Trux Models. 1990 to 2005.

Three attractive early CMP vehicles.


These were the first CMP types to enter production. Shown here in the Caunter camouflage scheme as used in N Africa. These three types actually went to France in 1940 but were evacuated almost as soon as they landed. All have the first pattern cab, No11, which had very limited access to the engine. Front wings were the same for all so look too large on the 15cwts with smaller wheels. All were 4 X 4, could be either Chevrolet or Ford and had run flat tyres and thus no spare..

In the foreground the 15cwt with water tanker body 2E1. This was a copy of the standard WD 200 gallon tank.
In the centre is the 15cwt with GS body 2A1. This was a wooden body with wheelhouses and hinged sides. No tilt was fitted. This was a close copy of the WD body and needed wider mudguards to suit the wider CMP chassis.
At the back is the 30cwt with body 3A1. This was a steel well type body with hinged sides and lockers under.

Mike

 

Two Austin 3ton workhorses.


In the foreground the Austin K3 3ton 4 X 2 GS. This was in production throughout the war and was basically a pre war commercial type with WD wheels and a brushguard. This is a late version with closed cab, hip ring and steel GS body.
In the background the Austin K5 3ton 4 X 4 GS. More than 12000 K5 were produced, including portees, but they seem to best remembered because some 1400 were found to have engine defects. This is covered in depth elsewhere on the forum.

Mike

 

Only partly a Trux Model.


This was a simple conversion item for the old Matchbox Humber Armoured car MkII. A customer asked me to cast some new turrets from a master he had made and allowed me to offer it also as a Trux item. The new turret allowed the basic kit to be converted to a MkIII, MKIV or Rear Link.

On the left the basic Matchbox model.
Next a MkIII with the new turret and original armament of a 15mm Besa and a 7.92mm Besa.
Then the MkIV with the new turret and a 37mm gun.
On the right the Rear Link. This was fitted with a No19 HP set so that it could relay signals from the forward troops to the headquarters of the formation the unit was serving. In order to accommodate the extra equipment the armament was removed and replaced by a dummy barrel and a steel box added to the turret front. It would normally operate from a stationary position and so could use either tall rod aerials or horizontal wire aerials strung between any suitable item (tree, telegraph pole, building, etc).


A better view of the Rear Link.

Mike.

 

Four closely related RAF medical vehicles.


Fordson WOT1 3ton 6 X 4 with house type dental bodies.
In the foreground the dental surgery. This has a roof light over the dental chair. The Trux Model has a complete interior with chair, drill pillar, steriliser and cupboards. No patient. That would be in poor taste.
In the background the dental laboratory for producing dentures.
These two vehicles were designed to work as a pair with the surgery having its entrance on the nearside and the laboratory having its on the offside. They could be connected by a penthouse.


Fordson WOT1 3ton 6 X 4 with operating theatre bodies.
In the foreground the operating theatre. In the background a partner vehicle for pre op/post op care. Again the two vehicles could be connected with a penthouse.

The Fordson WOT1 was a standard RAF type and was used for a wide variety of body types for many specialist roles.

Mike

 

Two more Fordson WOT1 RAF medical vehicles.


In the foreground the standard RAF ambulance. This was fitted with four stretchers and a heater. Bodies were coachbuilt and there are a number of minor differences. All were fitted with better springs for greater comfort, a bell and a searchlight (these are missing on this model but were part of the original Trux Models offering).
In the background a WOT1 converted to ambulance from a crewbus. The longer body and wide rear doors made this suitable for the role.

Not RAF but an early CMP 3ton 6 X 4 with an X Ray body. The same body was fitted to Albion 3ton 6 X 4 and 4 X 2 chassis.


Mike

 

More telephones.

Terminal Equipment Vehicles.

There were several types of Terminal Equipment Vehicle (TEV). All carried switchboards and teleprinters.


Body Type 2. Similar to early wireless bodies but without provision for wireless, batteries, generators and aerials. Originally there was no provision for penthouses or tents.


Body Type 9. Similar to later wireless bodies again without the fittings for wireless. Tent penthouses could be erected all round.


Body Type 15. 16 foot body on Bedford QLT chassis. A modified QLT troop carrier chassis was used to accommodate the longer body. The chassis had both fuel tanks mounted on the offside of the chassis so as to leave room for equipment lockers on the near side. A tent could be erected on the nearside of the body to accommodate table, chairs and personnel.

The body of all three types was divided into two compartments. The front compartment carried switchboards for telephone lines while the rear compartment contained teleprinter equipment. There was a door at the rear and a door at the front nearside.

These vehicles could not move location rapidly since they had up to sixty telephone lines connected to them. To make things simpler there was usually a junction box mounted on a telegraph pole outside the vehicle. A number of wires were strung on the pole and connected to the junction box. A single connection then led from the junction box to the vehicle although there could be several poles and several junction boxes.

There were three different sets of equipment fitted into the body according to role.

TEV Division. This body had two twenty line switchboards in the front compartment. In the rear compartment there were four Fullerphones and operators. Fullerphones were used to send secure Morse messages. By using superimposing equipment they could use the same line as used for voice telephones even when in use.

TEV Corps. This body had two thirty line switchboards in the front compartment and two teleprinters in the rear compartment.

TEV Army. Little is known about this version except that it carried three teleprinters.

Mike

 

A great favourite of mine. I have attempted to make a diorama in 1:285 scale but have not succeeded yet.

Class 50/60 raft.
The biggest of the rafts. This was developed specifically for crossing the Rhine. It was constructed from large pontoons, four for Class 50 and five for Class 60. In transit each pontoon was fitted with roadway tracks and side girders. The latter were folded outwards. On arrival at the river bank the pontoon was launched from its special trailer and the side girders lifted upright and held in position by stays. The pontoons were then fastened together. The components of the ramps were carried in the towing vehicle.

Provision was made for various methods of propulsion but for the Rhine crossing the rafts were used as ferries. Cables were carried across the river and firmly anchored. The cables were then passed through the rollers on the ends of the pontoons. This prevented the raft from being carried downstream by the current. Power was provided by RAF balloon winches, those on the far bank being mounted on amphibious LVTs.

For the Rhine crossing the pontoons were moved up to their assembly point by Matador tractors from HAA regiments and then towed to the river bank by AVRE. The latter were also used as anchors and tensioners for the cables.



Mike

 

The Class 50/60 pontoon on its trailer.



The trailer from underneath. My model has the pontoon firmly fixed to the trailer in order to keep the latter rigid.


The operation was much as for the motor boat trailer above. The trailer was parked on a slight incline on the bank, the platform brake was released and the top platform slid along the lower platform until it reached the stops. The top platform then tilted and the pontoon slid gracefully into the water.

Mike

 

Wait a minute Owen. I was just about to upload that photo.

Mike

 

From a seventy page account of the Rhine crossing (Operation Plunder) which was at one time on the Trux website.
Class 50/60 Raft Operations.
The role of the heavy ferry was to ferry armour in support of assault river crossings. They would be the only means of getting armour across a river, apart from the assault DD amphibious tanks, until Class 40 Bailey Bridges could be built. Given the width and the current of the Rhine this would be some time. A first priority would be for self propelled guns, followed by tanks and specialist armour.

The pontoons for the Class 50/60 Raft were large (35 foot by 8 foot 6 inches), heavy and difficult to handle. Normal means of transport was on a special launching trailer towed by a Matador tractor. Movement on congested roads was difficult and movement across country almost impossible. The Class 50/60 pontoons were placed in hides further back than those of the other ferry equipments. The final approach to the river was made by the pontoon launching trailers being towed by Churchill AVRE, which would also be used as anchors. Armoured Recovery Vehicles were standing by along the route to give assistance if needed.

The Class 50/60 raft was shore loading, having its own ramps, and did not require a landing stage. For the Rhine crossing it was not practicable for it to be free ranging and it was operated by ferry cables between landing places. Five pontoons formed a Class 60 raft while four could form a Class 50 raft. A Royal Engineers troop could build one in 2 ½ hours.

Pontoons with superstructure already fitted were launched from their trailers. The trailer was parked on a slope on the bank and the winch brake released. Gravity did the rest. Pontoons were positioned alongside each other by ropes, poles and manpower, quickly fastened together and ramps assembled and fitted.

The time consuming part of the operation was setting up the various cables which were needed. The Class 50/60 raft was too heavy to be used as a free ranging ferry and had to be tethered to restraining cables and towed by winches. H Wing devised a system of winching the rafts using RAF Wild balloon winches and 3 inch cable. The RAF loaned 36 winches complete with operators and other personnel. Twelve of the winches were mounted on Buffalo for operations on the far bank.

The raft was operated by having ferry guide cables across the river and firmly anchored at each end. The length of cable and the flow of the river were such that the cable needed tensioning and this was done by having an AVRE attached to it. The RAF winches could then haul the raft backwards and forwards.

The rafts operated in pairs at four sites and were in continuous use for three days and nights. Since each ferry was operating continuously six ARRE squadrons plus a field company RE were required in order to provide relief crews.

The raft could carry one Sherman, one Churchill, one M10 self propelled anti tank gun, two Kangaroos or two halftracks. It was often possible to carry a smaller armoured vehicle at the same time. Rafting was slow. Each site of two rafts could handle nine major vehicles an hour, less at night.

Armoured vehicles were called forward from the Marshalling Area along a tank track, which might in part be the LVT track, to an Armour Waiting Area. This was an area just off the tank track and handy to the Class 50/60 Ferry site into which armoured vehicles are fed. Its purpose is to provide a small cushion of vehicles which prevents the ferry from ever having to wait for a load and which also enables the maximum number of vehicles to be held back out of the congested forward zone in comparative security.


Class 50/60 pontoon approaching the river bank. Towed for the final stretch by an AVRE.


A Churchill ARV being loaded onto the raft. An AVRE on the left presumably acting as anchor.


A good view of the operation. (a better one in Owens post).
In the foreground a RAF Wild balloon winch used to move the raft. The cables can be seen leading from the winch to the rollers on the raft pontoons. Note the cage to protect the operator should the cable snap. An AVRE acting as anchor is on the right. An Archer SP 17pdr is being loaded onto the raft.

Mike

 

3ton 4 X 4 Bedford QL with RAF 'J' Type body.


Two 'J' type bodies lorries for VHF wireless. As was usual in the RAF, vehicles operated in pairs with one carrying transmitters and the other carrying receivers. In this case the vehicle on the left is the receiver with two Air Ministry R 1392 sets. On the right is the transmitter with two AM 1131 VHF transmitting sets. Both had two compartments with sets in the rear and generator and batteries in the front.Their role was voice communication with aircraft. They might operate together on the same site or could have the receiver at a headquarters and the transmitter some distance away. In this case they could be connected by telephone line. The only slight difference was that the transmitter had folding supports under the rear to help carry the weight of sets and aerials. Aerials could be fitted to the rear corners or set up on tripods some distance away.

Some were used by the army for communicating with aircraft giving tactical support.

.
'J' type body as Operations Room. These were used by the RAF for Tactical Air Force and by the army for Anti Aircraft Brigades. In both the layout was similar although some of the equipment differed. The top of the nearside body could be raised as shown. Inside the nearside body was a long desk at which controllers with telephones sat. A tent was erected on the nearside and was equipped with a board floor, map displays, desks etc. Information was received and displayed here. On the offside of the body there was usually a tent for communications personnel and equipment. Depending on the role other vehicles might be grouped around the Operations Room.

Mike

PS. Wireless vehicles are early type with stowage over the cab. The Operations Room is a later type with hip ring in the cab roof and therefor no stowage over.

 

To accompany the Operations Room.


Radar Type 15. This was a search radar. It had a long range, some 120 miles, but was not precise and could be jammed since it worked on long wave. The whole aerial array and cabin could be rotated. The sides and top part of the array could be removed for transit and the dipoles were only fitted when the radar was operational. This example is fitted with a IFF (Identification Friend or Foe) transponder. As long as a friendly aircraft was fitted with this equipment it could be positively identified as friendly.


Type 14 radar. This used a large cheese aerial. This was a microwave set and had a shorter range but greater accuracy. It was used to track aircraft identified by the Type 15. Since it could be rotated 360 degrees the vehicle had its cab roof removed to clear it. The aerial could be carried upright on the cabin side for transit.


Type 13 radar. This used the same set and cheese aerial as Type 14 but mounted vertically. This was a height finding radar and could be used for Ground Controlled Interception. For transit the aerial was removed and carried on the side of the cabin.

The vehicle is 3ton 6 X 4 Austin K6. Power was supplied by separate vehicle mounted generators.

All these sets could be used by the RAF or by army AA Brigades.

Mike

 

AEC 4 X 4 Armoured Ammunition Carrier.
The AEC Deacon Self Propelled 6pdr anti tank guns which remained in the UK were converted to armoured ammunition carriers. These were issued to self propelled field regiments. The conversion simply entailed removing the 6pdr mounting and fitting armoured sides to the body. It seems that the role for which they were intended was taken over by M14 halftracks and none left the UK.


Three motorcycles.
On the left an Ariel 350cc. These were widely used throughout the war.
On the right a Norton 500cc with sidecar. These were used in Motorcycle Battalions of the BEF and also used in many of the roles later taken over by the Jeep.
Centre rear is the Gnome Rhone 800cc with sidecar. These were for the dragons portes, the equivalent of the motorcycle battalion.

Trux also had the Harley Davidson but the master was destroyed in a casting mishap, and a Belgian tribike which was never cast.

Mike

 

A Health Warning.

Mikes cupboards have now been emptied and tidied and there are only sufficient models to fill one more week of posts. Those forum members who have visited this thread daily for three months must be brave and perhaps seek help for their addiction.

Mike.

 

Cheers, Mike....have downloaded most and am off to the doc for some meds now.

Neil

 

Dear Mike, I am a new member and only joined this forum just over a week ago. What initially caught my eye was your thread concerning RAF MT 2 TAF and the vehicles and types which landed on D Day and D Day plus ! , 2 etc. I grew up in Manchester and went to school on Crossley buses in the late fifties and into the sixties. That began a lifelong interest in all things Crossley and I have restored one Crossley coach and am working on rebuilding another one, I also have a dismantled Crossley 1929 petrol bus and a wartime Crossley 4x4 tractor unit. I noticed that the thread about the D Day landings and the RAF vehicles landed sort of just ends abruptly ..... can I ask if I may be so presumtious .... do you intend to continue this subject in a nother thread on here or are you about to produce a tome somewhere else on this subject... I will try and send this post to the thread here right now because this is my second attemt to post this message or something similar !

 

Crossley6,

I think the thread you mention ended simply because we reached the limits of the knowledge of the various members who contributed. I remain interested in the subject of RAF vehicle types. I know some of the more interesting ones were Crossley but they tended to be signals and radar vehicles with custom built bodies and fitted out as needed in RAF technical depots. There is a lack of documentary evidence.

This thread on Trux Models has several bodies fitted on Crossley IGL chassis.

Mike.

 

Folding Boat Equipment MkIII.


Early in the war there was the FBE MkII which was Class 5 (5 ton capacity). The MkIII had basically the same boats but with fittings for the new roadway bearers to produce a Class 9 bridge or raft.

The photos show the basic elements. A raft consisted of two folding canvas boats connected by four steel bearers. Lengths of wooden roadway were rested on flanges on the bottom of the bearers. A bridge consisted of the required number of rafts plus shore units. These were constructed using two roadway lengths. One rested on a folding boat, the other rested on the shore and both rested on a trestle in the middle.

The model in the photo lacks ramps at the shore end but originally all the components for bridges, rafts or lorry loads were available.

Mike

 

Dear Mike,
Thankyou for your reply, yes I have seen the models of the IGLs and very fine they look too! In the book on the history of Crossley Motors by Michael Eyre and Chris Heaps ( Oxford Publishing Co ) ISBN 0 -86093 - 574 -4 page 172 has a photograph showing a RAF Crossley 4x4 pulling a photo reconnaissance trailer off landing craft 936 on D Day. Another photograph shows the same trailer later in the day connected back to back to another trailer and with a Crossley 4x4 coupled to the leading trailer. These two photographs are both credited as being in the RAF Museum Hendon collection. . Unfortunately i cannot see any type numbers on the trailers. The RAF serial number on the tractor unit ( which is the earlier type Crossley tractor) is RAF 123124. Thought you might be interested because it is a D Day photograph according to the caption in the book, it does not say which beach.
...
Dave ..