Classic Military Vehicle 2017 03 [190]

www.cmvmag.co.uk

NEW CONTENT * NEW FEATURES * NEW LOOK

IssueIssue 189 190

French Made Dutch owned Citroen Type 23 R Lorry

£4.50

1967 BSA B40 WD Motorcycle

Reader’s Restoration 1969 Series IIA Lightweight

Round and About

Museums in Crete, Sweden & US

March 2017

Reliable Runabout

Peter DeBella Jeep® Parts Military and Civilian Jeep Parts for MB-GPW, M38-M38A1, CJ2A, CJ3B & CJ5

PDJP is your one stop shop for NOS and high quality reproduction parts. We have over 40 years experience in the jeep hobby. Our aggressive surplus buying over the years has made one of the top dealers of genuine OEM parts in the world. Combined with our quality reproduction parts we are able to supply any restorer with the best parts available.

We maintain two warehouses with over 25,000 sq ft of storage Jeep parts is our main business but we also stock many NOS parts for Dodge, Chevy CCKW and armoured military vehicles. We are your one stop shop for all parts from brake parts to wiring, to accessories.

Brake Kit

Fuel Pump w/Hand Primer

Wiring Kit

First Aid Bracket

B.O. Drive Assembly with Guard

MB-GPW Horn

Rifle Rack

Visit our Website: www.debellajeepparts.com 1319 Pulaski St., Riverhead, New York, 11901

Phone: 631-874-8660 | Fax: 631-874-3831 Monday - Friday 9:00 a.m. -5:00 p.m. Saturday sometimes

Peter DeBella FP.indd 1

20/01/2017 09:17

March 2017 Frontlines

www.cmvmag.co.uk

Make a Date It’s no secret that certain shows are central to the military vehicle scene; Military and Flying Machines in Essex, Wartime in the Vale, the Yorkshire Wartime Experience and, of course, War and Peace in Kent. Therefore it’s quite a surprise to hear that not one but two of these events are moving to new venues in time for this year’s

‘there has been a really positive reaction to the news that the big event is going home’ shows. The details are in this issue’s news pages but the increasingly popular Military and Flying Machines show is going to Maldon while War and Peace is going back to its original venue at the Hop Farm near Beltring. Over the years I, like many others, have

Editor: John Carroll [email protected] Editorial Assistant: Vicky Turner Chief Designer: Steve Donovan Design: Dave Robinson, Tracey Croft, Andy ‘O’ Contributors: Duncan Glen, Louise Limb Jim Kinnear, Scott Smith, Nigel Hay, Tim Gosling & John Teasdale Advertising Manager: Michelle Toner Tel: +44 (0)1780 755131 [email protected] Advertising Production: Kay Townsin [email protected] www.cmvmag.co.uk Group Editor: Nigel Price Production Manager: Janet Watkins Group Marketing Manager: Martin Steele Marketing Manager: Shaun Binnington Managing Director & Publisher: Adrian Cox Commercial Director: Ann Saundry Executive Chairman: Richard Cox

John Carroll

Editor John is longstanding military vehicle enthusiast who has owned a variety of green machines from a Scammell Explorer to a Harley 45 via Jeeps and Land Rovers

Toby Savage’s sand-painted Jeep on a green lane near Chatsworth in Derbyshire

had great weekends at both of the War and Peace venues but there has been a really positive reaction to the news that the big event is going ‘home’. Vehicle owners, traders and visitors all seem to be in favour and many of the CMV team will be joining them on the way to Kent at the end of July. Before then

www.cmvmag.co.uk Subscriptions. Please refer to the main advertisement within this magazine. CMV Subscriptions Department, Key Publishing Ltd, PO Box 300, Stamford, Lincolnshire, PE9 1NA, UK. Tel: +44 (0)1780 480404. Fax: +44 (0)1780 757812. Email: Subs: [email protected]. Mail Order: [email protected]. Order subscriptions at www.keypublishing.com/shop Readers in the USA can place subscription orders by visiting www.imsnews.com or by calling toll free 800-676-4049 or by writing to CMV, IMS News, 3330 Pacific Ave, Ste 500, Virginia Beach, VA23451-9828. Classic Military Vehicle (ISSN 1473-7779) is published monthly by Key Publishing Ltd and distributed in the USA by Mail Right Int., 1637 Stelton Road, B4, Piscataway, NJ 08854. Postmaster: Send address corrections to Classic Military Vehicle, Key Publishing Ltd c/o by Mail Right Int., 1637 Stelton Road, B4, Piscataway, NJ 08854. Copies of Classic Military Vehicle can be obtained each month by placing a standing order with your newsagent.

Vicky Turner

Michelle Toner

Editorial Assistant Vicky is crucial to the organisation of the new CMV team and the production of the magazine. She’s also the owner of a classic 1960s Land Rover

though, also like others, we are rushing to get a project vehicle finished so we can attend some events long before July. In the meantime, enjoy this issue of CMV. EDITOR JOHN CARROLL [email protected]

Small Print: The editor is happy to receive contributions to Classic Military Vehicle magazine. All items submitted are subject to our terms and conditions, which are regularly updated without prior notice and are freely available from Key Publishing Ltd or downloadable from www.keypublishing.com. We are unable to guarantee the bonafides of any of our advertisers. Readers are strongly recommended to take their own precautions before parting with any information or item of value, including, but not limited to, money, manuscripts, photographs or personal information in response to any advertisements within this publication. The entire contents of Classic Military Vehicle is © Copyright 2017. No part of it can be reproduced in any form or stored on any form of retrieval system without the prior permission of the publisher.

Printed in England by Precision Colour Printing Ltd. Distributed by Seymour Distribution Ltd. +44 (0)20 7429 4000.

Key Publishing Ltd, PO Box 100, Stamford, Lincolnshire, PE9 1NA, UK. Tel: +44 (0)1780 755131 Fax: +44 (0)1780 757261 Subscriptions: +44(0)1780 480404 www.keypublishing.com/shop

Ad Sales Executive Michelle is the person to contact with regard to advertising in CMV. She’s happy to discuss companies’ specific advertising needs

3

Steve Donovan

Chief Designer Steve has worked with Designer Dave Robinson in redesigning the magazine to produce CMV’s fresh, new look for 2017

www.cmvmag.co.uk

06

French Connection

words James Kinnear pictures Aleksei Chernishev, Trevor Larkum and Archive

D

eveloped from 1949 as a purpose-designed tank destroyer, the SU-122-54 entered service with the Soviet Army in small numbers. It was shrouded in secrecy throughout its service life, its existence known in the west only from a single photograph of an apparently bogged down example, with corresponding confusion as to its base chassis, armament, role and tactical deployment. The SU-122-54 remained enigmatic long after the vehicle had been removed from service, with converted ARV versions of the vehicle observed during Red Square parades, their plated-over frontal armour indicating that a gun-

A 1946 Citroen Type 23 R lorry restored and resuscitated in Holland and finished in German colours

28

Trail Blazer

Stridsvagn 103C, the Swedish tank which blazed a trail that no one followed

32

SHROUDED IN SECRECY

Testing Times The SU-122-54 with its heavily sloped frontal armour has a purposeful stance reminiscent of the wartime German Jagdpanther. Note the mixed T-44 & T-54 pattern road wheels

36

Shrouded in Secrecy Awash on the Rhine

American war surplus lorries were flooded after the First World War, ahead of flooding the market

56

Pert Pony

A 1967 BSA B40 WD provides a classic motorcycle enthusiast with economy, reliability and practicality

62

Young Guns

Pert P

ony

When classic motorcycle enthusiast Haydn Waldron wanted a practical, reliable and economical runabout, a BSA B40 WD fitted the bill perfectly

T

repairs easier, the petrol tank was of a similar layout to the 1950s Gold Star, in that the right hand fuel tap is set forward to make room for the battery, which in turn is situated above the gearbox. A butterfly-type Amal carburettor was used instead of the normal Amal Concentric. The B40 was given a quickly detachable rear wheel and other features included a fully enclosed rear chain guard and 12-volt electrics to facilitate radio use. With the older, sturdier components, the weight including panniers was160kg while the civilian B40 tipped the scales at 130kg. Apart from small changes over the four-year production run, for example moving the speedometer from the headlamp shell to a separate item mounted on a bracket, the B40’s specification remained the same until the end of production in 1971. Research has suggested that the total number of B40 WDs supplied to the British Armed Forces was 3,087. Initially, they ordered 15 motorcycles including prototypes for test purposes and must have been impressed as they then ordered a further 1,120 in 1967. This contract was followed by a further six orders of GB models for the army specifying a total of 2,931 machines in all. Meanwhile the RAF ordered 135 motorcycles and the Royal Navy 34. A further order was placed with BSA for an additional 235 machines in 1971 but the company was unable to fulfil this order, the early 1970s being difficult times for the British motorcycle industry. For the first main batch, the military-stamped brass plate denoting the contract batch number was allocated randomly and did not correspond to the BSA’s frame number. However, the later, smaller contracts did and for these it is easier for restorers to trace the motorcycle’s provenance. Haydn’s B40 WD, acquired in 1989 after the motorcycle had been discharged from the army and registered with the DVLA in 1977, was bought as a cheap and sturdy runabout. The brass plate on the nearside of the headstock gave important clues to its history and Haydn discovered that it was a Mk 1 and one of the first batch of just over 1,000. Busy with other bikes, he sold it to a friend in 2006 and as so often happens, bought it back in 2012. By now it needed considerable work to restore it to

he BSA B40 WD came from a distinguished line of military motorcycles and many are still performing well in civilian roles today, like this example owned by Haydn Waldron in West Yorkshire. While not the most ostentatious conveyance the British Armed Forces have ever deployed, the B40 WD certainly proved itself a trusty, if humble, workhorse. Post-war, the British Army’s motorcycle holdings included US built Harley-Davidsons as well as a fleet of BSA M20s and Matchless GL3s but none of these were modern enough to take the armed forces through the cold war years. Interestingly, unlike the Land Rover Half-Ton Lightweight, which was developed specifically with the Rover Company to meet the MOD’s needs as the Cold War simmered in the 1960s, dispatch riders would come to rely on a model which had been introduced first as a civilian motorbike with limited off-road capability and which was then adapted for military use. The B40 Star was introduced by BSA in 1960, an easy to maintain unit construction single-cylinder 343cc engine in a light and easily manoeuvrable motorcycle. Even the Automobile Association bought a few to replace their BSA M21s though it certainly wasn’t the workhorse they needed for sidecar work and found it useful only for solo riders. Civilian production of this model continued until 1965 with a few modified for trials competition and others for racing. A photograph of a prototype WD version appeared in promotional material for the army in1965, complete with supports for pannier bags. It was, as the Defence Council technical specification Data Summary cites in 1968, “based on the commercial components of the BSA B40 model”. When modifying the civilian B40, the armed forces required easy maintenance and offroad capabilities. They chose the frame of the competition model together with a detuned B40 competition engine a close-ratio gearbox. Older design front forks were given rubber gaiters and the front brake from an older model was used with a 20in wheel rim. The front was shod with 3.00x20 Trials universal four-ply rating tyres while the rear was given the same type, 3.50x18 size, equipping the bike for off-road use. Also, to make field servicing and roadside

SPECIFICATIONS

Make BSA Model B40 WD MK1 Nationality United Kingdom Year 1967 Used by British Armed Forces, Australia, Denmark, Jordan and others Production Run 1967-1971 Engine BSA Type OHV single cylinder Fuel Petrol Displacement 343cc Bore 79mm Stroke 70mm Transmission Type Manual Gears Four-speed Suspension Telescopic coil spring hydraulically damped front swinging fork, coil spring hydraulically damped units to rear Brakes Drum front, drum rear Wheels 20in front 18in rear Tyres front 3.00x20 trials universal rear 3.50x18 trials universal Seat Dual-seat Dimensions(overall) Length 84in Width 29.5in across handlebars Wheelbase 53.5in Weight 165kg unladen Fording depth 12in

56

ABOVE: Haydn has ensured that the correct, universal trials tread tyres have been fitted OPPOSITE TOP: With warning lights and clocks in the headlamp shell access to the forks was easier OPPOSITE BOTTOM: Even the battery box, retained by a canvas strap is quick to access and facilitate battery replacement in the field

57

On the Shelf Collectable Books

The Forgotten Dead

The twists and turns in the story of the World War Two German le FH 18 105mm gun

70

37

words & pictures Louise Limb

The Russian SU-122-54 tank was kept in the shadows during the Cold War. We pull the cutains back

44

Post-War Soviet Tank Destroyer Development

The SU-122-54 was in concept similar to the wartime SU-85 and SU-100 tank destroyers, developed

specifically for the provision of long-range anti-tank support for armoured formations. At the time of its introduction and early years of service in the Soviet Army, the SU-122-54 was known as the SU-122, the SU-122-54 designation having been only latterly applied to the vehicle. It was developed from 1949 as the Obiekt-600 at the OKB (Independent Design Bureau) of Plant №174 in Omsk, Siberia, under the direction of I S Bushnev, with A E Sulin as the lead design engineer. The development history of the SU-12254 had begun five years earlier however, in 1944, when the Gorlitsky KB within the Uralmash

The SU-122-54 was one of the most mysterious of all Soviet armoured vehicles fielded during the cold war, James Kinnear finds out more about it

1988: Supacat, Hummer and Esarco put through their paces in Singapore in military trials

36

armed version had clearly been in service earlier. Today, the SU-122-54, or the Obiekt-600 (Object-600) as it is also known, is better understood, and two examples of the original gun-armed vehicle have survived and are now in museum collections. The vehicle remains one of the least known, and at the time of its service, least understood, of all post-war Soviet AFVs.

Three’s a Crowd

In Yorkshire, one man’s enthusiasm for the Lightweight Land Rover means he has used parts from three vehicles to restore this 1969 IIA version

Author Ken Small Publisher Bloomsbury Publishing plc Year 1999 ISBN 0-74754467-0 Language English Binding Hardback Pages 200 Size 160x240mm (6.25x9.75in) Price £7.99 (current edition paperback) www.bloomsbury.com

The Forgotten Dead is the story of one particular military vehicle - a Duplex Drive Sherman tank - and everything it has come to stand for. It relates to the story of how the Sherman in question was rescued from the sea off the beach known as Slapton Sands in Devon. The Once the tank was ashore it quickly tank was lost in April 1944, along with 946 American personnel, when became a memorial and a focal point for families who’d lost relatives, Exercise Tiger, a training exercise ahead of the D-Day landings, went and culminated in Ken Small getting a letter from the then US president catastrophically wrong. Almost 40 years later, thanks to Ronald Reagan in 1988. the unstinting efforts of Ken Small, This book was published in the a hairdresser and proprietor of a same year although the copy shown here was one of several later local guest house, the Sherman was raised from the sea bed and turned editions and I’m pleased to say that I into a memorial to bought it off the author in the car those lost. It took The Sherman is winched ashore Ken Small around ten years from hearing about the tank to seeing it come ashore and in between he was faced with seemingly end-

In the military vehicle world, Jeep books are easy to collect as there are so many of them of all ages and sizes. This one shown here may be one of the rarer ones, at least for UK readers of CMV, as it’s a French-language book from the 1970s. Like most Jeep books, it has chapters on the Jeep’s development, the mass produced models of World War Two and other things like the famous GPA ‘Half Safe’ that circumnavigated the globe along with the sort of archive photographs - around 150 in number - and illustrations you would expect. However, as a French publication, it has information and photographs on things that are less frequently found in other Jeep books. There’s some content on Hotchkiss Jeeps in both M201 and JH101 forms and a section on the famous Rallye des Cimes off-road race in the Pyrenees that started with farmers racing war surplus Jeeps. There’s some information on Jeeps used in French Indochina and the colonial wars in Africa

Ken Small atop the Sherman in 1984

less and insurmountable bureaucratic obstacles that involved trips to the USA and digging out some of the concealed history about what went wrong during Exercise Tiger. Ken Small’s determination to see this project through was immense, considering it only started when he was beachcombing while recuperating from a bout of depression. Coins, shrapnel and shell cases were regularly among the things he found and piqued his interest, but did little know he’d end up paying $50 for a DD Sherman.

la jeep Author Jacques Borgé and Nicolas Viasnoff Publisher Balland Year 1974 ISBN 2-7158-0013-4 Language French Binding Softback Pages 160 Size 136x210mm (5.5x8,25in) Price £33 used via www.abebooks.co.uk

park adjacent to the Sherman in 2003. We chatted and I told Ken Small my own beachcombing story about Slapton Sands when, as a child on a family holiday long before the tank was salvaged, Dad and I found an amalgam of rust, shells and mud about five inches in diameter. We knocked it open with a stone to find a piece brass easily identified as part of an explosive shell. He nodded interestedly, signed my book and told me he was unwell. He died in 2004 and a plaque now commemorates him on the Sherman that he invested so much time and energy into. More information at www.exercisetigermemorial.co.uk. Visit the Sherman just outside Torcross in Devon. JC

such as the Congo where French mercenaries ‘les affreux’ were numerous and became household names. Finally there’s content that considers the plethora of postwar 4x4s spawned by the Jeep concept including a few of the less common ones such as the Delahaye VLR, the Minerva Land Rover, the M151 and Mighty Mite. This slightly dog-eared copy was bought secondhand years ago at a military vehicle event for £15 and, at the time of writing this, there’s just one copy for sale on line via AbeBooks for more than double that. If you collect Jeep books and want one that is a bit different, this one won’t disappoint. It’s one that I’m very happy to have in my collection. JC

Jeeps during the Congo War

23

10

News

23

A round-up of news about military vehicles old and new and our monthly pub visit reviewed

17

Military Vehicle Market

What’s selling where and when and for how much

19

Collectable Kit

20

On the Shelf

25

Museum of the Month

International Edition; this month we feature overseas museums in Crete, Sweden and Virginia, USA

Centrespread

The 1941 Albion BY5 6x4 lorry for carrying folding boats

82

Echoes of War

Looking into military vehicles through an archive photograph. This month; Korea, 1952

Four new military books reviewed

www.facebook.com/cmvmag

Collectable books, old and new, reviewed

42

Fuel for thought in our new regular feature. How the Jerrycan helped the allies win the war

Collectable Books

www.twitter.com/cmvmag

4

March 2017 Contents

Classic Military Vehicle Issue190

Dave Pinner restored this1969 Series IIA Lightweight Land Rover - one of the first 1000 made

Subscribe & Save Make great savings when you subscribe to Classic Military Vehicle today. See pages 60-61 for this month’s special offers

5

words and pictures Scott Smith

Scott Smith documents a restoration that took just seven months and brought a popular French military vehicle back to life

French Connection

F

ollowing the fall of France in 1940 the Wehrmacht suddenly found itself with thousands of vehicles at its disposal – both of the British and French persuasion. One vehicle which was to be in plentiful supply was the Citroen Type 23 R, with some 6,000 examples eventually being pressed into military service with the German Army across the occupied countries of Europe. Although this1946 Citroen 23 RU was manufactured a year too late to be used in active military service, it does give an idea of what a serving World War Two vehicle could have looked like during that time. Proud Dutchman Dennis Meijeringh has owned this Citroen since 2015 when he found it in a very dilapidated state – albeit a pretty solid one. “As soon as I saw it I liked the vehcle, not just because it is a Citroen,” says Dennis. “We have restored

a number of vehicles over the years and, whenever it means something to us, we try to take the vehicle and get it back on the road as soon as possible – as was the case with this one.” Despite the Citroen looking a little worse for wear, Dennis felt that overall the vehicle was in fairly good condition and ripe for restoration. This wouldn’t be Dennis’ first vehicle rebuild, he’d been part of a vintage vehicle group for a number of years that had bought a Morris Commercial C8 Field Artillery Trac-

6

Dennis has added magnetic Red Cross signs to the doors. Representing a role that the vehicle may have undertaken

7

tor. As work continued on the Morris, a 1938 Wehrmacht Opel Olympia was also completely restored before the Citroen arrived. As Dennis explained: “It wasn’t that hard to rebuild as it was a fairly well built car and there wasn’t a lot to weld on it. After three weeks we had already managed to get the engine running and within six weeks we even drove it, without windows and everything on it, but still running. “As for parts, they were pretty easy to come by as the engine is the same as the famous Attraction Aufar. It has a 2,000cc engine with a four-speed gear box and it isn’t difficult to get the parts to rebuild the whole vehicle – compared to the Morris Commercial which is proving a bit more difficult. “The hardest part for me was the drums on the back wheels. It wasn’t a simple case of cutting them off, they were so tight we had to hammer them off when we were trying to repair them.” After acquiring the vehicle on September 2, 2015, Dennis was able to drive the fully-restored Citroen for the first

time in April 2016. He continues: “I’m quite lucky as we have a good-sized garage at home, my mechanics also helped with some of the items but the respray and most of the rebuild I did myself.” With the vehicle being a post-war vintage it doesn’t have any military history but Dennis was able to find the original French numberplate which it now carries – along with the Dutch equivalent. The red crosses are magnetic and are just an added extra – offering some kind of idea of a potential role that the vehicle could have fulfilled. After getting the vehicle back on the road Dennis visited a couple of local events near the vehicle’s home in Zuidlaren before deciding to attend the War and Peace Revival show in July 2016 to give it a real test. He says: “We had to drive more than 500km. We had to avoid the motorways and big highways so it was a nice trip. You see a lot of lovely small Belgium villages. “It would’ve had a top speed of about 55mph but obviously, we don’t get near that now. The Citroen isn’t hard to drive, you have to have some muscles for vehicles of this age but everyone knows that.”

ABOVE & RIGHT: This is how Dennis found the Citroen in the summer of 2015 (DENNIS MEIJERINGH) MAIN IMAGE: Overall the vehicle was described as being as fairly solid despite having been stood for a number of years

8

SPECIFICATIONS

Make: Citroen Model: 23 RU Nationality: France Year: 1946 Production Run: From 19401958 a total of 90,693 were built with more than 6,000 of the two-tonne version made for the German Army.

ABOVE : Dennis stands proudly in front of his Citroen 23 RU. ABOVE LEFT: The inside of the cab is fairly basic, and will comfortably seat two people ABOVE FAR LEFT: Power comes from Citroen’s own 11 CV four-cylinder petrol engine,

which was running again just three weeks after Dennis bought the vehicle MIDDLE LEFT: The vehicle still carried its original data plate, showing the exact chassis number along with the make and model MIDDLE FAR LEFT: The main instrument panel is basic to say the least

Engine Type: 11CV 1911 cm3 78x100 mm Four cylinder Fuel: Petrol Power: 48bhp/3500rpm Carburetor: Solex 32BIC Transmission Type: Manual Gears: Four front, one reverse Transfer Box: Suspension Brakes: Hydraulics Wheels: 20in Tyres: 650/20in Crew/seats: Three Dimensions Length: 5540cm Width: 1960cm Wheelbase: 376cm Weight: 2200kg Modification Extra Jerrycans added into the A frame

9

News

[email protected] www.cmvmag.co.uk

Flywheel 2017

Historic Promotions have confirmed new dates for their third annual showcase celebrating classic winged and wheeled vehicles. Flywheel at Bicester Heritage, will now take place June 24 and 25. They have changed the dates so that the show now coincides with Armed Forces Day. Last year’s event saw hundreds of historic cars, aircraft, motorbikes and military vehicles come alive on the demonstration track and in the skies above Bicester Heritage in Oxfordshire. Richard Grafton, commercial director at Historic Promotions, says: “The event continues to grow and we are keen to ensure the programme is even more exciting than before, with something for all the family.” www.flywheelfestival.com

War & Peace Revival returns to Hop Farm

After three years of being hosted by Folkestone racecourse, organisers of the UK’s biggest military vehicle show, War and Peace Revival have announced they have now secured a long-term contract for the show to return to Hop Farm Showground, Tonbridge in Kent. Dates for the show to be held at this venue have recently been announced in each year up to, and including, 2020. This year, the event takes place July 25-29. For more information please head to www.warandpeacerevival.com

Calling all Gipsys The British Motor Museum at Gaydon will hold their third Classic Land Rover Show this year on May 6 and 7. This year they are inviting Austin Champ and Austin Gipsy owners to exhibit their vehicles for free. The Austin Champ club has risen to the challenge, and is very enthusiastic, but so far there has been little interest ex-

pressed by Austin Gipsy owners. The intention is to compare Land Rover’s main rivals from the 1950s and 60s at the show over the two days. Is there anyone out there who might be interested in entering the show? If so, please email [email protected] for further information.

10

News

www.cmvmag.co.uk [email protected]

CMV Pub of the Month

News B r

iefs

Officers of the Ukrainian National guard are re-engineering the detritus of battle, strewn across the countryside. Forgotten and abandoned, these pieces of broken armoured vehicles are being retrieved and put to use. Enlisted men, with pre-war experience in engineering, robotics, mechanics and technology are pooling their skills to revitalise the wrecks and put them back onto the battlefield and into active service.

The WaterlooGlasgow The bloody Battle of Waterloo in June 1815, saw the final defeat of French military leader and emperor Napoleon Bonaparte who had conquered much of Europe in the early 1800s. The battle, fought in Belgium, saw Napoleon defeated by combined British and Prussian forces and signaled the end of French domination in Europe. As a result it added the phrase ‘meeting one’s Waterloo’ to the English language as a reference to encountering one’s ultimate obstacle and being defeated by it. The name of the battle also gave its name to stations and pubs. Many images and paintings of the battle celebrate the heroism of these regiments - notably Lady Butler’s 1881 painting of the charge of the Royal Scots Greys.

The British forces at the battle were commanded by the Duke of Wellington and included numerous Scottish Regiments including the Royal Scots, Royal Scots Greys, Scots Guards, Black Watch, Cameron Highlanders and the Gordon Highlanders, so it’s no surprise to find a Victorian pub named The Waterloo in the heart of Glasgow. This bustling, LGBT friendly boozer welcomes all and is at 306 Argyle St on the corner with Wellington Street, just a short walk from Glasgow Central Station. The pub’s big windows are topped by stained-glass panels showing the crests of the regiments that fought at Waterloo, while its hanging sign depicts a section of Lady Butler’s artwork and quietly marks the battle that guaranteed almost 100 years of peace in Europe.

New Die-Cast Collection Atlas Editions launched ‘Jet Age Military Aircraft’ a new die-cast model collection, on January 23 . One model will be available per month, but the first, is a 1:144 scale model XM607 Vulcan, which flew in the Falklands War in 1982 and took part in the ‘Black Buck’ operations. The Avro Vulcan Bomber was the most advanced plane of its day, topping its American and Russian counterparts and was the spearhead of Britain’s cold war nuclear strike

force, becoming an icon of the modern age. It is perhaps fitting that nearly two years after its final flight, the Vulcan is the first model in the new collectors’ series to be released. Bill Ramsey, the captain of the last ever Vulcan flight said: “It’s great to see such a detailed model of perhaps the most famous Vulcan, XM607, become available to collectors and enthusiasts.” If you want to compare it to the real XM607, it can be viewed at RAF Waddington Aircraft Viewing Enclosure. For more information http://bit.ly/avrovulcanbomber

11

Oshkosh Defence announced in January that the US Army has placed its fourth order for the Joint Light Tactical Vehicle program (JLTV) since the contract was awarded in August 2016, this order is valued at more than $176 million. China made a rare defence policy statement on January 24, publically declaring their deployment of a new inter-continental ballistic missile (ICBM). The timing, and the unusual nature of the announcement, is probably linked to the inauguration of President Trump, who has clearly expressed his anti-Chinese stance. China’s Global Times newspaper said the People’s Liberation Army has moved the intercontinental ballistic missile to Heilongjiang Province, in Northern China, close to the Russian Border in a move suggesting China perceives Russia to be an ally. The DF-41 is described by Global Times as the most advanced ICBM in the world. Apparently it has a range of 8,699 miles, enough to hit any conceivable target with the exceptions being South America and parts of Antarctica. They claim it can carry up to 12 nuclear warheads, and is capable of being moved on China’s network of roads in efforts designed to avoid detection and prevent destruction. China’s nuclear policy states it will never use nuclear weapons first but reserves the right to retaliate in kind. India is preparing to position more that 450 main battle tanks along its border with Pakistan. The newly-ordered, Russian-made, T-90MS, will significantly bolster the already sizeable deployment of tanks along the northern and western borders. The move comes months after Pakistan threatened India with a nuclear attack when old tensions were rekindled following Indian armed forces strikes against alleged terrorists operating within Pakistan.

News

[email protected] www.cmvmag.co.uk

Movement Orders A Sherman tank is a Sherman tank in the eyes of museum going Joe Public, who will marvel at its size and magnificence and it’s only we enthusiasts who will be unrestrained in pointing out if it is not in context with the display. For many years the Airborne Museum at Ste Mere Eglise in Normandy has welcomed its visitors with, ‘quelle horreur,’ a Sherman M4A1(76)W HVSS, which was absolutely wrong for the Normandy campaign. The M4A1(76)W HVSS only reached Europe during the closing stages of the war. The French military kindly and doubtless with good intentions, donated several of these to museums and to towns as memorials, despite them being the wrong model. So 2017 got off to a really good start with the arrival of a much more appropriate M4A4 Sherman, acquired, we understand, from Jean Weiler, an armour collector in Luxembourg. This M4A4 had languished on a firing range for many years until its cosmetic restoration for the Airborne Museum. Large crowds gathered to watch the exchange of the two tanks in the confined entrance way to the museum; a tricky logistical exercise. But by the end of the cold January day, historical order had been restored and the outgoing HVSS Sherman was on its way out of France to its new and as yet, unknown, home. Out with the old. M4A1(76)W HVSS Ste Mere Eglise

In with the new. Correct M4A4 Sherman arrives in the Airborne Museum, Ste Mere Eglise, Normandy

Hopefully a similar exchange can soon be carried out to replace the M4A1(76)W HVSS Sherman tank outside the nearby Utah Beach Memorial Museum, which too was gifted by the French army. The newly formed Castletown D-Day Centre in Weymouth took delivery of its Sherman M4A4, which was restored by Matthieu Dumias of Military Classic Vehicles in Normandy. Rescued from a range in the south of France, it is a non-runner but an otherwise excellent restoration. The tank will form a major part of this new

Castletown D-Day Centre took delivery of its M4A4 Sherman

Adrian Scott’s Chaffee hull off to Holland and innovative attraction that vividly commemorates the thousands of US troops who left Portland and Weymouth for Normandy in 1944. A replica Spitfire arrives shortly with the centre opening in the spring. Chris Till acquires restored Indian 741B Chaffee in a million pieces Having finally sold his M10 Achilles Tank Destroyer and then imported an M51 Super Sherman for restoration, Adrian Scott has exchanged his M4 High Speed Tractor for an M24 Chaffee tank. Having patiently waited for the exchange to come off, the beautifully restored M4 now resides in Holland, and Adrian and his helpers returned to the UK with a totally dismantled Chaffee – which Adrian tells us will have to wait until the Super Sherman is finished.

Chris Till’s M5A1 leaves

The Chris and Terry Till collection is well known and we learned that the ‘too nice to drive’ M5A1 Stuart they acquired from the Copeman collection a few years ago has now left the UK for its new home in a major Belgian collection. We understand that, as part of the deal, Chris brought a restored Indian 741B home. The Tills and the Copemans, established armour collectors, really spring-boarded the current enthusiasm among collectors for World War Two military plant, with an ever increasing stable of Dozers, Graders and other engineering vehicles.

It isn’t only armour that moves around. A 1943 DUKW has come into the UK to a Hampshire-based collection. Its new owner wanted a DUKW he could swim and have fun with on his private lake rather than restore to original condition. This DUKW had one owner since it left military service. Having been bought as surplus in 1947, it worked as an emergency vehicle in 1953 during the severe floods in the Dutch and Belgian coastal areas. The DUKW’s last 60 years of service were rather more gentile. The suitably-modified DUKW had, until 2015, been used for tourist rides on a Belgian beach at Blankenberge, using a Volvo diesel engine instead of its original GMC270 petrol engine. And as we go to press, we heard an M3A1 Stuart and a very nice Ford GPA are in a container on the high seas heading for the UK Belgian DUKW was in commercial use until recently

M4 High-Speed Tractor

12

1st Knight Military Charity Charity Number 1158071

16 St Annes Road Blackpool FY4 2AN Telephone: 01253 319184 Email: [email protected] For more visit our website www.1stknightcharity.com

Jack Pyke Web-Tex Kombat UK Viper Mil-Com Military Badges

We give respite to any of our wounded Soldiers, Airmen or Sailors. We care. We give back.

www.mod-sales.com Spartan CVRT Dieselised APC, Fitted Cummins BTA 5.9lt Turbo AlvisShielder, CVRT Shielder, Tracked Armoured carrierwith withflat flat bed Alvis Stormer ReconFitted Vehicle, Spartan diesel CVRT Dieselised APC, Fitted Cummins BTA 5.9lt Turbo diesel Alvis Stormer TrackedTracked ArmouredArmoured Recon Vehicle, Perkins Alvis CVRT Tracked Armoured loadload carrier bedplattorm, The flat engine, Engine: power 195 hp, David Brown TN15d Epicyclic can be for a wide of roles such logistic carrier , bridge layer repair Fitted Perkins Crew: Commander engine, Engine: power 195 hp, David Brown Epicyclic Semi-Automatic Crew:6-litre, Driver,6-cylinder, Commander plus Driver, 2 pax, year 1992, plus plattorm, bed flatbed canadopted be adopted forrange a wide range of as roles such as logistic Semi-Automatic Gearbox withTN15d Neutral turn capability, Maximum 6-litre, road 6-cylinder, / recovery and towing. Built to a high specification the vehicle hull is composed of 2 pax,Excellent year 1992, low mileage, Excellent condition, Gearbox speed with Neutral turn capability, 750 Max road 72 km/h, Range 750 km, 60%, Side low mileage, condition, carrier, bridge layer repair/recovery & towing. Built to a high spec the 72 km/h, Range km, speed Manoeuvrability, Gradient aluminium armour to protect the crew, etc, Mileage from 500, Excellent condition, Guide Guide price from £12,500 (6 Available) slope 35%, Vertical stepslope 0.535%, m, Trench m, Fording 1 m, etc, ............................................ Manoeuvrability, Gradient 60%, Side Vertical 2step 0.5 m, Trench Guide price from £12,500 (6 Available) vehicle hull is composed of aluminium armour to protect the crew etc, price �om 12,500 (4 Available). Excellent price from £19,995 Available) 2m, Fording 1m etc,condition, Ex condition,Guide .... Guide price from £19,995 (3 (3 Available) Mileage from 500, Ex condition, Guide price from £15,000 (4 Available)

Land Rover Defender 110 Tithonus Hard Top RHD, Fitted 2500cc Wolf 130 Battlefield Ambulance RHD, Fitted 300Tdi engine, 5 speed The DAF 4x4 Truck, Cargo capacity of 5000kg, Fitted Cummins 5.9 ltr Thepermanent DAF 4x4 4x4, Truck, capacity of 5000kg, NAD engine gear box, Transfer boxRHD, with Fitted Hi Lo ratio & engine, R380 gearbox, Hi/Low transfer Ambulance box with centre diffFitted lock, PAS, frontengine, and 5 speed Turbo Diesel, Hi LoCargo Ratio with Diff Lock, PAS, Air Fitted brakes,Cummins Wolf 130 Battlefield RHD, 300Tdi Land LT77 Rover5speed Wolf 90 300Tdi Hard Top 300Tdi centre diff lock, 12 Volt electrics, Wolf style wheels, Disc brakes, Soft brakes, heavy duty chassis and axles, Goodyear tyres,PAS, front Nata style5.9 rearltrhitch, power 145hp, Maximum roadRatio speedwith Diff Lock, TurboEngine Diesel, permanent 4x4, Hi Lo gearbox, Hi/Low transfer box with centre G90 diff lock, 5 speed R380 gearbox, Hi/Low transfer box with centre diff lock, fullrear discR380 type steering wheel, mileage from 60,000 km, spare wheel, low mileage, Year from 1997, runs and drives well, Very 89 km/h, Range 500 km, Year from 1994., PAS, Air brakes, Nata style rear hitch, Engine power 145hp, and rear disc brakes, heavy duty chassis and axles, Goodyear G90 FFR installation kit, 24-volt electrics, PAS, front and rear disc brakesgood condition, ............................................ Guide price from £6,250 (10 Available) ...................... Guide price from £13,750 (5 Available) ............................................... Guide £4,500 Maximum road speed 89 price km/h,from Range 500(40 km,Available) Year from 1994. tyres, spare wheel, low mileage, Year from 1997, runs and drives well, etc, Mileage from 45110km, Guide price from £10,995 (6 Available) Guide price from £4,500 (40 Available) Very good condition, Guide price from £13,750 (5 Available)

FOLLOW US

ON FACEBOOK

FOLLOW US WITHAM (SPECIALIST VEHICLES) WITH�M (SPECIALIST VEHICLES} LTD LTD On Facebook

�

�

UK Sales & Marketing Agent forMinistry all Ministry of Defence Vehicles&&Mobile Mobile Plant Plant. UK Sales & Marketing Agent for all of Defence Vehicles Honey Pot Lane, Colsterworth, Grantham, NG33 SLY Tel: 01476 861 361 Fax: 01476 861 441

Honey Pot Lane, Colsterworth, Grantham NG33 5LY Tel: 01476 861 361 Fax: 01476 861 441

Email: [email protected] Email: [email protected] 13

013_CMC-MAR17_ad..indd 1

02/02/2017 15:05

News

News B r

[email protected] www.cmvmag.co.uk

iefs

According to an international study www.reportsnreports. com/reports/699294, the global market in amphibious assault vehicles in set to grow by nearly 10% between 2016 and 2020. Analysts put this down to recent rapid deployment of armed forces combined with the need for high mobility of their support services. The Peruvian Army’s First Cavalry Brigade, received ten new Rheinmetall Military vehicles in January this year. Peru has acquired 338 4x4 utility vehicles that can transport up to ten tonnes of cargo for its army and navy. The project is aimed at modernising the army’s fleet of support vehicles to be used for transporting personnel and for providing civilian support during natural disasters. Israeli defence electronics developer Elbit Systems, announced in January that it has won a $100 million deal with the Brazilian military, to supply, through its subsidiary Ares, REMAX Remote-Controlled Weapon Stations complete with associated equipment and services over a five-year period. REMAX is a stabilised weapon station for 12.7/7.62mm machine guns and will be used in armoured vehicles, logistic vehicles and utilised in combat for troop transport, border patrols and in peace keeping missions. In recent weeks, 3,000 US soldiers, 80 main battle tanks and hundreds of armoured vehicles have arrived in Germany, and are being dispersed by road and rail into eastern Europe, close to the Russian border. The US is claiming this to be a “defensive operation” but Kremlin spokesman Dmitry Peskov has already suggested that Moscow views the US military presence near the Russian border as a threat. Argentinian foreign policy analyst, and director of the Russian Observatory of the Argentine Centre of International Studies, Guillermo Galea, told Sputnik’s Spanish website Mundo, that it looks more like part of a ‘passive-aggressive’ strategy to contain Russia, and that this final move of the Obama administration coming just ahead of Donald Trump’s inauguration, was a response to calls from Estonia, Lithuania and Latvia and was a ‘demonstration of force’, but one unprecedented since the end of the cold war.

Tunneling Tanks During the cold war, the British Army regularly held exercises transporting tanks on Europe’s railway network. But with recent conflicts being centred on the Middle East in Iraq and Afganistan, those exercises were mothballed and requisite skills lost. Since it was built, the forces have used the Channel tunnel to transport kit and supplies, but until this year, never tanks. Recent cuts in defence spending means that the army no longer retains rail transport experts, so civilian logistic specialists were called in to load a Warrior at the army’s rail head in Wiltshire and then later, in Folkestone, a Challenger tank. These were sent through the tunnel to France and then back again, in the small hours of Thursday, January 19. British Army bases in Germany are set to close, so in future, deployment of armoured vehicles will have to be direct from the UK. This, coupled with the perception of an increased threat posed by Russia, means that the MOD is seeking new ways to dispatch heavy weaponry to eastern Europe in support of NATO’s rapid reaction force, should it be necessary; around 800 British soldiers are expected to be deployed in Estonia later this year. The operation was kept low profile, with no media

MOD moves tanks through Channel tunnel. being invited and only a cursory tweet, with picture, being circulated. The MOD, declined requests for further images, but stated the operation had been designed to test ‘the viability of using the Channel tunnel, to move vehicles and equipment to mainland Europe, adding to the existing range of options available, and increasing the agility of our armed forces’. Russia described the move as a ‘stunt’.

International Army Show

On September 1-3, the ‘first of its kind’ International Army Show will take place at Twenthe Airport, a former military airbase in the Netherlands. This event is for anyone who owns a military vehicle or has a passion for military vehicles, whether it’s Jeeps, tanks or anything in between. Owners of army vehicles can participate in the Concours d’Elegance, and visitors get the opportunity to ride in tanks and other army vehicles and participate in virtual reality shooting. Various re-enactment shows are planned as well as a military exposition. In Hangar 11, there will be more than 8,000 square metres of stalls full of militaria and vintage items. Children can play and

be part of various activities like camouflage painting, rock-wall climbing and driving around on a quad bike at the military playground. This event, adopting the idea from the War And Peace Revival Show, provides the opportunity to camp in an army campsite. This will enable those staying for all three days of the event to experience how it used to be in the camps. The hangars and barracks at Twenthe create the perfect backdrop; it has the atmosphere of the past but with the modern facilities of toilets, showers and electricity. For more information, booking and prices visit www.armyshow.eu

Essex Military and Flying Machines Show relocates The Essex Military and Flying Machines Show, hosted for a decade at Damyns Hall Aerodrome, Upminster, will be moving to Maldon in Essex this August. This is due to the new safety requirements imposed by the Civil Aviation Authority (CAA) last year. New regulations mean it is no longer financially viable to hold the event in Upminster. Insurance costs have more than doubled for organisers of shows across the country following the Shoreham air crash in 2015 when a vintage Hawker Hunter jet crashed on

14

to the A27 in West Sussex, killing 11. Chairman of the Historic Military Vehicle Association, Colin Tebb, says: “This is our hobby, it is not a job and there is so much risk involved now. We have calculated it would cost about £12,000 for us to put on the airshow and that is before we bought any aircraft. “Without an air show we have struggled to think of a reason why we need to stay at an airfield”. Instead, organisers will now put on the show in Maldon on August 12 and 13.

David Yamulla

Military Vehicle Restoration Parts

SPECIALISING IN PARTS FOR ARMOURED AND TRACKED VEHICLES Parts for Weasel, Halftrack, Greyhound, Stuart and Sherman

Plus parts for many other tracked and wheeled vehicles available

See us at MILITARIA 2017, Stoneleigh Park Sun Jan 29th

980 North Laurel St. Hazleton Pa 18201-1944. USA Tel: 001-570-454-5674 • Email: [email protected]

www.militaryvehiclesupply.net

16

016_CMV_MAR17_ad.indd 1

30/01/2017 11:35

Military Vehicle Market

words and pictures Nigel Hay

Crisis, What Crisis?

Brexit is at the forefront of the political agenda but it doesn’t seem to have affected the price of the military vehicles coming out of Europe

A

s the new year kicks off, despite the best efforts of the euro and pound exchange rates, we have seen a real flood of vehicles advertised from European sellers – in fact outnumbering those from UK sellers two to one. Pleasingly, these over-the-channel sellers tell us it is the British who have been buying. So already, the military vehicle collectors’ market is busier than we would expect at this time of year. Newly-established Jeep trader, Andy Brown Jeeps offered a choice of seven Jeeps recently imported from California. With prices from £7,000- £15,000, they seem good viable projects and should all be at the shows this summer. A superb Ford GPA amphibious Jeep was offered in France for €135,000. It has an interesting history; made in the USA, delivered to England, sent to India with the British Army from where it was rescued around 15 years ago - then back to England and now in France, having undergone an outstanding restoration. In 2017 the annual Amis Des Amphibs rally is on the River Thames at Henley so it’s the perfect choice for messing about on the river. On shore, we have seen a gentle rise in ‘ready to rally’ Jeep prices, both Hotchkiss and wartime. At the moment you won’t get a reasonable World War Two Jeep for less that £15,000 – though we have had some good keenly priced Hotchkiss Jeeps this month at around £13,000. France has been disposing of its Peugeot P4 Field Cars for some time but they are only starting to nibble into the collectors’ market. Essentially the Mercedes Gelandewagen, it was built under licence by Peugeot and later Panhard for the French military and gendarmerie with a Peugeot 604 engine. It is a real surprise that a second-life civilian market for these hasn’t emerged as they have excellent off-road performance and sell for around 70% of the price of the Mercedes military G-Wagen . We are seeing more coming up for sale, mostly still in military trim, but £7,500 will buy you a nice civilianised example. It is worth noting that the Mercedes military G Wagen and the P4 are both fairly basic without the normal comfort and refinement one expects with Mercedes – who certainly didn’t compromise on build and component quality. So, if you fancy something modern that isn’t a Land Rover and isn’t riddled with electronics, a P4 could be the answer. We have seen a lot of armour up for sale this month. A Centaur Dozer project came on sale for £35,000 and it was a surprise to see another Centaur come onto Milweb a few days later. At £60,000 a ‘work in progress’ 1943 6pdr Centaur Gun Tank restoration project still needed an engine, transmission and a lot more besides. At

Can you see what it is yet? The other M4A4 with a post-war add-on Dozer modification.

Nicely-finished M36 Jackson tank destroyer.

Centaur Gun tank – needs finishing

M4A4 project – one of a pair for €60,000

Peugeot P4 at £7,500

17

€135,000 puts your toe firmly in the water with this GPA

that money it would be a longer term investment, but an interesting project for its new owner. For virtually the same price, Normandy-based Military Classic Vehicles offered a package of two Sherman M4A4 hulls. Though not range hulks, one has a strange Dozer mechanism addition to its front end. This heavyweight package seemed to be the new year’s best buy so far. That will mean we have another two Shermans under restoration to add to the dozen or so we know of being undertaken in Europe at the moment. Military Classic Vehicles are also offering the ex-Normandy Tank Museum’s well-known M36 Jackson tank destroyer for €270,000 - this is an all-time high asking price for a Jackson by around €80,000 and reflects the perceived value of the M10/M36. Like buses, Welbikes normally come along in twos and no sooner had one sold through Milweb, one came along with the original XXE military contract engine at £8,900. Now we probably won’t see one for a while. Although fewer British bikes this month, there are plenty of German World War Two bikes on the market. These include a Zundapp KS600 solo at £23,000, a nice DKW NZ 350 at £12,500 and a BMW R75 with sidecar at £49,995. The R75 comes with the all-important makers certificate from BMW archives, proving provenance. Witham Specialist Vehicles continue to sell good numbers of Defenders, Leyland Dafs and huge quantities of spares on behalf of the MOD through their nightly online auctions. A good proportion of these are being bought directly by collectors, some of those snapped up by trade buyers will filter out to the collectors’ market, often registered and painted – of course at a higher price. If you are a buyer, there is a good choice on the market to buy – if you are a seller there are certainly plenty of buyers. As we go to press, Stoneleigh will have given its usual kick start on the market so by next month we will have seen a lot more activity before the spring outdoor events begin.

18

018_CMV_MAR17_ad.indd 1

01/02/2017 10:12

Collectable Kit The Jerrycan

words Richard Johnson pictures John Carroll

Fuel For Thought Part One – from Germany to North Africa

How the humble Jerrycan helped the allies to win World War Two

I

n the long history of human conflict, it is only rarely that one may detect a defining moment – an action, an invention, or chance event that changes the course of history. Usually, when such pivotal changes do occur, they will be clear and immediately obvious: in the case of the Jerrycan, there is no such clarity. When German engineers completed the design of the humble 20-litre canister for the Wehrmacht, they had no idea that in that moment they had created a tool which would become an instrument of destruction for the Third Reich. The story begins in the 1930s. After the German election of 1933, Adolf Hitler was appointed chancellor, and the policy of rearmament was a major factor in the economic success of the Nazi government. From 1935, the Wehrmacht was planning for any future conflict, and developing the Blitzkreig strategy – fast mechanised warfare, relying on swiftly-moving motorised penetration of enemy lines. Fuel shortages could not be allowed, as they would cripple such rapid movement, so the development of some means for each individual unit to carry extra fuel was a priority. A small design team was established at the firm of Schwelmer-Eisenwerk-Muller, in the Ruhr, to develop an effective fuel container. The team, led by Vinzenz Grunvogel, the Oberingenieur or ‘chief engineer’, came up with an enduring example of form following function – the Wehrmacht-Einheitskanister. Everything about the new container was ‘right’, from the start. Two steel pressings made up the main body, and these were joined together by a recessed welded seam. Cruciform depressions were pressed into the sides, strengthening the can, and also allowing a small amount of flex to cope with temperature-induced expansion and contraction. The cap operated on a cam principle, ensuring that a tight, leak-proof seal could be obtained, and with the huge advantage that the cap could not be mislaid: an air tube ensured that pouring was smooth and splash free. The shape of the can and placement of the integral spout meant that when filled correctly, an air space existed, so that a full can would float if dropped into water. At the top, three handles were fitted – this

A British War Department 1944-dated, Jerrycan in the condition it was found at a French fleamarket

enabled cans to be passed swiftly along from one man to another, and also that two full or four empty cans could be carried by one man. Hugely satisfied, the Wehrmacht built up enormous stockpiles of the highly secret containers prior to the outbreak of war in September 1939. Despite the secrecy, by a strange twist of fate, three cans, which were ultimately to play such an important part in the defeat of the Nazis,

were to be spirited out of Germany in the summer of 1939. An American engineer named Paul Pleiss had been working in Berlin. As the contract had ended, he planned to drive overland to India, and recruited a German colleague to join him on the adventure. Shortly before departure, they realised they had no containers for spare water. The German had a solution, however – he knew that thousands of cans were being stored at Templehof airport, and in some mysterious way acquired three. As the world drifted towards war, the adventurers set off, driving through 11 countries on the way. At some point, with the onset of hostilities imminent, Pleiss’ companion was recalled to the Fatherland. Undeterred, the American continued on to Calcutta, and put the car, and the Jerrycans, into storage, before flying home. Some time later he had the car and the three cans shipped to his home in the USA – an action of great significance, as we will see later. The British Army was not best prepared for war in September 1939. Little thought had been given

19

to the logistics of fuel movement and the need for manageable, efficient containers. Two types of fuel can were in service: a two-gallon, pressed steel model, based on the standard civilian petrol can, and a four-gallon rectangular model made of soldered tinplate. Both were inadequate for the purpose. The two-gallon type had a handle and filler cap projecting on the top face, making the cans difficult to stack and vulnerable to damage. The four-gallon type was even worse. Its construction meant that it was so weak that lower rows would crush if the cans were piled up, and the filler was prone to leakage. They became known as a ‘Flimsy’, a name which tells us much! During the Norwegian campaign of May to June 1940, the British forces became aware of the Wehrmacht canister, and of how efficient it was. It cannot be determined whether any samples were captured, but that did not matter, as Paul Pleiss, now apparently an officer in the US Army, arrived in London, and had access to contacts at the War Office. He was asked to provide a sample of the German can, and one was quickly sent from his home in Philadelphia. At the Pressed Steel Company Ltd works at Cowley, the Jerrycan was reverse-engineered, and then copied exactly. Paul Pleiss wrote a paper on the subject for the Ministry of Supply. That document is stored in The National Archives, as file number AVIA 38/557 – ‘Manufacturing technique by Paul Pleiss: Pressed Steel Company, Oxford, England’. The government then commissioned orders for the manufacture of huge quantities for the armed forces. While stocks were being built up, the war of course, was continuing. In North Africa, the 8th Army, still equipped with the ‘Flimsy’ cans experienced numerous setbacks caused by fuel shortages. Losses were estimated at between 30 to 40%, as the containers were so fragile, and the evaporative losses from the screwed or pressed fillers were exacerbated by the temperature differences between day and night. General Auchinleck, in overall command of operations in North Africa, wrote that on many occasions the ‘Flimsies’ were found to be half empty when opened. Captured enemy Jerrycans were greatly prized, and were instantly taken up for use by the Long Range Desert Group on their missions. Back in Britain, production was increasing during 1941 and 1942, but the rate was slow, as each can was hand welded using oxy-acetylene – it was taking 15 to 20 minutes to weld the two halves together and fit the spout. As production speeded up, deliveries increased, and as the Desert Rats prepared for the battle of El Alamein, more than two million Jerrycans were part of the logistical support chain..

Next Month

The US Jerrycan and the road to Berlin

On the Shelf New Books M50 Ontos and M56 Scorpion 1956–70

The Iran-Iraq War

Author Kenneth W Estes Publisher Osprey Publishing Year 2016 ISBN 978-1-4728-1473-9 Language English Binding Softback Pages 50 Size 7.25x9.75in (1184x2407mm) Price £10.99 www.ospreypublishing.com

Authors E R Hooton, Tom Cooper and Farzin Nadimi Publisher Helion and Company Year 2016 ISBN 978-1-9110-96566 Language English Binding Softback Pages 82 Size 8.25x11.75in (2100x2296mm) Price £19.95 www.casematepublishing.co.uk

The post-war years must have been interesting times in military engineering circles; lessons from World War Two had to be learned and assimilated and the cold war was offering new challenges as conflicts changed. This book is evidence of that; the 1950s-designed, M50 Ontos and the US Army’s M56 Scorpion were designed as fast, lightweight, air-droppable tank-killers for the cold war battlefield. They were seen as a progression from the cumbersome World War Two-vintage tanks that had been taken to into action in the Korean War. Although they shared the aim of bringing light, mobile and lethal anti-tank firepower to the infantry, the two vehicles varied in design to make them suitable for bespoke roles. The machines first saw service

The Iran-Iraq War was one of the bloodiest conflicts of the 20th century and started in September 1980, when Iraq invaded Iran. It lasted until August 1988, thus making it the longest conventional conflict in the post-World War Two era. The first volume in a Middle East at War series deals with the Battle for Khuzestan, of September 1980 - May 1982. It looks at the background to the conflict and describes, in considerable detail, how Saddam Hussein decided to invade, yet restrict the Iraqi Army’s notable success to a narrow strip of territory in the southern Iranian province of Khuzestan. This left the Iraqis unable to either advance or withdraw so exposed them to numerous and successful Iranian counter-strokes which drove them out following the ferocious Battle of Khorramshahr in May 1982. This book is useful in providing a unique insight into a war which began through miscalculation and rapidly

during the Lebanon ‘intervention’ of 1958 but it was a decade later during the Vietnam War that the machines were battle proven, when the M50 Ontos saw combat during the Battle of Hue in 1968. Numerous black and white archive photos, detailed illustrations and in depth analysis from author Kenneth W Estes, a 1969 naval academy graduate who served with the USMC until 1993, provide a comprehensive history of these unusual vehicles, from their early development to the disbandment of the USMC’s last anti-tank battalion with M50A1s in 1971.

German Panzer II Author David Doyle Publisher The Ampersand Group Year 2016 ISBN 978-1-944367-06-0 Language English Binding Hardback Pages 170 Size 11.25x8.75in (2860x2220mm) Price £22.95 www.casematepublishing.co.uk It may just be a perception rather than a truth but, when flicking through books about the German Army in World War Two, there seem to be two distinct moods evident. In the early days of the war there’s always pictures of grinning soldiers and tank crews as the panzers and motorcycles ride across France and Russia on summer days. Photographs from later in the conflict taken after the tide of war had turned, show fewer grins and more weary-looking blokes in less pristine kit. This book about the German Panzerkampfwagen II does nothing

escalated. It uses detailed military history compiled from material from both sides, as well as information from US intelligence circles and British government archives. Maps, illustrations and 120 photos offer a comprehensive visual account of the conflict. As well as planes and helicopters, from a military vehicle point of view, there are photos of a mixture of American, British and US vehicles and armour ranging from T55s and Chieftains to M151 Mutts and BDRM-2s. Most interestingly there are pictures of Iranian Army Quads towing 25-pdrs and a photograph of what I believe to be an Iranian-built Shahbaz CJ Jeep mounting a 106mm recoilless rifle. It’s a more interesting and authoritative book than might be imagined and well worth a read.

MaxxPro MRAP Authors John Adams-Grif with David Doyle Publisher The Ampersand Group Year 2016 ISBN 978-1-944367-01-5 Language English Binding Softback Pages 122 Size 11x8.5in (2280x2150mm) Price £17.95 www.casematepublishing.co.uk

to disabuse this perception; some of the photos of the tank crews with the variants of the PzKpfw II (which was subsequently largely superseded by the bigger Panzer models) from 1940 and 1941 could almost be holiday photos taken before the Blitzkrieg turned sour. That in itself makes it interesting, as does the fact that the Panzer II was designed and initially produced under the code name of 100-horsepower Farm Tractor, owing to the restrictions of the Treaty of Versailles and went on to play a key role in the early victories achieved by the Blitzkrieg. Almost 200 wartime photographs with detailed captions make this a book to treasure.

This is a predominantly photographic record of the Maxxpro Mine Resistant Ambush Protected (MRAP) vehicles compiled from approximately 250 period US Defense Department images of the vehicles in use. The back story is that, from its introduction in 2007, the International Harvester Navistar MaxxPro evolved to meet the demands of US military personnel in facing the effects of improvised explosive devices on vehicles in during operations in Iraq and Afghanistan. Based

20

on International Harvester-manufactured commercial trucks, the range of MaxxPro MRAP variants grew to encompass the M1224; M1224A1; M1234; M1235 and the M1249 wrecker and, by 2015, nearly 9,000 MaxxPro MRAP variants had been in service with 16 nations in addition to the United States. This book - more photo album than history book - arranged chronologically, traces the origins of the MaxxPro from its unveiling in 2006 through its varied military career in Iraq and Afghanistan as well as training areas through comprehensively captioned fullpage colour photographs.

BAIV.indd 1

24/01/2017 12:12

Chatham Fair

Chelmsford Militaria Fair

Next Fair Date Sunday 12th March Historic Dockyard, Chatham, Kent. ME4 4TZ

Next Fair Date Sunday March Next fair date Sunday 20th5th September. Marconi Social Club, Beehive Lane, Chelmsford, Essex. CM2 9RX

Trade from 5:30AM and Public from 7AM Most fairs are on the 2nd Sunday of each month

Open 10AM - 2PM Two halls of dealers selling quality militaria for the discerning collectors and reenactors. Refreshments available. TRADERS: 6ft table in advance £25 Admission £2.50

Future 2017 Dates Apr 9th, May 14th, Jun 4th, Jul 9th, Aug 13th, Sept 10th, Oct 8th, Nov 12th, Dec 10th

CONTACT:

Future Dates: Future2017 2009 Dates:

May 21st, Sept 17th, & Dec 3rd 18th October &Oct 6th22nd December

[email protected] 07595 511981

See website for more information:

NEW WEBSITE

Deacts, inert & ammo, weapon accessories available at online shop.

www.chelmsfordmilitaria.com

www.chathammilitariafairs.co.uk 22

022_CMV_MAR17_ad.indd 1

30/01/2017 11:36

On the Shelf Collectable Books

The Forgotten Dead Author Ken Small Publisher Bloomsbury Publishing plc Year 1999 ISBN 0-74754467-0 Language English Binding Hardback Pages 200 Size 160x240mm (6.25x9.75in) Price £7.99 (current edition paperback) www.bloomsbury.com

Author Jacques Borgé and Nicolas Viasnoff Publisher Balland Year 1974 ISBN 2-7158-0013-4 Language French Binding Softback Pages 160 Size 136x210mm (5.5x8,25in) Price £33 used via www.abebooks.co.uk

The Forgotten Dead is the story of one particular military vehicle - a Duplex Drive Sherman tank - and everything it has come to stand for. It relates to the story of how the Sherman in question was rescued from the sea off the beach known as Slapton Sands in Devon. The Once the tank was ashore it quickly tank was lost in April 1944, along became a memorial and a focal with 946 American personnel, when point for families who’d lost relatives, Exercise Tiger, a training exercise and culminated in Ken Small getting ahead of the D-Day landings, went a letter from the then US president catastrophically wrong. Ronald Reagan in 1988. Almost 40 years later, thanks to This book was published in the the unstinting efforts of Ken Small, same year although the copy a hairdresser and proprietor of a shown here was one of several later local guest house, the Sherman was editions and I’m pleased to say that I raised from the sea bed and turned bought it off the author in the car into a memorial to those lost. It took The Sherman is winched ashore Ken Small around ten years from hearing about the tank to seeing it come ashore and in between he was faced with seemingly end-

In the military vehicle world, Jeep books are easy to collect as there are so many of them of all ages and sizes. This one shown here may be one of the rarer ones, at least for UK readers of CMV, as it’s a French-language book from the 1970s. Like most Jeep books, it has chapters on the Jeep’s development, the mass produced models of World War Two and other things like the famous GPA ‘Half Safe’ that circumnavigated the globe along with the sort of archive photographs - around 150 in number - and illustrations you would expect. However, as a French publication, it has information and photographs on things that are less frequently found in other Jeep books. There’s some content on Hotchkiss Jeeps in both M201 and JH101 forms and a section on the famous Rallye des Cimes off-road race in the Pyrenees that started with farmers racing war surplus Jeeps. There’s some information on Jeeps used in French Indochina and the colonial wars in Africa

Ken Small atop the Sherman in 1984

less and insurmountable bureaucratic obstacles that involved trips to the USA and digging out some of the concealed history about what went wrong during Exercise Tiger. Ken Small’s determination to see this project through was immense, considering it only started when he was beachcombing while recuperating from a bout of depression. Coins, shrapnel and shell cases were regularly among the things he found and piqued his interest, but did little know he’d end up paying $50 for a DD Sherman.

la jeep

park adjacent to the Sherman in 2003. We chatted and I told Ken Small my own beachcombing story about Slapton Sands when, as a child on a family holiday long before the tank was salvaged, Dad and I found an amalgam of rust, shells and mud about five inches in diameter. We knocked it open with a stone to find a piece brass easily identified as part of an explosive shell. He nodded interestedly, signed my book and told me he was unwell. He died in 2004 and a plaque now commemorates him on the Sherman that he invested so much time and energy into. More information at www.exercisetigermemorial.co.uk. Visit the Sherman just outside Torcross in Devon. JC

Jeeps during the Congo War

23

such as the Congo where French mercenaries ‘les affreux’ were numerous and became household names. Finally there’s content that considers the plethora of postwar 4x4s spawned by the Jeep concept including a few of the less common ones such as the Delahaye VLR, the Minerva Land Rover, the M151 and Mighty Mite. This slightly dog-eared copy was bought secondhand years ago at a military vehicle event for £15 and, at the time of writing this, there’s just one copy for sale on line via AbeBooks for more than double that. If you collect Jeep books and want one that is a bit different, this one won’t disappoint. It’s one that I’m very happy to have in my collection. JC

A+S specialise in the restoration, repair & servicing of Pre-war and Post-war, allied & axis vehicles. Workshop facilities enable us to cater for any size vehicle.

SERVICES: ◊ ◊ ◊ ◊ ◊ ◊ ◊

RESTORATION REPAIR SERVICING ON-SITE WORK - WORLDWIDE EXPORT INCLUDING ALL UK DOCUMENTATION PRE-PURCHASE INSPECTIONS VEHICLE PROCUREMENT

Contact Details Unit 24, Roundham Park Ind Estate, East Harling, Norfolk NR16 2QN

Tel: +44 (0)1953 714958 Mob: +44 (0)7711516152

Email: [email protected]

www.arm-soft.com

words and pictures Vicky Turner

Museum of the Month Arsenalen Tank Museum, Sweden

This French Renault 27, was bought by Sweden in 1929 for trials. The results lead to the decision to develop a new tank in Sweden

Mobility and speed were key in 1920. This wheeled and tracked Stridsvagn FM31 could switch between the two in less than 30 seconds

In 1926 the Swedish tank battalion commander ordered tankettes from Vickers-Armstong. This Carden-Loyd MK V was one of two to arrive in 1931

Veritable Smorgasbord

Strisdvagn M38 developed by Landsverk, pioneers in armour welding, resulted in a tank that was light in relation to its protection and armament

This Pansarbil FM 29 completed in Oskarsham shipyard in 1932, has four-wheel drive, four-wheel steering and is equally fast in both directions

T In 1945 an order for 17 turreted anti-aircraft carriers was placed with Bofors. This LVKV FM43 was developed

This PBV301 was used by the Swedish army in the 1960s. It could, with few preparations, wade to a depth of 1.5m

he biggest museum of its kind in Scandinavia, Arsenalen boasts a collection some 350 vehicles, both wheeled and tracked, from the beginning of the 20th century though to modern day machinery, but the museum’s emphasis is on the period from the outbreak of the World War Two, to the end of the Cold War. This period saw significant technical and tactical development and this is traced through the museum displays, with exhibits organised in their technical and historical context. The halls are full of the unusual, the quirky and some downright odd, prototype vehicles. Arsenalen offers a truly unique experience; in 1929 the Swedes purchased a Renault NC27 from France and it is found here, the only one left in the world. Considering the rarity of the displays, it should be busy with visitors jostling for position, but it is eerily quiet. The Swedes, perhaps down to their 200 years of neutrality, are yet to catch up with many other nations in their enthusiasm for militaria, so here it is possible to get up-close and personal with

25

the exhibits. There is so much space in this place, that to view each machine from all four sides and often from above, as well as being able to peer inside is not only possible, but encouraged, through the provision of access steps and viewing platforms. Alongside the impressive array of hardware installations, visitors find a collection of tin miniatures, a soldiers’ croft showing what life in the army was like in the mid 1800s, a regimental archive, children’s play area and the usual café and gift shop.

Arsenalen – Sweden’s Tank Museum The museum is situated 7km from Strägnäs along the E20 motorway, aboiut 60km west of Stockholm. It is open every day June 1- August 28, 10am-5pm and from August 29-May 31, 11am-4pm Wednesday to Sunday and Thursdays 11am-8pm. Last entry is half an hour before closing. Arsenalen, 645 91 Strägnäs, Sweden, +46 152 121 44. www.arsenalen.se

Chromonastiri Military Museum Crete

words and pictures Duncan Glen

The Battle for Crete

This museum preserves Cretan military history and contains its hardware

Bofors 40mm anti-aircraft gun at Chromonastiri Military Museum

This White Scout Car is probably the more common M3A1 variant with its un-ditching roller missing rather than the rare M3 variant of which only a small number were made which were not produced with a roller

A Bulgarian artillery piece captured by the Cretan Division in 1918. The breech block had been intentionally destroyed

M42 self-propelled anti-aircraft gun was also known as the Duster. Built between 1952 and 1959 it was in service until 1988 and saw service in Vietnam in a ground attack role utilizing its 40mm M2A1 Bofors main armament

Chromonastiri Military Museum near Rethymnon on the island of Crete

T

lection of Italian military artefacts from Mussolini’s he Germans chose Crete for the first major ill-fated attempt to replicate the success of his Axis parachute-borne invasion in May of 1941. partner, Hitler. Mussolini demanded that Greece Codenamed Operation Mercury, it cost the lives allow Italian forces to occupy strategic locations on of thousands of elite ‘fallschirmjager’ and mountain Greek soil following the Italian annexation of Albania troops and would not have succeeded but for the in May 1939. combination of the dogged fighting skills of the On October 28, 1940, the Italian demand was met invader, poor preparation and communication by the by a single word response from Allied forces and their bad tactical Greek prime minister, Ioannis decision-making despite being Metaxas. He stated simply “Ohi” aware of the German plans or, in English “No”. This refusal through Enigma decrypts. prompted the Italians to launch Their story of the valiant, but a disastrous invasion which futile, resistance of Allied forces led the Germans to support and the Cretan civilian populatheir failing ally and ended up tion, is told at the Chromonastiri in defeat for Greek, British and Military Museum, a few miles Commonwealth forces in the inland from the north coast city Battle of Greece as the much of Rethymnon, around which more effective Wehrmacht some of the hardest and most proved a superior fighting force in savage fighting took place. all departments. The display includes a M24 Ohi Day is still celebrated on Oc‘Chaffee’ tank, a White Scout tober 28, each year and remains Car, an M42 ‘Duster’ mobile a source of great pride for the anti-aircraft unit and a 25 Poster commemorating ‘Ohi’ Day pounder artillery piece while the celebrated throughout Greece on Greek nation. piece-de-resistance is a Bell UH-1 October 28 every year remembering Outside are two field guns, Metaxas’ succinct answer to Italian minus wheels, captured by the Iroquois helicopter better known demand for free passage across Cretan Division in the Battle of as a ‘Huey’ which is an iconic Greek soil Skra on the Macedonia Front on part of our collective memory May 17, 1918. Of particular interest is the fact they of the Vietnam War and the countless movies it have been ‘spiked’ and the breech blocks are blown spawned. All of the vehicles appear to be in good apart. condition although it looks as if they may stay exThe Chromonastri Museum is one of the best posed to the elements all year round and it appears of its type I have visited and, along with the usual unlikely that any of them have turned a wheel or a delight of seeing a range of military vehicles, it propeller for some time! offers a useful narrative of the Battle for Crete, its The Chromonastri Museum is owned and operatoccupation and the resistance that followed. ed by the Hellenic Army. It contains an excellent acWell worth a visit. count in words, pictures and displays of Operation Mercury, the evacuation of the Allied soldiers and some harrowing covertly photographed evidence Chromonastri Military Museum of some of the atrocities subsequently visited on The museum is easily reached by car although the population. parking is limited to the roadside and it is also on the route of the frequent sightseeing bus and There are many original artefacts in the museum Yellow Road Train route from Rethymnon. including uniforms, equipment, maps and a comIt is open during the summer on Tuesday-Friday prehensive collection of weaponry including the between 8am-2pm and Sunday 10am-3pm; closed Monday and Saturday. iconic Bren Gun and the infamous Luger pistol for Eparchiaki Odos Perivolias-Chromanastiriou, the firearms buffs to salivate over. Chromonastiri, Rethymnon, Other rooms contain accounts of the Greek role Crete 741 00, Greece in World War One, and there is a considerable col-

26

words and pictures pictures John Tim Gosling Carroll

US ArmyMuseum Transportation of the Month Museum Tacla FortTaid, Eustis, Anglesey Virginia

The 8 ton 4x4 Goer is an immense machine. They unfortunately developed a severe bounce at speeds above 30mph and almost all have been destroyed

Less commonly seen than the armoured variant is the M26A1 ‘Dragon Wagon’. The absence of the armour plate reduced the weight by approximately 20,000lbs

Uncle Sam’s Finest

With more than 100 military vehicles on display within four buildings, this museum is extensive and truly lives up to its claim of being “the only museum that exhibits the history of United States Army Transportation”

A

s you would expect, all the vehicles at the US Army Transportation Museum originate from the USA with the oldest (if you ignore the horse-drawn wagon from the Revolutionary War) being a World War One Liberty B and the most modern having returned from Afghanistan. Being British, I had never seen a good number of the vehicles before and these, along with some of the experimental vehicles, proved to be of great interest. The main building contains a series of impressive dioramas arranged chronologically from the Revolutionary War through the two world wars, Korea, Vietnam, the cold war, Granada and Panama before concluding with the most recent conflicts in Iraq and Afghanistan. The highlights for me in this particular building were Eve of Destruction, the only genuine

M54 gun truck to return from Vietnam and a 1.5 ton TTSW truck built by the Quartermaster Corps in 1924, the true ancestor of the famous Deuce and a Half. Parked outside are many more exhibits, the largest of which is the BARC 3-X, an amphibious craft designed to carry 60 tonnes of supplies or 125 men from ship to shore. Also amphibious is the 8 ton 4X4 Goer, one of the few survivors of the 1,300 made by Caterpillar. At speeds over 30mph the Goer became unsafe and as a result they were not made available for private ownership and had to be destroyed on becoming surplus. Other exhibits include railway equipment, helicopters, boats, hovercraft and an enormous variety of trucks. The museum is very well organised and you could easily spend the best part of a day exploring it.

Similar trucks to this 94x43 were built by Autocar and White. The slightly curved radiator grill identifies this machine as being made by Federal

Designed to specifically protect the crew from improvised explosive devices in Afghanistan is the BAE RG33 of which the US Government ordered approximately 1,700 examples

This unique surviving six-wheel drive 1.5 ton TTSW truck was built by the Quartermaster Corps in 1924 using parts from the World War One Liberty B

Fort Eustis – US Army Museum of Transportation

This BARC 3-X is one of 60 amphibious craft built by Le Tourneau and Pacific Car and Foundry. They were withdrawn from service in 2001

The museum is situated on the active army base of Fort Eustis, near the city of Newport News, Virginia, USA. It is open from 9am-4.30pm from Tuesday to Sunday all year round. This is an active army base and you will need photographic ID to enter and you and your vehicle will be subject to a search on entering. 300 Washington Blvd, Besson Hall, Fort Eustis, VA 23604, USA. (757) 878-1115. www.transportation.army.mil/museum/transportation%20museum/museum.htm

27

Used for convoy protection in Iraq is a crude M923 gun truck which had been fitted with some armour plate that could be found locally

words Vicky Turner pictures Archive & Vicky Turner

Trail B S

TOP: Digging into a trench with its dozer blade, STRV103 minimises the chance of being hit by enemy fire ABOVE: The Stridsvagn 103C has a 105mm L74 Bofors rifled gun with 50 rounds BELOW: Full frontal, hull down

28

tridsvagn 103, more commonly referred to simply as STRV103 or S-Tank, was designed and built in Sweden and played a major role in the armed forces from the 1960s to the 1990s. It was first developed conceptually in the 1950s, when various options were weighed up for replacing the Centurions in service at that time. The ideas put forward by a Landsverk, Bofors and Volvo consortium were dismissed for being too expensive (they planned to revive the earlier KRV); the anglo-American heavy tank design options (later manifesting as the Chieftan and the M60) were deemed to have only mediocre manoeuvrability and the more nimble German/French concepts (materialising as the Leopard 1 and AMX 30) were seen to have inadequate protection. It was clear from their studies that the Swedes were looking to balance firepower, speed and protection, but they were unable to find the equilibrium they sought in the designs offered by other nations. This was at the height of the cold war, and the Swedes considered themselves on the front line, despite having remained neutral throughout both world wars. Sharing a land border with the USSR meant they felt the threat keenly. Speed and low weight, were imperative for strategic mobility reasons as they would need to utilise road and rail networks to deploy rapidly. In 1956 Sven Berge, an engineer working for the Swedish Arms Administration, tabled a domestic alternative, the S-tank, meaning Swedish tank. Berge, looking at post war casualty reports, had concluded that there was a direct correlation between the chance of being hit and the height of the vehicle. He overcame this conundrum by removing the turret. His concept pleased the procurement department as it seemed that with no turret it combined the ability to have well-sloped front armour to

l Blazer protect against the contemporary kinetic armour piercing rounds, a stand-off screen to withstand HEAT rounds and low weight to high power ratios; initially it was conceived to be operated with only a two or even one-man, crew. The minimal crew was down to the idea that the driver would also be the gunner. Instead of a turret, the STRV 103 would have a fixed gun. The tank was not designed with firing on the move in mind, and consequently did not feature any gun stabilising technology. Using revolutionary fully automated gas hydraulic hydro-pneumatic

This turret-less Swedish tank is in a class of its own. Vicky Turner found out more about its unique design

suspension to set the gun, the STRV’s elevation and depression was 22 degrees better than most tanks of its generation. It could pivot on its own axis and so was reasonably speedy at lining up the gun sight before stopping to fire. The lack of turret, meant that in a combat situation and in hull-down firing position it had very little apparent height and presented minimal visual profile to the enemy. The hull height could be reduced by 13cm by manipulating the suspension. This was its main advantage. Stefan Karlsson, ex-tank commander and now museum director of the Arsenalen tank museum, jokingly described STRV as a ‘stealth tank’. The finalised design did not give the STRV much actual height advantage. Its most likely combat opponent was the T-64 which was only 6cm taller, but with a turret, had desperately cramped interior and poor gun depression. In the STRV, the removal of the turret had the additional benefit of allowing the internal space for an autoloader on the Bofors 105mm L74 rifled gun, allowing a fire rate of one round every third second. It also enabled the eventual

inclusion of a third crew member when field trials indicated that in practice, two men would be overwhelmed with the work level. Dual controls were subsequently included for the rear driver/radio operator. This in turn increased combat efficiency as the tank could now reverse at the same speed as forwards, leaving the forward protection facing the enemy as the tank retreated. Initially STRV 103A was powered by a 240bhp Rolls Royce K60 engine, combined with a 30bhp Boeing 502 turbine when higher speeds were necessary. It became quickly apparent that the turbine engine was underpowered, so it was later replaced with a 490bhp Caterpillar turbine, which was also retrofitted into the 70 tanks already off the production line. The STRV was also designed to be fully amphibious, and a floatation screen on the upper hull could be erected within 20 minutes. It had a swim speed of 3.7mph. STRV103 had four iterations; STRV 103A was the first but quickly upgraded to STRV 103B status, which had the Caterpillar turbine, STRV 103C included a dozer blade in every vehicle, improved fire control systems and saw the

TOP: Under test conditions at Bovington’s Armour School in 1968 LEFT: Preparing the tank to be amphibious takes about 25 minutes BELOW: STRV 103 could swim at a speed of 3.7mph, here it exits the water

29

SPECIFICATIONS

TOP: 1959 STRV 103 concept sketch. Actual production model was 2m longer than this concept design ABOVE: Demonstrating manoeuvrability at Arsenalen Tank Museum, Sweden BELOW LEFT: Responsive steering and breaking was integral to the way the

gun was sighted. The S-Tank could pivot on its own axis BOTTOM: Taking D-Day developed technology into the 1960s, the STRV comes ashore

and because its capabilities matched those of its contemporaries. In 1968, two STRV 103s were tested at Bovington. It was concluded ‘the turret-less concept of the S-Tank, holds considerable advantage over turreted tanks’. It was designed using defensive positioning doctrine though; it could either utilise the characteristics of the

Rolls Royce engine replaced by the Detroit diesel and STRV 103D had installed a fire control computer, thermal viewers and passive light enhancers for driving. STRV has a few unique features, it remains the only tank since World War Two to have abandoned the turret; it was the first tank to adopt the turbine engine, and its fixed gun is sighted by engaging the tracks and utilising the extraordinary gas hydraulic-pneumatic suspension, raising and lowering the hull to get the necessary trajectory to hit the intended target. Its elevation range is from -11 through +16 degrees. It almost defies categorisation; turret-less armoured vehicles are usually known as assault guns or tank destroyers, but the STRV is considered a main battle tank because of its intended role within battle situations – it was for use by the Swedish army’s armoured brigades, whose role was offensive,

Make Stridsvagn (S-Tank) Type Main Battle Tank Amphibious Model 103C Nationality Swedish Year 1987 Production Run 1961-1995 (Variants A-D) Engine Detroit 6V53t And Caterpillar 553 Gas Turbine Fuel Diesel Displacement 5.2 litre (318cid) Power 290bhpp (730bhp when combined with the gas turbine) Torque n/a Transmission Two forward and two reverse ratios Type Automatic Gears Three-speed Suspension Gas hydra-pneumatic, Bofors built Crew/Seats Three Armament Bofors 105Mm L74 Rifled Gun With 50 rounds, plus two fixed 7.62Mm Ksp 58 machine guns and one anti-aircraft 7.62Mm machine gun Elevation Range -11 Through +16 Degrees Armour 90-100Mm Dimensions(overall) Length 9m Including main gun Width 3.8m Weight 42.5 tonnes Vertical Obstacle n/a Trench 2.3m

hilly terrain it was intended for, positioning itself below the brow of a hill, or dig itself into earthworks with its dozer blade. It was then to assume the hull-down firing position making it next to impossible for the enemy to spot. Before the enemy had a fix on its position, it was then to retire, in fast, protected reverse, to another strategic position, setting up for another offensive onslaught.

Thanks 30

Thanks to Bovington Tank Museum, Swedish Tank Archives and Stefan Karlsson and the Arsenalen Museum

See us at MILITARIA 2017, Stoneleigh Park Sun Jan 29th

31

031_CMV_MAR17_ad.indd 1

01/02/2017 10:09

words & pictures Simon Thomson

Following John Norris’ Military Marvel in January’s CMV Simon Thomson thought it was time to delve into the archives to reveal Esarco’s Singapore trial

I

n early 1988 the Singapore Army issued two tenders: one for a 105mm light gun and the second for an all-terrain vehicle to pull it. The 105mm was to replace the venerable 25-Pounder and the vehicle was an all-new addition to the army. Supacat, Hummer and Esarco put forward their 6x6s; BAE Systems and the French company GIAT their light guns. Esarco, then owned by MWG, had no office in Singapore. However the company I worked for did and a venture was agreed by Mike Hearne, managing director of MWG, that we should take a 6x6 to the month-long trials in Singapore. As the

The 6x6 and BAE light gun on the floating bridge at Tengah

‘The Hummer came to a sticky end and knocked its steering box clean off the chassis’ Changi beach trials

regional manager it was my role to facilitate the Esarco 6x6 through the trials. A quick training course on Salisbury Plain and the 6x6 was packed into a container bound for Singapore. Having lived in the country for many years, I called on our local manager to help retrieve it from the docks. It emerged all pristine and clean and was the first of the three contenders to arrive. Singapore had not seen a vehicle like it. As I drove it across the Island and down Orchard Road it attracted many inquisitive looks. Following a thorough check we headed for the trials. Initially we reported to a barracks near Changi where Singapore Army number plates

Airborne Esarco

32

T

were fitted and a brief given to the trials team. As the 6x6 was almost a full cousin of their own Land Rover fleet this did not take long. This aspect of the Esarco was of course its main selling point for military operators as it would enable Singapore to capitalise on existing skills and spares. We were briefed on the trials: we would all pull a BAE L118 105mm Light Gun weighing 3500lbs (1600kg) and carry a one-tonne load to simulate carrying ammunition for the gun. The ambient temperature in Singapore in June is 31°C (88°), with19 days of rain and 70-80% humidity. The initial test tract was made up of a fine red grit that would soon become a sticky thick tropical mud! The Esarco 6x6 was soon attached to the gun and trials commenced: speed runs up and down hills, over logs, through water and into the mud. The 6x6 performed well despite the load and conditions and only required pulling out of the thick mud a couple of times by the recovery team; the standard Land Rover components bearing up well. However the 6x6 would have benefited from some more horsepower and low box ‘grunt’. But all in all, this part of the trial proved Esarco’s founder, Mike Summerton-Rayner’s, initial concept – that the 6x6 was an all-terrain vehicle that

Getting ready for a tow with Hummer and Supacat behind

Testing Times worked and did not break down under pressure. The American opposition did not do so well. The Hummer came to a sticky end and knocked its steering box clean off the chassis when it went into the mud and hit a boulder. Supacat performed well and continued to the next stage. The two remaining vehicles assembled at the Tengah training area, next to the former RAF Tengah, for trials involving floating bridges and pontoons. Again both vehicles performed well with a minor problem for the 6x6. On descending the pontoon the barrel of the BAE 105mm Light Gun hit the rear flat bed of the Esarco. As the gun is towed barrel facing forward the angle of attack was too great. It was agreed that if the 6x6 tow hook could be raised this would overcome the problem. That night a

Serious tropical mud and still going.

local welding shop modified the rear of the 6x6 to enable us to continue. The final exercise was to fly the vehicles under a Singapore Air Force Puma helicopter. Arriving at the appointed beach the 6x6 had the windscreen taped up and slinging strops attached. The Puma arrived, hooked up and our Esarco was airborne. To my knowledge this was the first time the 6x6 had flown. Again no problems were encountered. The Esarco 6x6, and the Supacat, were finally shown to General Winston Choo the Chief of the General Staff during the shoot-off between the French and British light guns. The 6x6 had the edge in being slightly bigger, a Land Rover of sorts, a bigger load deck and greater performance. It was liked by the evaluation team with

Rigged for flight

only a few comments made. So what happened in the end? Well Singapore did not proceed with the requirement and no new vehicles were bought. As for the gun, the French won an order to replace the 25-Pounder, over the British gun. The Esarco 6x6 returned to the UK having performed well and shown that the original concept was right. However was it beaten by the Land Rover: Singapore for one towed their new French light gun with Land Rover and Unimog vehicles. The question is, was it a brilliant British design that in reality replicated an already successful concept, or did the small Esarco/MWG Company not stand a chance against the much bigger vehicle builders and their footprint within the world’s military?

Changi beach trial with British Army observer

33

Calendar March-December 2017

March

12 Chatham Fair

Historic Dockyard, Chatham, Kent. ME4 4TZ www.chathammilitariafairs.co.uk

19 Malvern Militaria Fair

Three Counties Showground, Malvern, WR13 6NW. Militaria, vehicle spares, books, badges and Jeeps for sale at this well established event. 9am-3pm. Admission £5 Amanda Lycett 01743 762266/[email protected] www.militaryconvention.com

April

9 Chatham Fair

Historic Dockyard, Chatham, Kent. ME4 4TZ www.chathammilitariafairs.co.uk

23 Northern Military Expo

Newark County Showground, NG24 2NY (just off the A1/A46 junction) Trade stalls selling militaria, vehicles, books, vehicle parts and even sell your vehicle. Admission £5 www.northernmilitaryexpo.co.uk

29 Tiger Day

Tank Museum Bovington, Dorset www.tankmuseum.org

May

5 Chelmsford Militaria Fair

Marconi Social Club, Beehive Lane, Chelmsford www.chelmsfordmilitaria.com

[email protected] www.cmvmag.co.uk

6 Military Motorcycle Ride

Sponsored military and vintage motorcycle ride Theale to Hungerford, Berkshire for the ABF/ Soldiers Society. Peter 077 483 10996 www.soldierscharity.org/events/ve-weekend-vintage-motorbike-rally

5-7 Classic Land Rover Show

Austin Champ and Gipsy owners invited. British Motor Museum, Gaydon, Warwickshire www.britishmotormuseum.co.uk/events/theclassic-land-rover-show

14 Chatham Fair

Historic Dockyard, Chatham, Kent. ME4 4TZ www.chathammilitariafairs.co.uk

19-21 Haworth’s Annual Nostalgic w/e

Commemorating special forces and the 75th anniversary of the Cockleshell Heroes Events all across the village including vintage vehicle displays www.haworth1940sweekend.co.uk

01995 61866 www.chippingsteamfair.co.uk

27-29 Overlord Military Spectacular

Hundreds of military vehicles and re-enactors from World War One to the modern day. The Lawns, Denmead, Hampshire, PO7 6HS 09.30-17.30 unless camping, www.overlordshow.co.uk

June

10-11 Wicksteed at War

Free entry but parking charges apply. Organised by the Military Vehicle Trust, features Armourgeddon Tank Paintball, fly-pasts and a tanks, trucks and firepower show. Camping available. Wicksteed Park, Barton Road, Kettering, NN15 6NJ www.wicksteedatwar.co.uk

11 Chatham Fair

Historic Dockyard, Chatham, Kent. ME4 4TZ www.chathammilitariafairs.co.uk

21 Chelmsford Militaria Fair

24-25 Tankfest

23 Kent’s kit, custom and American car show

July

Marconi Social Club, Beehive Lane, Chelmsford www.chelmsfordmilitaria.com

Aylesford Priory www.kentskitcustomandamericancarshow.co.uk

27-29 Chipping Steam Fair

Green Lane Showground, Chipping, Lancashire, PR32TQ Military vehicle class

34

Tank Museum Bovington, Dorset www.tankmuseum.org

1-2 Capel Military Vehicle Show Adhurst Farm, Temple Lane,Capel, Surrey, RH5 5HJ Tanks, helicopters, military vehicles in action Battle re-enactments, family fun and musing and dancing Saturday evening. www.capel-military-vehicle-show.com

March-December 2017 Calendar

www.cmvmag.co.uk [email protected]

7-9 Yorkshire Wartime Experience

Hunsworth Lane, Hunsworth, Bradford, BD4 6RN (J26 M62) North of England’s largest military vehicle/re-enactment show - over 400 military vehicles plus re-enactment groups and trade stalls. Stuart Wright [email protected] www.ywe-event.info

9 Chatham Fair

Historic Dockyard, Chatham, Kent. ME4 4TZ www.chathammilitariafairs.co.uk

25-29 War and Peace Revival Hop Farm Show Ground, Paddock Wood, Tonbridge, Kent, TN12 6PY www.warandpeacerevival.com

August

5-6 Croft Nostalgia Festival

includes military vehicle displays and living history encampments along with iconic car racing. Croft Circuit, Dalton On Tees North Yorkshire, DL2 2PL www.croftnostalgia.co.uk

5-6 Baston in the Blitz

Celebrating the music, style and spirit of the Blitz years. Camping, re-enactors and vintage vehicles, plus a Marquee Dance. Weekend pass £10, concession £7. Baston is on the A15, midway between Market Deeping and Bourne. www.bastonblitz.org

www.combinedops.co.uk

24-28 Great Dorset Steam Fair

Southdown, Tarrant Hinton, DT11 8HX (On A354 between Blandford and Salisbury) www.gdsf.co.uk

26-28 Military Odyssey

Kent Show Ground, Detling, Maidstone. Living History Event. James Aslett 07595 511981 www.military-odyssey.com

12-13 The Essex HMVA Military & Flying Machines Show

26-28 Tanks, Trucks and Firepower show

13 Chatham Fair

September

19-20 Combined Ops Military and Air Show

Twenthe Airport, an old military airbase in the Netherlands. Camping is available in the recreated ‘army style’ camp. www.armyshow.eu

Chigborough Road, Maldon, Essex. CM9 4RE. Slide background. Open from 10am - 5pm daily www.militaryandflyingmachines.org.uk Historic Dockyard, Chatham, Kent. ME4 4TZ www.chathammilitariafairs.co.uk

Headcorn Aerodrome near Maidstone, Kent

Dunchurch, Rugby, CV22 6NR 10am-5pm daily, camping available www.tankstrucksandfirepower.co.uk

1-3 1st International Army Show

10 Chatham Fair

Historic Dockyard, Chatham, Kent. ME4 4TZ www.chathammilitariafairs.co.uk

17 Chelmsford Militaria Fair

Marconi Social Club, Beehive Lane, Chelmsford www.chelmsfordmilitaria.com

October

8 Chatham Fair

Historic Dockyard, Chatham, Kent. ME4 4TZ www.chathammilitariafairs.co.uk

22 Chelmsford Militaria Fair

Marconi Social Club, Beehive Lane, Chelmsford www.chelmsfordmilitaria.com

November

5 Northern Military Expo Indoor show at Newark County Showground 200 trade stalls selling Militaria and vehicle parts. For more information (traders and public) either call 01302 739000, email [email protected] www.northernmilitaryexpo.co.uk

12 Chatham Fair

Historic Dockyard, Chatham, Kent. ME4 4TZ www.chathammilitariafairs.co.uk

19 Malvern Militaria Fair

Three Counties Showground, Malvern, WR13 6NW. Militaria, vehicle spares, books, badges and Jeeps for sale at this well established event. 9am-3pm. Admission £5 Amanda Lycett 01743 762266/sales@jeeparts. co.uk www.militaryconvention.com

December

3 Chelmsford Militaria Fair

Marconi Social Club, Beehive Lane, Chelmsford www.chelmsfordmilitaria.com

10 Chatham Fair

Historic Dockyard, Chatham, Kent. ME4 4TZ www.chathammilitariafairs.co.uk

35

words James Kinnear pictures Aleksei Chernishev, Trevor Larkum and Archive

The SU-122-54 was one of the most mysterious of all Soviet armoured vehicles fielded during the cold war, James Kinnear finds out more about it

SHROUDED IN SECR

36

D

eveloped from 1949 as a purpose-designed tank destroyer, the SU-122-54 entered service with the Soviet Army in small numbers. It was shrouded in secrecy throughout its service life, its existence known in the west only from a single photograph of an apparently bogged down example, with corresponding confusion as to its base chassis, armament, role and tactical deployment. The SU-122-54 remained enigmatic long after the vehicle had been removed from service, with converted ARV versions of the vehicle observed during Red Square parades, their plated-over frontal armour indicating that a gun-

armed version had clearly been in service earlier. Today, the SU-122-54, or the Obiekt-600 (Object-600) as it is also known, is better understood, and two examples of the original gun-armed vehicle have survived and are now in museum collections. The vehicle remains one of the least known, and at the time of its service, least understood, of all post-war Soviet AFVs.

Post-War Soviet Tank Destroyer Development

The SU-122-54 was in concept similar to the wartime SU-85 and SU-100 tank destroyers, developed

specifically for the provision of long-range anti-tank support for armoured formations. At the time of its introduction and early years of service in the Soviet Army, the SU-122-54 was known as the SU-122, the SU-122-54 designation having been only latterly applied to the vehicle. It was developed from 1949 as the Obiekt-600 at the OKB (Independent Design Bureau) of Plant №174 in Omsk, Siberia, under the direction of I S Bushnev, with A E Sulin as the lead design engineer. The development history of the SU-12254 had begun five years earlier however, in 1944, when the Gorlitsky KB within the Uralmash

CRECY

The SU-122-54 with its heavily sloped frontal armour has a purposeful stance reminiscent of the wartime German Jagdpanther. Note the mixed T-44 & T-54 pattern road wheels

37

The SU-122-54 was a natural development of the wartime SU-100 but was far more bespoke and complex to manufacture. Note the rearranged wheel stations and heavily interlocked armour

plant in Sverdlovsk was considering alternatives for the SU-100 as a production replacement for the venerable T-34 based SU-85. The replacement SU-100 had been developed and was ready for series production, but the ammunition for the SU-100’s 100mm D-10S tank gun, developed from a naval weapon (and at the time a new calibre for tank gun use) was proving problematical both in terms of production quantity and quality. Several alternative designs were therefore considered, mounting already serving calibre armament, one of which was the SU-122-44, based on the chassis and mechanical components of the new T-44 then being prepared for series production at the liberated and rebuilt Plant №75 (formerly Plant №183) in Kharkov, Ukraine. Development of the original SU-122-44 design was dropped in December 1944 after completion of the initial concept studies. The T-44 chassis had known technical deficiencies that would also require time to resolve, particularly with regard to reliability of the transmission. In the meantime the situation with ammunition for the SU-100 had been resolved. The SU-100 therefore entered series production on the proven T-34 chassis, although due to the aforesaid delays with the 100mm armament and its specialised ammunition, the first SU-100 chassis produced were armed with the earlier 85mm D-5S tank gun as the SU-85M. The SU-100 served with the Red Army as a powerful tank destroyer in the final months of the ‘Great Patriotic War’ and into the immediate post-war era, at which time the original SU-122-44 concept was revived, now

based on the new T-54 chassis, with the intended service designation SU-122 (SU-122-54). Being intended as a long-range tank destroyer, the SU-122-54 required significantly more powerful armament than the T-54 medium tank it was developed to support. The SU-122-54 was thereby armed with the 122mm D-49 tank gun, a modification of the venerable and highly effective 122mm D-25T tank gun then concurrently in service on the IS-2 / IS-3 heavy tanks and the ISU-122 self propelled gun. As with the SU-100, development of the armament ran later than that of the base chassis, work on the armament commencing at Artillery Plant №9 in Sverdlovsk in 1952. A small series of five 122mm D-49 guns was built at Plant №9 in 1952 for plant testing and state trials, subsequent to which responsibility for limited series manufacture of the weapon was transferred to Plant №221, the ‘Barrikady’ plant located in Stalingrad. The 122mm D-49 gun featured a strengthened barrel fitted with a double baffle muzzle brake, and ultimately a bore evacuator. This replaced an early experimental compressed air-operated fume extraction system using an AK-150V compressor. In order to provide the SU-122-54 with long-range accuracy, the SU-122-54 was provided with a stereoscopic rangefinder mounted on the superstructure roof above the commander’s position. While the 122mm D-49 armament was being developed and tested, the SU-122-54 prototypes were meantime completed at Plant №174 in Omsk, and after successful plant trials, the SU-12254 was sent for state acceptance trials at the NIIBT A BMR-1, operating with the Ukrainian Army in 2015. (ALEKSEI CHERNISHEV)

polygon at Kubinka, which resulted in the vehicle being accepted for service in the Soviet Army on March 15, 1954. The SU-122-54 was produced in limited numbers by Plant №174 in Omsk from late 1954 to early 1957. The total number of SU-122-54s built was never understood during the cold war, however only 65 D-49 guns were manufactured at Plant №221 in 1955 and a further 30 in 1956 before production was terminated. So the total number of SU-122-54 tank destroyers built between 1954 and 1957 was always known to have not exceeded 100 vehicles, even in the unlikely event that the five guns produced at Plant №9 for trials purposes were later installed on production vehicles. It is now known that a total of only 77 SU-122-54s were completed, a huge design effort for an extremely low ‘series’ production output, rivalled only perhaps by the pre-war T-35 heavy tank.

The SU-122-54 in Service

At the time of its introduction, the SU-122-54 was intended to provide long-range fire support to tank divisions and motorised rifle divisions equipped with the T-54 series MBT. The planned deployment was one battery of SU-122-54s per motorised rifle regiment. However the SU-122-54 was never produced in anything like the numbers required for the original plan, and the vehicle remained largely developmental throughout its service life. The armies of NATO countries sometimes referred to the SU-122-54 as the IT-122 (Istrebitel Tank) - tank fighter, 122mm calibre), and indeed the SU-122-54 was by definition an IT vehicle; however in Soviet Army service it was designated SU-122, and latterly SU-122-54. The SU-122-54 was primarily deployed in Belorussia (today the Republic of Belarus) and Ukraine, though even today, the exact deployment of the SU-122-54 remains unclear. For more than three decades, all the intelligence services of NATO knew of the SU-122-54 was that it was, or had been, in service with the Soviet Army, but whether operationally or issued to the Soviet Army as an oversized establishment lot for evaluation purposes was also a matter of conjecture. There was much speculation as to the operational deployment of the SU-122-54 but no hard evidence other than the aforesaid single picture of a bogged-down SU-122-54 being recovered. There were also glimpses of ‘TOP’ ARV conversions in later years, as the converted emergency recovery vehicles were positioned at the entrance to Moscow’s Red Square during annual November 7 military parades. Only two SU-122-54s have survived to the present day, one located at the Kubinka museum and the other in the city of Krasnodar, but otherwise the vehicle has slipped from the radar screen where it had barely appeared during the cold war.

Description

The SU-122-54 was an advanced design for the 1950s, armed with powerful armament providing long-range accuracy, due in part to the use of a purpose-designed stereoscopic rangefinder. It was well armoured, and had good mobility. From the mid 1960s however, it became apparent that the standard Br-471B anti-tank round used with the SU-122-54 was incapable of penetrating the hull frontal or turret armour of the American M-60 or the new British Chieftain tank, even at close range. Nor was it capable of penetrating the

38

This SU-122-54 preserved in Krasnodar in southern Russia was, until the contents of the Kubinka museum became known, believed to be the only known surviving vehicle of such type (TREVOR LARKUM)

This TOP vehicle is located in the scrapyard at Chernobyl where it was used in the clean-up operations after the nuclear meltdown in 1986

The Kubinka SU-122-54 when first unveiled to foreign visitors in the early 1990s

A TOP recovery vehicle after the November 7, 1990 military parade on Moscow’s Red Square. Note the unusual driver-mechanic’s position (MIKHAIL BARYATINSKY)

This was the sole reference to the SU-122-54’s very existence during the Cold War - a bogged down vehicle in the process of recovery. Note the gun mantlet shroud, not always fitted and missing from both surviving museum exhibits

hull or turret frontal armour of the older American M-48A2 at ranges over 100m, which by late 1960s standards rather defeated the purpose of a long-range tank destroyer. The SU-122-54 was by the end of the 1960s no longer as potent as when introduced only a few years earlier, though the small numbers in service rather negated the overall impact. To combat the latest NATO This diagram tanks, new generations of Soviet from the oper ator’s manual vehicle roof fo shows the four tank guns were, by the 1960s, r the comman hatches in the der (left front) an d driver-mecha (right rear), loaders (left re already either in service or under ar), gun layer nic (right front ) development. The T-62, mounting the smoothbore 115mm U-5TS and firing APFSDS fin-stabilised ammunition had entered the SU-122-54. service in 1961, while the 125mm D-81 tank gun Concurrently with the introduction of the 2P26 and mounted on the early T-64 MBT represented a 2P27 ATGM vehicles, tank-based ATGM vehicles generation leap which would provide Soviet MBTs were developed to prototype stage and field trialled with a viable tank gun for many years to come. The for potential service with the Soviet Army. new 115mm and 125mm weapons fired sub-calIn answer to Khrushchev’s demands, three tank ibre and cumulative rounds, the technology for plants developed designs to prototype stage. which was retrospectively applied to the previous Most enthusiastic was the Leningrad Kirov generation of 122mm D-25T and D-49 tank guns, Plant in Leningrad, which in 1961 completed prolonging the operational usefulness of the T-10 development of the Obiekt-282 on the T-10M heavy tank and the SU-122-54. The sub-calibre chassis, later also developing the Obiekt-287 and rounds developed for the 122mm D-49 were still Obiekt-288 prototypes with Falanga and, later incapable of penetrating the frontal hull armour of Typhoon ATGM systems. the American M-60 and latterly the British ChiefIn 1962, The Independent Design Bureau at tain, but could however defeat the frontal turret the ChTZ tank plant in Chelyabinsk developed armour of both tanks at distances to 2500m. the Obiekt-772 on the basis of the T-64 which The new sub-calibre ammunition could also penmounted the Lotus ATGM system, and the etrate the M-48A2’s hull frontal armour at 1,000m Obiekt-775 and Obiekt-780 prototypes firing the and the turret front at 2,500m. The cumulative ‘Rubin’ ATGM. rounds retrospectively provided for the 122mm Uralvagonzavod at Nizhny Tagil also developed D-25T and D-49 could penetrate any armour thickseveral ATGM armed tank prototypes. A T-55 ness at any distance. prototype armed with the ‘Typhoon’ ATGM system The availability of new ammunition was of limited was developed over the period 1961-63. This was use for the T-10 heavy tank, which was already befollowed by the IT-1 armed with the ‘Drakon’ ATGM ing phased out of Category 1 service and replaced system, development and testing of which was by main battle tanks. completed in 1968. The IT-1 had a (daylight only) However, the SU-122-54 now had a potential firing range of 300-3,300m and featured sophistiprolongation of its useful service life. This was cated radio command guidance and an automatic thwarted however by the entry into service of the missile reload capability. The vehicle was the only first generation of Soviet guided anti-tank missiles successful tank based ATGM system, being series (ATGM), development work on which had began in produced in small numbers during 1968 -1970. the Soviet Union in the mid 1950s. Soviet premier The first (and soon thereafter second) generation Khrushchev had a fascination with rocket systems ATGM systems were available on highly mobile of all types, and the associated train of technical wheeled vehicles. These could operate at some development was equally applied to introducdistance from the target in the over-watch role ing ATGMs (known as PTURs in Russian). This and thereby be protected by concealment and/or undermined the further development of Soviet mobility. With the very effective anti-tank capability long-range tank destroyers armed with conventionof these ATGMs, tank gun armed tank destroyers al gun armament. such as the SU-122-54 became rapidly obsolete Khrushchev in 1956 also demanded that the four due to the rapid progress of Soviet rocket technolomain tank design bureaus develop missile armed gy during the 1950s. tanks. These were duly developed by the bureaus As a result, SU-122-54s were removed from with varying degrees of enthusiasm, and clearly service as first line combat vehicles in the mid in competition with the SU-122-54 which had just 1960s. Some were converted in the early 1970s entered series production. to TOP (Tyagach Obespecheniya Paradov - literThe first generation of Soviet anti-tank missile ally ‘Tractor for Parades’) ARVs. A small number systems began to enter service with the Soviet were converted to BMR mine clearing vehicles Army at the beginning of the 1960s, when the 3M6 and served with the Soviet Army in Afghanistan ‘Schmel’ (Bumblebee) ATGM was introduced as in the 1980s, with some still in service in Ukraine the 2P26, based on an un-armoured GAZ-69 light today. All the former SU-122-54 chassis’ seem to vehicle. This was rapidly followed by the 2P27, have had a second service life, with perhaps none based on the original BRDM armoured car. actually dismantled for scrap. ATGMs were more effective than tank guns in the SU-122-54 Modifications: anti-tank over-watch role, and had better armour The SU-122-54 was an amorphous design. It is defeating capability, immediately negating the clear from the small series produced that the prime purpose of gun-armed IT vehicles such as

39

After decommissioning as gun tanks, some SU-12254s were converted to BMR mine-clearing vehicles. This BMR appears to have been badly damaged by a mine during the Soviet war in Afghanistan. Note the ‘borrowed’ BTR-60PB turret installation on the vehicle roof

A BMR (BMR-1) badly damaged after detonating over a buried road mine in Afghanistan. Note the BTR-60PB turret and track links used as extra armour protection

A SU-122-54 with L2 infrared searchlight and a full set of night-fighting equipment installed

An early SU-122-54 during evaluation trials

overwatch role for which the vehicle was designed was in of itself greatly changed due to the rapid progress of rocket technology. The SU-122-54 underwent capital repair in 1958, after most vehicles had been in service for only two-three years. Modifications included the provision of an R-113 radio station and a TPU-120 laryngaphone system as replacements for the 10RT-26 and TPU-47 respectively. Back in 1952, some three years before the SU122-54 entered series production, and even as the five trials prototypes of the 122mm D-49 tank gun were being produced at Plant №9 in Sverdlovsk, the OKB at Plant №172 in Perm began work on a more powerful weapon developed for heavy tanks such as the T-10. It was also a potential replacement for the 122mm D-49 on the SU-122-54 and the D-10T on the T-54 series. The tank and self-propelled gun versions of the new weapon were developed in parallel under the respective designation M-62T and M-62S. Two prototypes of the M-62S were completed in the autumn of 1954, but work on the self-propelled gun version of the weapon was interrupted on August 20, 1953. Work on the 122mm M-62T tank gun version of the weapon continued, the prototype 122mm M-62T being completed in November 1953. After considerable testing and further development, the modified M-62T2 tank gun entered series production in 1957 as the main armament on the T-10M, the last series production Soviet heavy tank. The main distinctive feature of the 122mm M-62 series tank gun was the use of a multiple baffle muzzle brake. After a hiatus of one year, work on the 122mm M-62S self propelled gun variant of the weapon recommenced at the end of 1954. An SU-122-54 prototype armed with the 122mm M-62S was presented to GAU (the Chief Artillery Directorate) in September 1955; however the 122mm M-62S armed version of the SU-122-54 was not accepted for series production and did not enter service with the Soviet Army. For many years there were persistent rumours in the west of the existence of an IT-125 or IT-130 self-propelled gun, based on the same T-54 chassis as the SU-122-54 or that of the T-62. There were such design projects, which contemplated arming the vehicle with the 130mm M-65 tank gun as used on the concurrent Obiekt 277, 278, 279 and Obiekt 770 heavy tank prototypes, and latterly the 125mm D-81T or 2A46-1. These were developed for the T-64/72 during the later years of the SU-12254’s service life, but no prototypes are known to have been built.

TOP ARV Conversions

SU-122-54 vehicles were converted at TOP armoured recovery vehicles (ARVs) at the tank repair plants at Omsk in Russia and Lvov (now Lviv) in Ukraine. The TOP ARVs were simple conversions intended for emergency towing and pushing operations only. The glacis was plated over where the armament had been removed, but no specialist recovery equipment was fitted. The TOP vehicles were specifically intended for emergency recovery during highly public military displays broadcast on television worldwide. The possibility of a tank or AFV breaking down during such a parade was clearly unacceptable, and the use of a potentially unreliable worn out gun tank as a recovery vehicle similarly so. With this in mind, the TOP conversion procedures

40

involved not simply removing the gun and plating over the gun and other embrasures; rather, TOP vehicles were entirely rebuilt, and fitted with a new engine with less than six hours running time. Each vehicle was also given a 50km road test before return to storage pending the next parade event. TOP vehicles were not used for the performance of other duties in the interim, for which other BTS ARVs were in service, but were retained for one specific purpose. TOP ARVs were frequently observed during November 7 military parades in Moscow during the 1970s and 1980s, parked by the entrance to Red Square. A small number of SU-122-54 TOP ARV conversions remained in service until well after the dissolution of the Soviet Union, with the Russian and Ukrainian armies. The last public appearance of the SU-122-54 TOP recovery vehicle in the Russian Federation was during the 1995 Victory Parade held in Moscow, subsequent to which the T-72 based BREM-1 took over the role. The SU-122-54 was armed with 14.5mm KPVT co-axial and anti-aircraft armament. During operational service, a canvas shroud often covered the gun mantlet

BMR-1 Mine-clearing Vehicle

It would appear that a significant number of SU-122-54s were later modified as specialised mine clearing vehicles, designated BMR or latterly BMR-1. The BMR (Bronirovannaya Mashina Razminirovaniya - armoured mine-clearing vehicle) consisted of a disarmed SU-122-54 or TOP vehicle fitted with mine rollers. The BMR was first observed in use with Soviet forces in Afghanistan during the 1980s. There was a high level of field modification in their later deployment, with many vehicles being fitted with a BTR-60PB turret complete with 14.5mm KPVT armament on the turret roof, with additional stand-off protection armour fitted around the turret. The BMR vehicles were subsequently used by the post-Soviet Russian and Ukrainian armies, and with UN deployments in Africa. The BMR-1 is still in service with the Ukrainian Army and was used during and after the 2014 war in Ukraine. The designation was changed from BMR to BMR-1 in order to differentiate the vehicle from the almost identical BMR-2, which entered service during the 1980s, and also had its combat debut in Afghanistan, but which was based on the T-54B

MBT chassis with a standard T-54 series wheel spacing arrangement.

SU-122-54 description

The SU-122-54 was based on the T-54A main battle tank and its mechanical components, but with a reconfigured road wheel layout, with the front three wheel stations being spaced to better distribute the weight of the forward mounted casemate fighting compartment and armament. Due to its modified road wheel configuration, the SU-122-54 was for many years misidentified in western intelligence reports as being based on the T-62 chassis. The hull and casemate superstructure was produced from rolled armoured plate and was of welded construction throughout. The armour was well sloped, with the single piece frontal glacis and casemate superstructure heavily interlocked armour plate angled at 51degrees. The superstructure sides were also steeply sloped, with the casemate rear also set at an angle.

l and anvas

The SU-122-54 had a combined driver-mechanic and fighting compartment, with a bulkhead separating the fighting compartment from the rear engine and transmission (MTO) compartment. The SU-122-54 had a classic self-propelled gun crew configuration, with the commander, gunner and two loaders also being located in the fighting compartment. The SU-122-54 had a total crew of five. The driving-mechanic’s position on the SU122-54 was unusual, as he was seated high up on the right side of the vehicle. There was no hatch to open in the glacis armour giving natural vision and the driver thereby relied on two forward facing and one side facing episcopes to manoeuvre the vehicle. As the SU-122-54 was intended for long-range fire support, the driver’s relatively blind driving position was not considered a major detriment. The internal construction of the 122mm D-49 barrel, the ballistic properties and ammunition types available for the SU-122-54 were as for the D-25T tank gun as fitted to the IS-2 / IS-3 heavy tanks and the ISU-122 self propelled gun, but with a longer calibre length and strengthened barrel. The separate loading ammunition was time consuming to load but still less cumbersome in

a confined space than for-instance the 100mm ammunition used on the SU-100. The SU-122-54 was provided with an electro-mechanical rammer, which gave the vehicle a for the time significant rate of fire of five-six rounds per minute. On early examples of the SU-122 a compressed air system was used to extract fumes from the barrel after firing; this was modified to a conventional barrel mounted fume extractor on later models. The front mounted D-49 armament was protected by a cast mantlet sometimes fitted with a canvas shroud. The vehicle was provided with a specially developed TSh2-24 telescopic sight for direct fire to a theoretical range of 6,000 metres and an S-71-24 / S-72-24 mechanical sight with panoramic view for indirect artillery fire from a closed down position to a maximum range of 13,400/14000m should the need have ever occurred. The commanders’ cupola was fitted with a TKD09 stereoscopic rangefinder. Gun traverse was 16 degrees (which though limited was not such a disadvantage considering the vehicle’s intended long range anti-tank role) elevation was approximately 16 degrees and gun depression - 4 degrees, which gave the vehicle reasonable anti-tank capability on reverse slopes and in when dug-in. The co-axial 14.5mm KPVT machine gun was fitted with an automatic reloading system, while a 14.5mm KPVT anti-aircraft machine gun was mounted over the loader’s hatch, with a total 600round ammunition complement provided for the secondary weapons. The SU-122-54 initially used same ammunition as the 122mm D-25T, including the OF-471 HE-Frag, Br-471 and latterly the Br-471B anti-tank rounds, with a 35-round ammunition complement. In addition to anti-tank rounds intended for the close fire support role, the 122mm D-49 could fire howitzer ammunition from the 122mm M-30 and D-30 towed weapons. The Br-471 armour-piercing round could penetrate 130mm of vertical armour at 1000m, and 100mm at 2000m, the later Br471B round could penetrate 145mm and 125mm respectively, with 25mm less armour penetration where the armour slope was 60°. The SU-122-54 was sighted to 3000m, but in Europe the undulating and forested terrain would have negated the SU-122-54s long-range effectiveness. The SU-122-54 was not exceptionally armoured, reflecting its long-range stand-off role, however the frontal armour basis was a heavily sloped 100mm with 80mm on the superstructure sides, so it was more than adequately protected for a tank destroyer based on a medium tank chassis. The SU-122-54 was powered by a standard V-12 model V-54 diesel engine from the T-54, developing 520bhp at 2000rpm, coupled to a five-speed gearbox and planetary transmission. With a combat weight of 36.4 metric tonnes, the SU-122-54 could travel at a maximum road speed of 48km/hour, with a significant range of 400km.

Rear view of the early SU-122-54, with the 14.5mm KPVT heavy machine gun in anti-aircraft mode

A BMR (BMR-1) in service in Afghanistan. The BTR60PB turret with its 14.5mm KPVT heavy machine gun is supplemented by a set of tank road wheels for good measure

Many vehicles from the former Ryazan Military Vehicle Museum are now located at Patriot Park. Seen here a 6x4 KrAZ-219 MM4 maintenance vehicle

Another BMR-1 mine-clearing vehicle, also in operation in Ukraine during the recent conflict in the east of the country

Surviving SU-122-54s

Only two SU-122-54s survive today in museums. An original development prototype in pristine condition is located at the NIIBT museum at Kubinka, near Moscow. The other is located in Krasnodar in southern Russia, forming part of an open-air collection outside the recently constructed Museum of Military Glory, located in a military themed park not far from the city centre which also contains aircraft and even a full sized submarine parked on the shoreline.

41

The MTP-3 was another conversion of the SU-122-54 intended as a recovery and tank maintenance vehicle

www.cmvmag.co.uk

A 1941 Albion BY5 6x4, three-ton truck fitted with a Weymann’s Folding Boat Body No6 Mk I. The BY5 was powered by a 96bhp, in-line sixcylinder engine and driven through an eight-speed gearbox. It was produced from May 1941 until August 1945 as one of a range of specialist ‘rigid six’ lorries used by the British Army. Interestingly, this example carries a textbook example of ‘Mickey Mouse Ear’ camouflage

42

Centrespread 1941

43

h s a w on the Rhine A words Tim Gosling pictures Sgt J Jones & Archive

In the winter of 1919-20 almost 10,000 military vehicles ended up under water. Using archive photographs and reports Tim Gosling found out what happened

The back wheels of these Packard trucks are only a few feet from the edge of the river Ahr. In the second row are a pair of Packards which have no front axle at all! As a tributary of the Rhine, the river did not rise as significantly, but still enough to submerge the axles of all of these machines and the engines of a handful

44

e

H

eld within the US National Archives are four green-bound photograph albums entitled “Rhine river flooding of the Motor Reception Parks in Coblenz Germany between December 24, 1919 and January 22, 1920.” Frustratingly, these albums cannot be viewed due to their fragile condition. Within the albums are reports, correspondence, charts, plans and 166 photographs showing how almost 10,000 military vehicles sold by the US Army in 1919 to the British company, Motor Organisations Ltd (MO), were seriously damaged by the flooding of the river Rhine in the winter of 1919-1920. These albums were prepared under the direction of MO for a legal battle with the US Army, the circumstances of which have never before been completely told. The photographs used in this article come from local German photographers and Sgt J Jones of the US Army Signal Corps who was based in Coblenz and who recorded the life of the American occupying forces.

Occupation Coblenz

Following The armistice of November 11, 1918, the British, French, Belgian and United States armies occupied the Rhineland to ensure that the Germans followed the terms of the agreement. The US Third Army comprising 240,000 men in nine divisions occupied the area around the city of Coblenz up until July 1919 when they were disbanded with all but 8,400 men returning home. Left behind were vast stocks of valuable supplies and equipment which had been brought to equip and feed the now departed army. A ‘Liquidation Commission’ was established to quickly get the best price for the sale of this equipment, the most valuable items of which were the motor vehicles, which having been left outside for over a year, were in poor condition. The majority, 7,734, were stored on the riverbank at Neuendorf, the point where the Moselle and Rhine rivers meet in Coblenz (including an annexe about half a mile upstream),

45

1,850 were stored at Sinzig (about 20 miles downriver) and an unknown number were stored at Bitburg which was 26 miles away from the Moselle river. About five miles downriver from Coblenz was the supply depot at Bendorf which contained vast stocks of fuel and lubricants. It was difficult to find a buyer for all of these vehicles but on October 1, 1919 the whole lot was bought by the syndicate of MO for £3,250,000 (approximately £160m in today’s prices). This syndicate comprised Sir Percival Perry (the head of Ford England) and Lt Col G W Parkinson (chairman of a large civil engineering company). Ten percent of the cost was to be paid up front

Photographed from the railway bridge looking Westwards over the annexe park are lines of Packard trucks on the left and Liberty trucks on the right. American soldiers can be seen at work and it looks like they have set up a volleyball net by the tents BELOW: The chimney stacks in the distance show this photograph was taken in almost the same location. The flood is on its way down but it has already washed away the canvas tarpaulins for each truck body, but left behind the cab roofs

with the balance paid in three equal instalments over the next two years. It was agreed that the final sale price could be varied if the number or condition of the vehicles required reclassification. The intention was to move the vehicles into the abandoned US Army workshops which were made available as part of the deal, where they would be overhauled and then sold with the proceeds going to cover the next instalment. The syndicate had access to a large stock of surplus vehicles, parts, workshops and cheap German labour giving them a virtual licence to print money. What could possibly go wrong?

The Great Flood

Before making the purchase, MO sought confirmation that the vehicles were safe, which the US Army having placed a guard upon them were happy to confirm. On December 1, 1919 representatives of MO arrived to inspect the vehicles but were shocked to hear from local residents that the location where they were stored had been subject to flooding every January without exception. The American deputy town major accompanied the representatives of MO on an inspection and he confirmed that If the river rose by a

‘These vehicles had their engines, gearboxes and axles drained and were marked with a large red cross’

The water level is on the rise and most of these Model Ts would be winched to safety. The same could not be said for everything in the background which is disappearing under the water

46

depth of five metres all the vehicle parks except Bitburg would be flooded. MO promptly contacted the American sales agent on December 11 asking for an alternative location to where the vehicles could be relocated, the assistance of American troops and five caterpillar tractors to move them. The sales agent responded on December 14 to advise that MO could use some different land (but would have to pay compensation to the owners), with the US army on December 24 refusing the use of the tractors as, of the five caterpillars owned by the army of occupation, three were broken and two were doing urgent work elsewhere. They did not respond to the request to provide manpower. At this time the river had risen by 3.7m, time was running out! Once aware of the situation MO began to move the vehicles. Despite the trucks having been left out in the open without any maintenance for more than a year, a group of British and local German employees managed to get several FWD and three Nash Quad trucks operational which they used to start towing the GMC ambulances and White trucks stored in the main park annexe (which was considered to be at the greatest risk of flooding) away from the water’s edge. On midnight December 24, all but 11 of the German workers walked away from the site. Christmas was a holiday and by working on a holiday they risked a fine!

Rather sensibly, the trucks and motorcycles stored at Bitburg were parked on top of a hill and missed the flood. The motorcycles have been organised by class, with class F, those which were very badly damaged parked on the left

Some of the English workers did not turn up on Christmas day which left MO with just 13 employees and a sense of desperation as the water was three feet from the park and rising rapidly. Using the FWDs and Nash Quad trucks, some vehicles were hauled away and parked on higher ground, but the water was soon rushing into the park and the vehicles were becoming inundated. By Boxing Day, the workforce had increased to 19 but received assistance from an unexpected source when a large number of US Army soldiers were drafted in to help and who started moving Cadillac and Ford cars out of danger. Unfortunately, due to the rise in the flood waters the entrance to the main park was now inaccessible and no vehicles could be rescued from this location. A visit to the park at Sinzig showed that many vehicles were sitting in water up to their axles but were not considered to be at high risk of further

BELOW: The park at Sinzig contained 1,850 vehicles. This photograph was taken from a railway bridge which due to the great increase in water flow acted as a dam causing the park to flood. From right to left can be seen Packard trucks, a solitary Mack, Nash Quads, FWDs and then Fords

ABOVE: Standing on a slight rise at the annexe park are Model T Fords, while behind them are rows of FWD,

Nash Quad and Liberty trucks. Soon these trucks would be completely submerged is hard to believe that this is the same location, but the church towers on the horizon show that it is. All that can be seen of the Liberty trucks is their hood bows, but the Nash Quads and FWDs are now completely submerged BELOW: It

47

damage so these were left for the time being. Work carried on at the annex to the main park where winch cables were taken out in boats to the flooded trucks, connected and winched onto dry land. These vehicles had their engines, gearboxes and axles drained and were marked with a large red cross. Another problem now occurred with the supply of fuel running low. Fuel tanks at the vehicle parks had been washed away and the fuel depot downstream at Bendorf had been devastated with tanker wagons and fuel drums also being washed away in the flood. Additional fuel was bought from the US Army but this was in very short supply. The Americans were billeted in the workshops and provided vital manpower, but on December 29 their commanding officer withdrew them, giving no explanation why. The directors of MO thought that the situation could not get any worse, but they were wrong.

The Second Flood

On January 10, 1919 the flood level had dropped to 3.6m but due to a rise in temperature which caused snow to melt upstream the water level rose again. On January 15, the flood reached 9.3m dropping back to 4m on January 27. This second flood was far more powerful and destructive than the first with most vehicles becoming completely submerged with some being swept away. The vehicles at Sinzig which had escaped

Also, photographed from the railway bridge, thousands of trucks can be seen stretching off into the distance. Those vehicles in the distance are on a slight rise and were mostly saved from the flood BELOW: The shock felt by the directors of Motor Organisations when they saw what had happened to their investment can only be imagined. The flood has taken away everything that was not fixed down, lamps, canvas, seats and tools. On the left, can be seen a fuel tank jammed into the back of a general service truck

‘Christmas was a holiday and by working on a holiday they risked a fine!’

damage in the first flood were now inundated. Heavy frosts now caused damage to the engines and radiators and, where vehicles were free of the water, the frost had literally frozen them into the mud. The steering and brakes were also locked in place making recovery even more challenging. As the water finally receded the vehicles were removed to what was called the ‘New Park’, a storage area near the repair workshops.

which had escaped the flooding, MO were now the owners of a devastated supply depot and almost 10,000 vehicles which required a complete rebuild. A review of the contract and the threat of litigation showed that the US Army had been negligent and a reduction in price of 50% was agreed. One good piece of news for MO was that having spotted a photographer from the Universal News Service filming the carnage they managed to convince the US occupation forces to establish an embargo preventing the publishing of any news or photographs of the event fearing that it might affect the sale price. This obviously worked as the only surviving information on this great flood comes from a brief US Army report, the four albums provided by MO and the handful of photographs used in this article.

The annexe to the main park on the north bank of the Mosel river. In the foreground are some field kitchens with Dodge staff cars Model T Fords, Nash Quads and FWDs all visible . In the background is the railway bridge from which location many of the other photographs were taken

Counting The Cost

The objective of MO in returning these vehicles to the UK to sell them on to vehicle -starved customers was shattered. Apart from those stored at Bitburg

48

Untitled-2.indd 1

01/02/2017 10:15

GA Promotions.indd 1

25/01/2017 14:27

Tank times 1.indd 1

12/01/2017 09:16

Tank times 2.indd 1

12/01/2017 09:17

Tank times 3.indd 1

12/01/2017 09:21

Tank times 2.indd 1

12/01/2017 09:18

MARCUS GLENN Ex-Military Vehicles, Parts & Equipment

WWII TANK RESTORATION SPECIALIST

Dealers in Ex MoD Vehicles, Spare Parts & Equipment. Surplus Vehicles/Parts Purchased

TEL: 01797 344091

www.armoured-engineering.co.uk Email: [email protected] Unit 22 Sycamore Farm, Old Romney, Kent, TN29 9SY COME AND SEE THE

FINISHED VICKERS MKIV

NATO batteries, improved power output – £95.00 + VAT each

NATO paint – High quality paint. 5 litres £45.00 + VAT 500ml aerosols £9.99 + VAT

Rolls Royce B series oil filters. Small quantity available. £49.00 + VAT each

Rolls Royce K60 oil filter £30.00 + VAT each

FV430 series pack lifting frame complete with all brackets. £495.00 + VAT

Bridge weight plate £14.00 + VAT each

Daimler Ferret silencer assy. High quality £295.00 + VAT

CVR(T) Samson. Immaculate condition, must be seen to be appreciated £25,000.00

FV 430 series hatch seal. £9.99 + VAT per 5 metre length

AT TANKFEST 2017

Trusted Contractor to

Tel: +44 (0) 1406 364 753

We will be trading at Militaria 2017, Stoneleigh, 29th January

www.marcusglenn.com Email: [email protected]

55

055_CMV_MAR17_ad.indd 1

02/02/2017 15:12

y n o P t er words & pictures Louise Limb

P

When classic motorcycle enthusiast Haydn Waldron wanted a practical, reliable and economical runabout, a BSA B40 WD fitted the bill perfectly

T

repairs easier, the petrol tank was of a similar layout to the 1950s Gold Star, in that the right hand fuel tap is set forward to make room for the battery, which in turn is situated above the gearbox. A butterfly-type Amal carburettor was used instead of the normal Amal Concentric. The B40 was given a quickly detachable rear wheel and other features included a fully enclosed rear chain guard and 12-volt electrics to facilitate radio use. With the older, sturdier components, the weight including panniers was160kg while the civilian B40 tipped the scales at 130kg. Apart from small changes over the four-year production run, for example moving the speedometer from the headlamp shell to a separate item mounted on a bracket, the B40’s specification remained the same until the end of production in 1971. Research has suggested that the total number of B40 WDs supplied to the British Armed Forces was 3,087. Initially, they ordered 15 motorcycles including prototypes for test purposes and must have been impressed as they then ordered a further 1,120 in 1967. This contract was followed by a further six orders of GB models for the army specifying a total of 2,931 machines in all. Meanwhile the RAF ordered 135 motorcycles and the Royal Navy 34. A further order was placed with BSA for an additional 235 machines in 1971 but the company was unable to fulfil this order, the early 1970s being difficult times for the British motorcycle industry. For the first main batch, the military-stamped brass plate denoting the contract batch number was allocated randomly and did not correspond to the BSA’s frame number. However, the later, smaller contracts did and for these it is easier for restorers to trace the motorcycle’s provenance. Haydn’s B40 WD, acquired in 1989 after the motorcycle had been discharged from the army and registered with the DVLA in 1977, was bought as a cheap and sturdy runabout. The brass plate on the nearside of the headstock gave important clues to its history and Haydn discovered that it was a Mk 1 and one of the first batch of just over 1,000. Busy with other bikes, he sold it to a friend in 2006 and as so often happens, bought it back in 2012. By now it needed considerable work to restore it to

he BSA B40 WD came from a distinguished line of military motorcycles and many are still performing well in civilian roles today, like this example owned by Haydn Waldron in West Yorkshire. While not the most ostentatious conveyance the British Armed Forces have ever deployed, the B40 WD certainly proved itself a trusty, if humble, workhorse. Post-war, the British Army’s motorcycle holdings included US built Harley-Davidsons as well as a fleet of BSA M20s and Matchless GL3s but none of these were modern enough to take the armed forces through the cold war years. Interestingly, unlike the Land Rover Half-Ton Lightweight, which was developed specifically with the Rover Company to meet the MOD’s needs as the Cold War simmered in the 1960s, dispatch riders would come to rely on a model which had been introduced first as a civilian motorbike with limited off-road capability and which was then adapted for military use. The B40 Star was introduced by BSA in 1960, an easy to maintain unit construction single-cylinder 343cc engine in a light and easily manoeuvrable motorcycle. Even the Automobile Association bought a few to replace their BSA M21s though it certainly wasn’t the workhorse they needed for sidecar work and found it useful only for solo riders. Civilian production of this model continued until 1965 with a few modified for trials competition and others for racing. A photograph of a prototype WD version appeared in promotional material for the army in1965, complete with supports for pannier bags. It was, as the Defence Council technical specification Data Summary cites in 1968, “based on the commercial components of the BSA B40 model”. When modifying the civilian B40, the armed forces required easy maintenance and offroad capabilities. They chose the frame of the competition model together with a detuned B40 competition engine a close-ratio gearbox. Older design front forks were given rubber gaiters and the front brake from an older model was used with a 20in wheel rim. The front was shod with 3.00x20 Trials universal four-ply rating tyres while the rear was given the same type, 3.50x18 size, equipping the bike for off-road use. Also, to make field servicing and roadside

56

SPECIFICATIONS

Make BSA Model B40 WD MK1 Nationality United Kingdom Year 1967 Used by British Armed Forces, Australia, Denmark, Jordan and others Production Run 1967-1971 Engine BSA Type OHV single cylinder Fuel Petrol Displacement 343cc Bore 79mm Stroke 70mm Transmission Type Manual Gears Four-speed Suspension Telescopic coil spring hydraulically damped front swinging fork, coil spring hydraulically damped units to rear Brakes Drum front, drum rear Wheels 20in front 18in rear Tyres front 3.00x20 trials universal rear 3.50x18 trials universal Seat Dual-seat Dimensions(overall) Length 84in Width 29.5in across handlebars Wheelbase 53.5in Weight 165kg unladen Fording depth 12in

ABOVE: Haydn has ensured that the correct, universal

trials tread tyres have been fitted

OPPOSITE TOP: With warning lights and clocks in the

headlamp shell access to the forks was easier

OPPOSITE BOTTOM: Even the battery box, retained by

a canvas strap is quick to access and facilitate battery replacement in the field

57

‘The miltary-stamped brass plate denoting the contract batch number was allocated randomly’

ABOVE: A well upholstered dual seat was a vast improve-

ment on the skimpy pillion pad arrangement on the old WD M20 OPPOSITE TOP: Haydn Waldron has carried out a mechanical and cosmetic restoration to make the B40 WD usable again in a civilian context OPPOSITE BOTTOM: The B40 WD was designed to be easy to strip down and repair in the field

58

good order and it was another year before it would see the road again. Haydn’s first task in restoring the B40 WD was to attend to the engine. The cylinder head was sent away to be given new valves and seats. The head returned, the bike began burning oil first time out and once stripped down Haydn saw the work had not been completed adequately so he repeated the job himself, replacing piston rings and valve guides while he had the engine apart. He replaced, ignition coil, all seals, fuel taps and fittings. There was little left untouched by 2013; a new chain, overhauling the brakes with new lining to the rear brake shoes and new cables all round. The frame, shock absorber tops, tank, head-

lamp casing brake plate, fork shrouds and other parts were refurbished with powder coating and careful attention was paid to painting the cycle parts in a correct olive shade. The powder coating on the tank protects it and has given the surface a slight tooth which has resulted in a pleasing low sheen. To complete the finish, the seat was professionally covered. After several visits to the DVLA in Leeds, taking pictures of the matching frame and engine numbers to convince them, Haydn managed to have an age-related number allocated to the B40 WD. In 2014 he decided to rewire it and after further work it would now pass any mechanical inspection with flying colours; a credit to its former military life.

ABOVE: The brass plate located on the nearside of the headstock gives vital clues to the bike’s history TOP: An older-style drum brake and casing was easier to maintain ABOVE MIDDLE: The 18in rear wheel is quickly detachable for ease of maintenance

Thanks to Lee Mitchell for information on the BSA B40 WD www.bsawdb40.com Marshall Greer for period photos and information www.the-Antar.co.uk To research the history of your own B40 WD contact the Royal Logistics Corps Museum. Simply go to: www.royallogisticcorps.co.uk/heritage/museum/

B40 WDs on the Rhine

FROM THE FAR LEFT: Marshall Greer on a BSA B40 350cc motorcycle leading an Antar Mk3, named Arrabella along a forest track Germany 1974; In Germany 1974, motorcycles ensured that BAOR units did not become muddled particularly on major exercises as there was often a set time allocation for the use of roads by military traffic and no allowances for losing the way. Left to right; Marshall Greer, George Dadge (now deceased) Dick Taylor and Charlie Farmer; Marshall Greer fording a river in Germany on his B40WD mid 1970s; Marshall Greer was a B40 WD rider with the BAOR in the 1970s. He now has a web page where he posts archive photos of his time with the army in Germany at www.the-antar.co.uk; Marshall Greer testing the off-road capabilities of the B40 WD in the mid 1970s; Checking over a B40 WD at a harbouring area while food is prepared; Germany 1975

59

3 EASY WAYS TO ORDER THIS FANTASTIC SUBSCRIPTION OFFER!

ONLINE SIMPLY REGISTER ONLINE AT: WWW.CMVMAG.CO.UK

105 CMV Subs dps.indd 60

TELEPHONE UK 01780 480404 OVERSEAS +44 1780 480404 FAX UK 01780 757812 OVERSEAS +44 1780 757812

GMT

POST COMPLETE THE FORM AND POST TO:

CLASSIC MILITARY VEHICLE KEY PUBLISHING LTD PO BOX 300, STAMFORD LINCS, PE9 1NA, UNITED KINGDOM

31/01/2017 10:25

MAKE HUGE SAVINGS

when you pay by easy Direct Debit – just £11.99 every quarter or £46.44 annually PLUS FREE GIFT! Free gift is only available on Direct Debit with a minimum 2 year subscription.



YES, I would like to subscribe to Classic Military Vehicle

PAYER’S DETAILS

Title Address

First name

Surname

Postcode Email address

Country

Please complete to receive news updates and offers from us by email. Gift choice: Please send me Tank Spotter’s Guide Book  CMV Travel mug 

Please send gift card 

DELIVERY DETAILS Title Address

(IF DIFFERENT)

First name

Surname

Postcode Email address

Country

SPECIAL OFFER

(PLEASE TICK)

12 FOR THE PRICE OF 11

24 ISSUES FOR THE PRICE OF 19

UK 12 issues

 £47.30

24 issues

Europe 12 issues

 £55.00

24 issues

 £94.99

USA 12 issues

 $79.99

24 issues

 $132.50

Rest of the World 12 issues

 £59.99

24 issues

 £94.99

 £84.99

PAYMENT DETAILS I enclose a cheque for £/$ ................................. made payable to Key Publishing Ltd Please debit my Mastercard  Visa  for £/$ ...............

Expiry date

Security Code (3 digit code on reverse of card) OFFER CLOSE DATE: 31 MARCH 2017 PLEASE QUOTE: CV0317

Signature ....................................................................................................................................................Today’s date ..................................................

INSTRUCTION TO YOUR BANK OR BUILDING SOCIETY TO PAY BY DIRECT DEBIT Please tick:

UK Direct Debit

Quarterly £11.99

105/17

Annual £46.44

6

5

8

9

6

0

105/17

AMERICAN READERS Readers in the USA may place orders by telephone toll-free 800-428-3003 or fax 757-428-6253 or by writing to: Classic Military Vehicle, 3330 Pacific Ave, Ste 500, Virginia Beach, VA 23451-9828 Alternatively, order online at: www.imsnews.com/cmv quoting/entering code CV0317

105 CMV Subs dps.indd 61

Direct Debit UK only. If paying by Direct Debit please send in form. Payments are accepted by Direct Debit, cheque, Postal Order, Credit Card and US Dollar check. Payments by credit or debit card will be shown on your statement as Key Publishing Ltd. Key Publishing will hold your details to process and fulfil your subscription order. Occasionally we may wish to contact you to notify you of special offers on products or events. If you do not wish to receive this information please tick here  or mention when calling. Gift subject to change. Any alternative gift will be of equal or higher value. Should you cancel your subscription earlier then an invoice will be raised for the full price of the gift.

31/01/2017 10:25

words John Teasdale pictures Archive

In the years after World War One thoughts turned to developing a new gun for the German Army

I

n the 1920s, as the German Army (Reichsheer) planned to re-equip, thoughts turned to putting into service a new standard light field gun. The officers charged with developing the gun had recent war experience to draw upon. During the war, Germany had fielded guns with a bore of 7.7cm and howitzers with a bore of 10.5cm. In the future, it would ease ammunition manufacture and supply if there was only one standard light field gun. A bore of 10.5cm was chosen as, although the shell would be bigger than that fired by a 7.7cm gun, the gun itself would be not very much larger and would therefore still be reasonably easy to handle in the field. (In due course, wartime 7.7cm guns would be re-barrelled to fire a 7.5cm shell, and a new 7.5cm gun would be designed and put into service in limited numbers from1938 - so much for the idea of standardising on 10.5cm. Having decided on a bore of 10.5cm, the next decision was whether the new gun should indeed be a gun, or a howitzer. A gun has a relatively long barrel, allowing time for the propelling charge to impart energy to the shell and thus attain a high muzzle velocity and long range. Trajectory of a gun’s shell is low; with an

allowance for the effects of gravity at longer ranges, the gun is aimed directly at the target. This is ideal when engaging advancing soldiers and German field guns were the only effective weapons when the British first attacked with tanks. A gun was less suitable for attacking fieldworks or entrenched troops however, as shells either burst on the breastwork or passed

‘Germany had to import most of its iron ore from Sweden’ harmlessly overhead. In contrast, a howitzer has a relatively short barrel and was fired at a high elevation. For an equivalent propelling charge as used in a gun, the shell did not travel as far but due to the high elevation of the barrel it fell out of the sky and into fieldworks or trenches. Guns and howitzers designed in the early years of the 20th Century began to take on

62

each other’s characteristics, and it was decided that the new gun for the Reichsheer would continue that process and be a gun-howitzer. Rheinische Metallwaren-und Maschinenfabrik was awarded a development contract in 1928, and the new gun-howitzer was mass produced from 1935. It was designated the 10,5cm leichte Feldhaubitze 18 (10,5cm leFH 18, 10.5cm Light Field Howitzer). The barrel was long compared with that of the 10.5cm howitzer used during the recent war; at 2.941m (9ft 8in) it was 28 calibres long, whereas the wartime howitzer had a barrel only 22 calibres long. The total elevation arc was 47 degrees 37 minutes, allowing both direct and high-angled fire. The barrel and recoil assembly was mounted in a cradle which was in turn mounted on a split-trail gun carriage running on two wheels. Ideally, the new gun would be towed by a new gun tractor. Such a tractor was in the course of development, but, given the size of the army that was being planned, there would never be enough tractors for all the guns. Most would therefore be horse-drawn. To make the guns as easy as possible for horses to tow across rough ground, traditional

Young Guns

This leFH 18 is seen on campaign, though the original caption does not say where or when. Note that although the gun and limber are heavily camouflaged, none of the men think it yet necessary to don their steel helmets (KRIEGSBERICHTER SCHLICKUM)

large-diameter wheels were fitted to the gun carriage. Initially, these were pressed alloy with steel tyres, but traditional wooden-spoked wheels would be fitted from around 1942 in order to conserve metal stocks. To prevent a gun over-running the horses on a gradient, brakes were fitted; these were operated via traces by a gunner riding on the limber. Guns that were to be towed by a motor vehicle were fitted with solid rubber tyres, and dampers were fitted to the leaf-spring suspension to allow towing at higher road speeds. The brakes were operated by a gunner riding in the gun tractor. The two trails of the gun carriage were brought together for towing, and spread apart for firing (though for anti-tank fire the trails did not need to be spread). When the trails were spread, a cam mechanism locked out the leafspring suspension thus forming a stable gun platform. When the trails were spread, it was a not easy

to traverse the gun carriage – especially if the soft ground spades at the ends of the trails had been deployed, and had dug into the soil when the gun was fired. So the gun cradle allowed a wide traverse upon the carriage: total traversing arc was 56 degrees 14 minutes, equal both ways, to right and to left. The traversing wheel was on the left-hand side of the cradle, as was the gun sight. The elevating wheel was on the right-hand side. Traverse and elevation were therefore the responsibilities of two separate gunners.

Horse-drawn leFH 18 Batteries

As noted above, most of the guns would be horse-drawn. A team of six horses was the standard allocation, but in very bad conditions, as would be found in the Soviet Union, up to ten would be required. When horse-drawn, the gun was used with a two-wheeled limber which carried ammunition and members of the gun crew.

63

Motorised leFH 18 Batteries

Of more interest to us here are the gun tractors that were issued to artillery regiments allocated to the Panzer and motorised divisions. In 1934, the Reichsheer commissioned Krauss-Maffei to design and build a prototype light cross-country prime mover; the company was already working on a medium cross-country prime mover. Having built a single semitrack prototype, development and series production was passed to Büssing-NAG which built eight more prototypes then revised the design for series production starting in 1935. In due course, Daimler Benz and Praga would also build the vehicle. The production vehicle was based on a pressed steel frame. Its Maybach six-cylinder petrol engine was located at the front, its weight supported by two wheels fitted with pneumatic tyres. The wheels were sprung, but not driven; they were used to steer the vehicle when only small turns were required. The

‘To prevent a gun over-running the horses on a gradient, brakes were fitted’

Throughout its service life in the Heer, most leFH 18s would be horse-drawn, as seen here during a pre-war exercise. The gunner sitting front left on the limber has the traces connected to the gun’s brakes over his shoulder. The gun is painted in a dark grey/dark brown camouflage pattern, and has the identification letter ‘B’ painted in white top-right inside the gun shield. Riding a white horse is the battery’s senior NCO, identified by the braid on his sleeves

engine drove a four-speed gearbox, two-speed transfer box and a controlled differential steering unit mounted below the driver’s seat. The steering unit was operated by the driver’s turning of the steering wheel. A small turn of the wheel moved the front wheels only; continuing to turn the steering wheel brought the steering unit into play, and it slowed the right track and speeded the left (or vice versa, as appropriate to the turn). The rubber-shod manganese-steel tracks were very sophisticated. The links were joined by steel pins, and these ran in needle bearings each with its own grease nipple. The drive sprocket was raised off the ground, as was the return idler at the rear of the semi-track

assembly – the latter only just. In between them, the tracks ran on four sets of interleaved rubber-tyred road wheels. The road wheels were sprung by leaf springs. An engine-driven winch was fitted towards the rear of the frame. The bodywork of the gun tractor had three rows of seats (including that occupied by the driver) and stowage compartments at the rear. Military designation was Sonderkraftfahrzeug 6/1 (Sd Kfz 6/1, Special Motor Vehicle 6/1). Early in 1937, it was re-classified from a light prime mover to a medium prime mover. In November 1937, the semi-track assembly was lengthened by the addition of two more sets of interleaved road wheels and somewhat later

The five-tonne semi-track being deemed over-specified, the usual gun tractor for motorised leFH 18 batteries was the three-tonne Sd Kfz 11 mit normal Artillerieaufbau (Special Motor Vehicle 11 with normal artillery superstructure). The storage compartments in the middle of the superstructure are here covered by the canvas tilt, and members of the gun crew are in the rear open compartment

64

the leaf springs were replaced by torsion bars. In the years that followed, until production ceased in 1943, further detailed design changes took place, but the essential characteristics of the vehicle did not alter. Sd Kfz 6/1 was an excellent gun tractor, though expensive to build both in raw materials and in workers’ time. With a towing capacity of five tonnes, it was also over-specified for the leFH 18. So although it was issued to some batteries equipped with that gun, the preferred tractor was the three tonne Sd Kfz 11. In 1933, design work began at Hansa Lloyd on a small cross-country tracked tractor; this would be developed to become the Sd Kfz 11 leichter

ABOVE: Members of the SS-Polizei Division man their leFH 18 during an exercise in 1941. Most men drafted into this division were ordinary policemen, though artillerymen such as we see here were transferred from the Heer. Note the camouflage material draped over the wheels and the nearest trail

Zugkraftwagen 3t (Light Prime Mover threetonne). The automotive layout of this vehicle was the same as the five-tonne Sd Kfz 6, though it was powered by a Hansa Lloyd petrol engine and the semi-track assembly ran on seven sets of interleaved rubber-tyred road wheels (the last of which served also as the track return).. Suspension was by torsion bars from the start of production. Cost and complication was reduced by not fitting a winch. For use as an artillery tractor, a purpose-designed body was built with the stowage compartments located in the centre of the vehicle rather than at the rear. They were built to the full height of the vehicle, the roof being extended forward to enclose the driver’s cab. Behind the stowage compartments was an open crew compartment (though it could be enclosed by a canvas tilt). Crew access was via an open entrance at the rear of the vehicle. Inside were longitudinal bench seats each side. However, troop trials led to the design of the body being modified. The stowage compartments were reduced to waist height and the roof over the driver’s cab was removed. This became the standard artillery body, designated normal Artillerieaufbau (Normal Artillery Superstructure). As production continued, the vehicle underwent changes: various Maybach engines were

This view shows the divided responsibilities for traversing and elevating the leFH 18. K1 (Kanonier 1, Gunner 1) stands to the left of the breech, and aims and traverses the gun. K2 stands on the right, and elevates the gun. K2 also fires the gun by pulling on a lanyard attached to the firing lever on the right-hand side of the breech block. The breech is open in this view (KRIEGSBERICHTER GUTJAHR)

A horse-drawn artillery battery pauses by the side of the road; it looks like France or the Low Countries in 1940. Nearest the camera is a Beobachtungswagen (Observation Wagon), which, as well as its crew, carries an observation ladder, telescope, rangefinder etc. Next is a five-tonne semi-track (Sd Kfz 6/1). Why it is issued to a horse-drawn battery is not known; it may be for use in recovering guns from muddy firing positions. Behind the semi-track is an leFH 18, hauled by the standard six-horse team. Passing the battery is a 1935 Ford, impressed from its civilian owner for use by the military

65

fitted from 1937, and in 1938 responsibility for developing the design passed to Hanomag. Production, by a number of different companies, of the normal Artillerieaufbau gun tractor ceased in 1944 after about 4,500 examples had been built, though batteries were issued with an Sd Kfz 11 having simplified wooden bodywork which continued in production until early 1945. Guns were also hauled by Sd Kfz 11 fitted with bodies comprising four rows of seats and a tool storage compartment at the rear; only 146 examples of this body were built in 1938-1939. Some batteries in Panzer divisions were issued with the armoured vehicle based on the Sd Kfz 11 chassis: the Sd Kfz 251. This was normally used as an armoured personnel carrier, but the artillery units to which it was issued used it as a gun tractor.

KStN 434, Batterie leichte Feldhaubitze (motorisiert) (Light Field Howitzer Battery, motorised) was issued on October 1, 1938. It specified the allocation of men and equipment to such as an leFH 18 battery. A battery comprised four guns, each with its own semi-tracked gun tractor; each gun

was served by a commander and seven gunners. The guns were allocated to the battery’s gun section, which in addition to the gun tractors, had two solo motorcycles and four Kübelwagen. One of the motorcycles was for an NCO medic and the other for a dispatch rider. One of the Kübelwagen was a light cross-country field car; cars serving in this role

ABOVE: This leFH 18 and its Sd Kfz 11 gun tractor were photographed during the invasion of the Soviet Union. The photograph gives a good view of the gun crew in the compartment at the rear of the gun tractor; the gunner facing to the rear is in the open entrance to the compartment. This compartment could be enclosed by a canvas tilt when the weather was bad (KRIEGSBERICHTER TANNENBERG) MAIN IMAGE: This horse-drawn battery has halted in a wood. Note the leather muzzle caps (each complete with a red reflector) on the ends of the gun barrels; gunners were fastidious in keeping gun barrels clean

66

were designated Kraftfahrzeug 1 (Kfz 1). The car was probably for use by the officer commanding the section. Two other Kübelwagen were Kfz 12, a medium cross-country field car fitted with a tow hook. These were probably for use by motor mechanics and the battery’s computation party, which calculated bearings to intended targets. The fourth Kübelwagen was a Kfz 4, which was fitted with an anti-aircraft mount for twin machine guns. There were two ammunition sections, with a total of eight light cross-country lorries, open (leichter geländegängiger Lastkraftwagen, offen). This was a very specific designation, and in 1938 only one vehicle met it: the Einheits-Lastkraftwagen (Standard Lorry). The six-cylinder diesel engine of this lorry drove its six wheels via a four-speed gearbox and two-speed transfer box. Each wheel had independent coil-spring suspension, and each of the three differentials was self-locking.

However, payload was only 2.5 tonnes, and the lorry could not cope with overloading. Production ceased in 1940 in favour of simpler types such as the 4x4 version of the threetonne Opel Blitz, introduced in July 1940. Batteries attached to Panzer divisions and light motorised brigades also had four multi-wheel trailers to carry ammunition. Three solo and one combination motorcycle, were provided for the officer in command and senior NCOs. Two service sections had a total of four lorries to carry such as baggage, food, fuel and a field cooker, one solo and one combination motorcycle and a five-tonne semi-track prime mover. The specific purpose of this prime mover is not given, but presumably it was used to recover broken down or stuck vehicles and guns, and could serve as a gun tractor if required. The battery was led by a command section, which had two Kübelwagen – one each for the battery commander and the observation officer. These were both medium cross-country field cars, one with and one without a tow hook (Kfz

11 and Kfz 12). Three dispatch riders were each issued a solo motorcycle. Working closely with the battery commander was the communications section. This was issued with five Kübelwagen: two light radio cars (Funkkraftwagen Kfz 2); one light signals car (Nachrichtenkraftwagen Kfz 2); one medium signals car (Nachrichtenkraftwagen Kfz 15); one heavy field telephone car (Fernsprechkraftwagen Kfz 23). There was also a 6x4 observation lorry (Beobachtungskraftwagen Kfz 76), carrying a tripod ladder to give the observation officer an elevated view when required, plus telescope, rangefinder etc.

‘Guns and howitzers designed in the early years of the 20th Century began to take on each other’s characteristics’

67

Ammunition

The 10,5 cm leFH 18 fired four types of shell. Manufactured in the largest quantities were high explosive shells. Smoke shells were used to cover attacks and withdrawals, and to mark targets for aerial attack. Armour-piercing shells were filled with high explosive, and had a fuse in the base so that they would not function until after penetration of the target. Armour-piercing shells were also fitted with a tracer element, so that the gunner could see where they went and could correct his aim if required. During the war years, hollow-charge armour-piercing shells would be introduced. Hollow-charges focused the power of the explosion, and could penetrate up to 7.5cm of armour plate. Gas shells were manufactured in large quantities, but were never used. The propellant was loaded separately from the shell – it was contained in a stubby brass or steel cartridge case. This was to make it easy to vary the size of the propelling charge and thus the distance fired. The normal charge as supplied from the manufacturer was designated Zone 5.

purchase of Swedish iron ore. Nevertheless, by September 1940 the Heer had a stockpile of 21.9 million 10.5 cm leFH 18 shells, the production of which had absorbed in excess of 250,000 tonnes of steel. (There were over 5000 leFH 18 in service at this time.) Such a stockpile of ammunition was of course necessary if Germany was to wage war on the Soviet Union, but allocations of steel for munitions production inevitably impacted upon allocations for the manufacture of such as tanks, guns and trucks.

War Service

ABOVE: A motorised leFH 18 battery of Artillerie-Regiment 90, 10 Panzer-Division, Panzergruppe 2, passes through a village in the Soviet Union. It appears to have been raining recently, as the vehicles have their canvas tilts erected. The open entrance to the rear crew compartment of the Sd Kfz 11 is seen clearly BELOW: A gunner sleeps on the trail of his gun, using as a pillow the soft ground spade; the spade is in its transport position. There was one such spade on each of the trails, attached at a pivot. Note the handle in the foreground, used to rotate the spade through 180 degrees to deploy it when the trails were opened and the gun readied for firing. Also seen are the wooden rammer and a red/white-banded aiming post. The painted fish on the trail may indicate 35 Infanterie Division, though it is facing left rather than the more usual right

Most shells, including armour piercing, were fired with this charge. However, if greater range was required, a Zone 6 charge was used. To prepare, the loader removed the lid from inside the cartridge case, and then removed all five bags of propellant. These were replaced by a Zone 6 charge. The lid was then put back, and the cartridge case loaded into the breech of the gun. Zone 6 charges were only used as strictly necessary, as the more powerful charge increased wear of the barrel and tear of the gun carriage. For reduced range firing, one or more of the five standard bags were removed before loading into the breech. For night firing, a spun lead wire flash-reducer could be added to the charge in the cartridge case, though its use reduced the range of the shell. Maximum range with a Zone 6 charge was approximately 10,700m (11,700 yards), reducing to 9200 m (10,000 yards) with the standard Zone 5 charge.

The 10,5 cm leFH 18 was an excellent gun, and as well as being adopted by the Heer (as the Reichsheer had become in 1935) it was sold to foreign armies. One of those was that of the Spanish Nationalists, and the gun first saw active service in the Spanish Civil War. From September 1, 1939, the Heer was engaged in its own war. The leFH 18

Consumption of Steel

It is useful here to contemplate the huge quantity of steel used in the production of ammunition. In the 1930s, Germany had to import most of its iron ore from Sweden; although Germany did have its own deposits, their chemical characteristics were such that they could not be used for steel-making using the methods employed by German companies. In the 1930s, German industry was not competitive on world markets, so earned relatively little in foreign exchange. This in turn made it difficult for the German state to finance the

‘Guns that were to be towed by a motor vehicle were fitted with solid rubber tyres’

68

An leFH 18 battery is loaded on to a train – the ends of the wagons have been removed so that the vehicles can board the train at one end and drive to the other

proved its worth. However, it was outranged by the British 25 pounder and the Soviet 76.2 mm M1939 (though these guns fired a smaller shell.) Longer range for the leFH 18 was deemed therefore useful, and in 1941 a revised gun entered service, the 10,5 cm leFH 18M. This was fitted with a muzzle brake and a revised recoil system

to allow the use of a newly-designed long-range shell and its powerful propelling charge. Many existing guns were re-built to the new design. Both the leFH 18 and the leFH 18M were rather heavy – they weighed very nearly two tonnes. This weight proved troublesome in the muddy conditions experienced in the Soviet Union, and guns were lost when they could not be extracted from firing positions before they were overrun by the Red Army. (The 25 pounder weighed about 1.6 tonnes.) In 1942 therefore, production of the leFH 18M was augmented by that of the leFH 18/40; this gun was an leFH 18M on the carriage of a 7,5cm Pak 40 (7.5cm Anti-Tank Gun 40) running on larger wheels. Weight was in fact not much reduced, but the carriage was easier to manufacture.

Communications

The range of an leFH 18 being further than it was normally possible to see, forward observation was very important. Each battery was responsible for its own observations, and it was not uncommon for a battery commander to accompany the infantry leading an attack, especially if he was unfamiliar with the terrain. Communication back to the battery, using pre-arranged codes, was initially by radio. Man-portable radios were each operated by two men; one carried the transceiver and the other the accessories, battery and antenna. Once set up, a radio had a range of about five miles. Prone to waterlogging, the radios had to be kept dry. As soon as possible, the battery’s signalers would install telephone lines between the forward observers and the battery. ABOVE: Kübelwagen served in an leFH 18 battery in various roles. One of these was as a signals car (Nachrichtenkraftwagen Kfz 15). Identification is by the telephone cable reel mountings on the front wings. (The designation was originally Fernsprechkraftwagen -Field Telephone Car). This one is based on a Horch 830 R, evidently built before 1936 as it has canvas instead of steel doors RIGHT: This leFH 18 is being towed by a five-tonne semi-track Sd Kfz 6/1. The vehicle is painted in a dark grey/dark brown camouflage pattern (B MITSCHE) BELOW: First time on the range for this 10,5 cm leFH 18 battery

Further Reading Tactical and Technical Trends, No 6, 27 August 1942 : Notes on German Divisional Artillery. Tactical and Technical Trends, No 7, 10 September 1942 : Organization and Identification of German Artillery Units. Tactical and Technical Trends, No 26, 3 June 1943 : German Radio Communications for 105mm Gun Battery. TM E9-325A : German 105-mm Howitzer Material, 15 June 1944.

69

words & pictures Louise limb

Three’s a Crowd Dave Pinner took parts from three Lightweight Land Rovers to restore this Half-Ton Series IIA Lightweight GS

70

D

ave Pinner is no stranger to Land Rovers, having owned and tinkered over the years with more than he can remember; his two latest restorations are Series IIA Lightweights. One is a genuine RAF General Service (GS) model, in RAF Blue Grey and the other, from February 1969, is also a GS and is no 994 of the first 1,000 Series IIA Lightweights made; approximately 3,000 of which rolled off the production line before the Series III Lightweight superseded the IIA. The route to completing the Lightweight’s restoration was a circuitous one and the Land Rover you see here combines the best parts from three different vehicles. As Dave says: “It all started about three years ago. I’d had my eye on a derelict series III Fitted For Radio (FFR) 24V Lightweight that I’d spotted many years earlier in a field near where I live. It was still there after ten years and after some enquiries, I contacted the owner. He said if I wanted it, I could take it away. So I did.” Standing in a field for so many years had reduced the chassis and bulkhead to rust and as it was loaded onto a trailer the Land Rover’s chassis broke in half. The first job was to find a replacement chassis and bulkhead. Rather than find new replacements, over the next couple of years Dave ended up buying two incomplete Series IIA GS 12V Lightweights that he came across on his travels, one of which was a February 1969 GS model and the vehicle he would eventually restore. As he says: “One had some body panels but no engine and the other had most of the body missing and a Ford V6 engine.” The latter had been civilianised after it

‘Reasonably sound, the chassis from the early Series IIA needed a few repairs’ left the MoD with a Steve Parker conversion. Dave’s original intention was to create a replica Series IIA RAF Lightweight but then he came across a genuine one on an auction site. This seemed a better idea than, as Dave puts it, “trying to make the three source vehicles into what in military circles is called a Walt (named after Walter Mitty, dreaming of being someone you’re not).” The exemplary RAF blue restoration complete, Dave returned to his drive full of Lightweights and work began restoring the early Series IIA as an army vehicle. Reasonably sound, the chassis from the early

Series IIA needed a few repairs including a new rear crossmember. He chose the better of the two lower bulkheads from the Series IIAs though it still required substantial work. Both footwells and A-panels were replaced, together with about a third of the flat panel that forms the main face of the dash. He also had to rebuild the middle side sections of the footwells from scratch as nobody makes replacement panels any more. With some minor repairs a used upper bulkhead sourced from an auction site completed the task. Dave had planned to replace the Ford V6 engine with the original 2,286cc four cylinder petrol one from the Series III Lightweight he’d found in the field, but the 24V configuration meant that, among other difficulties, it had a different distributor, starter motor and generator. Luckily, a Series III 12V ex-military engine came up for sale near where Dave lives in the Yorkshire Dales and, complete with all its ancillaries, cost only £100 at a fixed price from an auction site. In adding an oil cooler, Dave ensured the Lightweight was one step closer to its original specification. He simply had to clean

MAIN IMAGE: The Citroen 2CV’s suspension could withstand freight release landings of up to

ten feet from Wessex helicopters and an aim of the Lightweight was to match this ABOVE INSET: Note the easy release, flush door hinges as roof, doors, upper rear body and tailgate were stripped for air transport TOP INSET: Ironically, in its built-up form, the Lightweight was heavier than the civilian Series IIA it was derived from

71

ABOVE: The dash, instrument panels and upper bulkhead were all sourced separately from an online auction site BELOW: All surfaces have been painted or galvanised for protection and for a tidy restoration and a correct,

secondhand canvas tilt completes the weatherproofing

ABOVE: Dave had to rebuild sections of the footwells from scratch TOP: A robust job has been completed in returning this Lightweight to active duties on ‘civvy street’ BELOW: From shot blasting lamp holders to galvanising small metal parts, Dave ensured that all the details were taken care of

ABOVE: A sound and correct 2,286cc

Rover petrol engine was acquired through an online auction site BELOW: Dave has found that spare headlamp rims are becoming scarce

72

The distinctive headlamps in the grille were derived from the civilian Series IIA layout

The correct military-style headlight rims are and paint the engine along with fitting a new scarce and Dave eventually sourced some on carburettor and an electronic distributor to get it an auction site but only two were free from rust running well. Fitting the Series III gearbox from holes. All the other lamps have the correct glass the FFR in the field and a new clutch sorted the lenses and he reports that these too are getting transmission. Axles, steering and suspension all harder to find with all four lugs intact. Replacing came from the early Series IIA. Dave fitted new all the bulb holders and rubber boots with good trackrod ends throughout the steering system, used ones, Dave had the retaining rings shotnew UJ joints and boots on the propshafts blasted and refinished in yellow zinc. and new brake shoes and wheel cylinders for the axles. Brake pipes and flexibles were None of the three source vehicles replaced too. Despite the good bodywork salvaged from the engine-less donor Series IIA Lightweight, Dave needed to buy new doors and doortops. With only the lower tailgate, an upper one was sourced on an auction site. The seatbox came from the Series III Lightweight FFR, as did the floor panels. Flat seatbox lids were made from aluminium cut to size by Frank Barrett of Keighley who also bent some angle strips to enable the lids to slot into the seatboxes, Dave fitted them together with solid countersunk rivets to provide a secure and firm fit while repairing broken spot welds on the seatbox. All the galvanised cappings, bumpers, overriders, hood sticks, windscreen and other fittings were redone at Metaltreat in Bradford. Additional small parts which are normally painted were galvanised too, such as the pioneer tool brackets on the tailgate and the plate on the gearbox tunnel through where the 4WD selector emerges. Dave muses that purists might wince but they look better than rusty or peeling parts while in keeping with the 1967: this Lightweight Land Rove r with the civilian registration VXC character of the vehicle. 702F was the first production vehi cle built

‘The correct military-style headlight rims are scarce’

73

74

MAIN IMAGE: The Lightweight has the fittings for pioneer tools on the two-piece

tailgate, the top portion of which is removed for air transportation

RIGHT INSET: Finished in Deep Bronze Green, Dave Pinner’s Series IIA Lightweight

has been restored with British Army GS model features

BELOW RIGHT INSET: During the early 1960s an airportable version of the

Land Rover was developed on the existing 88in chassis BOTTOM INSET: The cover of the brochure used to promote military sales of the Lightweight

SPECIFICATIONS

Make Land Rover Model Truck, General Service Half-Ton 4x4 Rover Mk 1 Nationality United Kingdom Year 1969 Used by British Army Production Run 1967- 1972 Engine Rover Type Four-cylinder Fuel Petrol Displacement 2,286 cc Power 77 bhp @4250rpm Torque 124 lb-ft @2500rpm Transmission Rover Type Manual with 9.5in hydraulic clutch Gears Four-speed Transfer Box Two-speed selectable with standard rear wheel drive or 4WD Suspension Live axles with semi-eliptic leaf springs and hydraulic telescopic dampers Brakes Drums all around, mechanical parking brake on the transmission output shaft Wheels 5.00in x16in Tyres 650x16 Goodyear extra grip Crew/seats Three front and four rear Dimensions (overall) Length 144.25in Width 60in Wheelbase 88in Weight (unladen) 3210lb (stripped) 2660lb

75

ABOVE: Proud owner, Dave Pinner, has many years’ experience restoring Land Rovers BELOW RIGHT: An early Series IIA Lightweight taking part in an amphibious landing exercise BOTTOM: The prototype Lightweight, seen here in 1965, had a different radiator grille to the production models

had a good fuel tank between them and Dave bought a job lot of three on an auction site for a very reasonable price. However, two of them leaked and short of a second good one, Dave keeps his eye open for leaks while he looks for another. Being very resourceful, he made new fuel pipes using black PVC tubing which is used for air brake systems. Recovering the fittings from his old pipes he softened the PVC with a hot air gun enough to get them on, making leak-proof pipes of the correct colour. Meanwhile, a new Autosparks wiring loom needed quite a bit of adaptation to get everything working. The instrument panel is nearly correct, though has electronic oil and water temperature gauges instead of the capillary type. The ignition warning light is an original one without a separate bulb and is

Suppliers: likely irreplaceable. The starter knob with the engraved ‘S’ was specially made by Ashley Hinton, known for his MG parts, and who has much of the original Lucas and Smiths tooling. Original pattern seats were made to order by Undercover Covers while Dave crafted new door seals himself using the correct section rubber available from C O H Baines by mail order. New retainers for them came from P A Blanchards and Dunsfold Land Rovers supplied the correct manual windscreen washer pump. Paintwork in Deep Bronze Green was applied by Joe Kelly and team at Ribblesdale Motors, Dave having undertaken the initial panel preparation and now that the garage is tidy of the leftover spares he has a choice. Will it be an RAF blue day or an Army green day?

76

Frank Barrett, Keighley www.frankbarrettltd.co.uk 01535 661001 Metaltreat Ltd Bradford www.wedge-galv.co.uk/plant-locator/metaltreat-ltd 01274 221500 Ashley Hinton, Great Bookham, Surrey www.mg-cars.org.uk/ah 01372 456304 Undercover Covers, Birmingham www.undercovercovers.co.uk 0121 622 5562 COH Baines, Tunbridge Wells www.coh-baines.co.uk 01892 543311 P A Blanchard, York www.pablanchard.co.uk 01430 872765 Dunsfold Land Rovers, Dunsfold, Surrey www.dunsfold.com 01483 200567

THE WORLD’S BEST-SELLING CLASSIC LAND ROVER MAGAZINE Classic Land Rover is an exciting monthly magazine dedicated to Series and the classic Land Rovers. Written by enthusiasts, it is the complete guide to buying, owning, running, driving, repairing, modifying and restoring prenineties Land Rovers and Range Rover classics.

March issue includes: HOLE-FREE EMMENTALER The story of an ex-Swiss Army Series IIA 88in now resident in the Czech Republic THE NEIGHBOUR’S FAULT A late IIA 88in is the latest classic in a succession of Mustangs and sports cars for this owner WHEN A DEFENDER’S TOO TAME The 1965 IIA restoration project undertaken by a Defender owner looking for something different

JUS

T

£4.4 0

CLASSIC REFINEMENT The Classic Range Rover that was the starting point for the later high-tech models from P38 onwards

March issue AVAILABLE NOW from and other newsagents then on sale every first Wednesday of the month* Alternatively, you can order your copy or subscribe at: www.keypublishing.com/shop

ALSO AVAILABLE TO DOWNLOAD

LIKE US ON FACEBOOK

Or call UK 01780 480404 Overseas +44 1780 480404

Search Classic Land Rover Magazine

FIND US ON TWITTER

Lines open 9.00-5.30, Monday-Friday

SEARCH

CLASSIC LAND ROVER

FREE APP

IN APP ISSUES £3.99

@CLReditor

READ ON PC & Mac

iPhone & iPad

Blackberry

Visit

Windows 10

Android kindle fire

for more information

Requirements for app: registered iTunes account on Apple iPhone, iPad or iPod Touch. Internet connection required for initial download. Published by Key Publishing Ltd. The entire contents of these titles are © copyright 2017. All rights reserved. App prices subject to change.*UK On sale date.

www.classiclandrover.com 106 CLR latest fp.indd 77

106/17

01/02/2017 10:45

cmvfreeads

advertise your item with a photo for free! email [email protected]

SPARES

MILITARIA / MISC

BOOKS / MANUALS MODEL ENGINEER 1915 12 volumes SB58699 £30 John 01634 268038

MINICHAMPS MILITARY VEHICLES IN 1/35 SCALE

WRECKER GANTRY RSJ 13ft x 4in x 3in for WW2 vehicle, as new £30 SB58243 tel 01908 562595

MILITARY MODELS IN 1/43 SCALE,

JEEPS / LAND ROVERS

4 - 900 - 16 TYRES, 2 nearly new, 2 half worn £225, West Sussex, 01403 752003 SB58697

WANTED JEEPS

Willys, Ford and Hotchkiss

1942 Chevrolet C8A wireless truck, ambulance, guards division, call or email for price after 6pm

01280 701266 [email protected]

01280 701266 [email protected]

COLLECTION OF USA MILITARY MODELS IN 1/43 SCALE

Any condition Considered Phone: 01548 521278

MILITARIA / MISC

MOTORCYCLES / CYCLES GMC 353 Mobile workshop, GMC F3 petrol tanker and truck, call or email for price after 6pm 01280 701266

TRAILERS / TOWING

RUSSIAN MILITARY VEHICLE IN 1/43 SCALE

w/d pannier bags and frames, racks, straps, altitude gauge 4 1/2 brass

1ST WORLD WAR PENNIES 1914-1918

Essex 01205 222559

Tel 07968659967

GMC SOFTCAB AND DODGE WC52, WW2, from a French museum and now with a British owner near Le Mans. Both sound and running and for sale due to loss of covered storage soon. Sathe, France tel 0033783502672, [email protected] SB58246

SB58401

01280 701266 [email protected] SB58249

Surrey,

SOFT SKIN VEHICLES

215 151 mobile workshop GAZ BTR 40 scout car ZIS BTR 152 personnel carrier GAZ 67B jeep call or email for price after 6pm

£40 the lot,

SB58248

amperes meter B/B 4 “ towing pin,

5 with George V on back

Hachette partworks complete. 90% finished, just needs completing. Very heavy so collection preceded or buyer pays for courier/post. Cost £700+ £100 Ono. 07736 149961 Bury St Edmunds

SB58527

VARIOUS W/D TECALEMIT HEAVY DUTY H/PS PARAFFIN /OIL GUN, large mirror 1” ball german WW2 helmets, WW1 Canadian RCA kit bag, tent officers camp bed, side lamp new Hillman Austin, Essex, POA, 01255 222559 SB58154

BSA ETC MOTORCYCLE

GMC 353 NNKW Amphibian,

SB58529

JERRY CANS, collection of 40+ cans from 1943 to 1967, 4 US screw top, £120 the lot tel 01908 562595 SB58244

TIGER TANK 1:16 METAL AND PLASTIC

To advertise inthe FREE ADS just fill in the form on page 79.

AS109193

www.willysjeepuk.co.uk

TRACKED VEHICLES SB58398

SB58396

1942 GMC 353 CCKW mobile workshop, petrol tanker and truck call or email for price after 6pm

DRIVERS HOOD FOR FV 434 complete with wiper motor £60 FV 434 tools and equipment. ring for your requirement Dodge spares 2 man army tent £20 C02 cylinders for welding £10 John 01634 268038 Kent SB58699

RUBERY OWEN & CO LTD TRAILER model AB283/1/4. Trolley platform aircraft servicing trailer, general purpose, 4 wheeled 12ft-5ft, solid conditioned alloy floor, stores ref: 4F/2061. Suffolk, UK 07932 107635 SB58242 TASKERS ANDOVER, 1940 trailer, Queen Mary tel 07802 604407 SB58531

VEHICLES / PARTS R.O.F FOX CVR (W) ARMOURED CAR 1977, a ferret with power steering and proper turret road registered extensive restoration with many new parts by tyre specialist about 7 years ago, twin Clansman radios, £18000 Warwickshire SB58433 07831 201351

www.keypublishing.com

VERY COLLECTIBLE IN 1/12 SCALE

MILITARY COLLECTION 1/43 SCALE

To advertise in the FREE ADS just fill in the form and send to: CMV Free Ads, Key Publishing,

01280 701266 [email protected]

01280 701266 [email protected]

PO Box 100, Stamford, Lincs PE9 1XQ Call: 01780 755131 Fax: 01780 757261 Email: [email protected] SB58400

Danbury mint 1942 jeep and A83 hummer USA Army call or email for price

SB58398

A42 Studebaker US6 2 1/2t truck, mobile workshop, call or email for price after 6pm

Visit our website: www.keypublishing.com 78

CMV free ads MAR17.indd 76

31/01/2017 12:02

cmvfreeads

advertise your item with a photo for free! email [email protected]

VEHICLES / PARTS

WANTED

LEYLAND DAF TRUCK 1993

SPARE WHEEL CARRIER

To advertise in the FREE ADS just fill in the form and send to:

believed to be off a WOT 6 but not sure, good useable condition,

[email protected]

rather it go on correct truck than cut it to make fit another, Staffs, 07917 667797

Visit our website:

SB58247

SB58619

ex army truck Cummins diesel engine, 4 tonne, 4x4, very low mileage, excellent condition, one previous keeper, kept in heated workshop, new canvas tilt, very good tyres inc spare, West Yorkshire, tel 01484 863123 [email protected]

CMV Free Ads, Key Publishing, PO Box 100, Stamford, Lincs PE9 1XQ Call: 01780 755131 Fax: 01780 757261 Email:

www.keypublishing.com

DC POSITIVE & NEGATIVE GENERATOR POWER SOCKETS and the elevation and azimuth control station with cables for 944 60 inch GE/sperry searchlight, please contact Tim Sheldon, Collingham, Notts, Tel 07836 277899 SB58245

www.keypublishing.com

AUSTIN K9 RADIO TRUCK OR AMBULANCE WANTED in very good clean running condition. Prefer no worked needed on the vehicle. Contact Tom on 07743 948666 or email to [email protected] with photos and what you have available. Thanks SB58710

&

CLASSIFIED COUPON Reach a dedicated audience of ‘Classic Military Vehicle’ enthusiasts by placing your advertisement here - FOR FREE! You can include a colour photograph and we’ll run your advertisement for up to ‘TWO ISSUES’. Just fill in the coupon below and return to: CMV Free Ads, Key Publishing, PO Box 100, Stamford, Lincs PE9 1XQ Or Tel: +44 (0)1780 755131 • Fax: +44 (0)1780 757261 (we advise not to send photographs via fax) Email: [email protected] • Website: www.keypublishing.com

HEADING (Please tick one below)  Artillery (no hand guns)  Books / Manuals  Jeeps / Land Rovers  Militaria & Misc  Model Kits  Motorcycles / Cycles  Services

ADVERTISEMENT DETAILS

 Soft Skin vehicles

(PLEASE WRITE IN CAPITAL LETTERS)

 Spares

Main text (30 words max.): _______________________

 Tracked Vehicles

__________________________________________________

 Trailers / Towing

__________________________________________________

 Vehicles / Parts

__________________________________________________

 Wanted

YOUR DETAILS Name: _________________________________________ Address: _______________________________________ ________________________________________________ Town: __________________ County: _______________ Postcode: ____________ Country: ________________ Tel:* ___________________________________________ (*Please include international dialling code if outside UK)

Email: _________________________________________

__________________________________________________ __________________________________________________ __________________________________________________ County: __________________Country: _______________ Ad contact number: _____________________________ Email: __________________________________________ CONDITIONS OF ACCEPTANCE

*This is a free of charge service for private sellers only. All trade advertisements will be charged. Key Publishing has the right to refuse any advertisement. We will only run free of charge adverts for weapons etc if proof of deactivation can be supplied. We cannot guarantee which issue of Classic Military Vehicle magazine your advertisement will appear in. Each advertisement will have a maximum of 30 words and we reserve the right to sub-edit or not publish any advertisements that exceed this limit. Any pictures submitted will not be returned and will become the copyright of Key Publishing Limited. Emailed digital photos must be in Jpeg format. Key Publishing does not accept any liability for any errors in any advertisement published. Advertisements may appear online or within any digital format at any time. By submitting your advertisement you agree to these terms and conditions.

THE FREE MARKETPLACE FOR ALL THINGS MILITARY!* (NO TRADERS) • TRADE ADVERTISERS PLEASE CALL +44 (0)1780 755131 79

CMV free ads MAR17.indd 77

31/01/2017 15:16

Untitled-2.indd 1

26/01/2017 12:03

cmvclassifieds

email [email protected]

CLOTHING

SERVICES

GREEN MACHINE SURPLUS Specialising in military and commercial vehicle spares and manuals

Tel: 01782 729112

Email: [email protected] Visit our online shops:

www.greenmachinesurplus.com www.vintagemvmanuals.co.uk

M.G.M HAULAGE Specialist mover of Classic Trucks, Coaches, International haulage etc

Established 1952 Unit No 3 North Hill Saw Mill Yard, Baddesley Road Flexford MALCOLM Southampton TERRY Hants FAX SO52 9BH

07802 604407 07500 927987 0238 0252020

VEHICLE PARTS Steering ring Whe Wheel heel he el Restora Restoration

Find us on

APRIL ISSUE of

COPY DEADLINE: THURSDAY 23RD FEBRUARY ON-SALE: THURSDAY 16TH MARCH

CALL MICHELLE ON

01780 755131 Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, boats. Bluemels, Celluloid, Bakelite, Wood & Plastic. tel: +44 (0)1843 844962

www.SteeringWheelRestoration.co.uk

CHRIS MORTER BEDFORD SPARES

MW, OY, QL, K M O, A D & J type, S type, RL, early TK. 28hp & 214 reconditioned engines. Brake, clutch, engine, electrical & service parts. Transfer/gearboxes, exhausts, water pumps, petrol pumps, carburetters, gaskets, etc.

Windscreen & Cab Rubbers. J type Cab Panels. Many other original parts available

VINTAGE MILITARY VEHICLE SPARES

01953 602581

[email protected]

www.vintagebedfordspares.com

VEHICLE PARTS

Whitedell engineering ltd MAINTENANCE ENGINE & GEARBOX REBUILDS RESTORATION WORK MOT WORK GRIT BLASTING PAINTING TRANSPORT VEHICLES FOR FILMWORK DRIVING SERVICES Tel: Barry 07747 466 296 or Email: [email protected] Fareham, Hampshire

http://www.facebook.com/militaryvehiclerepairs

81

CMV MAR17 CLASSIFIEDS.indd 57

01/02/2017 09:58

Echoes of War 1952: Korean War

words John Carroll picture Archive

The original caption to this Oregon newspaper photo taken on March 14, 1952, reads, ‘Piled in a Jeep in Korea are Oregonians in headquarters, 2nd Battalion, 180th Infantry, 45th Division. From left, around the rim of the Jeep are Pfc Donald L. Hess, Cpl Werner Richen, Cpl Grover L. Hildenbrand, Cpl Joe Pashak, Pvt William Hughes, Cpl Paul B. Kelsay. In back seat; Pfc Ted Reeves (left) Pfc Nealie Jamison. In front from left; Cpl Robert Henningsen, Cpl Wayne Holder, Cpl Bernard Fischer.’

T

he Korean War is often referred to as the ‘Forgotten War’ because it followed so soon after World War Two and was eclipsed by the subsequent Vietnam War. By March 1952, the war, at first described by US President Harry S Truman as a ‘police action’, had been ongoing for almost two years and had become a stalemate. Neither the UN forces nor the communist North Korean People’s Army and the Chinese People’s Volunteer Army were able to get the upper hand or gain much ground despite major battles taking place in this period, including the battles of Bloody Ridge, the Punchbowl and Heartbreak Ridge. The US 45th Infantry Division deployed to Korea in December 1951. They moved into the front line around the Yonchon-Chorwon area and in sectors fronting Old Baldy Hill, nicknamed after artillery and mortar fire de-

‘The US 45th Infantry Division deployed to Korea in December 1951’ stroyed the trees on its crest, to relieve the 1st Cavalry. The battle of Old Baldy, a series of five engagements for Hill 266 in west-central Korea over a period of 10 months, would start in June 1952 soon after President Truman announced he would not run for re-election and relieved Eisenhower of command so the general could run for president. In the spring, the 45th launched Major General Ruffner’s Operation Counter. This

82

was a two-phase operation to capture and hold outposts a few thousand yards in front of the main line around Old Baldy Hill, the highest point on a prominent east-west ridge. It held strategic importance because it dominated the surrounding terrain in three directions. The division subsequently defended the hill against repeated assaults by the Chinese 38th Army throughout 1952, as Chinese forces continued to attack Old Baldy during the year.

Additional Information During the Korean War the 45th Infantry Division suffered 4,004 casualties comprising 834 killed in action and 3,170 wounded. The 45th Infantry Division Museum is at 2145 N.E. 36th Street, Oklahoma City, OK 73111, USA.

Bookworld.indd 1

02/02/2017 09:35

Military Classic Vehciles.indd 1

27/01/2017 14:09