in a theater, and if the system is available, it will be employed by
the railway service. The type of ADP system used is of small importance to the railway operators, as
long as it is responsive to the railroad’s needs. However, the communications system must be able to
provide uninterrupted service 24 hours a day. The failure of the communications system to provide
this service will completely destroy its value for railway operations.
1-9
FM 4-01.41 ______________________________________________________________________________________Chapter 2
Chapter 2
Railway Train Operations
There are many hazards that exist during railway train operations. The following have always been
hazards of railway operations:
· Human errors.
· Recklessness.
· Mechanical failures.
· Collisions.
· Wrecks.
OPERATING AND SAFETY RULES
2-1. The design of operating rules to prevent these hazards has been formulated gradually. There are
now rules to cover all situations, which conceivably present a potential accident hazard. These rules,
published in the "Standard Code" by the Association of American Railroads, are the basis for nearly
all railroad rules currently used in the US. Many railroads have altered the rules slightly or dropped
those that do not apply to them due to local conditions and types of operations. However, the rule
numbers have not changed. For instance, Rule 99 means the same thing to railroaders in California as
to those in Connecticut. All railroads have also developed safety rules. While safety rules do not have
the general uniformity of operating rules, they are similar in that they prohibit dangerous practices
and prescribe safety procedures. See FM 55-21 for detailed explanations of these rules.
OPERATING RULES
2-2. Train operations are governed by current railway operating rules adapted from the Standard
Code of Train Rules issued by the Association of American Railroads. These rules are modified to
meet military railway requirements and are published in FM 55-21. The battalion commander must
ensure that all operating personnel have a copy of the timetable and be familiar with the operating
rules. Periodic examinations are given to ensure that personnel completely understand the rules.
Personnel must always obey operating and safety rules.
2-3. Do not randomly use vehicles equipped with road -rail devices on railroad tracks or without
proper authority from the train dispatcher. When a vehicle equipped with a conversion device
operates on the tracks of a railroad that is under the supervision of the rail unit, it constitutes a train
and must be considered as such. Operate such a vehicle according to FM 55-21.
SAFETY RULES
2-4. Railway shops, yards, and trains have always been places of potential personal injury and
property damage. Safety rules simply requires applying common sense precautions when performing
duties in hazardous surroundings.
2-1
FM 4-01.41 ______________________________________________________________________________________Chapter 2
Safety Conditions
2-5. The following are only a few of the changes that has eliminated many conditions that once
caused injury and death on the railroad:
· Automatic couplers.
· Electric signals.
· Rolling-stock improvements (steps, grab irons, running boards, and so forth).
· Use of diesel motive power instead of steam.
On many foreign railroads, safety conditions and safety devices vary considerably from the standards
of US railroads. In many foreign countries there is not enough clearance on bridges, buildings,
tunnels, and overhead lines and obstructions for personnel riding the tops and sides of cars. There is
also a lack of uniformity in the safety devices (such as the number and location of grab irons, ladders,
sill steps, braking devices, and couplers). These conditions require a constant watch by rail personnel
unaccustomed to them.
Accidents
2-6. Many accidents are caused by people from outside agencies who have not had the safety training
given to rail personnel and/or who ignore posted warnings and all rules of common sense. Some
common examples of accidents are those resulting from the following:
· Other agencies mishandling dangerous articles into and out of cars on railroad premises.
· Improper loading of dangerous material.
· Vehicles loaded with explosives.
· Flammables crashing into locomotives and trains at crossings.
Extensive safety campaigns, safety rules, and supervisory discipline have helped. However, the
human factor still remains and injuries and deaths do occur.
Warning Signs
2-7. The design of warning signs and labels is to prevent accidents. Railway personnel must think and
live safety. Applicable safety rules are in FM 55-21. Members of rail units must know and obey these
rules. Supplementary instructions are issued for unusual situations as required. SAFETY IS
EVERYONE’S RESPONSIBILITY-ALL THE TIME.
COMMUNICATIONS SYSTEM
2-8. The railway communications system consists of two major parts. The first part is for the efficient
operation of the railways. The second part is for routine administration, communication, and
logistical purposes. The second part is connected to all rail units, including transportation railway
operating battalions and lateral and higher HQ. The rail communications system normally consists of
two pairs of open wire pole lines for telephone and teletype circuits. You may use radio relays (see
paragraph 2-13) before wire lines are rehabilitated or established in an oversea theater of operation.
2-2
FM 4-01.41 ______________________________________________________________________________________Chapter 2
Train Dispatcher’s Circuit
2-9. The train dispatcher, station operators, and tower men, mainly use this circuit. Its use is for the
control of trains by train order, block signals, and special instructions issued by the train dispatcher.
A terminal operator not only controls trains entering the terminal from his own division, but he also
receives and releases trains to the adjacent dispatcher in the connecting division. He also coordinates
all train movement responsibilities between connecting divisions for the dispatcher concerned. The
train dispatching circuit has a selective ringing device that permits the dispatcher to call stations
separately or simultaneously. The train dispatcher is responsible for strict wire discipline and issues
orders and instructions in compliance with the rules for movement of trains by train order (see FM
55-21).
Station-to-Station Circuit
2-10. Use this circuit to distribute general information, reports, and records needed for efficient
operation. Information obtained must implement orders or instructions issued by the train
dispatcher.
Teletypewriter Circuit
2-11. This simplex circuit connects the battalion with adjacent battalions and higher HQ. The circuit
transmits operating policies and directives to coordinate the movement of troop, hospital, and VIP
trains. It is used at the battalion level to transmit routine matters to higher HQ.
Pole and Line Maintenance
2-12. Planned and continuous preventive maintenance prevents frequent service interruptions
(particularly after heavy storms and in areas subject to enemy action or sabotage). Regular patrols are
established to detect and correct faulty conditions. The nature and frequency of inspection depend
on the age and type of poles and lines and the terrain, weather, and other conditions. Regular
inspections can normally be made from the ground. However, pole-top inspections should be made
often at points in the line where defects are most likely to develop. Inspection crews are equipped
with tools and equipment for making minor repairs and for trimming small branches and vegetation.
Unsatisfactory poles, crossarms, and so forth should be replaced.
Radio Communications
2-13. The rail unit may need radio communications during the early stages of an operation.
Communications may be required when wire lines are cut down, destroyed, or nonexistent. They are
also required when rebuilding or building does not keep pace with the reconstruction of tracks. The
communications command, TA installs unit radio-communication facilities. It also assigns call signs,
radio frequencies, radio power, and type of emission to be used. Radio communication is normally
established only when conditions warrant its use, when wire lines are not available, and when the
appropriate commander approves the installation (see FM 55-21). A radio repair team is provided by
the communications command, TA. The team is attached to the transportation railway battalion. The
repair team supervises installation of radio equipment and maintains it while in use. Such allocation
of equipment is on a "when conditions warrant, class IV" basis and is operated by railway battalion
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FM 4-01.41 ______________________________________________________________________________________Chapter 2
personnel. When equipment is made available, the rail unit uses the following three general systems
of radio communications.
· Train operational control, en route.
· Between dispatcher and stations.
· Between train crew members.
· Between stations.
· Between dispatcher and trains (if range is adequate).
· Between stations and trains.
· Between crews of different trains.
· Operational control in yards and terminals, yard offices, switch crews, and yard personnel.
· Administrative and technical control.
· Operating units.
· Administrative units.
OPERATION OF TRAINS
2-14. Railroad main line operations are complex. They involve the movement of freight, passenger,
and mixed (freight and passenger) trains from one terminal or yard to another over a division or
subdivision of track. Adding to the complexity is that rail operations are a prime target of enemy
NBC weapons. Contingency plans must be developed with the capability and flexibility to continue
operations in an NBC environment. Protective measures and procedures to relieve the effects of
NBC weapons must be integrated into daily operations. NBC attacks will create high casualty rates
and material losses, as well as contaminate terrain within the unit. Increased levels of MOPP will
result in heat buildup; reduced mobility; and reduction of visual, touch, and hearing senses. Rail unit
operational efficiency and productivity will be lowered.
2-15. The enemy will use contamination to cause casualties, lower performance, and restrict the use
of the terrain. The enemy engages the unit with contamination, hoping that operations will either
stop to decontaminate or will avoid using contaminated terrain (rail line segments) or facilities
(railheads, yards and terminals, and maintenance/repair shops). If possible, bypass contaminated
areas by using alternate rail routes. If train operations cannot be rerouted, operate only the least
essential locomotives and railcars through the contaminated area. Cover all items on flatcars,
gondolas, and open-top hopper cars with protective tarps. Use containerization to the maximum
extent possible. Encapsulating and covering equipment will reduce the amount or eliminate
decontamination requirements. Train personnel should be in MOPP gear and be prepared to
augment inter-train communications with the use of standard rail operational hand signals. Close all
doors and windows to lessen contamination. If the area is contaminated with nuclear radiation, the
shielding property of the locomotive can be improved if sandbags are placed on the deck. Take
immediate action to determine the type of hazard and its persistency. If the hazard is a nonpersistent
blood or nerve agent, the train crew continues its mission. The hazard should disappear quickly. If
the hazard is persistent (nuclear fallout, suspected biological agent, or liquid chemical agent), the train
crew maintains full protection, takes action to limit further exposure to the hazard, and continues the
mission. If possible, once the train is out of the contaminated area, it should be decontaminated
before onward movement to prevent the spread of contamination. If hasty decontamination cannot
be accomplished, train personnel will remove contamination from all equipment surfaces that must
be touched often and mark each railcar with the appropriate NATO NBC marker. Perform
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FM 4-01.41 ______________________________________________________________________________________Chapter 2
deliberate decontamination as soon as practical. Keep a record of each locomotive and railcar to
identify the date of contamination, the type of agent, and the date and method of decontamination
used. FM 3-100 has more information covering operations in an NBC environment.
2-16. Depending on the phase of operations, the trains operated by the rail unit may be extra or
regular trains and may be civilian or military-controlled. A regular train is authorized by timetable
while an extra train is authorized by a train order issued by authority of the chief train dispatcher.
Road movements are coordinated operations with successful accomplishment depending on the
following factors:
· People and facilities provided.
· Adequate functioning equipment.
· Suitable trackage.
· Competent dispatchers, maintenance personnel, and operating crews.
The requirement for adherence to special orders, rules, and other operating instructions are in FM
55-21.
TRACK FACILITIES
2-17. In railway terminology, track facilities are defined as those facilities that are required to operate
railway trains at a predetermined safe speed. Track facilities include the following:
· Main tracks.
· Sidings.
· Towers.
· Signals.
· Buildings.
· Fuel/lube, sanding, and water points.
· Shops.
· Enginehouses.
· Communications system.
Main Track
2-18. The main track is a track that extends through yards and between stations. The timetable, track
warrant, train order, or block signals determine its operation. A main track consists of a single track
or two or more tracks on which the current of traffic may run in either direction. Figure 2-1 shows
the schematic layout of a typical railway battalion’s AOR. The follow ing paragraphs discuss the three
types of main track operations.
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FM 4-01.41 ______________________________________________________________________________________Chapter 2
Figure 2-1. Schematic Layout of a Typical Railway Battalion’s AOR
2-19. Although a single-track line permits trains to run in opposing directions, provisions for their
meeting or passing must be made either by train order or timetable schedule authority. When
operating on a single track by the timetable method of train operation, the inferior trains must be in
the siding 10 minutes before the scheduled arriving time of the opposing superior train unless
otherwise directed by train order. When a train dispatcher authorizes an extra train to run over a
single-track rail line, he must make provisions for the new extra train to meet all opposing extra trains
en route in the train order authorizing the new extra to run. Single-track railway operation not only
requires that all operating personnel know, understand, and comply with all provisions of the
operating rules, but that they also strictly comply with all train orders issued by the authority and over
the signature of the chief train dispatcher.
2-20. A double-track rail operation consists of two main tracks with the flow of traffic being in the
direction specified in the special instructions of the timetable. The train dispatcher has a firm base on
which to control scheduled trains. The existence of a double-track rail line operated by timetable
authority does not relieve the train dispatcher of the many details inherent in a single-track operation,
since only first-class trains are normally listed in a timetable schedule. While the flow of traffic is
specified in the timetable, facing and trailing point switches permit the dispatcher to use either track
at any time to relieve congestion or interruption on one of the lines.
2-21. Multiple-track operation is found where the train density is great (near and through large
transportation centers). Since movement is controlled by towers (as directed by the dispatcher) the
flow of traffic is determined by the dispatcher for each train in order to provide greater movement
flexibility and track use.
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FM 4-01.41 ______________________________________________________________________________________Chapter 2
Siding
2-22. A siding is a track auxiliary to the main track. It is connected by switches at both ends and is
used for the purpose of meeting and/or passing trains. To prevent delays when two opposing trains
contain a greater number of cars than a siding can accommodate, sidings should be long enough to
contain the longest train that can be run over the railway line. NEVER use a siding as a loading
and/or unloading point except for a serious interruption to traffic or in an extreme emergency.
Spur
2-23. A spur is a dead -end track auxiliary to the main track. It is connected to the main track at one
end and is used to load and/or unload railway equipment. Spurs used as loading and unloading
points must be easily accessible to adjacent roads or highways. When two locomotives "meet" face to
face, the spur provides a place for one to get out of the way. However, this operation requires train
crews to be very vigilant because the train must be headed out or vice versa.
Switch
2-24. A switch consists of moveable rails which can be positioned to allow cars or trains to move
from one track to another. Power-operated switches are usually found in busy terminals, at
interlocking plants, and in CTC installations on the main line. Manually operated switches are
normally equipped with locks for safety purposes (a switch usually is opened to the main track and
closed to the spur or siding). The position of a switch is indicated by colored panels or blades by day
and lights by night. The universal code has a green aspect for a closed switch and a red aspect for an
open switch.
Branch Line
2-25. A branch line may be either a double- or single-track railway line connecting main lines. It may
also be designed to serve relatively remote places, such as industrial plants or sparsely settled areas.
Usually a branch line is constructed of lighter rail and has fewer crossties and poorer ballast than a
main line. You may use branch lines during phase I operations to meet military needs until the main
lines can be rehabilitated.
CAR ALLOCATION AND DISTRIBUTION
2-26. Cars are allocated for loading based on priorities set by TA and other higher HQ. Necessary
rolling stock to fill requirements is authorized in the movement program. Movements not included in
this program must be specifically authorized on a "spot" or immediate requirement based by
appropriate rail unit or logistical command HQ.
Distribution
2-27. Furnish a copy of the program to the chief dispatcher. He directs the car distributor in issuing
orders for the prompt movement of all available empty cars to the loading site or areas to meet
movement requirements. For example, there may be a known and constant daily requirement for 10
tank cars to move POL from depot A, 10 boxcars for ammunition from depot B, 10 flatcars for
equipment from depot C, and so forth. The car distributor issues these orders based on information
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FM 4-01.41 ______________________________________________________________________________________Chapter 2
he has received from situation, current station or empty car status, train and yard reports, and reports
from adjacent divisions. Yardmasters and/or station agents have switching crews place the empty
cars for loading according to programmed and authorized nonprogrammed requirements.
2-28. A daily operational and movement conference makes car distribution easier for a port, depot,
or other large loading point. Car distribution requirements for the next 24 hours are stated and
coordinated with the movement program. The chief dispatcher is responsible for informing the
operations superintendent (battalion commander) of the empty car situation and inability to meet
loading requirements. In such cases, the changes in priorities are made through movement control
channels.
Unauthorized Uses
2-29. Units, depots, or services must not hoard or be given cars without proper authority. Using
railcars for mobile or storage keeps them out of service, upsets the flexibility of car supply, and
disrupts the distribution program. Such practices result in confusion and shortage of equipment
already committed for other uses. Agents, field transportation officers, yardmasters, and unit
personnel must report any unauthorized use or hoarding of rail equipment to higher HQ. The report
is then forwarded to the required command level for corrective action.
RECORDS AND REPORTS
2-30. Records and reports are essential in the unit. The transportation railway battalion, as the basic
operating unit, reports the following information to group HQ for relay to logistical planners at all
command levels.
· Total tonnages moved.
· Number of empty and loaded cars on hand at midnight.
· Number of serviceable locomotives.
· Delays and interruptions to traffic for the preceding 24 hours.
· Fuel requirements.
· Operational reports required by higher HQ and transportation movement control agencies
for daily planning.
The records and reports discussed in this section are typical of those pertaining to the administration,
maintenance, and operation of military railways. Space limitations preclude full discussion of all
forms used by the unit. Unnecessary paperwork and the accumulation of voluminous reports should
be avoided.
Preparation, Forwarding, and Retention
2-31. Reports are prepared, forwarded, and/or retained according to the SOP of the next highest
echelon of command requiring the information. At each echelon, reports are reviewed, information
extracted, and consolidated reports prepared and forwarded to the next higher HQ. Reports are
forwarded (as applicable) by telephone, teletype, mail, or messenger service. Reports and records
prepared or received, particularly those containing personnel and statistical information, are
considered as permanent unit records. These records are filed, maintained, and disposed according to
instructions issued by the highest unit command echelon.
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FM 4-01.41 ______________________________________________________________________________________Chapter 2
Daily Installation Situation Report (DA Form 5620-R)
2-32. All rail activities prepare this report (Figure 2-2, page 2-12) at depots, railheads, yards, terminals,
ports, or other points where loading, unloading, or movement of cars takes place. They prepare this
report at a fixed time each day. This report is completed and consolidated at each level of command.
It reflects the situation as of the hour it is compiled and the progress of operations over the
preceding 24 hours for the entire division. The report is based on data obtained by a thorough
physical check of all yards, stations, depots, docks, warehouses, loading and unloading tracks, or
other tracks where cars are stored. The report is then filed as a permanent station record. Appendix
A contains a blank copy of a DA Form 5620-R. Instructions for completing this form are also shown
in Figure 2-2, page 2-10.
Maintenance of Way Reports
2-33. The transportation railway engineering company prepares maintenance of way reports. These
reports cover normal operations in repair and rehabilitation work and are used by the battalion
commander and higher HQ. Special reports are promptly made by electrical means on the extent of
damage to bridges, buildings, tracks, and tunnels resulting from enemy or guerrilla action, floods,
sabotage, slides, wrecks, or other causes. All personnel casualties are reported. If tracks are
obstructed, an estimate is made as to the time required to restore traffic. Progress reports are made
periodically, as directed, until repairs are completed and the line is open for train movement.
Equipment Maintenance Reports
2-34. Equipment maintenance reports, made by the transportation equipment maintenance company,
include the daily enginehouse reports. The equipment maintenance reports show the following:
· Available motive power.
· Number of locomotives undergoing repairs.
· Estimated time when each will be ready for service.
Reports include information about any new motive power placed in service and the fuel situation.
Car reports give the number of cars repaired, the number of cars awaiting repairs, and the car
numbers of loaded cars. Reports of wrecked cars and locomotives should include the extent of the
damage. Prepare other equipment reports in the format and frequency prescribed by higher HQ.
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FM 4-01.41 ______________________________________________________________________________________Chapter 2
Type of conveyance. Check proper block (rail, barge, or truck).
To: Indicate destination of form.
From: Self-explanatory.
Inbound
a. Installation Designation and Location. Self-explanatory.
b. Service and Class. Enter primary class of supplies.
c. On Hand Start Period. Enter number of in-bound freight cars on hand.
d. Received. Enter number of freight cars received during unloading.
e. Quantity Units. Enter number of freight cars unloaded during time period.
f. Quantity Tons. Enter tonnage unloaded during time period.
g. Auth. Indicate consignee.
h. Reconsigned. Enter the number of cars that have changed their original
destination or consignee.
i. through l. On Hand End of Period. Indicate the number of cars that have been
at your location for 24 hours or less; over 24 hours; or over 48 hours. Show total
of cars in block l.
m. Awaiting Placement. Indicate number of cars awaiting placement instructions
from consignee.
Outbound.
n. through t. Follow instructions for b through l above.
Empties.
u. Required. Indicate projected need for out-bound loads for next time period.
v. Available. Indicate number of empties available for outbound load.
w. Remarks. Enter any additional comments.
24-Hour Period Ending. Enter time period ended and date.
Typed Name, Grade, and Title of Person Authenticating Report. Self-explanatory.
Signature. Self-explanatory.
Figure 2-2. Sample DA Form 5620-R (continued)
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FM 4-01.41 ______________________________________________________________________________________Chapter 2
CAR LABELS AND PLACARDS
2-35. Use car labels and placards to ensure proper handling of certain types of shipments. They also
inform yard personnel, inspectors, and switching and train crews of a car’s contents. Affix labels or
placards in conspicuous or prescribed places to either both sides of a car or the end of a car. In
overseas theaters, labels and placards are usually multilingual and are used as prescribed by theater
SOPs.
Urgent-Expedite Labels
2-36. Use these labels for priority shipments only. They inform rail personnel of the shipment’s
importance so that it is expedited through yards and junctions.
General Car Labels
2-37. These labels usually have a colored stripe through the middle. They inform railway personnel at
a glance what type of commodity or supplies the car contains. They also help local personnel who
cannot read English to quickly identify shipments by color association. These labels also give general
information such as contents, weight, consignor, consignee, seal numbers (if used), and so forth. The
consignor places car labels on both sides of the car. Figure 2-3 shows examples of car labels used by
railroads in Europe.
Figure 2-3. Examples of Warning Signs as Railway Car Placards, USAREUR
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FM 4-01.41 ______________________________________________________________________________________Chapter 2
Re-icing Placards
2-38. Use these placards only on refrigerator cars carrying perishable items. Place these placards at
eye-level on both sides of the car and near the ice bunkers. These placards show when ice and salt
(date and time) were placed in the bunkers at origin and include instructions on any re-icing en route.
Special Placards
2-39. Special placards (Figure 2-4, page 2-16) indicate requirements for special handling, easy
coupling, and so forth. These placards identify the following:
· Explosives.
· Flammable articles.
· Fragile or perishable cargo.
· Missile components.
· Radioactive materials.
· Any other potentially hazardous items.
Such placards include DO NOT HUMP instructions if applicable. These special placards are usually
printed in various color schemes to emphasize their meaning and importance. The consignor or
loading activity affixes these placards to each side (or end) of a car before the car is released to the
railway service for movement.
Standard NATO NBC Markers
2-40. Place standard NATO NBC markers (Figure 2-5, page 2-17) on both sides of railroad rolling
stock to indicate contamination. Railroad personnel will take appropriate actions to separate rolling
stock for decontamination
FORECAST MOVEMENT REQUIREMENTS
2-41. When operating within the territories of NATO nations of continental Europe, American
forces must submit forecast movement requirements, including movement requirements based on
contingency plans or wartime needs, to the nations concerned in such movement. The standard
format used in forecasting movements is shown in AMovP3.
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FM 4-01.41 ______________________________________________________________________________________Chapter 2
Figure 2-4. Special Placards
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FM 4-01.41 ______________________________________________________________________________________Chapter 2
Figure 2-5. NBC Marking Devices
PORTS
2-42. Close coordination is required between rail unit personnel serving ports and port operating
personnel. A large percentage of the tonnage from a port is moved by rail. The smooth operation of
a port depends on prompt cargo clearance from the port area. The railway yardmaster must attend
the port operations, meeting daily to coordinate the receipt and disposition of cargo that has been
designated by the MCT to move from the port area by rail.
Port Clearance
2-43. Port capacity depends on prompt movement of cargo from the port area. Since depots, dumps,
and storage areas are located within a 20- to 25-mile radius of the ports, MCTs do not designate rail
as the best mode to accomplish port clearance for short distances. Railways are characterized by their
capability to move large tonnages over long distances. Movements personnel coordinate rail
movements with the shipper, the receiver, and railway operating personnel. Coordination will
expedite port clearance and prevent congestion at yards and/or terminals at origin and destination.
Coordination ensures that rail equipment is placed at the desired location, promptly loaded or
unloaded, and promptly released to railway operating personnel. Special coordination with all
interested agencies is required when ammunition or dangerous commodities are handled.
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FM 4-01.41 ______________________________________________________________________________________Chapter 2
Car Inspection and Repair Facilities
2-44. Local maintenance facilities may be established when the number of cars used in shuttle service
between ports and depots or dumps justifies such action. Car inspectors and maintenance personnel
from a car repair platoon, transportation railway equipment maintenance company are stationed in
the port area. They perform the following:
· Inspect cars for mechanical defects.
· Make minor repairs (such as replacing air hoses or brake shoes).
· Repair door fastenings, brake rigging, couplers, and so forth.
Inspectors inspect loaded cars, particularly those containing dangerous commodities, to ensure
compliance with clearance requirements and safe loading regulations. Promptly report cars with
defective loads to the yardmaster.
Border Crossings
2-45. When operating within territories of NATO nations of continental Europe, American forces
must be prepared for crossing international borders and border crossing requirements. The format
used by movement agencies responsible for relaying information at border crossing points is shown
in AMovP2.
Pier Operations
2-46. A pier can be considered one long highway grade crossing. The crew should be on the
lookout for parked or moving vehicles, walking or standing personnel and areas on or near the track
being used for purposes unrelated to the track operation. Due to close clearances in much area,
reduced speed limits should be strictly observed. Due to the type of material stored and moved on
piers, special attention should be paid to how the cars are secured for loading and unloading. Care
should be taken not to couple into any car before those authorized to do so give their permission.
Also, the need for rapid evacuation to the pier during any fire must be considered.
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FM 4-01.41 ______________________________________________________________________________________Chapter 3
Chapter 3
Rail Operations In Smaller Scale Contingencies
Smaller-scale contingencies (SSCs) encompass a wide range of joint and multinational military
operations that fall between Major Theater War and Peacetime Military Engagement. While not all-
inclusive, Army forces committed to SSCs protect American lives and interests, support political
initiatives, facilitate diplomacy, promote fundamental American ideals, or disrupt illegal activities. As
in MTWs, the JFC assigns supported and supporting relationships to components of the joint force
to best accomplish the mission.
ROLE OF THE RAIL UNIT
3-1. The rail unit monitors or provides technical assistance to the operation of the HNs railroad
system. Rail unit's assistance may include providing resupply to US forces to the actual operation of
the rail system to maintain the credibility of the host government.
UNCONVENTIONAL OPERATIONS
3-2. Unconventional operations are predominately of a military nature and are characterized by
extensive use of unorthodox tactics conducted by irregular forces. The most potent weapon of this
type force is surprise. Rail personnel, especially train crews and those at outlying points, must stay
alert at all times in case of an attack. Rail personnel at small stations, yards, enginehouses, and
maintenance of way detachments along the line of road must also stay alert.
Sabotage
3-3. Constant vigilance is necessary to prevent or reduce sabotage. Sabotage is any willful act
intended to aid the enemy by destroying, impeding, or interrupting any person or function. Some acts
of sabotage include placing sand in car journal boxes, water in fuel tanks, or bolts in a machine
gearbox. Identifying acts of sabotage are not as easy as unconventional operations, but the effects are
the same. These acts are done secretly making them more difficult to prevent. Inspect trains
frequently for concealed saboteurs or guerrillas who may cut air hoses or train lines to force an
emergency stop where guerrillas wait to attack. If tonnage can be handled with locomotive brakes
only, operating trains without air brakes rules out this type of sabotage.
Objectives
3-4. Level I and II threat operations (see FM 100-20) most commonly use fire and explosives against
railway lines and installations to disrupt train traffic. Conduct threat operations to perform the
following:
· Destroy bridges and tunnels.
· Destroy track (derailments and wrecks).
· Destroy buildings, shops, and terminal facilities.
· Destroy communication and power lines.
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FM 4-01.41 ______________________________________________________________________________________Chapter 3
· Destroy locomotives and rolling stock.
· Capture and/or destroy equipment and supplies.
· Capture weapons and ammunition. Weapons and ammunition are especially critical items
and are primary objectives. They must be either in the hands of using personnel or
properly secured at all times.
· Capture personnel and/or inflict personnel casualties.
DEFENSE MEASURES
3-5. Military planning includes the possibility of frequent and continuing military actions of special
warfare occurring during LIC. This chapter outlines some of the conditions which may be
encountered and some of the methods that the rail personnel may adopt to counter the tactics
irregular forces design to wreck trains or delay train movements. The type of defense that may be
used varies with local conditions, degree of isolation, proximity of other troops, and so forth.
Experience shows that aggressive attacks can cause considerable damage despite apparently
foolproof security measures. Trip wires, sentry dogs, barbed wire, land mines, and similar measures
give some protection against surprise.
Guidelines
3-6. Guidelines differ depending on the circumstances of the attack and the geographical area in
which it occurs. Hard and fast rules cannot be made. Whenever unconventional forces attempt to
derail or wreck a train, rail operating and maintenance personnel must attempt to forestall it by
suitable countermeasure.
Plans
3-7. Any counter plan must consider the mentality of the enemy, the changing physical characteristics
of the particular line, and the terrain. Plans must always be flexible and changed frequently as
conditions warrant.
ATTACKS ON THE RIGHT-OF-WAY
3-8. Irregular forces, possessing a minimum of arms and explosives, may concentrate their efforts on
train derailing and wrecking. In many instances, their primary goal may be stealing and pilfering
supplies and ammunition after a wreck occurs. Delay may be secondary, but both goals may be
accomplished simultaneously. To wreck trains, action must be directed against the track, switches,
ballast, and bridges along the right-of-way.
Track
3-9. Tampering with the track and fastenings is the simplest way to cause a derailment. Removing
enough spikes from rails will cause them to spread under the weight of a locomotive or buffer cars.
Removing nuts and bolts from the joint bars is another method of causing rails to spread.
Continuous welded rail lessens the danger of rails spreading, but it is doubtful that this type of rail
will be found in many undeveloped areas. Ordinary track tools are enough to pull spikes and loosen
joint bars. To make the work of the saboteur more difficult, joint bars have sometimes been welded
into place and track spikes have been tack-welded to the rails. The consistent denial of track tools to
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FM 4-01.41 ______________________________________________________________________________________Chapter 3
the irregular forces is the first step to be taken. Tools are removed from the large toolboxes normally
spaced along the right-of-way for worker convenience. Track tools should be safeguarded more
zealously than their monetary or salvageable value warrants.
Roadbed
3-10. Unless the opposing forces have large stores of explosives or the tools and ability to make
improvised mines and bombs, extensive damage to ballast and subballast will probably not be
attempted. Crews should be alert for mines and bombs when rounding sharp curves or at the bottom
of steep grades where stopping in short distances may be difficult. The absence of a quantity of
ballast or dirt is not an easy condition to detect until the observers are quite close to the spot. Crews
should be watchful for any piles of scattered ballast or dirt along the track in areas where they would
not normally be found.
Track Barricades
3-11. Barricades thrown across the track may serve many purposes. Small, poorly armed bands may
drop trees across the track to bring trains to a halt. Generally, when train guards are superior in
number and arms, guerrillas will disperse and leave the crew to remove the blockade. In undeveloped
countries, unconventional forces and terrorists block the track with anything available. They will
often leave false evidence that the barricade has been boobytrapped. This makes removal much
slower than usual. Guards must be constantly alert and careful because the terrorists leave the same
evidence at barricades that they did not boobytrap.
RIGHT-OF-WAY CONCEALMENT
3-12. In areas where sniping is common or where heavy small arms fire is experienced or expected,
brush and green growth along the right-of-way should be cut back as far as practicable (at least 20
feet on each side). Use chemicals to kill jungle growth that serves as enemy concealment.
Concealment is also important to small working groups. Where action is light and confined to
sniping and trains are carrying guards or troops, it may be desirable to try to trap the guerrillas.
BRIDGES
3-13. Bridges and trestles are naturally vulnerable. Until repaired, their destruction can stop all
movement. Irregular forces may not be interested in total destruction of such important rail facilities.
Their primary mission may be to delay, pillage, and try to prevent certain types of cargo from
reaching their destination. These same trains may be carrying freight important to their ultimate goal
or cause. The average political or military group of a country with a limited rail network, wants to
achieve its goal without destroying transportation facilities.
3-14. Bridges and high embankments are excellent points for train wrecking and derailing. Bridges
often span rivers and deep ravines. Therefore, efforts are often made to derail trains near these
points in the hope that part of the train will topple to the ground or into the river below. It may
prove profitable to keep guard forces in areas where simple derailments may have serious results.
3-15. Rail lines running through deep rock cuts offer good targets. The lack of operating space along
the sheer cliffs makes cleaning up a wreck slow and extremely difficult.
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FM 4-01.41 ______________________________________________________________________________________Chapter 3
3-16. There is a great possibility of a derailment where there are many bridges and high
embankments. The engineman must be prepared to stop immediately upon derailment. One method
that has been tried is mounting a white disk on each corner of the foremost buffer car. The engineer
watches the disks constantly for any noticeable movement. Movement denotes a derailment and
brakes are applied promptly. Another method is one that causes the brakes to be applied,
independent of the engineman’s actions, as soon as a derailment occurs. A method of doing this is to
bring the brake pipe down to the wheels, 2 or 3 inches above the rails, with a glass tube installed in
the line. When the wheels of the leading car leave the track, the glass tube drops down and breaks
and the air brakes are applied.
Wayside Communications Facilities
3-17. Telephone and utility poles and lines are often targets for disrupting communications. Since
these facilities are easily sabotaged, it may not be practical to keep these LOC open. If radio
communication is not available, trains can be dispatched with reasonable safety and expediency by
using manual block operations. Where an attempt is made to keep lines open, enemy forces can often
cut wire faster than breaks can be repaired. Cuts may also be made for the sole purpose of attacking
repair crews for their tools and weapons when they arrive to repair breaks. Armed escorts should
usually accompany repair personnel.
Wayside Signals
3-18. Wayside signals are in the same category as communications when it comes to tampering.
Guerrillas can switch electrical leads and cause a signal to display a false aspect. The displayed aspect
on main-track switch lights should not be depended on completely. It is a relatively simple matter to
turn the lamp or to reverse the roundels and display false aspects. Switch points should always be
observed to make sure that they agree with the aspect displayed. It is doubtful whether electric
signals should be relied on by the rail unit in guerrilla-infested territory.
Hand Signals
3-19. Railroad crews moving along a main track are always on the alert for hand signals displayed on
the track ahead. Open stations will display "stop" or "proceed" signals depending on whether or not
the station has any orders or instructions for the crew. When operating in adverse territory, hand
signals observed between stations are regarded with suspicion. A red flare or fuse waved violently
across the track is a universal stop signal. Opposing forces in possession of fuses and red lanterns
can stop trains with little effort. The only countermeasure to use against unauthorized signals is to
specify the exact manner in which a signal is to be given. The average nonrailroader usually holds a
fuse at arm’s length and waves it over his head in a half circle. A railroader usually swings it across his
knees in a lower half-circle. There are many signaling combinations that can be worked out. They
should be classified, coded, and changed daily or as necessary.
False Reporting
3-20. Because trains must be reported by each station they pass, precautions must be taken against
guerrillas cutting in on a dispatcher's telephone circuit and reporting false information. Although the
dispatcher may know and can recognize all voices of his division, he must always call a station back
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FM 4-01.41 ______________________________________________________________________________________Chapter 3
and verify the report. Such tactics can be overcome by using approved CEOI. COMSEC procedures
should be used at all times.
TRAIN OPERATIONS
3-21. Operations over a division experiencing frequent disruption of supply and passenger transport
must change with the aims and tactics of the opposing forces. Trains should be operated at irregular
intervals. In areas subject to guerrilla warfare, trains should not move on schedule or use traffic
patterns that can be anticipated. If logistical considerations permit, all movement should be made in
daylight with several freight (supply) trains running close together, at random intervals, for mutual
protection. At night, frequent roving patrols or armored trains should move over the lines at irregular
intervals to prevent sabotage to tracks and structures. If irregular forces know when to expect trains,
they can operate effectively against railroads with very little interruption. In a conventional war, the
operation of passenger trains continues for military use but usually diminishes for civilian use if it can
be done without disrupting the economy.
Precautions
3-22. Depending on the tactics and goals of the aggressors, special precautions must be taken for
passenger train operations. Where irregular forces are well organized and well armed,
countermeasures must be similar to those used in conventional warfare. If passenger trains are kept
in operation, it may be necessary to install steel plates over the windows and pile sandbags up to the
bottom of the windows. Cover windows with steel-meshed wire to prevent grenades from being
thrown into the cars. Doors are closed and secured to prevent guerrillas from boarding. When tracks
are torn up or bridges blown, the train should back away if time and conditions permit. When
enough motive power is available, a locomotive operated at the rear of the train is used to pull
undamaged portions of the train back to safety if the locomotive or cars at the front end are derailed.
Troop trains may carry a supply of ammunition and grenades for the crew and passengers to use in
case of attack. Locomotives and train guard cars will be equipped with fire extinguishers and first aid
kits. The security objective is to save personnel and equipment from capture, damage, or destruction.
Pilot and Inspection Trains
3-23. Conditions may require the operation of a pilot train to travel over a section of track a short
time ahead of a following train. This train may be operated as a pilot train, as an escort to a troop or
supply train, or as a security patrol train to prevent sabotage. A pilot train running interference for a
troop or supply train moves ahead as short a distance as is feasible, safe, and consistent with
operating conditions. The pilot train will move 2 to 5 minutes ahead of the second train. After the
pilot train passes, the guerrillas do not have enough time to obstruct the track, remove a rail, spike a
switch, and so forth, before the train they seek to derail has passed. A pilot train may consist of any
combination of rolling stock. For night operations, the lead car can be rigged with a headlight
powered from the locomotive generator. This car may be partially armored with boiler-plate steel and
carry a small machine gun or rifle crew for protection against small guerrilla groups or wayside
snipers. Additional cars, similarly equipped and manned, may be pulled behind, carrying enough
troops or guards for protection against attacks on the train if it is stopped. Depending on the
firepower of the opposing forces, armor plates may be installed on the locomotive to protect the cab
crew. Plating may also be necessary to cover key auxiliaries on steamers and along the power plant
area of diesels. These trains could be quite heavy. The locomotive may also have two cars attached to
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FM 4-01.41 ______________________________________________________________________________________Chapter 3
the front. These cars should be heavily loaded with anything that provides enough weight to explode
a buried mine or to test the stability of the track by derailing before the locomotive reaches the spot.
If the pilot train can safely pass over a given track section, an ordinary train should also be able to
safely pass. It would be useless to have individual (light) engines act as pilot trains. They might safely
pass over a track that had been tampered with, but a train of more weight would be derailed. If time
delayed or remote controlled mines are used, then patrols must be increased to deny the opposing
forces the opportunity of employment.
Emergency Supplies and Equipment
3-24. Aside from necessary weapons and first aid equipment, equip locomotives with a full set of
track tools in addition to those normally carried for emergency repairs. Track fastenings, spikes,
jacks, sledges, crowbars, and even a limited number of ties and rails may be needed. Engine and train
crews and security guards aboard trains should have flare pistols for firing signals to indicate
unauthorized stopping or attack. Train crews, security guards, and patrols may be furnished portable
telephones that can be hooked to wire lines along the track to report attacks, derailments, location of
interruptions, and similar information. Where the equipment is available and weather conditions
permit, railway personnel and guards may be equipped with radio-telephones for similar purposes
and communication between enginemen and train crews at the rear. DO NOT place cars containing
explosives or flammable materials next to locomotives or cars containing troops or guards. Fire
directed toward personnel might explode or set fire to the hazardous material.
ARMORED TRAINS AND CARS
3-25. The tempo may change from sniping, wrecking, and pilfering to organized attack with heavy
firepower when enemy forces and irregulars increase and possess large stores of ammunitions and
explosives. Heavier armor may have to be installed on the pilot trains. Crude, improvised gondolas
with mounted guns may change to armored tank-like structures mounted on flatcars. These can often
be made by using 1/2-inch plates. Firing slots may be provided and revolving searchlights fitted into
the roofs.
Armored Trains
3-26. Armored trains may consist of specially armored cars, flatcars, or gondolas with tanks secured
to them. Tanks are particularly effective because their moveable turrets and large caliber guns give
long-range protection in all directions. When equipped with flame-throwing devices, tanks are very
effective in searing growth that may be used as hiding places along the right-of-way. Boilerplate steel
boxes or turrets installed on flatcars provide armor for troops and gun crews inside. These turrets
may rotate and be rigged with firing slots, gun ports, and swivel lights. Reinforce locomotive cabs
with armor plate thick enough to withstand machine gun and rifle fire. Cover locomotive windows
with steel shutters to protect enginemen, but permit visibility.
Self-Propelled Cars
3-27. Self-propelled armored railcars may be used for piloting and patrolling. They can be used in
pairs so that one may assist the other in the event of attack or derailment. They are relatively light
and easily re-railed by light cranes or rerailers. They can also be moved to the side of the right-of-way
when seriously disabled. The short time required to clear a line of these lightweight cars, after a
derailment, is lower then when locomotives have been derailed. When self-propelled cars are
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FM 4-01.41 ______________________________________________________________________________________Chapter 3
wrecked and left unguarded, the guns (or at least the breech locks) must be removed. In some areas
where an undeclared war is being fought, local government militia or constabulary may be taught to
operate self-propelled track equipment. However, they must first be given detailed instructions about
the rules of the road. Like all other rail operating personnel, they must be given periodic
examinations and refresher instructions.
Derail Detection Devices
3-28. Unconventional forces may rig the track with an explosive device and permit an armored or
pilot train to pass unharmed in the hope of wrecking the more valuable train. One or two idler cars,
which may or may not be armed and equipped as described above, should be pushed in front of the
locomotive. The derailment of the leading car warns the engine crew and often permits
counteraction. The leading truck can be equipped with a spring-plunger device that starts automatic
brake application in case of derailment.
COUNTERMEASURES
3-29. With extensive unconventional operations, precautions and countermeasures against attacks on
rail facilities may be only partially successful. Such operations may reach such proportions that the
only practical defense would be to expel them from the area.
Counterguerrilla
3-30. Counterguerrilla tactical operations may be necessary. Denial of food and supplies, occupation
of areas harboring and assisting them, and even the resettlement of communities to fortified centers
may be required. HN employees around shops and terminals who could sabotage equipment should
be carefully screened.
Deception
3-31. Two forms of deception are used when deceiving the enemy. The first is deceiving the enemy
about our intention. The second is preventing the enemy from obtaining intelligence. A number of
methods may be used to deny the enemy intelligence.
Camouflage and Concealment
3-32. Make camouflage loads appear to be non-military. Break the pattern of loads through the use of
netting.
Smoke
3-33. Smoke may be used to obscure the enemy’s vision. However, it should not obscure the visibility
of the train crew. Only use smoke when everything else has failed. When possible, conduct rail
operations during periods of darkness or fog to further reduce enemy observation.
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FM 4-01.41 ______________________________________________________________________________________Chapter 3
Schedule Departures and Arrivals
3-34. To the greatest extent possible, do not use schedules in railway transport. An established
routine would give the enemy an added advantage. Schedule and departure times should also be
encoded for transmission and the minimum number of personnel allowed access to this information.
Routing
3-35. If possible, and if parallel lines exist, vary the routes that trains will operate in the theater. There
should not be any set pattern that the enemy may use to their advantage.
OPERATIONS IN AN NBC ENVIRONMENT
3-36. Conduct train operations in an NBC environment according to doctrine in FM 3-100. Conduct
NBC operations the same as in other type units with the exception of operations that will be
degraded from a personnel standpoint rather than from an equipment standpoint. Toxic chemicals
have little effect on motive power and rolling stock. However, nuclear detonation, depending on its
proximity, might detail motive and rolling stock and damage equipment components (such as brake
hoses and communication equipment).
3-37. Equipment being transported by rail may have to be decontaminated. Decontamination
depends on whether the equipment is being transported in closed or open-topped railcars. This
decontamination will have to be done at the nearest yard or loading facility. Due to the size of the
equipment being used, perform decontamination by spraying the railcars with water (see FM 3-5).
3-38. Train crews must don protective gear and stay under cover of the locomotive cab during train
operations under NBC attack or when crossing a contaminated area.
REAR OPERATIONS
3-39. Rear operations assist in providing freedom of action and continuity of operations, logistics,
and battle command. Their primary purposes are to sustain the current close and deep fights and to
posture the force for future operations. Rear operations can be the targets of the enemy's deep
attack.
General Protective Measures
3-40. Security measures of railroad operations are determined by the situation and AO. These
measures may include the following:
· Route reconnaissance by Army aircraft.
· Occupation of critical terrain features.
· Using special observation cars.
· Placing the locomotive at the midsection of the train to reduce damage in the event of
sabotage.
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FM 4-01.41 ______________________________________________________________________________________Chapter 3
· Using two or three gondola cars (filled with rock, sand, or other ballast) in front of the
engine to absorb mine detonation effects.
· Using empty and decoy trains to be ahead of critical shipments.
· Using escort or scout trains to patrol right-of-way.
· Using special armored guard cars.
· Placing mobile maintenance trains in strategic locations along the route or moving with
trains.
· Movement at the highest safe speed through areas where guerrilla or partisan forces are
active.
· Consolidating trains to ensure the most economical use of available air cover.
· Placing security patrols along the length of the line to be traversed.
Rear Area Operations Center
3-41. An RAOC is provided each support group and brigade within the theater of operations. The
RAOC keeps the commander informed of the RAS, the ADC situation in his area, and the resources
available to cope with emergencies. It represents the planning capability of the commander and
performs command and control over forces designed to execute RAP missions. As rail elements will
be located within or moving through the RAOC’s areas of responsibility, rail units will normally have
communications with and maintain plans in support of RAOC activities.
3-42. Rail units maintain communications with supporting RAOCs through the area communications
system. The RAOC provides these units with current information on the following:
· Security force, artillery, and aviation support.
· Weather, terrain, and intelligence data.
· Location and level of chemical, biological, or radiological contamination.
· ADC and explosive ordnance disposal support.
· Medical, emergency repair, and other support facilities.
Those American forces operating within NATO will comply with the procedures as set forth in
AMovP2.
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FM 4-01.41 ______________________________________________________________________________________Chapter 4
Chapter 4
Rail Dispatching Operations
and Procedures
Rail dispatching operations and procedures in a theater of operations differs from that on
commercial railroads. In a theater, trains are operated by civilians and controlled by the military.
Therefore, dispatching may remain unchanged if passenger train service is continued. However,
troop, ambulance, and ammunition trains (used mainly for military purposes) may be assigned higher
priorities than passenger trains when operated by the rail units.
DISPATCHING OPERATIONS
4-1. The method of dispatching trains may undergo radical changes. Threat forces during Army
operations will attempt to disrupt operations with the destruction of trackage, bridges, signals, and
other facilities. Rail operations must then be restored as quickly as possible. When service is resumed,
what was formerly a double-track, high-speed road with automatic block signals may become a single
track with restricted speed and an improvised signal system. Dispatching becomes more difficult and
complex as single-track operations prevail. Light trains carrying less tonnage at lower speeds become
the rule and circumstances determine movement priority.
4-2. Dispatching trains on a busy section of railroad is one of the most exacting tasks in the
transportation field. The train dispatcher assists the chief train dispatcher. The train dispatcher must
be able to make instant decisions with no margin for error. He has the same authority over train
movement as the chief dispatcher. He must know the exact physical layout of the main track in his
division. He must also know the capabilities of the various types of locomotives in use. He may also
be required to judge the capability of individual locomotives only by their number designators. He
must also be familiar with the engineer's ability to get their trains over the road.
4-3. The chief dispatcher at the division HQ keeps a record (train sheet) of the time, date, and place
of each train, the dispatcher on duty, and so forth. The chief train dispatcher is responsible for the
following records and reports.
Dispatcher's Record of Train Movements (DA Form 5613)
4-4. Figure 4-1 shows a sample of a DA Form 5613. As a train enters or leaves a terminal yard or
station, the agent or operator notifies the dispatcher by telephone: for example, "Extra 194 by DN at
0525." The train sheet is kept in the dispatcher’s office and provides a continuous, running record of
all trains moving on the division. Therefore, the dispatcher can anticipate train meets and issue
appropriate train orders. The following are instructions for filling out DA Form 5613.
· Trains move either east and west or north and south. The train sheet lists trains moving
west or south on the left and those moving east or north on the right. The train sheet is
kept for a 24-hour period, beginning with a new sheet at 0001 hours and ending at 2400
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FM 4-01.41 ______________________________________________________________________________________Chapter 4
hours of each day. The train dispatcher signs his name and records his duty time in the
block provided.
·
The railway organization, location of the dispatcher, current date, commanding officer’s
name, type of track, and the chief dispatcher’s name are recorded in the proper blocks.
·
Four times a day the dispatcher records the condition of the weather along the division.
The locomotive cannot pull as much tonnage, nor can the train maintain speed, in cold or
severe weather conditions.
·
The names of the stations and the reporting points on the rail line are listed in the center
column. To the left of the center column, the distance is listed from the point of division
origin to the end of the division, and is given in the superior direction. To the right of the
station column, the siding capacity of each station is listed. This information is very
important on a single-track line where trains must meet and pass. Trains should not
contain more cars than the sidings can hold if they are to clear the main line and allow
other trains to pass. Show the number or symbol of each train running during the record’s
time frame on the horizontal line headed "train symbol." Trains are listed in the blank
columns beginning nearest the three center columns and extending outward in the order
of their departure times. AMovP3 addresses how NATO forces will identify trains using
an International Identification Code. To the immediate right of the departure time of a
freight train at a station is listed the number of loaded and empty cars and the amount of
tonnage in the train. In Figure 4-1, these figures are listed at the train’s initial station and at
other stations where changes take place.
·
The contents and destination of loaded cars may also be shown in the "Remarks" block.
·
Arrival and departure times of trains moving west or south are entered to the left of the
station column and read from top to bottom. Those moving east or north, entered to the
right of the station column, are read from bottom to top. For trains moving west or south,
the arrival time at each station is shown in the upper square and the departure time in the
lower square. The reverse is true for trains moving in the opposite direction. If a train does
not stop at a station, only one time is shown. The time is shown in large figures written
diagonally over both the arrival and departure squares. Record delays in the "Remarks"
block. The chief dispatcher will stock needed copies of this form in the Dispatcher’s
Office. Do not request through normal publications system.
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