Task Force RAMSEY at Hardheim

Task Force RAMSEY at Hardheim A guide to rail-offloading an armor unit, from the 3d ACR's experience in Reforger 88 by Major Jon H. Moilanen "Trains in!" The sergeant jerked upright as he searched through the night fog. The muffled rumble broke into distinct screeches as the engine cleared the bahnhof station building, and jammed to an abrupt halt. Troopers stretched and adjusted their helmets. "03 OO... Up and at 'em! Let's get it done!" The 3d Armored Cavalry Regiment rail operations had been in progress for some time, and this train was one of many. Nonetheless, the railhead had been a beehive of activity since the first arrival of MlAl tanks, armored personnel carriers, trucks, and assorted cargo. The safe and efficient conduct of rail offload operations in a tactical scenario depends on the leadership of noncommissioned officers, and the use of team drills during the operation. The 3d Armored Cavalry Regiment conducted successful rail load operations as one segment of onward deployment during REFORGER 88. The Return of Forces to Germany exercises evaluate the ability of the United States to rapidly reinforce NATO allies in western Europe.

Once in the theater of operations, rapid reinforcement by the regiment involves movement into a tactical assembly area (TAA) and assignment to a forward deployed corps. In REFORGER 88, onward movement from the regimental marshaling area was by a combination of rail, motor, and aerial marches. The motor march incorporated a river crossing of the Rhine River. A subsequent upload of about 100 APCs from the march units on medium cargo trucks for movement to the TAA would impact on later railhead operations. Meanwhile, heavy tracked vehicles and special equipment uploaded in the marshaling area and moved forward to a railhead in the TAA.

Aviation elements set up refuel and rearm points for reception of their helicopters, while aviation troops assisted in the command and control of the multiple march routes of the regiment.

These simultaneous movements stressed the ability of the regimental command and control structure; however, mission task analysis identified who should be responsible for specific tasks. While operations and executive officers concentrated on the marches and river crossing, command sergeants major focused on the quartering and reception of units into the TAA. Integral to this forward staging of combat power was the reception of trains in the TAA.

Task Force RAMSEY organized the senior noncommissioned leadership of the regiment into a command and control structure for railhead operations. Planning was formalized as a "striper operation" prior to overseas deployment. NCO leaders wargamed options and timing in map exercises and manuever critiques at Fort Bliss, Texas. A site reconnaissance team confirmed requirements during pre-REFORGER temporary duty. Subsequently, the regimental operations order incorporated this detailed planning for execution.

Regimental command and control for the TAA railhead centered on the regimental command sergeant major.

The regimental S4(-) provided AM, FM, and radio teletype communications, and a small staff element to assist the RCSM. A regimental S3 element operated the net control station for the overall TAA reception, and received regular status updates from the railhead. Command sergeants major and first sergeants controlled the actual rail offloading and forward staging of their units. Initially, squadron quartering parties infiltrated to the TAA about 24 hours prior to arrival of the first main body element. NCOs established unit assembly areas, conducted route reconnaissance from assembly areas to the railhead site, and met with the RCSM for a mission update.

Prior to this assembly, the RCSM verified the railhead layout, safety requirements, and a sequence for action. Regimental S4 confirmed the rail and truck schedules, and acted as the regimental liaison to the U.S. Movements Control Team (MCT) representative, German Bundeswehr transportation representative, German Territorial Army observers, German railway officials, city officials, local journalists, as well as local police teams and the district police commissioner. Filtering these required or customary visits through the regimental S4 allowed the RCSM to concentrate on

HARDHEIM

RAILHEAD LAYOUT

ml-1 -3 :not to scale TF PAMSEY r

LEGEND:

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1. OPERATIONS CELL

5. STAGING LINES

9. TRAFFIC CONTROL PT.

2. BRIEF POINT

6. ROUTES

10. NIGHT LIGHTING

3. OFFLOAD RAMP

7. POLICE ESCORT

A. APC OFFLOAD POINT

4. REFUEL POINT

8. UNIT ESCORT

B. BUS OFFLOAD POINT

the safe and efficient execution of rail offloading.

Rail operations started early the next morning. Trains were to arrive for the next two days at intervals of several hours.

Sergeants were noticeably in charge.

Once the German railway loadmaster positioned railcars at the end ramp, troopers disembarked from the passenger cars with weapons and baggage. The regimental command sergeant major greeted them in the special manner of the senior noncommissioned officer of the regiment. Sleepy eyes snapped alert as the group closed around the RCSM in a horseshoe formation.

His briefing was a rehearsed presentation on procedures, as well as restrictions for offload operations. He emphasized positive control, safety, and professional duty performance. He weaved a magical theme of team competition and unit pride into his description, but never understated the basic requirements for a safe and efficient offload. While the RCSM conducted his orientation at the end ramp, the regimental S4 collected rail documentation from the unit train commander to confirm passenger density, number of railcars, and types of equipment. Unit officers were escorted from the immediate work area to exchange an update on the forward deployment of the regiment, review the upcoming tactical mission, and observe the rail operations of their unit.

The RCSM highlighted safety. In detail, he presented particular rail issues, such as colored flashlight lens restrictions, or ground guide procedures and movcment lanes. Explaining why these measures were necessary improved trooper under-ARMOR - September-October 1990 standing and willing compliance. A tactical situation update cued the teams why their current railhead operation was so important to overall success of the regiment. Specific tasks were assigned to NCO leaders. They used established crew and platoon chains of command to perform designated tasks.

As briefed by the RCSM, the key to safe and timely offload is use of concurrent rail team drills. For example, small teams can prepare railcars for offloading while other teams ready their vehicles for offload movement.

Consider the following sequences. Start at the end ramp with the first cars to offload. Success with these cars sets the tempo for the follow-on timing down the entire row of railcars. One team moves immediately from car to car, dropping the end ramps on each car. Another team drops side ramps and rails, as appropriate. A separate team positions the support legs at the railcar wheel frame to stabilize lateral car shifts. Normally, the team needs to emplace only one side of support legs. These three teams are from crews with equipment near the end of the train, for two reasons. First, when these teams complete their tasks, they are at their assigned equipment while contributing to the timely offload of the entire train. Second, and just as important, other vehicle crews closer to the offload ramp start to remove TEAM DRILLS

0 Safety 0 Endlslde ramps 0 support legs 0 Tie Down 0 PMCS/Block-brace 0 Battery slave 0 Recovery 0 Refuel Stagelprecombat checks *Traffic controllserial escort 0 March discipline 0 Area pdlcelmanewer damage control 0 Reports 24 ~ ~ ~ vehicle tiedown cables and blocking or bracing immediately.

For cable tiedown removal, a crewman knocks the shackle pin clear of the shackle with a drift pin. If the railcar has a hook anchor point, the loose cable easily can be slipped off the hook and stowed on the vehicle. However, more time is required if the railcar has a ring anchor point. The team must remove cable clamps so that the cable can be pulled through the ring and then secured to the vehicle. Nevertheless, teamwork at crew level minimizes any wasted time. At the same time that the cables are being removed, the driver conducts pre-operational checks on his vehicle. When the vehicle is no longer anchored to the railcar, he checks with his ground guide, starts the vehicle, and turns on the low beam headlights. This visual signal of operational readiness gives a clear sign of progress as senior leaders supervise the rail line. Additional heavy pry bars, sledge hammers, and ratchets with sockets supplement the basic issue items from vehicles on the train. Crews need to remove blocking, bracing, and tiedown materiel.

The RCSM knew that download of the first several railcars set the standard for the rest of the train. He positioned himself with these crews and encouraged team competition. A particularly energetic and successful crew would see their vehicle commander awarded a regimental coin by the RCSM. This medal motivated follow-on teams to match the safe and timely offload standard.

Ground guide teamwork is another time saver in daylight or limited visibility offload operations. In the case of TF RAMSEY operations, over half of the offloads occurred during fog or darkness. With ground guide supervision, the driver moves the vehicle slightly to allow removal of blocking and bracing. If the vehicle must remain stationary on the railcar for an extended time, the engine is turned off to reduce the concentration of exhaust fumes in the area, and to conserve fuel.

Units can minimize the problem of inoperative equipment with on-site maintenance teams. Have a team ready with equipment to slave batteries that will not start, and station recovery assets to remove inoperative or damaged equipment, vehicles, and cargo.

Each 3d ACR unit was responsible for its own maintenance-recovery team. In addition, each train arrived with medium and heavy tow bars, as well as slave cables on designated vehicles. Rail team tool kits also accompanied Use standard guide positions on separate railcars for the vehicle offloading. Guide teams can use alternate bounds from car to car, maintain positive control of the driver, and improve the timely offload per vehicle. As the vehicle approaches each subsequent railcar, the ground guide directs driver attention to the next guide on the car closer to the offload ramp. The initial guide dismounts and signals to a guide several cars closer to the end ramp. Meanwhile, the new guide directs the driver over the railcar to the vehicle’s immediate front. A well coordinated guide team can ensure continuous forward movement of a vehicle from start point to end ramp. Executed concurrently by several teams, an entire train will be offloaded in a very short time. Limited visibility requires special ground guide procedures. The 3d ACR railhead had functional lighting in only a small portion of the station platform area; therefore, most of the station rail line was not il-each train.

3FFLOAD BRIEFING GUIDE

B safety B Tactical situation -Enemy forces -Friendly forces -Railhead status Mission tasks Sequence of action -Team drills -Offload Stage Special requirements -Precombat checks March SUPpOfi -Warming beverages -Potable water -Refuel operatlons Maintenance/recovery -Movement route escorts -Medical first aid -Medical evacuation -Portable latrines Command and control -RCSM/CSM

-MCT representative -Railway loadmaster -Operations cell location Signalflight allowances -Operations frequency Miscellaneous -Questlons/clarMcatlon -Mission summary Competition challenge -Safety review -Time check -Execute order luminated initially for offload operations. Two expedients were used to provide general illumination.

Several light tactical vehicles, positioned along the rail line track, directed their high beam headlights toward offloading vehicles. Although the lights shined toward vehicle drivers, there were minimal shadows along the railcars as drivers moved to the offramp. To supplement this light plan, two ground guides illuminated the front portion of each track or wheel with hand-held flashlights. They walked on the ground along the line of railcars while the primary ground guide gave driver instructions from a forward railcar. Once vehicles moved off the end ramp, ground guides brought vehicles to a refuel point enroute to the staging line. Fuel vehicle handlers and crews ensured safety measures, such as manned fire extinguishers and attached ground straps in place, before any refueling. Junior leaders supervised fuel issue. Drip pans caught any accidental spillage. In addition, any small spills on the hardstand were immediately removed with absor-bant.

Meanwhile, APCs started to arrive at the vehicle download ramp from the river crossing operation. Sergeants were in charge again. Once BBT was removed, ground guides and drivers safely offloaded vehicles using mobile ramps emplaced by a transportation unit, and positioned equipment in accordance with the staging plan. APC crews arrived on host nation buses and reported to their APCs.

Senior sergeants verified unit readiness and coordinated with the RCSM for march departures.

At the appointed time, traffic control points were positioned to ensure a safe exit point from the railhead staging area. Unit escort vehicles with rotating amber warning lights, and local police, led march units along approved routes to assembly area release points. Finally, the regimental command sergeant major stretched and sighed with satisfaction, "Brave Rifles!" He had almost lost count of march units.

Silent and policed, the deserted railhead confirmed that the last march unit had departed. The railhead operation was complete.

The stress on safety and efficiency paid off. The only injury was one pinched finger that required first aid, but the trooper returned to duty on the railhead. Effective rail offloading was certified by a transportation inspector from Supreme Headquarters Allied Forces Europe.

He evaluated REFORGER 88 units to seek better methods of rapidly reinforcing the forward deployed forces. His stopwatch verified the value of effective rail operations. The 3d Armored Cavalry Regiment offloaded trains consistently in just over 30 minutes. He commended thi refueling operations at the railhead for their safe and efficient manner. Crews performed necessary pre-combat inspections on their weapon systems in the railhead staging area. Finally, the railhead was cleared and ready to receive every train in time. Each one of these accomplishments was due to the leadership and teamwork of a professional noncommissioned officers corps executing "sergeants' business." In conclusion, noncommissioned officers are the essence of safe and effective rail offload operations. The number of simultaneous tasks demand the able attention of small unit leaders and the quality experience of senior sergeants.

Beforehand, commanders stated their confidence in the NCO chain of command with a mission. Task Force RAMSEY confirmed this trust with a truly remarkable rail offload operation.

Major

Jon

H. Moilanen received his Regular Army commission as a Distinguished Military Graduate of the University of Wisconsin. A CGSC graduate, he has served in divisional cavalry troop command and squadron staff with the 1st Cavalry Division and 3d Armored Division, and was a plans officer with V Corps G3. He served as S4, 3d ACR and as the XO of 3/3 ACR. A recent graduate of the Army Logistics Executive Development Course, he is currently a tactics instructor at the Army Command and General Staff College, Ft. Leavenworth, Kan.