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Blue Sky · 21 Dicembre 2008

Armoured train South Africa 1914 Project Gutenberg

21 Dicembre 2008

Polish Armoured Train Nr. 51 ("I Marszalek")

Polish Armoured Train Nr. 51, possibly in 1937.

History:

During the Polish-Soviet war in 1919 and 1920, the Polish forces captured many Soviet broad-gauge armoured trains. Several of them were modern ones, better armed and armoured than contemporary Polish partially improvised trains. One of such captured trains had probably the most interesting and longest life of all the armoured trains in the world. Its artillery wagons were serving for 25 years in different armies: Soviet, white Russian, Polish and finally German. In the Polish Army they served for 19 years, firing their guns in three campaigns.

Despite there were doubts in a literature about the exact origin of the train, now it is known, that the wagons of "Pierwszy Marszalek" came from the Soviet train: "Imeni Shaumyana i Dzhaparidze", or: "Tov. Shaumyan i Dzhaparidze", captured in Ukraine. The train was built in 1919 and used by the Soviets in the southern front. There it was captured by the "white" forces of Gen. Denikin volunteer army and then used against the Soviets with the name: "Dobrovolets" (the Volunteer). Then, the train fell into the Soviet hands again and was named in honour of communist leaders from Baku - comrades ('tovarishchi') Shaumyan and Dzhaparidze, who were shot by the British intervents.

In 1920, the train was used in a war against Poland. During the Polish Kiev Offensive, on 28 April 1920 near village Kotyuzhyntse, after being shot by the Polish 1^st Battery of the 13^th Kresowy field artillery regiment, the train was abandoned and captured by the Polish troops of the 50^th Kresowy Rifle Regiment. After repairs, it was manned by the Polish crew (coming among others from "Zagonczyk" train) and entered service as: "Strzelec Kresowy", assigned initially to the 13^th Infantry Division.

An artillery wagon of "Strzelec Kresowy" with an inscription: 'the 13th Infantry Division'.

In May 1920, "Strzelec Kresowy" served in Ukraine near Kiev, supporting the units of the Polish 2nd and 3rd Armies against pressing Soviet units. After launching of the Soviet counter-offensive, "Strzelec Kresowy" took part in almost 2-month retreat fights, among other against Budyonny's cavalry, trying to cut off Polish units. Finally, it was evacuated to Deblin in central Poland, still acting as a broad gauge (1524mm) train.

In July 1920, the train was renamed to "Pierwszy Marszalek" ('The First Marshal') - in honour of Marshal Józef Pilsudski (it was sometimes written in short as: "I Marszalek", or just "Marszalek"). After being repaired and converted to the standard gauge (1435mm), the train entered service again on 16 August 1920, taking part in the great Warsaw Battle. It was supporting an attack of the 1st podhalanskich rifle regiment from the direction of Kock to Sokolow. Until the end of war, the train stayed in Lithuania, partly occupied by the Poles. It seems, that during all this early period of service, the train retained its original Soviet composition of only two artillery wagons "Krasnoye Sormovo" type and O class armoured locomotive.

"Pierwszy Marszalek" in the twenties - an excellent view of both artillery wagons together. It might be the Warsaw Battle.

Contrary to information in some publications (eg. source [5]), "Pierwszy Marszalek" wasn't created of the Lithuanian train "Gedyminas", captured on 3 October 1920 in Vilnius, nor it incorporated "Gedyminas" rolling stock.

In September 1920, "I Marszalek" was given a number P.P. 21 (Pociag pancerny - Armoured Train nr. 21) - earlier probably it had no number. After 1920, when the war was over, "I Marszalek" was assigned for further service, among the 12 most modern trains, with the new number P.P. 3. In the winter of 1923/24 most of Polish armoured trains were demobilized and stored, among them was also "I Marszalek". In the late twenties or early thirties it was brought back to service and assigned to the 2nd Armoured Trains' Unit (dywizjon pociagow pancernych) in Cracov - Niepolomice, created in 1928. During the next years it was used intensively for training there.

In the early thirties the train and its wagons underwent some modernization. The locomotive was changed to the standard type Ti3, replacing Soviet O series locomotive. The train's armament was standardized (75mm wz.02/26 guns and wz.08 MG's) and AA machine guns were added. The train also received radio and signal equipment then.

In 1939, during the mobilization, the 2nd Armoured Train Unit in Niepolomice mobilized five trains, and among them armoured train nr. 51 - former "I Marszalek" (the names were not used anymore officially).

"Strzelec Kresowy" means: "The Rifleman of Kresy". Kresy was the name of former (XVI c.- 1939) Polish eastern border territories, now: western Ukraine and Belarus.

"Pierwszy Marszalek" means: "the First Marshal" - Marshal Józef Pilsudski, 1867-1935, one of the founders of the independent Poland, Polish Head of State in 1918-22; later: the actual head of state in 1926-35, after his coup d'etat of 1926. The correct spelling with Polish characters is: "...Marszałek"

Combat use in 1939:

The armoured train nr. 51 (former "I Marszalek") was commanded by Cpt. Leon Cymborski, since 2.09.39 - Cpt. Zdzislaw Rokossowski.

The train was assigned to the "Kraków" (Cracov) Army.

On the 1st September 1939 the train was in Skawina railway station, south of Cracov. Just on that day it came into action, supporting with artillery fire the 1^st Mountain Brigade, fighting in Beskidy Mountains. On 2 September the train was in Jordanów railway station. In the morning, the station was shelled by the enemy artillery, and Cpt. Cymborski was injured. The 2nd in command, Cpt. Rokossowski took over the command then. During the next several hours the train was bombarding the units of the German 2^nd Panzer Division with an indirect fire, controled from the observation outpost. The train was cooperating with the 10^th (Motorised) Cavalry Brigade - 10.BK then. In the afternoon, after the observation outpost was destroyed, the Poles tried to control a fire using armoured draisines. Finally, when the Polish units defending Jordanow withdrew at about 5 pm, the train was also withdrawn to Kalwaria Zebrzydowska.

The artillery wagon of "I Marszalek" in 1937-39 camouflage.

In the next few days the train wasn't used in combat, only its draisines were acting in reconnaissance (on 5 September the draisine unit commander was injuried in a skirmish). On 8 September the train was on the way from Tarnow to Mielec and Tarnobrzeg. It came across a recce unit of the 2^nd PzDiv (again!) and damaged enemy armoured car. The further line to Rozwadow was jammed with destroyed or abandoned evacuation trains, and the crew of "Marszalek" had to work all day, removing the wagons from the track with a crane. The train finally got to Rozwadów junction (near Stalowa Wola) on 10 September, and stayed there for the next few days. On 10 September the armoured train carried the food and ammunition supplies for the units of Gen. Szyling, fighting still on the west bank of the Vistula. On 11 September, the crew found an abandoned 40mm Bofors wz.36 AA-gun in Stalowa Wola, which, after putting upon the flatcar, strengthened the train's AA defence. On 13 September, the train was protecting the bridge on the San. On 14 September, while covering the retreat of Polish forces near Zaklikow village, the train managed to delay the advance of the German 4th Infantry Division units until the next day and prevented Polish 94^th Inf. Rgt. from being cut off of Polish main forces.

The artillery wagon of "I Marszalek" in a camouflage from 1937-39.

Then, the train was withdrawn farther towards east, to Lublin, where it was decided to move the train to Lwow (Lviv, now in Ukraine). It had to be done roundabout, because the direct lines were just about to be captured. On 16 September 1939, the crew had to "chop" the way to Kovel (now in Belarus) across heavy railway jams, removing the jammed wagons of the track with a crane, and even to build new railway detours in order to pass destroyed and totally jammed stretches. The auxiliary section underwent an air raid, with a few injuries. During the previous days also the armoured section underwent several air raids, without major effects though.

On the 17th September 1939, the Soviet Union, fulfilling Ribbentrop-Molotov treaty, invaded eastern Poland. That day the train nr.51 was in Sarny and according to the source [8], was fighting with the Soviet air raids, shooting down one plane. On the next day in the morning, near Kostopol, the train met Soviet motorized column riding from Rowne. In a skirmish, the train supposedly destroyed 4 armoured cars "3-axle type" (BA-6), 3 artillery tractors and several trucks. Next, the train was patrolling in Sarny area, on occasion shooting at Soviet planes and cavalry units. On 20 September, the train was supporting Polish KOP (Border Protection Corps) soldiers with fire from Niemowice station. On the next day, it was protecting Polish soldiers' retreat.

The fate of the train is not clear yet. According to sources [2 & 8], on 22 September 1939 in the afternoon, the train was bombed by the Soviet planes. Both armoured section and auxiliary section were damaged, so Cpt. Rokossowski ordered to leave the train. However, the train was not bombed, but abandoned due to the advance of Soviet armoured units, cutting the line to Lviv. After leaving the train, some of the crew members joined Polish SGO (Independent Operational Group) "Polesie", which surrendered to the Germans after the Battle of Kock on the 5th October 1939, being the last Polish unit in the field.

Modificato 21 Dicembre 2008 da intruder

21 Dicembre 2008

Polish Armoured Train Nr. 51 ("I Marszalek")

2^a parte

Further service:

This was the end of "I Marszalek", but not the end of the train itself, though. The armoured train was captured by the Soviets, repaired and put into service as Бепо (Бронепоезд - armoured train) of the 77^th NKVD Regiment from the 10^th NKVD Division. The division was used in an occupation service in former eastern Polish territories, which had just became "Western Soviet Ukraine" at that time. In June 1941, the train was stationed in Ivano-Frankovsk (formerly Stanislawow), south-east of Lviv, commanded by Lt. I. D. Turganov (it is noteworthy, that former Polish train nr.53 "Smialy" was stationed nearby, as BEPO of the 75^th Rgt. of the same division). The Soviet 12^th Army of the South-West Front operated in that area. After German attack on 22 June 1941, the train was supporting the withdrawing 77^th NKVD Regiment. On 5 July 1941, the train was fighting against German tanks, and according to Soviet sources, destroyed or immobilised a few. On the 7th July, the train, after running out of ammunition, was left and blown up by the crew.

...Still further service (PZ 10b and PZ 11):

The damages could not be severe, though, because after a few months the armoured train was repaired, rebuilt and put into the German service in December 1941. The Germans formed one strong armoured train, Panzerzug 10 of two Polish armoured trains, captured on the Soviets. Panzerzug 10 consisted of two independent parts: Kampfzug A (former train nr. 53 "Smialy"; Бепо of the 75^th NKVD Rgt) and Kampfzug B (PZ 10b; former train nr. 51 "I Marszalek"; Бепо of the 77th Rgt). Panzerzug 10b had two original artillery wagons of "I Marszalek" and initially also the original armoured locomotive series Ti3. In June 1942 the train received new infantry wagons and German locomotive. During all the service, the train was used in the Eastern Front, and was damaged a few times.

On 31 July 1943 Panzerzug 10 was split into two separate units: Kampfzug A (former train nr.53) remained PZ 10, while Kampfzug B (former train nr.51) was designated Panzerzug 11. In summer of 1944, Panzerzug 11 took part in a retreat combat. Finally in the end of 1944, it was operating in south-eastern Poland, in Kielce area. Panzerzug 11, former Polish "Pierwszy Marszalek", ended its combat career on 13 January 1945 near Checiny (a small town near Kielce, with an interesting castle ruins), abandoned by the crew, when it could not retreat before advancing Soviets, due to a destroyed bridge over the Nida river.

Train composition in 1939:

The armoured train nr. 51 consisted of:

- an armoured section: (front) flatcar - artillery wagon - assault wagon - armoured locomotive - artillery wagon - flatcar (end)

- a platoon of armoured draisines (scout rail vehicles)

- an unarmoured auxiliary section

Locomotive:

The standard locomotive for Polish armoured trains since 1927 was the armoured steam locomotive series Ti3 (former Prussian series G53, built in 1903-06, armoured in Poland). The locomotive used in "I Marszalek" was Ti3-2, former G53-4024 Danzig. It differed from the others, since it had a rotating turret from armoured car wz. 29 instead of a common observation cupola. Some sources suggest it could have one 7.92mm wz.25 AAMG, but this is not confirmed.

In the first years the train had the standard Soviet armoured locomotive "O"-series.

An armoured locomotive series OV of "General Dowbor", with "Hunhuz" armour type, under repair.

Artillery wagons:

Armoured train nr.51 had two four-axle artillery wagons, of the standard Soviet type, recognized as "Krasnoye Sormovo" (possibly type S.30?). They were built in Krasnoye Sormovo works in Nizhny Novgorod (Gorki). Such wagons were typical for Soviet trains, built in a significant number, in several variants.

Each was armed with two 75mm wz. 02/26 (modified Russian "3in" Putilov) field guns in two artillery turrets. The turrets could rotate at 360°, the practical angle of fire was only a bit less.

Other armament consisted of 2 x 7.92mm wz. 08 (Maxim) machine guns in each artillery turret (on either side of the gun) and 4 x wz.08 machine guns in wagon's sides. In the early thirties, each of the artillery wagons was fitted with one 7.92mm wz. 08 anti-aircraft machine gun in a small turret on the roof, with the maximum elevation of 90°, in a place of an earlier observation turret. The total for an artillery wagon was 8 wz.08 MG's and one AAMG. The ammunition was probably 3,750 rounds per each MG (in 250-round belts). Probably up to 120 artillery rounds per gun were carried in artillery wagons.

Initially, the wagons most likely had Russian 76.2mm M.02 (3in) guns and 7.62mm Maxim M.05 or M.10 HMG's.

The armour thickness was probably 8 - 12mm (it might have been covered with oak planks from the inside). The wagon had one door in each side. The crew of one wagon was about 35 men.

Assault wagon:

The assault wagon (Polish nomenclature) was intended for the transportation of an assault platoon. The two-axle wagon of "Pierwszy Marszalek", shown on the photo above, had number 393088 and was of the Austro-Hungarian origin, rebuilt in Poland. It was originally of the same type, as the wagon of train nr.15 "Smierc", probably acquired on the same occasion.

The assault wagon was initially armed with 4 MG's in side casemates. After the modernization in the thirties, it was armed with 4 x 7.92mm wz. 08 (Maxim) MG's in the side doors - they could be used to flank-fire along the train. The ammunition was probably 3,750 per MG (in 250-round belts). The armour was probably made of double layers of regular steel plates (12 mm and 9 mm), separated with 40 mm wooden layer. The wagon had two doors in each side, and doors in both ends, which (theoretically) enabled passing between wagons. It also had hatches in the bottom.

The assault platoon consisted of 32 men (1 officer, 7 NCO's, 24 soldiers, with 2 LMG's). The total wagon's crew was about 40 (with signalmen and stretcher-bearers).

Since the early thirties, the assault wagon was equipped with long-range radio RKD/P (range - up to 100km), placed in a separate radio cab in the middle of the wagon. The wagon was also fitted with a power generator, batteries and a large clothes line aerial on the roof. The significant feature was three rows of aerial masts, the middle row was higher.

The crew of the train's armoured section was about 120-130 men - the whole armoured train's crew (with an auxiliary section and draisines) was about 190.

Flatcars:

On both ends of the armoured train, there were two flatcars. Their primary function was to protect the armoured train against mines or a derailment. They were also used to carry engineering materials (tools, rails and sleepers, logs, explosives etc.) and also bicycles and motorcycles (part of it was carried on the auxiliary train's flatcars).

Since 11 September 1939, train nr.51 probably was fitted with an additional 40mm wz.36 Bofors AA-gun, seated upon one of the flatcars (or maybe an additional flatcar).

The standard flatcar series Pdkz (type VIIIC) was two-axle. Weight - about 10 t, load capacity - 17.5 t, length - 13 m (511 in), wheelbase - 8 m (315 in).

Armoured draisines platoon:

Each armoured train, mobilized in 1939, had a platoon of armoured draisines (scout rail vehicles). Train nr. 51 had a standard armoured draisines platoon, consisting of:

- two "R" type armoured draisine (FT-17 tanks on rail chassis')

- four "TK" type armoured draisines (tankettes on rail chassis')

Draisines usually acted in two units, consisting of: one "R" and two "TK" draisines. All the tanks could be easily detached from their rail chassis' and then used for ground reconnaissance tasks. The fifth TK tankette was in reserve.

Auxiliary train:

Each armoured train, considered as a military unit, also included an unarmoured auxiliary section. The auxiliary section accompanied the combat section in operational movements and provided it with an accommodation and logistics support. It was manned by a platoon consisting of 1 officer, 21 NCO's and 26 soldiers. The length of the auxiliary section of the train was about 250 m (820 ft).

It consisted of: a locomotive, coaches for officers (2), NCOs (2) and soldiers (8), supply wagons, an ambulance coach, a kitchen coach, a workshop wagon, a coal wagon, a water tanker and flatcars (5) - up to 30 carriages.

It also also should have two wz.34 half-tracked trucks, one light truck (Polski FIAT 618?) and four motorcycles with sidecars CWS M-111 - on three flatcars. Wz.34 half-tracks were from the repair patrol, and they could be equipped with a rail-riding device.

Modificato 21 Dicembre 2008 da intruder

22 Dicembre 2008

Polish Armoured Train Nr. 54 ("Grozny")

1^a parte

History:

During the Polish-Soviet war in 1919 and 1920, the Polish forces captured many Soviet armoured trains. Several of them were modern ones, with twin-turret artillery wagons, better armed and armoured than contemporary Polish half-improvised trains. Such captured artillery wagons served in a Polish armoured train "Grozny" until 1939, and then until 1945 in German service.

"Grozny" in late 1930's, in an old camouflage (except for a locomotive).

Original "Grozny" was created in January 1919 in Warsaw railway workshops. Initialy, it consisted of improvised partially armoured wagons, but in the folowing two years the train was strengthened and its composition was changing. In December 1919 the train was commanded by 2nd Lt Jan Werakso.

"Grozny" was used intensively from the beginning of Polish-Soviet war 1919-21. With Polish forces of Wolyn Front it took part in the offensive in Ukraine and reached as far to the east as 15 km beyond Kiev in May-June 1920. Then, "Grozny" was covering Polish retreat, and in August 1920 it took part in Warsaw Battle, being employed in the 4^th Army. Later, during the chase after the enemy, it took part in a battle of Zamosc. Initially the train had number 15 (P.P. 15 - Armoured Train nr.15), in September 1920 it figured with nr. 22.

"Grozny", probably between March-September 1920. A fully armoured locomotive is likely of a series 73. Behind it - one of the final twin-turret artillery wagons, from BP 56 train. The first artillery wagon is also of a Soviet origin, built upon 4-axle open freight wagon. The train's badges are seen on the first wagon and locomotive's dome.

"Grozny" received its final twin-turret artillery wagons not earlier, than in 1920. According to the most reliable source, the first wagon came from a Soviet train BP no. 56 "Kommunar", captured in March 1920, while the other one was captured in autumn of 1920 (possibly between March-September 1920 "Grozny" consisted of one modern wagon and a few others).

According to the source [4], the twin-turret wagons were taken from the captured armoured trains: "Kommunist" and "Karl Liebknecht", but most likely the first train is confused with "Kommunar". As for "Karl Liebknecht" (BP 60), it had wagons of a different type, than "Grozny"s.

According to one crewman's report, in spring of 1920, the "Grozny"s crew mined the track and blew up a Soviet train "Komunar", capturing two armoured wagons with 4 guns and 15 MGs, what confirms the train's name.

One of artillery wagons of "Grozny" in the early 1920's, most likely of former BP 56 "Kommunar". The name "Grozny" is painted on a side, under the emblem. Armament: two 76.2mm guns and 8 MG's (note the armoured covers for side MG's). The wagon has no armour skirts under its middle part yet.

In 1920 there was also other armoured train with "Grozny" name used: "Grozny-szeroki". It was a Soviet wide-gauge armoured train, captured in Kozyatyn and manned partially by the crew of "Grozny" - hence the name of the new train; 'szeroki' means: 'wide' (gauge). Such trains were operating on those parts of the captured area, where the railway have not been altered from Soviet 1524mm gauge to standard 1435mm gauge yet. "Grozny-szeroki" was fighting in May-June 1920 in Ukraine, then it was probably demobilized or lost during the retreat.

After the war, "Grozny" was assigned for the further service, among 12 most modern trains. Since 1921 it had number 4. In the winter of 1923/24 most of Polish armoured trains were demobilised and stored, among them was also "Grozny". It was brought back to service probably in 1925, or a bit later, because "Grozny" and "Smialy" were the first two trains assigned to the 2^nd Armoured Trains' Unit (dywizjon pociagow pancernych) in Cracov-Niepolomice, newly created in 1928. During the next years they were used for training.

The final composition of Polish armoured trains was established in 1929. In the early thirties the train and its wagons underwent some modernization. The locomotive was changed to the standard type Ti3. The train's armament was standardized (100mm wz.14/19A howitzer, 75mm wz.02/26 guns and wz.08 MG's) and AA machine guns were added. The train also received radio and signal equipment then. Possibly in 1934, after modernization, "Grozny" was brought back to a "mob" (mobilization) reserve. One source claims that it was used for training still after this date, but a description of the training train fits to "Pilsudczyk" or "Smialy" rather.

In 1939, during the mobilization, the 2^nd Armoured Train Unit in Niepołomice mobilized five trains, and among them armoured train nr. 54 - former "Grozny" (the names were not used anymore officially).

Combat use in 1939

Armoured train nr. 54 (former "Grozny") was commanded by Cpt. Jan Rybczyński (killed on 02.09.39)

In August 1939 the train was assigned to the Cracov Army, specifically to the GO (Operational Group) "Slask" (Silesia). On the 1st September it was patrolling railway lines and had a skirmish with the German infantry of the 8th Inf. Div. In the evening, it was assigned to support Polish II/73 Battalion (the 2^nd battalion of the 73^rd Regiment, of the 23^rd Division). The train was attacked by German bombers - it got one close hit, but luckilly the bomb did not explode.

On the second day of the war, the train was supporting Polish infantry near Tychy town (south of Katowice) and it took part in an attack of the III/75 Battalion. The Polish infantry attacked towards south, along the railway line. Despite the enemy had positions hiden in a forrest, the train was moving with the first attack line, causing heavy losses to German III/48 Inf. Bttn (of the 28^th Div.). After the Germans were forced to withdraw from the forrest, the train was used to evacuate injuries to Tychy. In the afternoon it came back into action. The attempt at using the assault platoon failed in enemy MG and mortar fire. The train was neglecting the enemy until the evening, despite several artillery and air attacks. Unfortunately, in the final stage of the combat, Cpt. Rybczyński was killed in a tankette, when going to a reconnaissance. The command was taken by Cpt. Józef Kulesza and the train was moved to Mysłowice (Myslowitz) town, on the Army's commander's order.

On 3 September the train nr. 54 was used once again in one short action towards Tychy, shooting at the approaching units. Later it was withdrawn to protect Polish positions on the Przemsza river. The whole front was collapsing, and on 4 September the train was protecting the right flank of the withdrawing GO "Jagmin" (former GO "Slask"). In the evening the train was under artillery fire. The tender was hit and the commander was slightly injured. On the next day the train's tankettes, sent to a reconnaissance, drove out German motorised pioneer patrol (of the 27 Inf.Div.), that was trying to destroy the line. In the evening the train went to Cracov, where it joined its auxiliary section again (which went to Cracov through the other line on 4 September).

On 7 September the train was moving east towards Tarnow town, when there appeared, that the bridge upon the Dunajec river is blown up. When German patrols appeared nearby, Cpt. Kulesza ordered to leave the train. Polish soldiers damaged the locomotive with explosives and took out MG's and gun's breeches (some of the crew joined later train nr. 51).

Abandoned train nr.54

German service

This was the end of "Grozny", but not the end of its armoured rolling stock service. The train nr. 54 was captured by the Germans and its history merges here with two newly formed German armoured trains: Panzerzug 21 and Panzerzug 22.

Captured Polish armoured trains in Cracov, winter 1939/40 - in the foreground there are wagons of "Grozny". The first locomotive series Ti3 comes probably from the other train - note its observation turret (from wz.29 armoured car).

Panzerzug 21 was put into service on 10 June 1940 and it all consisted of ex-Polish rolling stock. One artillery wagon (armed with 100mm howitzer and 75mm gun) and an assault wagon came from "Grozny" (the second artillery wagon came from former train nr. 52 "Piłsudczyk"). The train was used on the Eastern Front, and on 30 October 1944, was captured by the Soviets in Mozheiki (Mazeikiai, Lithuania).

The second artillery wagon from "Grozny" (with two 75mm guns) was used in the German armoured train Panzerzug 22, put into service on 10 July 1940. For most of the time, it used the locomotive Ti3-4, also from "Grozny". From 1941 till 1944 the train was used in an occupation service in France, then it was used on the Eastern Front. It was destroyed on 11 February 1945 in Sprottau.

Modificato 22 Dicembre 2008 da intruder

22 Dicembre 2008

Polish Armoured Train Nr. 54 ("Grozny")

2^a parte

Train composition in 1939

The armoured train nr. 54 consisted of:

- an armoured section: (front) flatcar - artillery wagon - assault wagon - armoured locomotive - artillery wagon - flatcar (end)

- a platoon of armoured draisines (scout rail vehicles)

- an unarmoured auxiliary section

The armoured train, as a military unit, consisted of: an armoured section, a platoon of armoured draisines and an unarmoured auxiliary section. The armoured section and armoured draisines were the combat section of the armoured train, while the auxiliary section was supporting the operation of the combat section in respect of logistics and accommodation, and did not take part in combat.

Locomotive

The standard locomotive for Polish armoured trains from 1927 was the armoured steam locomotive series Ti3 (former Prussian series G53, built in 1903-06). The locomotive of "Grozny" was Ti3-4 (former G53-4023 Koenigsberg). It was manufactured in 1903 in Egestorff, its factory number was 4116.

Artillery wagons

"Grozny" had two Soviet-built four-axle twin-turret artillery wagons. Both were of the same type, differing in artillery turrets only (the most typical and initial turret form for such wagon type was a cyllindrical one, as of the second wagon). These wagons were constructed possibly in Izhorski Works in Izhorsk (the source [4] recognizes the type as modified "Krasnoye Sormovo", which seems incorrect). The significant feature was a rounded hatch on each side. The horizontal angle of fire was about 270° for each turret. In the Polish service a gauge of captured wagons was changed from broad gauge 1524mm to standard 1435mm, and they were also fitted with a full-length armour skirts at the bottom.

The first wagon was most probably captured in March 1920 with the armoured train BP 56 "Kommunar". In 1939 it was armed with two 75mm wz. 02/26 (modified "3in" Putilov) field guns in two turrets.

Other armament consisted of 4 x 7.92mm wz. 08 (Maxim) heavy machine guns in artillery turrets (on either side of each gun) and 4 x 7.92mm wz. 08 machine guns in wagon's sides - total: 8 MG's (and an AAMG). This wagon was later used in German Panzerzug 22.

A good view of the artillery turret of former "Grozny's" wagon in Panzerzug 22. The oval ports for machine guns are visible on both sides of the 75mm wz. 02/26 gun.

Machine gun wz.08 in a cylindrical mounting, used in Polish armoured trains - and mounted in a casemate door of artillery wagon of the armoured train "Smialy" or "Pilsudczyk" (on the right).

The Polish camouflage on the pictures below and above and a title photo, with sharp black edges, was used until late 1930's only. The colors might be: light grey, green and brown. In 1939, the train was painted with the new standard three-color camouflage, of brown green and dark brown irregular patches upon a greyish sand basic color.

The second artillery wagon was armed with one 100mm wz. 14/19A (Skoda) howitzer and one 75mm wz. 02/26 field gun in two turrets (on the drawing, the howitzer is in the right turret). Other armament consisted of 4 x 7.92mm wz. 08 (Maxim) machine guns in the sides. This wagon was later used in German Panzerzug 21.

In the early 1930's, each of artillery wagons was fitted with one 7.92mm wz. 08 anti-aircraft machine gun in a small turret on the roof, with the maximum elevation of 90°. The ammunition was (probably) 3,750 rounds per each MG (in 250-round belts). Probably up to 120 artillery rounds per gun were carried in artillery wagons.

In the beginning of the service the train had Russian 76.2mm wz.02 (M.1902) guns (3in Putilov) and possibly 122mm (4.5in) howitzer. The MG's were likely 7.62mm Maxim M.05 or M.10.

The armour thickness was about 8 - 12mm (it also might have been covered with oak planks from the inside?). The crew of each artillery wagon was about 35 men.

Assault wagon

The assault wagon (Polish nomenclature) was intended for the transportation of an assault platoon. The wagon of "Grozny" was built in 1920 in Polish railway workshops in Nowy Sacz, as an artillery wagon for the armoured train PP "Stefan Czarniecki". In the early thirties it was rebuilt to an assault wagon.

The wagon was armed with 4 x 7.92mm wz. 08 (Maxim) MG's in the sides. The ammunition was probably 3,750 per MG. The armour was similar to artillery wagons. The assault platoon consisted of 32 men (1 officer, 7 NCO's, 24 soldiers, with 2 LMG's). The total wagon's crew was about 40 (with signalmen and stretcher-bearers).

The assault wagon of "Grozny" in the German service in PZ 21. Polish cyllindrical mountings of HMG's are replaced with simple MG ports. Note its significant rounded roof sides.

The assault wagon was equipped with long-range radio RKD/P (range - up to 100km), placed in a separate radio cab in the middle of the wagon. The wagon was also fitted with a power generator, batteries and a large clothes line aerial on the roof (7 masts in two rows). Apart from side doors, the wagon also should have hatches in the bottom. The wagon likely had doors in end walls as well.

The crew of the train's armoured section was about 120-130 men - the whole armoured train's crew (with an auxiliary section and draisines) was about 190.

Flatcars

On both ends of the armoured train, there were two flatcars. Their primary function was to protect the armoured train against mines or a derailment. They were also adapted to carry engineering materials (tools, rails and sleepers, logs, explosives etc.) and also bicycles and motorcycles (part of it was carried on the auxiliary train's flatcars).

The standard flatcar series Pdkz type VIIIC was two-axle. Weight - about 10 t, load capacity - 17.5 t, length - 13 m (511 in), wheelbase - 8 m (315 in).

Armoured draisines platoon

Each armoured train in 1939 had a platoon of armoured draisines (scout rail vehicles). The train nr.54 had a standard armoured draisines platoon, consisting of:

- two "R" type armoured draisine (FT-17 tanks on rail chassis')

- four "TK" type armoured draisines (tankettes on rail chassis')

Draisines usually acted in two units, consisting of: one "R" and two "TK" draisines. All tanks could be easily detached from their rail chassis' and then used for ground reconnaissance tasks. The fifth TK tankette was in reserve.

Auxiliary train

Each armoured train, considered as a military unit, also included an unarmoured auxiliary section. The auxiliary section accompanied the combat section in operational movements and provided it with an accomodation and logistics support. It was manned by a platoon consisting of 1 officer, 21 NCO's and 26 soldiers. The length of the auxiliary section of the train was about 250 m (820 ft).

It consisted of: a locomotive, coaches for officers (2), NCOs (2) and soldiers (8), supply wagons, an ambulance coach, a kitchen coach, a workshop wagon, a coal wagon, a water tanker and flatcars (5) - up to 30 carriages.

It also had two wz.34 half-tracked trucks, one light truck (Polski FIAT 618?) and four motorcycles with sidecars CWS M-111 - carried upon three flatcars. Wz.34 half-tracks were from the repair patrol, and they could be equipped with a rail-riding device.

Modificato 22 Dicembre 2008 da intruder

23 Dicembre 2008

Polish armoured train nr. 55 ("Bartosz Glowacki")

Bartosz Głowacki (Wojciech Bartosz or Bartos) (~1758 - 1794) was a peasant, who gained the glory leading a scythemen assault on Russian cannons in the battle of Racławice during Kosciuszko Insurrection in 1794. For his valour, Chief Tadeusz Kosciuszko promoted him to officer and honoured with a noble name "Głowacki".

History

The second Polish light armoured train of 1939 was train nr. 55 (former "Bartosz Glowacki"). This is the most "mysterious" unit of Polish regular armoured trains, for there are not any photos depicting the train in 1939 available. Fortunately, we have found a drawing, making a reconstruction of its look possible.

The original armoured train "Bartosz Glowacki" was created in 1920. In September 1920 it was assigned to the armoured trains' unit at a disposal of the 15th Infantry Division of the 4th Army (along with armoured train "Wilk" - the Wolf). It had number P.P. 20 then. Among others, the train was employed in the Army's attack on Volkovysk town. At that time it had 6 armoured wagons, with 2 guns and 10 MG's. It distinguished itself in an action on Polonki town. In December 1920, the train was assigned to the 2^nd Army.

Bartosz Glowacki" in the early twenties, probably during the Polish-Soviet war. The first artillery wagon has a train's name painted on a side, and a gun's name: "Maryś" (Mary), painted on a turret. Note a camouflage, and partially armoured infantry wagons with high MG turrets in the background. Probably this artillery wagon, after modifications (cutting off the vertical edges to fit four MG ports, modifying the doors, etc.) was used in one of the Polish practice trains in the thirties. Later such captured modified wagons were used in German armoured trains: Panzerzug 21 and Panzerzug 22.

To move back in time, in the late 1919, the Polish Army intended to build several new wide-gauge armoured trains to use on the Soviet tracks of the captured area (the Russian track gauge was 1524 mm /5ft., instead of standard gauge 1435 mm used in the rest of Europe). These trains were to be built using captured Soviet wide-gauge flatcars and freight wagons, which were gathered in Warsaw in this purpose. Due to war events (the Polish withdrawal in the summer of 1920), the need of wide-gauge trains disappeared and this idea was abandoned. Finally some of this stock was used for building standard-gauge armoured wagons, according to a design by Armoured Trains Construction Management (KBPP) in Warsaw. Their distinguishing feature was a construction of rounded armour strips, giving them rounded, "half-barrel" shape in cross-section. Yet in 1920, such artillery wagons were used in "Pilsudczyk", "Paderewski" and "Hallerczyk" (photo). Such assault wagons were used in armoured trains: "Generał Sosnkowski", "Smialy" and "Poznańczyk" (in the latter two - in 1939). Finally, four such armoured wagons were given to train "Bartosz Głowacki", but the exact date is not known. Probably it was done in the twenties, only after the Polish-Soviet war. Probably they were three artillery wagons and an assault wagon, numbers: 630726 - 29.

After the Polish-Soviet war, "Bartosz Glowacki" was assigned for the further service, among 12 most modern trains, and it was given a number P.P. 10. In the winter of 1923/24, "Bartosz Glowacki" was demobilized and stored, along with most Polish armoured trains. Probably it was not brought back from reserve to active service before a mobilization in the summer of 1939. The final composition of only two artillery wagons and one assault wagon of the "Warsaw-built" type was probably established in 1929. In the late twenties or early thirties the train underwent some modernization, and its locomotive was changed to Ti3 type. Its armament was standardized (75mm wz.02/26 guns and wz.08 MG's), it received radio and signal equipment and AA machine guns. In the thirties, "Bartosz Glowacki" was assigned to the 2st Armoured Train Dywizjon (Unit) in Niepołomice, near Kraków.

In 1939, former "Bartosz Glowacki" was mobilized as pociąg pancerny nr 55 - armoured train nr. 55 (the names were not used officially anymore).

Combat use in 1939

Armoured train nr. 55 (former "Bartosz Glowacki") was commanded by Cpt. Andrzej Podgórski.

On 28 August 1939 the train was moved from Niepołomice to Tłuszcz town, where it remained until 3 September. Then, the train was assigned to the Reserve Army "Prusy" (Prussia), and during the next week it was remaining around Warsaw, being moved from one place to another (Koluszki, Skierniewice, Warszawa, Mińsk Mazowiecki, Siedlce, Łuków) along with armoured train nr. 53, without any combat orders, apart from patrolling the track Skierniewice-Żyrardów on 8 September. The trains were remaining without a contact with the enemy in that period, apart from air raids (since 4 September, train nr. 55 had to "share" its auxiliary section with train nr. 53, whose auxiliary section was bombed in a heavy air raid on Koluszki station). On 11 September the crew of "Bartosz Glowacki" found an abandoned 40mm Bofors anti-aircraft gun in Lukow, which, seated upon a flat-car, remarkably strengthened the train's AA defence.

Finally, both trains were moved to Brzesc-on-the-Bug fortress (now: Brest, Ukraine). The train first came into action on 14 September near Żabinka railway station, where a reconnaissance unit of the 3rd Panzer Division was reported. Four train's tankettes (of armoured draisines) were sent to attack the German armoured car platoon, that was standing on a bridge, but 3 tankettes were hit and destroyed (without crew losses, luckily). An attempt of using the train's assault platoon failed in the German cars' fire. Only the train's artillery made the enemy unit withdraw.

Soon after, the train, standing on a crossing, halted and made retreat a column of the division, burning a few vehicles. Taking cover behind a hill, a group of tanks of the 5th regiment made an attempt of cutting the train's way off, but the train's artillery foiled their movement. Next, the train was shelled by a battery of the 75^th artillery regiment, and after about 45-min duel, it withdrew to Brzesc. One of the train's Renault tank draisines was damaged and left. In this combat, train nr. 55 succesfully managed to delay a movement of the German armoured division. Some German sources claimed even, that the train was destroyed in that skirmish.

Since the German units captured a part of Brzesc and a main railway station that day, the trains nr. 55 and 53 were ordered to move south. After a short rest in Kovel on 18 September 1939, they were ordered to Lwów (Lviv, now in Ukraine). On 19 September train, nr. 55 was supporting Polish troops of the 35th Infantry Division (Reserve) in a sortie from Lwow in order to get in contact with the approaching Gen. Sosnkowski's army. In that action, the train got under enemy artillery fire (of the 1st Mountain Div.), and suffered severe damage. The wagons and locomotive were damaged, though the casaulties were not high (2 killed and several injuried). The train was pulled out back with an oridnary locomotive, but was incapable of further fighting. Lwów surrendered on the 22nd September to the Soviet soldiers, which invaded Poland on the 17 September 1939, and have just approached the city in accordance with German-Soviet line of division of Poland. Both armoured trains, nr. 55 and nr. 53 were captured by the Soviets in the city.

This was not the end of the train's life, though. The Soviets repaired the train, and put into service as Бепо (Бронепоезд - armoured train) of the 58^th NKVD Regiment (the NKVD armed forces were used as border security guards). It was probably used in the area of Lviv, its further fate is not known yet. Most probably it was destroyed or abandoned during the Soviet withdrawal in June-July 1941. According to W. Sawodny, the assault wagon of "Bartosz Glowacki" was captured in 1941 in Lviv, and used in the German train Panzerzug 10, created of ex-Soviet (former Polish) equipment.

Composition of armoured train nr. 55 in 1939

- an armoured section: (front) flatcar - artillery wagon - assault wagon - armoured locomotive - artillery wagon (2) - flatcar (end)

- a platoon of armoured draisines (scout rail vehicles)

- n unarmoured auxiliary section

The armoured train, as a military unit, consisted of: an armoured section, a platoon of armoured draisines and an unarmoured auxiliary section. Speaking of combat, by a phrase: "armoured train" I mean the armoured section of the train only. The auxiliary section was always acompanying the armoured section, when not involved in combat duties.

Locomotive

The standard locomotive for Polish armoured trains since 1927 was the armoured steam locomotive series Ti3 (former Prussian series G53, built in 1903-06). See more on a Ti3 page.

The locomotive used in "Bartosz Glowacki" was probably Ti3-14 (ex- G53-4052 Essen).

Upon a tender, there was a commander's turret, equipped with a short-range radio RKB/C to contact the draisines, and an intercom to contact the wagons. It also had some optical and sonic means of internal communication (color lights, bells and horns). Maximum speed of a locomotive with armoured wagons was about 45 km/h (28 mph).

Artillery wagons

A drawing of an artillery wagon of "Bartosz Glowacki", built in Warsaw. As it was described above, the train was equipped with three such wagons, probably after Polish-Soviet war. In 1939 the train should have only two artillery wagons, as other Polish trains. This drawing is a copy of some photograph (note, that the proportions are deformed), showing the wagon's look in the early thirties (AAMG turret added, early "sharp" camouflage).

The two artillery wagons of "Bartosz Glowacki" were of the same type, built in Poland over ex-Soviet two-axle flatcars, according to a design by KBPP in Warsaw. Each was armed with one 75mm wz.02/26 field gun (modified "3in" Putilov gun) in an end cyllindrical turret, rotating at about 270° (gun data). In the twenties, they had original guns 76.2mm wz.02. Other armament consisted initially of two machine guns in the sides and possibly one MG in a high turret (a drawing to the right shows the original wagon's look, nr 02006 of "Pilsudczyk"). In the late twenties or early thirties, the wagons were modified. Since then, they were armed with four 7.92mm wz.08 Maxim (MG-08) machine guns in standard cyllindrical mountings in the sides, and an anti-aircraft MG of the same type in a new roof turret (a maximum elevation was 90°). The ammunition carried in a wagon was probably 120 artillery rounds and 3,750 rounds per each MG (in 250-round belts). In the early twenties, these wagons were used in trains: "Pilsudczyk", "Paderewski" and "Hallerczyk".

The wagon was built of rounded armour strips, combined with trench shields with visors. The armour thickness was up to 20mm (source [5]), the sides might be covered with oak planks from the inside. Crew was probably about 15-17 men. Length was about 11.6 m

Assault wagon

The assault wagon (Polish nomenclature) was intended for the transportation of an assault platoon. This photo depicts the assault wagon from armoured train nr. 55, captured by the Germans in 1941 in Lviv and used in armoured train Panzerzug 10 suspected, it was the wagon of train nr. 53 "Smialy"). In 1939 the same wagons were also used in trains nr. 53 and nr. 12 ("Poznańczyk"). They differed in a bottom armour skirt (in "Głowacki" - cut off, only the wheels covered, in "Śmiały" - full skirt, in "Poznańczyk" - partially cut-off). Moreover, this wagon has centrally placed doors.

The origin of this wagon was the same, as of artillery wagons (Polish-built in Warsaw upon ex-Soviet flatcar). The wagon had a two-leaf door in each side, and also doors in both end walls. It was armed with four 7.92mm wz. 08 MG's in the sides, the ammunition was 3,750 rounds per MG. The armour was the same as in artillery wagons. The assault platoon consisted of 32 men (1 officer, 7 NCO's, 24 soldiers, with 2 LMG's). The total wagon's crew was about 40 (with signalmen and stretcher-bearers).

Since the early thirties, the assault wagon was equipped with long-range radio RKD/P (range - up to 80km), placed in a separate radio cab in the middle of the wagon. The wagon was also fitted with a power generator, batteries and a large clothes line aerial on the roof (7 masts in two rows - the wagon on the photo has its aerials removed). Apart from the doors, the wagon also should have hatch in the bottom.

The wagon's length was 11.6 m, width: 3.15 m, height (without aerial masts): 4.7 m, axle track: 6.1 m, axle pressure up to 14 t.

Train no. 55 was a light armoured train, so the crew of armoured section was probably only about 90 men - the whole armoured train's crew was probably up to 140-150.

Flatcars

On both ends of the armoured train, there were two flatcars. Their primary function was to protect the armoured train against mines or a derailment. They were also adapted to carry engineering materials (tools, rails and sleepers, logs, explosives etc.) and also bicycles and motorcycles (part of it was carried on the auxiliary train's flatcars). As it was described above, during the campaign the train took 40mm wz.36 Bofors AA gun onto one flatcar.

The standard flatcar series Pdkz (type VIIIC or, less likely, VIIC) was two-axle. Weight - about 10 t, load capacity - 17.5 t, length - 13 m (511 in), wheelbase - 8 m (315 in).

Armoured draisines platoon

Each mobilized train had a platoon of armoured draisines (scout rail vehicles). In 1939, train nr. 55 had standard armoured draisines platoon, consisting of:

- two armoured draisines R (tanks Renault FT-17 on a rail chassis)

- four armoured draisines TK (tankettes TK or TKS on a rail chassis)

Draisines usually acted in two units, consisting of one draisine R and two draisines TK. All the tanks could be easily detached from their rail chassis' and then used for ground reconnaissance tasks. The fifth tankette TK or TKS was in reserve.

Auxiliary train

Each armoured train, considered as a military unit, also included an unarmoured auxiliary section (Polish name "skład gospodarczy"). The auxiliary section accompanied the combat section in operational movements and provided it with an accomodation and logistics support. It was manned by a platoon consisting of 1 officer, 21 NCO's and 26 soldiers. The length of the auxiliary section of the train was about 250 m (820 ft).

It consisted of: a locomotive, coaches for officers (2), NCOs (2) and soldiers (8), supply wagons, an ambulance coach, a kitchen coach, a workshop wagon, a coal wagon, a water tanker and flatcars (5) - up to 30 carriages.

It was equipped with two wz.34 half-track trucks, one light truck (Polski FIAT 618?), four motorcycles with sidecars CWS M-111 and a reserve tankette - on three flatcars. Wz.34 half-tracks were from the repair patrol, and they could be equipped with a rail-riding device.

Modificato 23 Dicembre 2008 da intruder

23 Dicembre 2008

German armoured train Panzerzug 21

German armoured train nr. 21 (Eisenbahn Panzerzug 21 - PZ 21) was put into service on 10 June 1940. The whole train was created of the rolling stock captured in Poland in 1939. The photo below shows almost a full length of Panzerzug 21, in a state between 1940 - October 1942.

The train consisted of (on the photo - from the left):

- the artillery wagon from former Polish train nr. 52 "Pilsudczyk", armed with 100mm howitzer and 75mm gun (the wagon has side hatches open);

- the assault wagon from former Polish train nr. 54 "Grozny" - with radio aerials - Kommandowagen;

- the locomotive 54 654 - former Polish Ti3-13 (from train nr. 52 "Pilsudczyk");

- the assault wagon from former Polish train nr. 11 "Danuta"- Infanteriewagen;

- a small artillery car with 75mm gun, of Polish origin;

- the artillery wagon from former Polish train nr. 54 "Grozny", armed with 100mm howitzer (visible) and 75mm gun.

The armoured train was initially armed with two 100mm howitzers - 10cm FH.14/19(p) - Polish 100mm wz.14/19P and three 75mm guns - 7,5cm FK.02/26(p) - Polish 75mm wz.02/26. 75mm guns might have been replaced later with captured Soviet 76.2mm guns M.02/30 - German designation: 7,62 cm FK 295/1®.

All armoured wagons were also armed with non-fixed machine guns. Apart from these wagons, the train had two flatcars on both ends. From spring 1941 the train received two flatcars with 20mm (2cm) FlaK-38 AA guns.

The close-up of a so-called "small artillery wagon" from Panzerzug 21, armed with 7,5cm FK.02/26(p) (Polish 75mm wz.02/26) gun in a turret. This peculiar wagon most likely came from Polish training train. Most likely it looked initially like an old artillery car of "Bartosz Glowacki" (see the photo) and was modified by the Polish before the war by "cutting off" the corners to fit four MG ports. This wagon still retains typical Polish cyllindrical mountings for 7.92mm wz.08 (Maxim) heavy machine guns, removed later by the Germans. The same wagon was included into Panzerzug 22.

Both armoured trains created of ex-Polish stock together: Panzerzug 21 on the left, and Panzerzug 22 on the right, in Cracov, summer 1940. From the left, visible are:

- (PZ 21) locomotive Ti3-13; an assault wagon from former train nr. 54 "Grozny"; an artillery wagon from former train nr. 52 "Pilsudczyk";

- (PZ 22) a flatcar; the other artillery wagon from "Grozny".

Another shot of Panzerzug 21. From the right: the artillery wagon from PP. 54 "Grozny"; the assault wagon from PP. 11 "Danuta" with aerials removed; locomotive Ti3-13; the assault wagon from "Grozny" and the artillery wagon from "Pilsudczyk" (PP. 52). Most likely the former assault wagon from "Grozny" became Kommandowagen - command wagon, while the former assault wagon from "Danuta" became Infanteriewagen, that is why the Germans removed the original aerials from the latter.

Panzerzug 21 - the armoured locomotive 54 654 (former Polish Ti3-13 of train nr. 52 "Pilsudczyk"). On the left the assault wagon from former "Grozny" , on the right the assault wagon from former "Danuta". The photo is taken about 1940-41, because the Polish mountings for HMG's in assault wagons are not removed yet.

Excellent view of the artillery wagon of former Polish train nr. 52 ("Pilsudczyk") in Panzerzug-21 in German camouflage. The end MG casemate and side cyllindrical MG mountings are not removed yet. The right turret is 100mm howitzer's.

23 Dicembre 2008

Panzerzug 21 served on the Eastern Front mainly (except for a short "vacation" in France between April and July 1941). Here we see PZ 21 on the way from Smolensk to Kursk in February 1943, wearing winter painting. The artillery wagon from former PP. 54 ("Grozny") is on the right. Since November 1942 the train had German tank engine (Br.93 series).

Panzerzug 21. The scene is similar to the previous photo. Note Flakvierling-38 quad 20mm AA gun on the small artillery car, replacing 75mm gun turret from November 1942. The second Flakvierling-38 gun was carried on a flatcar. The artillery wagon from former "Grozny" is right behind. Further - the assault wagon from former "Danuta" and German tank engine (the train is heading left).

PZ 21 near Vassilyevitschi, Eastern Front, September 1943. The command wagon from the former "Grozny" is clearly visible (with its significant seven masts in two rows of clothes line aerial). On the left there is the artillery wagon from former "Pilsudczyk", on the right is German engine.

On 7 October 1943 and 23 June 1944 Panzerzug 21 was damaged by a mine. The photo shows the latter accident, with former "Pilsudczyk's" artillery car visible. As is evident, the Germans replaced the MG casemate at the wagon's end with a door. The visible turret is armed with 75mm (or 76.2mm) gun.

On 30 October 1944 the train was captured by the Soviets in Mozheiki (Mazeikiai, Lithuania). Its further fate is not known.

24 Dicembre 2008

German armoured train Panzerzug 22

Both armoured trains created of ex-Polish stock together: Panzerzug 21 on the left, and Panzerzug 22 on the right, in Cracov, summer 1940. From the left, visible are:

- (PZ 21) locomotive Ti3-13; an assault wagon from former train nr. 54 "Grozny"; an artillery wagon from former train nr. 52 "Pilsudczyk";

- (PZ 22) a flatcar; the other artillery wagon from "Grozny".

German Eisenbahn-Panzerzug 22 (PZ 22, Armoured Train No. 22) was put into service on 10 July 1940. The whole train was created of the rolling stock captured in 1939 in Poland, only one wagon was German-origin.

It initially consisted of:

- the artillery wagon from former Polish train nr. 54 "Grozny", armed with two 75mm guns;

- a Bahnschuetzwagen - German-built closed wagon, protected from the inside, serving as an infantry wagon

- the locomotive 54 651 - former Polish Ti3-4 from train nr. 54 "Grozny";

- the assault wagon from former Polish train nr. 52 "Pilsudczyk" (Kommandowagen);

- a small artillery wagon of Polish origin, with one 75mm gun.

The whole armoured train was initially armed with three 75mm guns - 7,5cm FK.02/26(p) - Polish 75mm wz.02/26 guns. The guns might have been replaced later with Soviet 76.2mm guns M.02/30 - 7,62 cm FK 295/1®.

All armoured wagons were also armed with non-fixed machine guns. Apart from these wagons, the train had two flatcars on both ends. From spring 1942 it received two 20mm (2cm) FlaK-38 AA guns on additional flatcars.

For most of its life, since 1941 till 1944 Panzerzug 22 was used in an occupation service in France, guarding the tracks. It was stationed in Tours, since 6 September 1941 in Niort. The photo is taken in 1942. In the foreground is the artillery wagon from former "Grozny". Note Polish anti-aircraft MG turret on the artillery car's roof (without AAMG - the Germans didn't use it). Behind it: a Bahnschuetzwagen and the armoured locomotive 54 651 (Ti3-4) with extra armour, added by the Germans. In the background the assault wagon from Polish train nr. 52 ("Piłsudczyk") can be seen.

The artillery wagon from Polish train nr. 54 "Grozny" (with two 75mm guns) in Panzerzug 22. The wagon was originally a Soviet one, constructed possibly in Izhorski Works, then captured by the Polish. Clearly visible is a small hatch under the turret - most likely the German improvement. Armoured screens protecting the buffers and couplings are added by the Germans, as is a searchlight on the turret.

PZ 22 on exercise in western France, August 1941. An interesting view of the artillery wagon from former "Grozny". Behind it: a Bahnschuetzwagen and 54 651 (Ti3-4) locomotive with extra armour.

A "small artillery wagon" of Panzerzug 22, armed with 7,5cm FK.02/26(p) (75mm wz.02/26) gun. This wagon possibly comes from Polish training train. Most likely it looked initially like an old artillery wagon of "Bartosz Glowacki" and was modified by the Polish before the war, by cutting off the corners to fit four MG mountings. The Germans, however, replaced its cyllindrical HMG mountings with simple MG ports, as is visible.

A Kommandowagen (command wagon) of Panzerzug 22 - former assault wagon of Polish PP. 52 "Pilsudczyk". The crew is preparing to put a telescopic long-range pole aerial up (this was German modification). The Germans replaced the cyllindrical MG mountings with simple MG ports.

Panzerzug 22 in spring 1944. Since 1943 the train underwent some modifications. It was euiped with additional wagons with anti-aircraft artillery (Flakwagen) - 20mm quad AA gun Flakvierling-38 is visible at the end. The clothes line aerial of assault wagon from former "Piłsudczyk" was modified, with all midle masts removed. In 1944 the armoured locomotive was changed to French series 140C - visible on the photo. Also visible is the artillery wagon from former "Grozny". It is not sure, if the train still had the other wagons then.

Panzerzug 22 in Italy, autumn 1943. The artillery wagon of former "Grozny" is visible.

In Autumn 1944 Panzerzug 22 was moved to the Eastern Front. It seems, that it was still retaining its artillery wagon of "Grozny" with two 75mm guns rather and the command wagon of "Pilsudczyk". It also had one ore two anti-tank wagons (Panzerjaegerwagen) assigned, with 7.5cm KwK-40 AT-gun in PzKpfw-IV tank turret. Possibly it also had its small artillery wagon and FlaK-wagons. Apart from these, it had one or two flatcars (Panzertragerwagen) carrying light tanks PzKpfw-38(t) (with 37mm guns). For most of its life the train also had armoured cars Panhard 204(f), riding on rails, used as reconnaissance draisines.

The train was destroyed on 11 February 1945 in Sprottau.

27 Dicembre 2008

Polish armoured locomotive series Ti3

History

In 1918-24 period Poland used more than 100 armoured trains, which used a variety of armoured locomotives. After the war with Soviet Russia had ended in 1921, it was decided to keep only 12 most modern armoured trains, and in the following few years most of the trains were decomposed. Then, it became possible to replace all the locomotives used with only one type. The advantages of such a standardization were obvious, like the simpler armouring with similar sets of armoured plates, an easier maintenance and crew training. That's why in 1926 a locomotive of the former Prussian series G53, given the series designation Ti3 in Poland after 1923, was chosen as the standard one for armoured trains.

After the First World War, Poland received 16 locomotives of Prussian series G53 as war reparations. Just in 1918 five of them were given to the Army. At least two were armoured in 1920 in the Main Workshops of Warsaw-Praga depot (G53-4021 and G53-4024(?)) - they were used in armoured trains "Msciciel" (later in "Danuta") and "General Sosnkowski". The locomotives had a rational armour design, basing upon earlier combat experience. It certainly incorporated also some features taken from Russian armoured locomotives series "O", like the commander's turret above the tender.

The new design accepted in 1926 copied the already existing one, with only minor changes, like taller command compartment and a new command turret. On 20 November 1926 the Ministry of War ordered to start the locomotive exchange in existing trains. The existing locomotives were to be disarmoured and given to a civilian service, while the locomotives Ti3 were undergoing the main repair and armouring in the Main Workshops of Warsaw-Praga depot. The whole process was slow, however, because most of Polish 12 armoured trains were preserved in a reserve. The first locomotives Ti3 were armoured in 1927 and until 1932 all twelve were armoured. The remaining four were in the civilian service in Warsaw (at Army's disposal, however). See the locomotive list at the end.

Ten armoured locomotives series Ti3 were used in 1939 in combat in Polish regular armoured trains. Most likely further two were used in Polish training armoured trains, "Zagończyk" and "Stefan Czarniecki", which also took part in combat.

Some of the locomotives survived the September 1939 and were captured and put into the German or Soviet service (those in Soviet service were captured by the Germans two years later, anyway).

The armoured locomotive series Ti3 from an unidentified train. Note an older camouflage scheme (before 1936).

Construction:

The freight locomotives series Ti3, the former Prussian KPEV series G53, were built in 1903-06 in several Prussian factories. A total of 206 were built. It was a construction of Henschel und Sohns works in Kassel. The type designation was: 1'C n2 Musterblatt III 3 I. In German railways they were later designated as a series (Br) 54.

The locomotive and the tender were fully armoured - the armour thickness was 8 - 20mm, its weight was about 13t. It protected against machine gun bullets and splinters. The armour plates were fixed with rivets and screws to the framework - there was a space between the armour and the locomotive body.

Upon the tender there was a train commander's turret (the entrance was from the driver cab, by the ladder). The crew of the locomotive was three, plus the commander with his assistants. The turret was equipped (in the thirties) with a short-range radio RKB/C to contact the draisines (its aerial was stretched on the masts upon the tender) and an intercom to contact the wagons. It also had some optical and sonic means of internal communication (color lights, bells and horns). Upon the turret there was an observation cupola, with a hatch on the roof.

The armoured locomotive Ti3-12 (ex-G5-4021), most likely of "Danuta" train. It was one of the first two armoured G5 locomotives, seen here after a modernization - on the rear wall of the command compartment a "seam" of joining the taller roof is visible.

Although the armour pattern was generally the same, the particular locomotives differed in details, especially the division of the armoured plates, the shape of a roof above the command compartment, the command turret, a direction of doors' opening, etc. The first two locomotives had the roof over the command compartment on the same level as the drivers' cab, and a tall and thin observation turret (like on a title photo of "Danuta"). Later they were rebuilt to a newer standard with the tall command compartment with a flat, big diameter cupola with vision slots.

Some of the locomotives have a dome on the boiler about 0.7 m closer to a chimney and further to a sandbox, than most of locomotives series Ti3 and the profile drawing - I don't know what is the reason.

Some locomotives were fitted with a rotating turret from armoured car wz.29 instead of a common observation cupola. It might have one 7.92mm wz.25 AAMG, but it is not sure. The turret also had a hatch on the roof. Such was the nr.51 "I Marszalek" train's Ti3-2 locomotive.

Most likely this is the armoured locomotive Ti3-2 from nr. 51 "I Marszalek" train, probably with a new assault wagon of this train. Note the observation turret adapted from the armoured car wz.29, and the third headlight. The same locomotive is shown on a title color drawing.

Painting

Since about 1936, Polish armoured trains were painted in a standard three-colour camouflage for armoured vehicles, consisting of irregular sprayed grey-sand, dark brown (sepia) and brown-green patches. The base colour was brown-green.

Before 1936 the older scheme was used: the patches of light yellow-sand, dark brown and dark green were separated with black stripes. In the twenties also some other schemes were used, e.g. four-color pattern with sharp patches of light grey, dark grey (black?), green and brown; or grey only scheme.

The drawing of the Ti3-9 locomotive (of nr.53 "Smialy"), in the latest camouflage. The flag on the front does not seem to be a practice, anyway.

The locomotives of Polish armoured trains wore standard PKP (Polish State Railways, Polskie Koleje Państwowe) numbers, and "livery and lettering". All the rolling stock had plates with Polish White Eagle with red background (and probably PKP inscription) on the sides.

28 Dicembre 2008

Polish Armoured Train "Generał Dowbór"

History

Among numerous armoured trains in the Polish service, there were only two typical First World War designs. Apart from well-known Austro-Hungarian train, which wagons were used in Polish armoured trains: "Piłsudczyk", "Śmiały" (Smialy) and "Śmierć" (Smierc), the Poles used also temporarily one of four built Russian standard First World War armoured trains Hunhuz type.

In the Russian and Ukrainian service

The first armoured train in Russia, during the First World War, was built as soon as in August 1914. Soon it was followed by several more, but they all were half-improvised units, differing from each other. Russian armoured trains appeared quite succesfull on the front, so it was decided to build more of them and develop a typical model. A new armoured train, that was to be built in a series of four, was designed in late June 1915 in the 2^nd Zaamurskaya (="behind the Amur") Railway Brigade, commanded by General-major Mikhail Kolobov. It consisted of an armoured locomotive and two artillery wagons, armed with one 3-inch gun in a revolving turret and 12 machineguns each. All four trains were built by the 4^th Company of the 2^nd Railway Brigade, in the main workshops of the Southern-Western Railways in Kiev. The first train was completed by September 1, 1915 (all dates up to 1917 are possibly given according to an old calendar). The train was given a name: "Hunhuz", which became also known as a type designation. It was assigned to the 1st Zaamurskiy railway battalion and sent to the front. "Hunhuz" was then destroyed in a bold action against Austrian troops on September 24, 1915.

The Russian armoured train "Hunhuz" (the first of the type), 1915.

The second completed armoured train was given to the 3^rd Zaamurskiy railway battalion on September 28. It was next designated as the armoured train no. 5. The other two Hunhuz-type trains were assigned to the 2^nd Zaamurskiy and 2^nd Siberian railway battalions, receiving numbers 2 and 3 respectively. In June 1916, these trains took part in a Russian offensive. At night on July 14/15, the armoured train no. 5 supported the 11^th Pskov infantry regiment of the ³rd infantry division. Thanks to this action, the regiment quickly took enemy lines.

After 1916, there was a year lasting break in trains' actions. They were only rarely used as a mobile artillery. During the communist revolution in November 1917, the train no. 5 was in Odessa, where it was probably seized by the Bolcheviks.

According to one Polish report, the train no. 5 was used by the Bolsheviks with a name "Tovarishch Voroshilov", which was reportedly still visible on wagons when it was captured by the Poles, but there is no information about such Bolshevik train in available Russian publications. Anyway, in 1918 the armoured train no. 5 was found in the Ukrainian service, with a name "Sichevik" (or, according to Polish reports, "Sichovyi").

NB.: Sichevik, was a member of Ukrainian Sich Riflemen units, the Sich was a historical Cossack camp.

The Ukrainian armoured train "Sichevik" took part in a subsequent Polish-Ukrainian war. In late May 1919 it operated on Brody - Dubno - Zdolbunow (Zdolbuniv) line. At that time, the Polish 1^st Krechowieckich uhlans (cavalry) regiment had a task to capture Radziwillow and Brody railway junctions. The regiment, in a vanguard of other Polish forces, took Brody and Radziwillow on May 22, 1919. At the same time, Soviet Bolsheviks approached Zdolbunow. Encircled Ukrainians withdrew south, while the armoured train tried to break through Radziwillow and Krasne towards Zloczow. On May 24 it rode through Radziwillow, shooting at the station, then it moved towards Brody, shooting at the town, but did not pass it. The 1^st squadron of the Polish 1^st uhlan regiment cut the train's way and destroyed the track between Radziwillow and Zdolbunow. The train moved back to Radziwillow, where it was next captured by the uhlans of the 2^nd squadron on May 24, 1920.

The train captured by the Poles, with the name "Krechowiak" [from "O Niepodległość i Granice", Editions Spotkania 1990]

In the Polish service

Just after being captured by the Poles, the train was first named "Krechowiak", in a favour of its seizers (Krechowiak = a member of the Krechowieckich uhlans regiment, named after a charge on Krechowce). The train was then moved to Brody, and officially renamed: "Generał Dowbór" (in a favour of Gen. Jozef Dowbor-Musnicki). There it was manned by a Polish crew. The temporary commander became Waclaw Komorowski of the 1^st uhlans regiment, machine gunners were also taken from this regiment, supplemented by artillery gunners of the 2^nd mounted artillery unit. In early June, uhlans returned to their regiment, and the train was taken over by a professional crew, commanded by Cpt. Michal Golikow, later by Lt. Kowalewski. The train was given a Polish number 20 (Pociąg Pancerny nr 20 - PP 20).

In early June the train fought against Ukrainians, who attacked Radziwillow from Zloczow direction. As a result of an Ukrainian offensive, "Generał Dowbór" was forced to withdraw to Krasne. Supporting a Polish counteroffensive in late June, the train was moved to Brody, and reached Zdolbunow. In August, "Generał Dowbór" reached Slavuta, in September it reached Shepetivka. It stayed there for two months, patrolling the track towards Zwiahel (Novograd-Volynski) and Miropol (Myropil). During one patrol it destroyed Ukrainian unit's staff. Then, the train changed its base to Miropol. While patrolling from Myropil towards Romanov, "Generał Dowbór" had skirmishes with Bolsheviks. On March 2, the train was moved to Rowne (Rivne) for rest and repairs, passing its duties to armoured train PP 21 "Generał Listowski".

On May 28, 1920, there started a Polish offensive towards Kiev, against the Soviets. The train patrolled the line towards Pechenovka with the 57^th infantry regiment, taking part in skirmishes with the Bolsheviks. Its crew was repairing damaged railway bridges and track there. On April 28, the train moved towards Kiev through Shepetivka, Zviahel, Zhitomir and Berdychiv, reaching Fastow (Fastiv) on the 31^st. It was assigned to the 15^th Infantry Division then. By May 4 the train stayed in Fastiv, patrolling the line. On May 5, it reached Kiev, as the first Polish armoured train. In Kiev it stayed until May 24, when it moved to Darnica (now a part of Kiev ?). On the line Darnica - Browary it often had skirmishes with Bolsheviks.

"Genarał Dowbór" (photo courtesy of Adam Jońca)

On June 6, the Soviet 2^nd cavalry brigade of Siemion Budionny's 1^st Mounted Army (Konarmya), took Popielnia station, where the train was. "Generał Dowbór" managed to flee towards Kozyatin, shooting back. The train entered Brovary station then, taken by Budionny's 14t^hCavalry Division in a meantime. Bolsheviks did not expect armoured train, and "Generał Dowbór" managed to push them out of station. Its crew coupled a goods train, that was at the station, to the armoured train, and withdrew to Kozyatin. On June 10 it went back to Kiev, then Fastiv. There it patrolled a line to Bila Tserkva, taking part in skirmishes with the Red cavalry.

On June 23, 1920, at night, the train moved to Bila Tserkva. Then, the bolsheviks blew up a bridge behind the train, cutting off its withdrawal to Fastiv. Due to an artillery fire, the bridge could not be repaired, so the train tried to break aside towards Kozyatin and Berdychiv. According to reports, on the track between Kozyatin and Fastiv, the Bolsheviks drove a steam locomotive on a collision course with the train, causing its derailment. Part of the crew were injured, the rest defended themselves against Bolsheviks, until they run out of ammunition. After the survivors surrendered, the Bolsheviks murdered them. According to some sources, part of the crew were taken prisoners.

The surviving part of the crew, being in an auxiliary train at that time, was assigned to trains nr. 21 "General Listowski" and nr. 14 "Zagończyk". Derailed armoured wagons were repaired by Soviets, and fitted with high "dustbin" shape machine gun turrets above a roof, and two new side machine gun mountings, instead of existing loop-holes. Armoured wagons were assigned to the Soviet train BP (бронепоезд, armored train), 112 then.

A map of "Generał Dowbór" operation area with current Ukrainian names and Polish names (by W. Mroczek).

Train composition

At the time of entering the Russian service and being captured by the Poles, the armoured train "General Dowbor" (former Russian train nr. 5), consisted of an armoured locomotive and two artillery wagons of the Hunhuz type. In the Polish service it was strengthened with further two or more improvised armoured wagons. Because of lack of photographs, a sketch of the wagon below is only approximate.

The armoured train, as a military unit, consisted of an armoured section (the armoured train in a strict meaning), and an unarmoured auxiliary section. The auxiliary section was supporting the operation of the combat section in respect of logistics and accommodation, and did not take part in combat.

Locomotive

The "Generał Dowbór" had a standard Russian Ov series armoured locomotive with Hunhuz armour type (in Polish transcription: Ow series). The locomotive was all covered with armour 12 - 16 mm thick. On the locomotive there was a command post, with electric signalling (colour lights and bells in wagons) and voice pipes. There was also an additional electric generator in the driver cab, powered by a steam turbine.

Armoured locomotive Ov series of the "Generał Dowbór", with armour partially dismounted [photo - Mundur i Broń nr 8]

Artillery wagons (Hunhuz type)

The core of the "Generał Dowbór", just as the Russian no. 5 armoured train, were two two-axle Hunhuz-type artillery wagons, built upon a flatcar base. Their armour was 12 - 16 mm thick. An internal space was divided among machine gun compartment and a gun turret.

Each artillery wagon was initially armed with one Russian 76.2 mm mountain gun (3 in) model 1904, in a turret at wagon's end. Horizontal angle of fire was about 220°. Ammunition carried was originally 105 rounds (80 shrapnells and 25 grenades), later it could change. Probably Polish wagons had no guns or they were damaged, because in Polish reports these wagons are refered to as machine gun wagons.

One of Hunhuz-type artillery wagons with "Generał Dowbor" name, 27 june 1919. Round loop-holes are visible on side and front walls.

In the other part of wagon there were mounted 12 Austrian 8mm Schwarzlose heavy machine guns, in round loop-holes: five in each side and two in front wall, beside an artillery turret, shooting towards train's front (or end). There was a central cooling system providing machine guns' radiators with cooling water from a tender. Ammunition was 1500 rounds per MG. According to reports, at the time of being captured, machineguns were damaged and they were quickly exchanged to new ones, found in captured magazines in Radziwiłłow.

Wagons had heaters made of pipes, laid on the floor along walls, supplied with hot water from a locomotive boiler. Wagon walls were covered with isolation of 20 mm cork layer and 6 mm plywood layer.

Other artillery wagons

Apart from original Hunhuz-type rolling stock, "General Dowbor" also had other improvised armoured wagons. First was an artillery wagon, armed with the Russian 76.2 mm field gun (possibly model 1902; according to reports it was "8cm Russian gun"). Unfortunately, there are no known photos of this wagon. According to a report, it was closed goods wagon, provisionally armoured with Russian machine gun shields (they might be trench shields in fact). The gun was probably fixed in a front wall of the wagon, with small angle of fire, because it was often way of mounting guns in such improvised wagons. This wagon was built just in several days after capturing the train.

In June - July 1919, a four-axle flatcar was provisionally armoured in Zdolbunovo workshops and assigned to "General Dowbor". It was armed with some Russian 76.2 mm field gun (according to reports it was "8cm Russian gun"), and another Austrian gun of not known type. One of these guns might be turning.

Auxiliary train

Each armoured train, considered as a military unit, also included an unarmoured auxiliary section. The auxiliary section accompanied the combat section in operational movements and provided it with an accomodation and logistics support. It should consist of coaches, supply wagons, an ambulance coach, a kitchen coach, workshop wagons, coal wagons, water tankers and others. There is no exact information about "General Dowbor" auxiliary train.

Modificato 28 Dicembre 2008 da intruder

1 Gennaio 2009

Hairy Mary, the engine of the armoured train reinforced with rope-work protection. This marvel was created with 2,000 fathoms of 6in. rope by men of HMS Terrible at Chieveley.

15 November 1899

The British dependency on the railways for the movement of supplies led them to convert railway wagons into mobile mini-forts. Their extreme limitations of manoeuvre – either forwards, backwards or standstill – made them vulnerable to well-planned attacks unless they had supporting troops. On 15 November 1899 a train was sent by Colonel C. J. Long from Frere northwards to Colenso. It was halted at Chieveley where the Boers had destroyed the line and then started back but it was ambushed by the Boers and partially derailed at the crossing of the Blaawkrantz River. The young Winston Churchill was a passenger and he helped get part of the train moving once more but was himself captured. He was imprisoned in the prisoner-of-war camp in Pretoria from which he managed to escape to Lourenço Marques in Portuguese East Africa. He made his way back to Durban where he received a hero’s welcome which did much for his political career.

This particular train was scarcely armoured, but was armed. There was an open ordinary wagon in front (when going north) with a 7-pounder muzzle-loading gun crewed by men of HMS Tartar, an open wagon modified with some armour and with loopholes in front of the engine, and two armoured wagons behind which a regular wagon was attached with line repair equipment. Under Captain J. A. L. Haldane 120 men of the Dublin Fusiliers and Durban Light Infantry manned the train. The photographs of the wreck suggest that no explosive shells were used and shells found recently have their fuses set at safety. It appears that in their haste and excitement, the Boer gunners forgot to arm their shells. Later in the war locomotives were protected with elaborate ropework jackets and railway wagons were modified to provide stronger protection for armed men. Trains were also converted to hospital carriages for the transportation of the wounded.

An armoured train, used by the British forces during the Anglo-Boer War

7 Gennaio 2009

anche noi avevamo le lettorine blindate e l'autocarretta OM blindata

8 Gennaio 2009

Figliolo, se ti prendi il disturbo di fare un giro per il topic, scoprirai che, quasi sicuramente, io o Galland o Blue, ne abbiamo parlato e postato le immagini.

8 Gennaio 2009

anche noi avevamo le lettorine blindate e l'autocarretta OM blindata

Littoria (ovviamente da littorio) e non lettorina.

Ho postato una foto di tal genere di treno armato al post nr. 37 (pagina 3) di questo topic.

9 Gennaio 2009

Littoria (ovviamente da littorio) e non lettorina.
Ho postato una foto di tal genere di treno armato al post nr. 37 (pagina 3) di questo topic.

Forse ha preso paro paro (per dirla alla romana) da un sito americano, lì, spesso, scrivono lettorina per rendere la pronuncia italiana.

9 Gennaio 2009

vi chiedo scusa. sono nuovo e ho commesso molti errori.

11 Gennaio 2009

Treno blindato "Berlin", 1945

27 Marzo 2009

AUTOMOTRICE CORAZZATA TEDESCA (PZ. TRIEWAGEN)

Mentre il primo conflitto mondiale aveva visto l'impiego delle ferrovie per scopi bellici solo come vie di rifornimento o per lo spostamento di pesanti artiglierie ferroviarie, nel corso della seconda Guerra Mondiale si ebbe un impiego molto vasto di mezzi bellici che utilizzavano le rotaie per i loro spostamenti.

Oltre ai cannoni ferroviari, vennero impiegati in operazioni belliche treni armati, contraerei, e automotrici corazzate per la sorveglianza delle linee, oltre a mezzi ruotati adattati all'impiego su rotaia.

I disegni rappresentano un'automotrice corazzata tedesca armata con una torretta tolta da un Panzerkampfwagen IV, impiegata per la sorveglianza delle linee di comunicazione fra la Germania e il Fronte Orientale. Su questo fronte l'impiego dei, mezzi ferroviari conobbe qualche difficoltà a causa del diverso scartamento delle linee ferrate sovietiche, tanto che i tedeschi

per poter impiegare i loro mezzi, costruirono delle nuove linee con lo scartamento europeo.

"Panzerdraisine" Skoda, prodotta in Cecoslovacchia prima della seconda guerra mondiale e armata con due mitragliatrici.

"Panzerdraisine" tedesca impiegata nei Balcani per il controllo delle linee ferroviarie, contro le incursioni dei partigiani.

Autoblindo giapponese Sumida mod. 2593. Mezzi di questo tipo potevano spostarsi su strada oppure, previa la sostituzione delle ruote, su ferrovia.

Autoblindo francese Panhard 178 catturata dai tedeschi e trasformata in mezzo per la sorveglianza ferroviaria con l'applicazione di cerchioni speciali e con il montaggio dell'antenna radio a traliccio.

A destra: autoblindo Ansaldo-SPA AB-41 con torretta armata di due mitragliatrici Breda 38 calibro 8. Durante gli spostamenti su ferrovia il mezzo portava appesia speciali supporti sulle fiancate i pneumatici per il movimento su strada. Autoblindo di questo tipo furono impiegate nel 1942-43 in Iugoslavia.

Littorina blindata Ansaldo-Fiat; alcuni esemplari di queste automotrici furono costruiti nel corso del 1943 in previsione del loro impiego sulle linee della Iugoslavia. Dopo l'8 settembre 1943, gli esemplari costruiti vennero catturati e impiegati dai tedeschi.

Modificato 27 Marzo 2009 da galland

27 Marzo 2009

I TRENI ARMATI E BLINDATI ITALIANI

Fra le nazioni che presero parte alla seconda Guerra Mondiale, Germania, Russia e Italia furono quelle che fecero maggior uso di materiale ferroviario adattato a scopi offensivi e difensivi. Degli altri belligeranti, Polonia, Giappone, Finlandia e Cecoslovacchia, utilizzarono soltanto materiali già in distribuzione e solo in rari casi treni blindati improvvisati.

L'Italia aveva radiato le artiglierie ferroviarie introdotte durante il primo conflitto mondiale subito dopo l'armistizio. Solo la Regia Marina aveva rimodernato nel 1935 i treni armati preesistenti e allo scoppio della seconda Guerra Mondiale ne allineava dodici: nove antinave, armati di cannoni da 120 o da 152 e 76 mm, più mitragliere da 13,2 per la difesa contraerea, e tre contraerei, due dei quali armati di pezzi da 76 mm e l'altro di pezzi da 102, oltre naturalmente alle solite 13,2. Essi erano identificati dalla sigla T.A., seguita dal calibro dell'armaménto principale, da un numero d'ordine e dall'abbreviazione del comando (S = Spezia o T = Taranto).

Nel novembre del 1940, furono smontati dai T.A. da 152 i due pezzi da 76 contraerei (sostituiti da mitragliere da 20 I.F.) e con essi furono costituiti altri due T.A. contraerei armati ciascuno di quattro cannoni da 76 e due mitragliere Breda da 20.

La composizione iniziale di un T.A. era la seguente:

— due locomotive (una in testa e una in coda);

— un certo numero di carri con cannoni A.N. (antinave) scudati, o C.A. (contraerei) senza scudi;

— un carro comando;

— un carro con la centrale di tiro (dotato di torretta telemetrica, torretta di osservazione e tavolo previsore);

— un carro merci scoperto con le mitragliere contraeree;

— i carri per i servizi (cucina ecc.).

— due carri pianali (a 2 assi) per le mitragliere da 20; — un carro direzione tiro;

— un carro santabarbara (a due assi, di tipo F);

— un carro segreteria;

— un carro cucina;

— un carro bagagliaio;

— due carri alloggio;

— due carri munizionamento di riserva e uno materiali. Tali treni prestarono servizio nella zona metropolitana fino all'8 settembre del 1943.

Nel frattempo era stata donata da Hitler al Capo del Governo italiano una moderna batteria ferroviaria contraerea, costituita da due vetture blindate, ciascuna armata da due complessi quadrupli tipo 2 cm Flakvierling 38, per un totale di 16 bocche da fuoco da 20 mm. Il treno, del peso di 37,4 tonnellate e della lunghezza totale di 21,23 m, era equipaggiato da una trentina di uomini e fu destinato, a partire dal 22 luglio 1940, alla difesa contraerea di Roma.

Nel 1941, la Direzione Superiore Trasporti del Regio Esercito ritenne necessario adottare un tipo di treno blindato leggero per difesa costiera (riprodotto in tre esemplari denominati T.B.1, 2 e 3), allo scopo di integrare l'azione dei T.A. della Regia Marina.

Esso era composto da una locomotiva a vapore Tipo 905, capace di una velocità di 70 km/h, sistemata in testa o in coda; di due carri arredati (del tipo F o E) per il trasporto di reparti e materiali; di un carro cannone, dotato di scacciapietre e armato con un pezzo da 47/32; di un carro scoperto a sponde alte serie L, privo di garitta e dotato di una protezione costituita da lamiere di 4 mm, da armature in legname (30 mm in totale) formanti casse di 27 cm riempite di terra compressa, e da un carro-mitragliatrice, armato di due Breda 37 calibro 8 e protetto da una blindatura mobile di legno e terra dello spessore di 45 cm.

Nei territori balcanici occupati dalle truppe italiane dall'aprile 1941 al settembre 1943, con il diffondersi dei movimenti partigiani fu adottata per la protezione del traffico ferroviario un'ingente quantità di mezzi speciali:

—veicoli ferroviari comuni, blindati e armati di armi automatiche, mortai, pezzi da 47 mm e lanciafiamme. Esistevano almeno undici treni del genere, denominati (come i precedenti) T.B., con le locomotive pure blindate. Si trattava di mezzi adattati, ma assai migliorati rispetto a quelli già descritti;

— autoblindo ferroviarie, capaci, con rapida e semplice manovra, di muovere sia sulle rotaie che sulle strade ordinarie. Si trattava di una particolare versione dell'AB-40 armata, in torretta, con una coppia di mitragliatrici calibro 8 in alternativa a un abbinamento mitragliera da 20 -- mitragliatrice calibro 8, e con una terza arma calibro 8 in ritirata. Del tipo a doppia guida, essa disponeva di quattro ruote gommate normali e quattro ferroviarie, di mozzi portaruote di scorta adatti a ricevere due ruote gommate per parte e di appositi tiranti per assicurarle, di sabbiere in corrispondenza delle quattro ruote, di un dispositivo per il bloccaggio della guida, di un faro girevole e orientabile in torretta, di portavetri per l'applicazione ai fari di un disco rosso e verde, di due astucci portabandiera sul lato sinistro dell'autoblindo, e di appositi scacciapietre;

— autocarrette ferroviarie blindate, che sostituivano le autoblindo sulle linee a scartamento ridotto (0,900 m). Queste erano normali autocarrette O.M. 36, dotate di ruote a bordino, provviste di una carrozzeria blindata che nella sezione anteriore recava una torretta fissa con una mitragliatrice Breda 38 calibro 8, e un proiettore orientabile. Due feritoie con otturatore erano ricavate in ciascuno dei due portelli di accesso e numerose altre nella parte superiore e inferiore del cassone;

— Littorine blindate (Libli), armate di due pezzi da 47/32 (del carro armato M13) con mitragliatrice calibro 8 abbinata, in due torrette alle due estremità, di 6 mitragliatrici Breda 38 calibro 8 in casamatta, due mortai da 45 mm sparanti attraverso portelli ricavati nel cielo dello scafo, e due lanciafiamme modello 40. A partire dalla Libli 5, fu sistemata sulla sovrastruttura, in luogo dei mortai e di due mitragliatrici calibro 8, una mitragliera Breda da 20 mm modello 35. Costruite dall'Ansaldo, queste automotrici erano potenziate da due motori a gasolio che permettevano una velocità di 70-80 km/h. Erano dotate di radio e proiettori ed erano equipaggiate da una ventina di uomini; rimasero in produzione dal 1943 alla fine del 1944.

Vagoni protetti e armati impiegati dalle truppe italiane per la scorta ai convogli ferroviari in Jugoslavia.

I BLINDATI FERROVIARI TEDESCHI

Già nel 1939, in occasione della campagna polacca, l'esercito germanico fece uso di treni blindati. Dal 7 febbraio 1940, poi, essi passarono dalle truppe ferroviarie a quelle d'armata e quindi alle dipendenze del generale delle truppe celeri. Ben presto, da adattamenti si passò a realizzazioni appositamente studiate di mezzi polivalenti (adatti cioè tanto a compiti di esplorazione, sicurezza, ricognizione che di combattimento, anche contro mezzi similari) che, come si è visto per i veicoli italiani, ebbero (nel 1944) un'adatta classificazione, e cioè:

— Panzerzug (Pz.Zug.) = treni blindati;

— Pz.Zug. (s. Sp) = autoblindo ferroviarie pesanti (231); — Pz.Zug. (1. Sp) = autoblindo ferroviarie leggere (Panhard 178);

— Pz.Triebwagen = automotrici corazzate.

Di queste ultime, furono in servizio tre tipi diversi. Uno piccolo, per il pattugliamento, armato di sole mitragliatrici e con la caratteristica antenna .a ringhiera che sovrastava le due torrette fisse. Di aspetto simmetrico, era potenziato da un motore BMW posto centralmente che gli consentiva una velocità massima di 100 km orari.

Vi fu poi un modello dalla sagoma trapezoidale, anch'esso a doppia guida, armato con la torretta dei Pz.Kpfw.IVF-1, ma priva della cassetta posteriore. L'armamento era costituito dall'originale cannone da 7,5 cm L/24 abbinato a mitragliatrice, e vari portelli consentivano il tiro dall'interno con armi leggere.

Poderoso era invece l'armamento del terzo modello, ispirato chiaramente alle Libli italiane. A due carrelli motori esso montava, anteriormente e posteriormente due torrette di Pz.Kpfw.IVH con cannone da 7,5 cm L/48 abbinato a mitragliatrice, e al centro dello scafo, in posizione sopraelevata, una torretta fissa sovrastata da una cupola tipo "Panther". Naturalmente anche quest'automotrice, ortemente corazzata, permetteva l'impiego di armi automatiche attraverso numerosi portelli.

I treni blindati veri e propri si distinguevano principalmente nel tipo a scartamento normale (tedesco) e in quello a scartamento largo (russo).

Il tipo E.P.42, studiato espressamente per la protezione delle comunicazioni ferroviarie contro i partigiani sul Fronte Orientale, era costituito da sei elementi armati e corazzati (carri per artiglieria, difesa contraerea e fanteria). In particolare, l'armamento consisteva di regola in due cannoni-obici da 105 mm, una mitragliera da 20 mm a quattro canne, un cannone da 76,2 ®, due mortai da 81, una mitragliatrice pesante e 22 leggere. L'equipaggio era di 113 uomini. Vi furono anche treni blindati improvvisati e treni blindati di preda bellica.

In genere, un treno blindato tedesco comprendeva: una locomotiva per treni merci corazzata (al centro del convoglio); da quattro a sei carri corazzati con armi leggere e pesanti (i carri da combattimento erano normalmente agganciati davanti e dietro la locomotiva); due carri aperti in testa e in coda. Per ogni treno blindato c'era poi un treno bagaglio, con carri per le mense e gli alloggi.

La lunghezza di un treno blindato (senza la sezione bagaglio) variava tra i 100 e i 120 m.

L'armamento consisteva generalmente di due-cinque bocche da fuoco da 75, 76,2 e 100 mm, due-tre carri armati (su pianali dotati di rampe per lo scarico), uno o due pezzi controcarri o da fanteria, due pezzi contraerei (da 20 mm singoli o quadrinati), 20-25 mitragliatrici, uno-due mortai pesanti, un lanciafiamme e tre fucili controcarro. Il primo e l'ultimo dei carri da combattimento erano muniti di proiettori. Ogni treno usava poi per la ricognizione e l'esplorazione uno-due carrelli o autoblindo ferroviarie.

Un treno armato tedesco impiegato sul Fronte Orientale. La foto permette di distinguere i diversi elementi che Io compongono: un vagone con un carro armato, un vagone armato con un pezzo da 105 mm e una mitragliera quadrupla da 20, un carro comando con radio, un carro corazzato con cannone da 105, la locomotiva e il tender corazzato, seguita da altri vagoni.

I TRENI BLINDATI RUSSI

Largo impiego era stato fatto in Russia, fin dalla guerra civile, di treni armati e corazzati, e l'Armata Rossa, dovendo operare su vasti spazi con poche strade ma numerose linee ferroviarie, non trascurò il perfezionamento di questo mezzo bellico. Si calcola che fino al 1943 i sovietici abbiano impiegato almeno 100 treni, 30 dei quali furono distrutti dai tedeschi.

L'impiego, a differenza di quello dei convogli italiani e tedeschi, non era in funzione antipartigiana, ma di vero e proprio appoggio alle unità di fanteria.

Se ne distinguevano principalmente tre tipi:

— leggero, con pezzi contraerei e controcarro da 76,2 o da 85 mm, obici da 122 e numerose mitragliatrici da 7,62 e da 12,7 mm. La protezione era sufficiente contro le armi automatiche pesanti e in alcuni punti era a prova del controcarro da 50 mm;

— pesante, con bocche da fuoco da 107, 122 e 152 mm, numerose mitragliatrici e cannoncini Bofors contraerei da 37 mm; la protezione metteva l'equipaggio al sicuro dal colpo in pieno da 105 e dalle schegge del 150;

— speciale, che montava pezzi da 152 e un cannone navale da 210 o 305 mm ed era impiegato per difesa costiera o per azioni di sfondamento.

Come per i tedeschi, unità sovietiche di treni blindati si avvantaggiavano spesso, per la ricognizione, di autoblindo ferroviarie (principalmente BA.20M).

È da rilevare che strutturalmente i treni blindati sovietici presentavano fra loro notevoli differenze e che sovente facevano uso anch'essi di torrette di carro armato (in alcuni casi di T-34).

Un treno armato sovietico in azione durante l’offensiva invernale del 1943; il vagone che procede la locomotiva è armato con le torrette di un T-28

ieri ho potuto, finalmente, acquisire un’enciclopedia di prim’ordine sui mezzi corazzati ed affini. Questo post ed il precedente debbono considerarsi ab initio di un vasto lavoro su tali temi, poco considerati e dibattuti.

27 Marzo 2009

Gran bel lavoro, generale, complimenti. Me lo stampo e leggo con calma.

6 Aprile 2009

TRENI BLINDATI E ARTIGLIERIE FERROVIARIE DELLA I GUERRA MONDIALE

CARATTERISTICHE DELLE MASSIME ARTIGLIERIE FERROVIARIE 1514-I8

Nazionalità Germania Francia Gran Bretagna U.S.A.

Anno 1918 1915 1918 1918

Calibro mm 210 340 457 355

Lunghezza, in

calibri 170 47 58 50

Peso t 278 270 254 224

Gittata massima km 132 37,6 20,4 41

Le prime esperienze nel campo dei treni armati risalgono, com'è noto, alla Guerra Civile Americana (1861-65) e, a dire il vero, non furono proprio incoraggianti. Infatti, la realizzazione in parola, eseguita a cura del 1° Artiglieria Connecticut, consisteva in un grosso mortaio montato su di un carrello ferroviario e che sparava da un binario in curva. Cinque colpi furono sufficienti a sfasciare l'installazione, dopo di che si decise che il mortaio venisse sì trasportato per ferrovia, ma utilizzato piazzandolo su piattaforma fissa. Anche il primo carro ferroviario blindato adoperato in guerra apparve nello stesso periodo e fu costruito per opera del generale Robert E. Lee, che proveniva dal genio e già vedeva, all'inizio della Guerra di Secessione, l'utilità di tali materiali.

Comunque, solo quasi mezzo secolo dopo il treno blindato ed armato poteva vincere la misoneistica opposizione degli Stati Maggiori ed entrare a pieno titolo nell'arsenale degli eserciti moderni. E fu stavolta ad opera degli inglesi che, contro i Boeri, misero in linea quelli che fino al termine della II guerra mondiale furono i classici treni blindati, composti di carri corazzati, carri piattaforma per le artiglierie e normali pianali.

In genere, per i treni blindati venivano costruiti speciali vagoni corazzati, che consistevano in un cassone blindato eretto sulla intelaiatura di un normale carro ferroviario, i cui paletti rappresentavano un eccellente supporto per le piastre corazzate. Portelli consentivano il tiro dei fucili e delle mitragliatrici, mentre al centro del vagone si trovava, su un affusto centrale, un cannone da campagna, del calibro intorno ai 75 mm. Peculiarità di questo affusto era che il pezzo veniva brandeggiato intorno ad un asse un po' al disotto della culatta anziché degli orecchioni come avverrebbe nel caso di un affusto a piedestallo. Questa sistemazione offriva uno spazio libero dietro la bocca da fuoco per i serventi ed evitava la necessità di piattaforme più ampie.

Ma più importante, per l'epoca, era l'installazione delle artiglierie pesanti su affusti ferroviari, quali i grossissimi calibri da difesa antinave, che dovevano sparare da postazioni accuratamente predisposte indipendenti dalle normali linee ferroviarie, e i medi calibri con funzione antisbarco. In genere, entrambi i tipi di artiglierie ferroviarie erano provvisti di puntelli per stabilizzare la vettura al momento dello sparo. Questi funzionavano bene in piano; se la linea era in pendenza, invece, occorreva ricorrere ad appoggi per martinetti a vite. Vi era inoltre un dispositivo, sotto il carro, per bloccare l'affusto al binario, in modo da resistere alle componenti orizzontali, che tendevano a sviare il vagone. Conveniva perciò non far troppo affidamento sul notevole peso dell'installazione ed aprire il fuoco possibilmente sempre nella direzione del binario, cercando nello stesso tempo di ridurre il rinculo per mezzo di freni.

In sostanza, i tipi di sistemazione adottati durante la prima Guerra Mondiale potevano ridursi ai seguenti:

a) quando la resistenza del freno della bocca da fuoco non era molto grande, veniva montata una piattaforma girevole sul piano di un carro ferroviario, il quale però doveva essere vincolato al binario per avere la voluta immobilità in qualsiasi direzione. Fra questi materiali potevano comprendersi i cosiddetti "affusti truck" (= carrello) già esistenti prima della guerra e specialmente adatti a calibri piccoli e medi, costituiti da affusti a culla, a piedistallo od a piattaforma, sistemati su ordinari carri ferroviari. A questi carri occorreva apportare alcune modifiche riguardanti essenzialmente l'applicazione di appositi appoggi manovrabili a vite che al momento del tiro si abbassavano fino sulle rotaie, allo scopo di ridurre il tormento sulle ruote durante il tiro e di aumentare la stabilità del sistema;

b) una piattaforma fissa, con piattaforma circolare girevole su rulli e recante l'affusto, appoggiata mediante lunghi bracci su due carrelli ferroviari in modo da poter essere abbassata fino a poggiare per il tiro sul piano del binario, convenientemente predisposto, mentre i carrelli venivano allontanati;

c) per i cannoni di grande potenza, non essendo possibile ottenere la desiderata stabilità con una piattaforma di dimensioni compatibili con la circolazione sulle strade ferrate, si adottava il sistema del tiro sul binario.

Cannone Ansaldo da 152/50 su affusto ferroviario. La ditta genovese, particolarmente impegnata nel settore delle artiglierie realizzò diverse istallazioni ferroviarie per la Regia Marina.

Cannone ferroviario da 152/40 della Regia Marina Italiana, realizzato sul pianale POZ delle Ferrovie dello Stato. Cannoni di questo tipo furono impegnati anche durante la seconda guerra mondiale.

Cannone ferroviario francese da 340 mm modello 1912 su affusto Batignolles. Cannoni di questo tipo furono impiegati in batterie miste sul fronte italiano.

Pezzo ferroviario da 400 mm realizzato dalla Krupp di Essen. La sola canna pesava 121 tonnellate.

Elemento di un treno blindato russo realizzato durante la guerra e successivamente impiegato nel corso della guerra civile. Era armato con due pezzi da 150 mm in torri girevole anteriore e posteriore.

LE REALIZZAZIONI BELLICHE

É interessante esaminare come i diversi eserciti abbiano differentemente risolto il problema di dotarsi di mezzi d'offesa sistemati su installazioni ferroviarie.

L'Austria-Ungheria e la Russia Sovietica limitarono il loro interesse ai treni blindati, trascurando del tutto le artiglierie ferroviarie.

I treni blindati austriaci avevano in genere artiglierie leggere montate in casamatta con limitato settore di direzione. Vi erano poi carri corazzati per fucilieri e mitraglieri e locomotive provviste di elaborate protezioni e che venivano inserite a metà convoglio, per consentire ai vagoni armati con pezzi da 70 mm in caccia, il più ampio campo di tiro. Generalmente, il treno era preceduto da un pianale, detto carro di controllo, agganciato davanti al primo vagone e che serviva a determinare l'accensione anticipata di mine eventualmente poste sul binario. Esso in genere era carico di rotaie e di traversine per la riparazione speditiva di eventuali interruzioni. Uno dei nove treni blindati austriaci fu catturato dagli italiani nel mag-gio 1916.

Diversi come concezione furono i treni allestiti dai contrapposti eserciti rossi e bianchi negli anni che seguirono la rivoluzione russa del novembre 1917. Essi erano divisi, grosso modo, in due categorie leggeri e pesanti, a seconda delle artiglierie installate nelle torri corazzate girevoli per 3600, rispettivamente da 75 e da 150 mm. Essi erano composti da numerosi vagoni con armamento pesante ed operavano inseriti in una complessa organizzazione. Unico esempio di materiali analoghi impiegati sul fronte occidentale fu costruito dal treno blindato anglo-belga, secondo alcune fonti già adoperate nella campagna anglo-boera. Esso consisteva in due grossi carri armati con cannoni da 152 e provvisti di feritoie per il tiro da parte dei militari costituenti l'equipaggio.

Grande impiego di artiglierie ferroviarie venne invece fatto dalla Gran Bretagna e dalla Francia. Nella prima fase della guerra, le batterie ferroviarie dei due eserciti comprendevano esclusivamente vecchie bocche da fuoco all'uopo adattate. Ben presto, tuttavia, man mano che l'utilità e l'efficacia di queste armi andava sempre più manifestandosi, si provvide ad installare su affusto ferroviario nuove e più potenti bocche da fuoco. Particolarmente la Francia, che mise in linea un numero di questi cannoni maggiore di quelli adottati da tutti i belligeranti messi insieme, escogitò, per l'installazione dei suoi massimi calibri (come il 340 mm) l'affusto a carrelli "Batignolles", del tipo a culla dotato di organi elastici per l'assorbimento del rinculo.

Degni di menzione sono pure il 18 pollici (457 mm) britannico, che adottato nel 1917 fu poi consegnato a guerra finita e il magnifico pezzo americano da 14 pollici (355 mm), che fece in tempo a partecipare alle ultime operazioni sul fronte occidentale. Per quanto l'affusto non si discostasse molto dal classico tipo a carrelli, il cari-none americano Mod. 1918 era caratteristico per avere la parte posteriore della bocca da fuoco completamente riparata all'interno del carro-affusto.

IL MODELLO ITALIANO

L'Esercito Italiano si interessò alle artiglierie ferroviarie alquanto tardi, e solo quando i francesi prestarono alcuni dei loro poderosi 340/45 alle armate impiegate sull'Isonzo, si decise di utilizzare su un affusto appositamente studiato dall'Ansaldo alcune delle 10 bocche da fuoco da 381/40 che la stessa ditta aveva allestito nel 1915 per l'armamento della corazzata "Caracciolo".

L'installazione ferroviaria per il cannone da 381/40 risultò così composta:

- bocca da fuoco del calibro 381 e della lunghezza di 40 calibri e che pesava 62,6 tonnellate, costruita in acciaio. La rigatura era ad inclinazione costante, con 120 righe. II congegno di chiusura era a vite, dei sistema Welin, provvisto di congegno scacciafumo;

- culla: era un manicotto ad orecchioni di acciaio, di forma cilindrica, entro il quale con l'intermezzo di guarniture di bronzo scorreva la bocca da fuoco nel rinculo. Portava i quattro cilindri dei freni idraulici e i due attacchi per gli stantuffi dei ricuperatori ad aria compressa;

- affusto, costituito da una trave che appoggiava anteriormente e posteriormente mediante una sospensione elastica;

- sottaffusto, costituito da due carrelli ferroviari a quattro assi anteriormente e un carrello a sei assi posteriormente. II binario di tiro aveva una lunghezza tale da consentire un raggio, in curva, di 150 metri. Il puntamento in direzione si effettuava muovendo tutta l'installazione sopra il binario, ottenendo così un settore di direzione di 38°. La rettifica del puntamento in direzione si otteneva tacendo ruotare entro l'ampiezza di 1° l'affusto sui sottaffusto. Il congegno di elevazione era a vite doppia e consentiva un settore di tiro da 0° a 25°.

Il peso del pezzo era di circa 212 tonnellate. Ogni cannone era accompagnato da due carri-cassone che recavano ciascuno 32 proietti. Ogni treno da 381 era accompagnato da un altro carro con due pezzi da 76/45 contraerei e dal numero di vetture necessarie per gli alloggi ed i servizi ed era trainato da una locomotiva Gr. 835 o 851 F.S. II cannone da 181/40 poteva lanciare una granata AE della Regia Marina. L'esplosivo di propulsione era polvere C, con la quale si formavano tre cariche mediante il sistema ad elementi. Alla carica massima, la granata da 875 kg raggiungeva una V. di 700 m/sec e una gittata di circa30 km. Durante il tiro la parte centrale dell'affusto veniva a poggiare sul terreno mediante ceppi di rovere, manovrati da appostiti martinetti.

La nostra più potente bocca da fuoco ferroviaria entrò' in servizio ai primi del 1917 per battere obiettivi situati nella zona di Trieste.

Non si possono concludere queste note senza citare i treni armati della Regia Marina. Questi, destinati alla difesa delle coste dell'Adriatico, erano stati realizzati in due versioni, una con armamento da 4 pezzi da 152/40 e due da 76/40 c.a., l'altra con soli 8 pezzi c.a. da 76/40. La preparazione di questi treni armati, che furono numerati da I a XII, venne affidata, nel 1915 al comandante Ricciardelli, il quale si servì, per la loro realizzazione, di carri comuni, opportunamente rinforzati ed adattati e ne fece costruire alcuni appositamente per i cannoni da 152. Ogni treno aveva da 3 a 5 carri dotati di armamento, da 2 a 4 per il trasporto munizioni ed 1 carro comando. Esso era seguito da un treno logistico con 3 carrozze per l'alloggio del personale, un carro cucina ed officina nonché un carro per il trasporto di materiale.

Tipica composizione di un treno armato della Marina Italiana. Composto da due locomotive, in testa e in coda, da un vagone osservatorio, da un vagone contraereo con due pezzi da 76 mm e da quattro vagoni con un pezzo da 152 mm, costituì un’efficace difesa della costa adriatica.

Un vagone osservatorio per treni armati, realizzato presso l’Arsenale della Marina Militare di La Spezia, su un carro pianale delle Ferrovie dello Stato. All’interno del vagone trovava posto il comando di batteria dotato di apparecchiature radiotelegrafica e strumentazione telemetrica.

Vagone contraereo realizzato montando due pezzi da 76 mm su affusto a candeliere su un carro tipo “P” delle Ferrovie dello Stato munito di stabilizzatori laterali.

8 Aprile 2009

non credevo che esistessere dei treni corazzati in quel modo come quelli citati sopra...

ma servono per trasportare merce con la quasi certezza di essere attaccati??

diavolo rosso · 10 Aprile 2009

Fantastico!!!!

Complimenti!!!

Sono molto inteessato a questo topic anche la mia seconda passione sono i treni.

28 Aprile 2009

TIPI E DENOMINAZIONI

Netta è la distinzione tra treno armato, in pratica un'artiglieria su affusto ferroviario, e treno corazzato o blindato, mezzo cioè dotato di vagoni e locomobili protetti da piastre d'acciaio o pareti di cemento, vere e proprie casamatte con armamenti ed installazioni di ogni genere.

Tra gli stessi treni armati ne esistevano poi alcuni dotati di artiglieria di grosso e grossissimo calibro su affusto rigido e priva di qualsiasi protezione, mentre altri portavano artiglierie su affusto a candeliere o su piattaforma ruotante, quasi sempre di origine navale e parzialmente scudate, che offrivano una certa protezione ai serventi almeno contro il tiro delle armi leggere e delle schegge di granata, pur lasciando l'arma in gran parte soggetta all'offesa dell'artiglieria nemica.

Ovviamente i treni armati del primo tipo, dotati di cannoni, mortai ed obici di grosso calibro, tiravano da una distanza tale da essere immuni sia da tiri di controbatteria, sia da ogni offesa terrestre, restando vulnerabili solo dal cielo. Quelli del secondo tipo invece, armati di artiglieria, in genere cannoni di calibro più piccolo, prendevano parte diretta ai combattimenti affrontando il fuoco come i treni blindati.

Tra questi ultimi sono invece da distinguere i veri e propri convogli muniti di locomotori e di vagoni blindati, talvolta con corazze di fortuna, dai mezzi corazzati da rotaia, come le autoblindo ferroviarie, nuova creazione degli anni Trenta molto sviluppata nell'ultimo conflitto, divenute poi veri e propri carri da esplorazione operanti su strada ferrata invece che in terreno aperto e spesso idonee all'impiego su entrambi i tracciati.

Talvolta riesce pertanto difficile distinguere con sicurezza treni blindati da treni armati o da altri veicoli ferroviari privi di locomotore (littorine, autoblindo, autocarrette, carri ricognitori, ecc.) e spesso si sono verificati degli ibridi in cui si avevano convoli costituiti da vagoni blindati e da semplici carri pianali dotati di artiglierie da campagna prive di protezione.

Caratteristica dei treni blindati deve essere sempre la corazza ed è pertanto errato annoverare tra questi mezzi, come si verificò negli anni dal 1920 al 1935 presso alcuni stati balcanici, anche i comuni pezzi di artiglieria su carri ferroviari compresi i grossissimi calibri.

Questi ultimi, come rilevato precedentemente, non sono di solito corazzati, operano isolati stando fermi ore ed ore in una postazione ed abbisognano di solito di un tempo piuttosto lungo per entrare e per uscire di posizione. Singolarmente destinati a tipici compiti d'artiglieria a lunga gittata, non hanno niente a che vedere con le battaglie sulle brevi e medie distanze e sulla guerra di movimento tipica del treno blindato.

Non si deve tuttavia negare che anche nel settore delle artiglierie su affusto ferroviario vi sono tipi intermedi che in seguito alla loro costruzione ed alla loro corazzatura possono essere menzionati tra i treni blindati. Tipico e del tutto eccezionale è il cannone francese da 194 mm M.le 70/94 sistema Schneider, in torre corazzata ruotante per 360° impiegato durante la prima guerra mondiale, sia isolato come pezzo d'artiglieria sia in convoglio nella composizione di treni blindati.

In realtà il treno blindato è un'arma che interviene attivamente e visibilmente nella battaglia, mentre il treno armato può intervenirvi solo in determinate condizioni e l'artiglieria su affusto ferroviario vi prende parte solo da lontano.

In definitiva la vera differenza tra i vari mezzi bellici operanti su strada ferrata è per noi la stessa che passa di volta in volta tra il carro armato, l'autoblindo ed il cannone autopropulso o semovente.

Cannone da 194 mm M.le 70/94

LE ORIGINI E LO SVILUPPO STORICO

Il treno parzialmente blindato é, fra tutti, quello di origine più antica, poiché risale ai primordi della mitragliatrice e della strada ferrata.

Il mezzo si sviluppò poi grandemente come treno armato con l'installazione su pianale ferroviario di bocche da fuoco di peso notevole e difficilmente maneggiabili altrimenti per la mancanza di strade o di adeguati mezzi di trasporto, raggiungendo il massimo sviluppo durante la prima guerra mondiale con la realizzazione di artiglierie pesanti studiate in origine per l'installazione a bordo di unità navali e che sui fronti terrestri difficilmente avrebbero potuto operare con diverso tipo di affusto.

L'idea di corazzare i treni e di armarli venne ai francesi già nel 1826, subito dopo la creazione della prima ferrovia in Gran Bretagna. Come mezzo bellico il treno blindato fu impiegato per la prima volta in azione dagli austriaci nell'accerchiamento di Vienna del 1848, dove furono inviate in perlustrazione unità consistenti in una locomotiva che trainava carri pianali corazzati con tiratori a bordo. Lo stesso avvenne in Italia ed in Ungheria durante le rispettive guerre d'indipendenza.

Il primo esempio d'impiego di artiglieria su treno si ebbe però solo durante la guerra civile americana (1861-1864) che vide i Confederati del sud affrontare gli integrazionisti del nord in quella che fu una disperata e tragica secessione tendente a conservare ad una minoranza di bianchi privilegi ormai concessi, almeno verbalmente, a tutti i cittadini della democratica America.

Gli Unionisti per primi, industrialmente più avanzati dei loro compatrioti del sud, fecero l'esperimento di montare pezzi di artiglieria su carrello ferroviario, ponendo la loro maggiore bocca da fuoco d'assedio, il famoso mortaio da 13 pollici (330,2 mm) soprannominato «Dictator» (dittatore) e in grado di lanciare ad una distanza massima di due km granate del peso di un quintale, su un normale carrello a quattro assi trainato da una locomotiva e dotato di un carro portamunizioni. Questo complesso fu usato per la prima volta in azione per battere le difese confederate di Richmond nel giugno del 1862. Tale installazione, effettuata in fretta e con mezzi di fortuna, si sfasciò al primo colpo sotto l'effetto del forte rinculo dell'arma.

Successivamente lo stesso mortaio, piazzato su un carrello appositamente studiato e con adeguati rinforzi, trovò largo impiego nelle battaglie concludendo la sua opera distruttrice nel luglio 1864 sotto le mura di Atlanta, ultimo baluardo confederato, ridotta ad un cumulo di macerie fumanti da un implacabile bombardamento.

I Confederati, da parte loro, impiegarono cannoni rigati Brooke da 7 pollici (177,8 mm), posti su carrelli ferroviari a sei assi, nella vittoriosa difesa di Richmond, la capitale della secessione, che si liberò dall'assedio dell'armata nordista del Potomac, comandata dal gen. Mc Clelland, nei primi giorni del luglio 1862. Questi pezzi d'artiglieria di produzione locale erano dotati di una pesante protezione fornita da travi di acero e quercia posti sia frontalmente che lateralmente e rinforzati talvolta da piastre d'acciaio che lasciavano libero il solo spazio per la bocca da fuoco, che sporgeva dalla casamatta come dalle fiancate di un vascello e che poteva pertanto sparare solo lungo l'asse delle rotaie.

In Austria nel 1866, dopo la sfortunata guerra contro la Prussia alleata dell'Italia e dopo la sconfitta di Sadowa che aveva portato le truppe prussiane a schierarsi lungo il Danubio minacciando Vienna stessa, fu progettato un treno corazzato di fortuna che venne posto sotto il comando di ufficiali del Genio ed effettivamente impiegato per la difesa della linea del Danubio.

Treni blindati furono impiegati anche dai francesi a difesa di Parigi nel 1870-71, dopo la sconfitta di Sedan e l'armamento consistette in pezzi da 155 mm su carri pianali a piattaforma con affusto. Questi mezzi furono pertanto i precursori delle bocche da fuoco su affusto ferroviario.

Nel 1882 fu la volta degli inglesi ad impiegare treni parzialmente protetti, con sacchetti di sabbia alle locomotive e piastre d'acciaio per i fucilieri trasportati, che trovavano posto su carri a sponde basse e che entrarono più volte in azione durante la guerra anglo-egiziana operando dall'agosto di quell'anno sulla linea ferroviaria tra il Cairo ed Alessandria d'Egitto inquadrati nel Corpo di Spedizione britannico, forte di circa 40.000 uomini e comandato dal gen. Garnett Worseley.

Un treno blindato in particolare, armato di una mitragliatrice scudata Gardner a cinque canne cal. 10,35 mm, in grado di sparare 812 colpi al minuto, infranse, durante la battaglia di Tell-El-Kebir, le cariche della cavalleria egiziana segnando la disfatta dell'esercito di Arabi Pascià e la fine, per molti decenni, di uno stato egiziano indipendente.

I treni blindati furono impiegati intensamente in colonia anche dai tedeschi, che li usarono nell'Africa del Sud-Ovest dal 1897 al 1910 durante la rivolta delle tribù Herero, bellicose genti di ceppo Bantù che mal sopportavano la sottomissione alla Germania. Questi treni, composti da locomotiva,tender per l'acqua e vagone blindato ed armato, erano trainati da una Zwillinge 0-6-oT costituita da due locomotive accoppiate ed in dotazione alla Brigata Ferroviaria dell'Esercito tedesco, della forza di un battaglione, incaricata della protezione di 382 km di ferrovie militari.

Gli inglesi intensificarono poi l'impiego, sia di treni armati di pezzi navali da 152 mm, sia di treni blindati veri e propri, durante la guerra anglo-boera (1899-1902), costretti dalla superiorità iniziale boera in campo aperto a servirsi della strada ferrata per ogni spostamento e per garantire i rifornimenti alle truppe. Tutto ciò comportava attacchi di gruppi mobili boeri ai convogli e la necessità di maggiori difese inglesi ai treni con l'installazione di protezioni ai vagoni nei quali erano ricavate feritoie per i fucilieri; le locomotive, come già in Egitto, erano protette da sacchetti di sabbia legati tutto attorno.

Moltissimi furono gli scontri con i sabotatori nemici e gli inglesi, numericamente superiori (250.000 contro 30.000) ma soggetti agli attacchi improvvisi di nuclei mobilissimi di cavalleria boera, furono costretti a montare su carri pianali anche artiglierie scudate di medio calibro tratte dalle navi della flotta, artiglierie che si rivelarono decisive in più di uno scontro.

Gli inglesi si servirono anche durante questa campagna di treni stradali Fowler B-5 (Armoured Road Locomotive, locomotiva corazzata da strada), corazzati e destinati ad operare sulle normali piste carraie trainando, alla velocità di 10-15 km/h, sei vagoni blindati ed armati. Il mezzo, pur esulando un poco dall'argomento di questo libro, viene citato a titolo di curiosità e per la sua chiara origine ferroviaria.

Un largo impiego di treni armati improvvisati si ebbe durante la rivoluzione messicana del 1911 ad opera delle truppe governative che male ressero, in ogni caso, agli attacchi decisi ed improvvisi della cavalleria peones di Zapata e Pancho Villa: presso le truppe regolari messicane, la mitragliatrice, pur essendo da anni conosciuta, non veniva certo impiegata nella maniera più idonea.

All'inizio della prima guerra mondiale i treni blindati tedeschi, estesamente impiegati, resero buoni servigi nell'ingresso in Belgio anche se avevano ancora gran parte dell'armamento allo scoperto.

Il primo esempio di treno blindato moderno fu però messo in linea solo nel 1915 dagli austriaci e successivamente impiegato anche sul fronte italiano trovando impiego contro l'altopiano di Asiago nel 1917 durante le fasi salienti della «Strafexpedition» (la spedizione punitiva) del gen. Conrad.

Il treno era costituito da una serie di casamatte metalliche montate su carri pianali e dotate di feritoie dalle quali sparavano armi automatiche e cannoni; anche le locomotive, una in testa ed una in coda, e le ruote dei carrelli erano totalmente protette da corazzatura.

Grande importanza acquistarono i treni blindati in Russia ed in Siberia durante le guerre civili ed anche durante la guerra russo-polacca del 1920; in Russia si deve ricercare la cosiddetta «accademia o scuola» per l'impiego dei treni blindati.

Treni blindati polacchi inflissero severe perdite alle truppe della Repubblica di Weimar anche durante gli scontri di confine tra Germania e Polonia e nel 1930-35 anche in Cina i treni blindati giocarono un ruolo importante nelle guerre civili.

L'IMPIEGO DURANTE LA PRIMA GUERRA MONDIALE

I treni blindati giocarono, durante la prima guerra mondiale, un ruolo determinante soltanto perché non erano ben conosciuti e ci si avvalse del fattore sorpresa ottenendo successi a volte strepitosi in condizioni operative molto difficili. Successivamente dimostrarono il loro completo; valore nelle guerre civili russe (1918-1922) ed il loro classico teatro di operazioni consistette nelle grandi estensioni della Russia e della Siberia.

In tutte queste operazioni dimostrarono di poter essere impiegati in molteplici ruoli che è possibile elencare come segue:

a) In difesa di tradotte militari.

b) Per perlustrazione ed attacco in territorio nemico.

c) Per l'occupazione di importanti nodi ferroviari, ponti e tunnel.

d) Per l'esecuzione di veloci lavori di restauro su strade ferrate distrutte.

e) Per attacchi offensivi e decisivi durante battaglie in corso.

f) Per la protezione laterale di colonne principali che marciano parallelamente alla ferrovia.

g) A copertura di ritirate e per agevolare la fuga.

h) Per il comando del fuoco di artiglieria da posizione indiretta con regolazione telefonica del tiro come con usuali batterie da campagna.

i) Per la difesa contro treni blindati nemici. 1) Per la difesa delle coste da attacchi navali. m) Per la difesa contraerea mobile.

Inoltre il treno blindato era in grado di compiere tutta una serie di attività assolutamente non riconducibili a situazioni genericamente elencabili.

In definitiva lo scopo primario del treno blindato resta quello di poter intervenire in azione con grande rapidità lungo le linee ferroviarie per appoggiare un attacco o scortare convogli di rifornimenti in territorio nemico; scopo principale del treno armato o dell'artiglieria su affusto ferroviario é invece quello d'intervenire dal retrofronte con un fuoco potente di artiglieria di grosso calibro per battere posizioni strategiche o contribuire a respingere attacchi massicci senza dover compiere grandi spostamenti di sede.

Durante la prima guerra mondiale il treno armato ebbe nei francesi i suoi maggiori utilizzatori, seguiti dai tedeschi e dagli inglesi.

Gli italiani preferirono realizzare invece treni armati con caratteristiche più simili a quelle dei treni blindati, i cosiddetti treni blindati costieri, ma non disdegnarono l'impiego di artiglierie su affusto ferroviario.

Veri e propri combattimenti, in tutto simili a scontri tra unità navali, tra treni armati di pezzi leggeri si verificarono nelle Fiandre con mezzi che si cannoneggiavano lungo binari paralleli.

Mortaio unionista da 13 pollici "Dictator"

L'IMPIEGO DURANTE LA SECONDA GUERRA MONDIALE

Durante la seconda guerra mondiale, pur essendovi ancora potenti artiglierie su treno, si ebbe una grandissima espansione del concetto del treno blindato impiegato per scopi tattici e principalmente per la difesa contraerea sia del fronte sia di agglomerati urbani e industriali. Quasi tutte le nazioni belligeranti ne realizzarono diversi esemplari anche per ferrovie a scartamento ridotto tipo «Decoville». Certo il treno blindato non colse più i successi tattici ottenuti durante il precedente conflitto e fu relegato a compiti secondari dovendosi guardare, ad ogni uscita, dai micidiali attacchi aerei.

In seguito, nella fioritura di nuove armi realizzate sotto la spinta degli eventi bellici, i tedeschi progettarono veri e propri carri armati da rotaia che, affiancandosi all'autoblindo da rotaia ed alle littorine blindate costruite un po' dovunque nel periodo fra le due guerre, rappresentarono l'evoluzione ultima e la realizzazione più perfetta del treno blindato.

Molte furono anche le soluzioni di fortuna e le improvvisazioni geniali: carri armati danneggiati irreparabilmente agli organi meccanici vennero posti su carri pianali ed agganciati a qualsiasi convoglio con compiti di scorta, carri efficienti venivano invece portati al seguito su pianali con le sponde ribaltabili, specie in occasione di rastrellamenti durante la lotta antipartigiana, in modo da battere il nemico e successivamente inseguirlo coi carri durante la ritirata per sfruttare il successo dell'azione, agganciare e distruggere in tal modo i mobilissimi reparti guerriglieri.

Sotto il profilo dell'utilità bellica e della convenienza economica, l'istituzione dei treni blindati, già discussa durante la prima guerra mondiale, fu molto dubbia nella seconda, poiché questi mezzi, potendo procedere solo lungo le strade ferrate erano, come già detto, in balia degli attacchi aerei e dei bombardamenti di artiglieria e potevano essere fermati senza difficoltà da gruppi di sabotatori che distruggessero ponti e rotaie. Certo erano attrezzati anche per la riparazione veloce dei tronchi di binario distrutti, ma la momentanea immobilità poteva portare alla loro distruzione ed al fallimento dell'azione in corso. Tuttavia ebbero un valore psicologico dato dal loro aspetto imponente e minaccioso, irti come erano di armi, di torrette mobili e di postazioni corazzate; la loro configurazione guerriera, messa maggiormente in luce dalle colorazioni mimetiche, poteva così essere favorevolmente sfruttata dalla propaganda.

In ogni caso é innegabile che in determinate occasioni i treni blindati si rivelarono mezzi efficaci e temuti, specialmente là dove, protetti dai rifugi naturali delle gallerie, potevano operare senza temere l'offesa aerea. Si dimostrarono anche preziosi battistrada nella scorta ai convogli in zone di retro-fronte infestate da bande partigiane, attirando su di sé l'attacco insidioso che avrebbe dovuto subire il più importante convoglio scortato, quasi sempre stipato di truppe e materiali essenziali per l'alimentazione del fronte.

Al fronte vero e proprio i treni blindati non poterono fare che brevi e sporadiche apparizioni in appoggio ad un attacco improvviso per sottrarsi poi subito, con una rapida ritirata, alla reazione dei mezzi pesanti e dell'aviazione nemica.

Quest'ultima era infatti un'avversaria mortale per il treno armato o blindato, sorpreso in aperta campagna o senza un'adeguata difesa contraerea, come accadde durante i primi giorni di guerra sul fronte orientale.

Ci fu allora un'ecatombe di treni blindati sovietici, distrutti sia dall'aviazione tedesca, sia perché raggiunti da puntate di mezzi corazzati veloci che tagliavano ed interrompevano la strada ferrata alle spalle del fronte.

Pezzo navale da 152 mm su pianale ferroviario impiegato contro i boeri dalle truppe del corpo di spedizione britannico.

NOTE GENERALI SULLA COSTRUZIONE E L'IMPIEGO DI TRENI BLINDATI

Negli anni appena precedenti la prima guerra mondiale il treno blindato, questo mostro d'acciaio irto di cannoni e di mitragliatrici, che avrebbe messo in fuga il nemico col suo solo minaccioso apparire, fu realizzato in un certo numero di esemplari. da tutte le nazioni militarmente più progredite, venendo costruito secondo canoni ben precisi.

Nella comune realizzazione di treni blindati valeva il concetto che essi dovevano essere composti dal minor numero di vagoni ed essere quanto più possibile leggeri, in modo da raggiungere una maggiore velocità, supplendo con la mobilità alla propria mole che costituiva spesso un facile bersaglio.

La leggerezza del convoglio facilitava inoltre il superamento di tratti di linea distrutti e ricostruiti con mezzi di fortuna,quali ad esempio ponti di legno, consentendo il passaggio solo a convogli con un carico asse molto limitato.

Si riteneva, a ragione, che uno dei nemici più pericolosi del treno blindato fossero le mine a contatto poste sui binari della ferrovia ed i brulotti, carri pieni di esplosivo che potevano essere lanciati contro il treno nei tratti di binario in discesa. Per potersi difendere da questi mezzi insidiosi ogni convoglio doveva essere in grado di poter manovrare con la stessa mobilità sia in avanti che indietro (allo scopo necessitavano due locomotive) e doveva spingere davanti a sé almeno un carro pianale, denominato in Germania «controller», con lo scopo di portare le mine all'esplosione anticipata e di intercettare i brulotti. Questo carro, caricato di rotaie di riserva, traversine ed attrezzi, forniva inoltre il materiale per la riattivazione della linea.

Il primo vagone doveva essere un vagone di artiglieria con i pezzi disposti in modo tale da poter concentrare il fuoco di due o tre cannoni anteriormente per lo scontro diretto contro treni blindati nemici, scontro che si verificava spesso a distanza ravvicinata ed era di brevissima durata per la rapida fine di uno dei due contendenti. Quasi mai i treni blindati realizzati in quel periodo ebbero più di un cannone in grado di effettuare il tiro nella direzione di marcia.

Un altro problema da risolvere era quello dell'angolo morto, uno dei pericoli più seri che minacciavano il treno blindato, che si trovava spesso esposto all'azione coraggiosa di singoli sabotatori. A questo scopo la soluzione migliore era quella di disporre mitragliatrici in balconi sporgenti lateralmente e con depressione sufficiente per poter spazzare il treno in tutta la sua lunghezza.

Uno dei migliori esempi è rappresentato da un tipo di treno blindato leggero sovietico che, realizzato verso il 1930, aveva la seguente composizione: uno o due «controller» un vagone di artiglieria con due obici da 105 mm (con campo di tiro, in opposizione, di 2700), un secondo vagone con due cannoni da 76 mm in due torrette singole (una più alta dell'altra, in modo che il fuoco dei due pezzi potesse essere concentrato contemporaneamente sul davanti e lateralmente), il locomobile blindato dotato di cupola per l'osservazione, ed infine il vagone mitragliatrici con tre balconi sui quali erano piazzate armi per battere gli angoli morti.

Molti costruttori ed esperti preferivano singoli cannoni nei vagoni, non soltanto per limitare il peso, ma anche per non perdere due cannoni in un solo colpo in caso di centro nemico. Tuttavia il vagone dotato di due pezzi d'artiglieria era da preferirsi sia per limitare la lunghezza del convoglio sia per la conseguente facilità di manovra.

I treni cosiddetti pesanti dovevano invece avere la seguente composizione: uno o due «controller», un primo vagone con due mitragliatrici anteriori e due pezzi di artiglieria da 155 mm in torri singole di diversa altezza e mitragliatrici sporgenti sui balconi laterali, un secondo vagone con un terzo pezzo di artiglieria da 105 mm con campo di tiro di 270° e due torrette per mitragliatrici sul tetto, indi la locomotiva ed il tender, un carro comando dotato di mitragliatrici ed un vagone finale con un cannone e mitragliatrici posteriori, oltre a mitragliatrici nei balconi sporgenti lateralmente.

Per la costruzione dei singoli vagoni erano tenute presenti le seguenti norme: anche nel «controller» le parti più sensibili dovevano essere protette da corazzature; il vagone di artiglieria non doveva mai essere dotato di un semplice cannone di prua, cosa che si verificò in alcuni treni austriaci Mod.1914 ed in altri cecoslovacchi, ma sempre di un pezzo di artiglieria in torre che permettesse almeno un_ settore orizzontale di tiro di 270°; inoltre dovevano esservi almeno due mitragliatrici in grado di concentrare il fuoco anteriormente oltre a quelle in grado di spazzare ogni angolo morto.

Era consigliata anche l'apertura di botole sùl tetto dei vagoni per l'installazione: di mitragliatrici contraeree. La corazzatura del vagone doveva essere abbastanza robusta, almeno anteriormente, per reggere anche a colpi da 105 mm.

Per la costruzione affrettata di treni blindati con materiali di ripiego, un mezzo straordinariamente idoneo veniva considerato uno schermo di calcestruzzo irrobustito da lamine d'acciaio di 5-8 mm di spessore montate con traverse di rinforzo e separate di alcuni centimetri l'una dall'altra da tubi distanziatori, fra esse veniva colato il calcestruzzo e si ottenevano così pareti spesse anche 10 cm in grado di offrire una sufficiente protezione anche contro colpi in pieno di granate di medio calibro. Anteriormente veniva raccomandato uno spessore di 30 cm, meglio ancora se in cemento armato. Unico punto negativo dato dalla protezione in calcestruzzo, era l'impossibilità di montare cannoni in torretta totalmente girevole, in quanto si venivano a creare pericolosi punti di frattura e d'indebolimento nell'unione del calcestruzzo con la corazza d'acciaio della torre.

Per l'armamento, non essendo ancora state realizzate le torrette di carro armato dotate di armamento medio o pesante, erano preferiti i cannoni navali o costieri,su affusto a candeliere, del calibro di 47,75 o 105 mm. Queste armi venivano protette con una corazza in lamiera, cilindrica o conica, collocata su cuscinetti a sfere che, collegata rigidamente alla culla o all'affusto del pezzo, ruotava con esso seguendo i movimenti del congegno di punteria.

L'installazione su cuscinetti a sfere in quell'epoca era però ritenuta estremamente costosa e veniva preferita l'installazione di pezzi da campagna sul loro affusto originario montati su una piattaforma a mezzo perno posta su una ruota dentata con un semplice comando a volantino. Ancora meglio veniva ritenuta la realizzazione di una torre alla quale il cannone fosse rigidamente fissato tramite gli orecchioni, torre che poteva ruotare facilmente su rulli conici o sferici con una modesta frizione senza il bisogno dell'applicazione di grandi supporti di base su cuscinetti a sfere.

Ovviamente con l'industrializzazione dell'Europa, susseguente alla guerra, questi criteri si capovolsero e l'impiego del cuscinetto a sfere fu l'unica soluzione ritenuta idonea alla rotazione delle torri di artiglieria.

Il tetto del vagone, che poco aveva ancora da temere dall'offesa aerea, poteva essere realizzato sia in calcestruzzo, sia in legno rinforzato da rotaie da treno, sia in corazza d'acciaio.

La locomotiva poteva essere spesso protetta nella maniera più semplice con sacchetti di sabbia, cosa che avvenne sin verso il 1900, ma era preferibile, data la limitata superficie da proteggere e la necessità di un'adeguata salvaguardia del mezzo di trazione, l'impiego di robuste corazze. In certi casi il fumo, rivelatore del mezzo anche a grande distanza, venne convogliato verso il basso. Il vapore,in volute bianche o nere, poteva anche essere impiegato per segnalazioni fra treni, essendo ancora tutti i mezzi, in quell'epoca, sprovvisti di apparato radio.

Il comandante del treno trovava posto quasi sempre o sopra il locomotore o nel tender, essendo considerata la macchina il cervello del convoglio, e doveva avere a disposizione un punta di osservazione.

I treni, che erano dotati di collegamento telefonico tra vagone e vagone, dovevano essere attrezzati anche per il passaggio di ordinanze in grado di portare gli ordini del comandante ai vari gruppi di difesa in caso di distruzione della linea telefonica.-

Ogni vagone doveva permettere una facile entrata ed uscita per il personale in tutte le direzioni attraverso portelli corazzati: i treni blindati austriaci dotati di sole porte posteriori venivano giudicati negativamente.

Era consigliata anche l'installazione di un telemetro d'artiglieria e di un impianto radiotelegrafico per poter tenere il contatto con il treno ausiliario al seguito e con la base.

Con la seconda guerra mondiale tutto questo cambiò.

Il grande sviluppo dell'arma aerea rese il treno blindato, anche il meglio corazzato, molto vulnerabile e pertanto si preferì una corazza leggera, una maggiore manovrabilità e velocità ed un armamento più potente.

I cannoni e gli obici vennero montati in numero maggiore, i vagoni poterono diventare anche una dozzina e fu oltremodo potenziato l'armamento contraereo. Si finì infine per realizzare solo treni contraerei con funzioni di batterie mobili per la difesa del retrofronte e delle maggiori città o zone industriali d'interesse vitale. Il personale di bordo superava a volte l'organico di un battaglione e vi erano rappresentate varie specialità, servizi sanitari compresi. L'armamento andava dal mortaio da fanteria al lanciafiamme e durante le azioni notturne venivano impiegati proiettori montati sui tetti dei vagoni. I treni portavano inoltre al seguito un reparto del genio e tutti i materiali per rimediare ai danni causati dai bombardamenti aerei alle linee. Rotaie divelte da bombe o mine venivano rimosse con l'ausilio di cannelli autogeni e sostituite con spezzoni di rotaia opportunamente preparati; anche piccoli ponti e buche venivano resi transitabili con mezzi di fortuna. Il treno blindato acquistò così nuova fisionomia e potenza giungendo all'apice del suo sviluppo, per perdere totalmente d'importanza sul finire della guerra sotto l'incalzare dell'aviazione: nè più né meno di quelle navi da battaglia che si era cercato di imitare. Le ultime sporadiche comparse avvennero nel 1950 in Indocina ed in Algeria.

Stazione di Rostov, treno blindato dell'Armata Rossa immobilizzato dal bombardamento degli Stuka viene osservato da militari tedeschi. Il torrione che sormonta il vagone è quasi certamente una torre telemetrica d'artiglieria.

Modificato 29 Aprile 2009 da galland

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