FIGHTING TANKS

Auckland Star, Volume LXXIII, Issue 167, 17 July 1942, Page 4

FIGHTING TANKS

TRANSPORTER NEED

KEEPING DOWN MILEAGE

(By E. K. GREEN) Looking at that massive steel bulk moving impassively across the roughest country, pushing over trees and walls in its progress—you would not think that that heavy fighting tank was a comparatively delicate mechanism. In fact, it is. The life of a tank, between overhauls, is short. The work they are called on to do makes it so. Like the professional strong man, they generate terrific energy—but they use it up quickly, and a "breather" or recuperating period is required between spells of action. Modern war has taught the lesson that fighting troops cannot be expected to give of their best when they have just completed a marathon march across country. Now they are transported in trucks to the scene of action and enter the battle zone as fresh as is possible. Lesson of Libyan Campaign The first Libyan campaign taught us that tanks need similar treatment. I have been told of one large tank unit which brought its fighting vehicles into action on one occasion after they had come from a long distance away on their own tracks. Only about a quarter of them were able to take part in the action! The rest were under repair . . .

It is not a pretty story, but it taught a lesson, so, in a way, it was a valuable experience.

It is from that date that Tank Transporter Companies came into existence. There is such a company attached to the New Zealand Army Tank Brigade. Its job is to bring the tanks of the unit to the scene of action as quickly as possible and in perfect fighting trim.

They express it in the term . . . "saving track mileage and assisting in tactical operations up to the starling point of battle." Train transport, of course, would play a big part in this country, but where that is not leadilv available, other means are needed. The transporter has to be able to go anywhere on any kind of road, or bridge, carrying (in the case of tlie Valentine) a bulky, top-heavy load of lfi tons. It has to be able to be loaded quickly and unloaded just as quickly, and it has to be self-contained. Transporter Built Here Such a transporter has been made in New Zealand and its tests showed a high degree of efficiency. It was tried out over a very heavy course, which included narrow, steep roads. On one occasion it was at an angle of 20 degrees, but seemed in no danger of shifting or toppling over. The total weight was 2. r > tons, and the test gave a useful indication also of the weight that certain roads would carry. On good roads quite a fair speed was attained. Of one aspect of the transporter's performances its designers were especially proud. The tank was put on board the transporter and taken off in nine minutes. When travelling in this way the tank would be fully provisioned, fuelled and armed, but the transporter would probably carry some additional supplies. In addition to the tank crew there are two transporter drivers with each vehicle. The company maintains its own workshops and looks after its own supplies. That is one aspect of maintenance —prevention of wear on the tank. The other, which is playing a most important role in the battle zones, is that covering repair and recovery. This aspect is handled by Tank Brigade Ordnance Workshops. Ordnance workshops are organised in three "lines," or divisions, but in front of them are the tank crews themselves. The driver, in each case does his own greasing, oiling and cleaning, and there is a mechanistsergeant with each unit to give assistance if the drivers need help. He is responsible for the mechanical [equipment. With cac-h .squadron, too. there is an ordnance sergeant, who belongs to the Ordnance Corps. Time Limitations The first line of the lirigade Ordnance workshops is composed of the Light Aid Detachments (L.A.D.i, one officer and 1-1 men, attached to each battalion. Their job is first line repair and recovery. It would be their responsibility to try to withdraw damaged tanks from the battle zone, and to undertake any repairs that could be done on the spot There is, in fact, a limit set to their repair activity. They should not undertake any job that will occupy more than four hours' time.

This limitation is imposed by modern, fast-moving, battle conditions and also by the amount of equipment that they can carry on their vehicles.

Similar but lesser limitations restrict the activities of the second line, which will not undertake a repair job that is likely to take onger than 12 hours. This second line has a field park, and carries a certain amount of spares. It would thus be able to make replacements and assemblies.

The third line of A.T.O.W. (Army Tank Ordnance Workshops) is further back still from the battle zone, and is equipped to undertake repairs and recoveries that will not exceed 4S hours in the labour involved. In fact, this line, with its field park and spares, will be able to do any and all repairs.

At the back of all this activity, again, are the base ordnance workshops and depots, and the central field park.

As can be judged a high degree of mechanical engineering skill is required of men engaged in this vital work. Most of them were tradesmen before they entered the army. As tanks are equipped with Diesel motors, and because of their other features, it has been found that tractor drivers are particularly useful, but fitters, mechanics and drivers of all sorts are giving excellent service. Their training is thorough.

It is an unheralded but highly important work, a vital part of tank brigade organisation.