Chapter Four
So-called ‘special tanks’ first appeared in 1917 when modified Mk IV heavy tanks were equipped with fascine bundles or hollow timber cylinders to allow ditch crossing. Both Mk IV and Mk V tanks were also fitted with hinged ramps, thus creating the first bridging tanks; others had their armaments removed and were adapted for use as supply vehicles or gun carriers, while the armoured recovery vehicle was developed by the simple expedient of attaching a jib and pulley block or powered crane to the front of an obsolete tank.
The outbreak of the Second World War saw a resurgence of interest in using armoured vehicles for specialised roles, including mine clearance, recovery, demolition, earth-moving or ‘dozing, bridgelaying, etc., and, in the lead-up to D-Day a range of so-called ‘funnies’ was developed, each tasked with overcoming a particular problem. These vehicles made an enormous contribution to the success of the landings and similar machines have remained a vital component of armoured combat units to this day.
Although the range of roles for these special armoured vehicles remains much the same as it was back in 1944, over the last decade or so there has been a tendency to produce multi-purpose machines and the British Army’s current range of engineers’ tanks includes just three types: the armoured repair and recovery vehicle, the bridgelayer and the earth mover.
CHURCHILL TOAD FLAIL: FV3902
The Churchill infantry tank was originally devised by the Belfast-based Harland & Wolff concern under the designation A20, but most of the real development was carried out by Vauxhall Motors. The first pilot model was completed by November 1940 and the tank went into production as the A22 under a consortium of manufacturers led by Vauxhall. In reworking the design, Vauxhall retained the basic Harland & Wolff hull and the Bedford flat-twelve engine, producing 325–350bhp from a capacity of 21,240cc; drive was made to the rear sprockets via a Merritt-Brown five-speed gearbox and epicyclic steering unit, although after a hundred vehicles had been constructed, this was replaced by a four-speed box. The tracks were wrapped around the perimeter of the hull, and the road wheels were supported on sprung bogie suspension. The hull was of composite construction, consisting of an outer covering of armour plate bolted to a mild-steel inner skin, giving a maximum thickness of armour of 102mm, later increased to 152mm. The first version was fitted with a cast turret armed with a 2-pounder (40mm) gun, with a 3in howitzer mounted in the nose. The howitzer was soon deleted, and the 2-pounder gave way to a 6-pounder (57mm), and then to a 75mm gun, in a larger turret of either cast, welded or composite construction.
The Churchill remained in production until October 1945 and was developed through a total of eleven ‘marks’. It was never more than a makeshift design but the spacious and well-protected hull tended to make it a favourite for conversion to specialised roles, including armoured recovery vehicle (ARV); deep-wading beach armoured recovery vehicle (BARV); three types of Ark armoured ramp carrier; hydraulic bridgelayer; bobbin mat layer; various types of mechanical and explosive mine-clearance device; and the Ardeer Aggie and Woodpecker pétard mortar projectors. The last Churchill was constructed in October 1945 but, with a total of 5,640 having been built, large numbers inevitably remained in service or in store in the immediate post-war years.
Following VE-Day in May 1945 plans were under way to replace the Churchill and other wartime designs with the Centurion but no provision had been made for a mine-clearance vehicle on the Centurion chassis and, with hundreds of Churchill gun tanks in store, it must have seemed logical to use the Churchill VII hull as the basis for a new flail.
The Distington Engineering Company of Workington was appointed as design parent, with Robinson & Kershaw Limited of Dunkinfield, Cheshire, carrying out the conversion work, which entailed removing the turret and gun, increasing the frontal armour to 140mm and fabricating a new superstructure that would provide an elevated driving position as well as housing a fuel-injected M120 Meteor V12 engine specifically to power the flail drum. A mechanical governor was fitted to maintain the rotor speed at about 150rpm, and the crew was provided with a gyro-stabilised direction finder, together with an electro-magnetic station-keeping device.
The flail assembly consisted of a pair of arms carried in bearings on either side of the hull to support the flail drum, which carried sixty chain flails. Each arm, which was folded back across the tank when not in use, was supported on what looked like a massive hydraulic ram but was actually a spring-balance cylinder. Drive from the flail motor was transferred to the drum via a shaft running inside the left-hand arm, and was passed through the centre of the drum to an epicyclic reduction final drive on the opposite side. The British Rail workshops at Horwich fitted the flail assembly and mechanical components.
At the rear there was a lane-marking system, consisting of an endless belt holding fifty-nine marker poles intended to be fired into the ground at 50ft intervals on one or both sides of the tank during flailing. The mechanism was driven by a power takeoff from the final drive, and the poles, which were telescopic, had a blank .303in cartridge in the top that was fired by a hammer built into the mechanism.
A total of forty-two Toads were built between 1954 and 1956, consisting of two prototypes, six pre-production vehicles and thirty-four production models. The vehicle was only ever used for training, however, and only one Toad is thought to have survived.
Squat and ugly like its namesake, the Churchill Toad (FV3902) was an attempt to update the flail concept that had so successfully dealt with German anti-tank mines following the D-Day landings. Although a total of forty-two were constructed, the vehicle was never used in anger. (Warehouse Collection)
One Churchill Toad has survived; restored to full working condition, it forms part of the collection of military vehicles of the late Jacques Littlefield. Demonstrating the flailing operation in loose straw, the Toad is seen here before being passed to its new owner. (Warehouse Collection)
ARMOURED RECOVERY VEHICLES
Although so-called ‘salvage tanks’ had been developed during the First World War, the development of the first proper armoured recovery vehicle (ARV) can be dated back to February 1942, when the British Army began to look into the possibility of converting tanks to provide fitters and vehicle engineers with a method of retrieving damaged tanks from the battlefield under some degree of armoured protection. The Royal Electrical & Mechanical Engineers’ (REME) workshops at Arborfield produced experimental ARVs based on various tanks, including Covenanter, Crusader, Churchill, Cavalier, Centaur, Grant and Sherman chassis, by the simple expedient of removing the turret and gun and equipping the hull with basic recovery equipment. At one time it was felt that it would improve efficiency if there was an ARV variant of every gun tank, since this would simplify parts supply; production of the Churchill ARV Mk I started in mid-1942.
The following year the British Army had also started to receive examples of the US Army’s T2 tank recovery vehicle, based on the M3 Lee hull. This led to the development of a similarly equipped British vehicle, designed by the REME Experimental Recovery Section (ERS) using both Sherman and Churchill hulls. Known as the ARV Mk II, it had a fixed turret mounting a dummy gun and providing space for a Croft 60-ton winch. There was a detachable 3.5-ton winch at the front and a fixed 9.5-ton winch at the rear, as well as a substantial earth anchor. Many of these remained in service into the post-war years.
The British Army also used the Sherman-based M32 tank recovery vehicle, describing it as the ARV Mk III and again some of these saw post-war service.
Centurion armoured recovery vehicle: FV4006
When the 52-ton Centurion Mk 3 started to enter service in about 1950, it was clear that a new recovery vehicle would be required; as an interim measure a number of damaged Centurions were converted to tugs. In this form some were used in Korea. Meanwhile, work had started on designing a purpose-made armoured recovery vehicle using the Centurion hull, with a prototype produced by the REME Command Workshop at Aldershot during 1951. Similar in concept to the Churchill ARV Mk 2, it had a dummy turret and gun, and an 18-ton winch, but the crew compartment was cramped owing to the need to provide a separate winch engine. A total of eleven units were constructed while development work continued on the Mk 2 (FV4006), of which around 170 units were eventually built. The Bedford petrol engine that had been used to drive the 30-ton winch on the Mk 1 variant was abandoned in favour of an electric motor driven by a Rolls-Royce B81-engined generator. Improvements were also made to the layout of the winch and its roping arrangements, and a huge new spade anchor was fitted.
The first Centurion ARV entered service in 1956 and many saw more than thirty years’ service.
A proposed Centurion ARV Mk 3 (FV4013) was never pursued.
Centurion beach armoured recovery vehicle: FV4018
The Sherman beach armoured recovery vehicle (BARV or, occasionally, beach ARV) had shown itself to be enormously useful during the amphibious landing stages of the Normandy campaign following D-Day. With the turret and gun removed and the hull sides raised to allow the vehicle to wade in up to 96in (8ft) of water, the BARV was used for recovering drowned or disabled tanks.
The Sherman BARVs remained in service until the late 1950s and when the time came to replace them it seemed logical to use the hull of the then-current main battle tank, the Centurion. The Fording Trials Branch of REME produced a mock-up along the lines of the Sherman, using a surplus Centurion tug. The hull was extended by about 5ft and a large rope-cushioned pusher pad was installed at the front; this pad was replaced by a hardwood nosing block to reduce the danger of damaging landing craft. A prototype was demonstrated at the Amphibious Trials and Training Unit (ATTU) at Instow in 1959 and by the end of 1960 a batch of twelve had been constructed at the Royal Ordnance Factory Leeds using Mk 3 hulls. The overall height, with the armoured hull extension, was 140in and the vehicle was capable of wading in 114in (9ft 6in) of water; all-up weight was 40 tons.
When the Army’s amphibious capability was phased out in favour of the Royal Marines, the BARVs were similarly reassigned, and two are known to have been taken to the Falkland Islands in 1982 along with the Task Force.
Conqueror armoured recovery vehicle: FV219, FV222
The Conqueror presented a whole new set of problems and, with a combat weight approaching 65 tons, it was obvious that the Centurion ARV would not be adequate as a recovery vehicle. Clearly, a Conqueror-based vehicle would need to be developed.
An early proposal for a heavy armoured recovery vehicle (FV209) based on the universal tank was abandoned, but the hull was used for trialling the winches that would eventually be used in the Conqueror ARV Mk 1 (FV219), with the winch capable of a massive 45-ton pull. In March 1953 it was suggested that three Conqueror ARV prototypes be constructed by Vickers-Armstrong for troop trials. A mock-up was inspected in June 1953. The layout of the vehicle was similar to the Centurion ARV, with a fixed superstructure in place of the turret to house the crew and the winch, and with the driver placed in the crew compartment, as in the Conqueror gun tank. A small crane jib could be attached to the rear spade. The first prototype, weighing some 57 tons, began trials two years later, with the second passed to REME for trials during 1957. Although it had originally been planned that twenty vehicles would be constructed, with the first due for delivery at the beginning of 1955 and the last by late 1959, it seems that just eight were completed before attention turned to the improved Mk 2 variant (FV222).
The two versions can easily be distinguished by the revised shape of the hull, and particularly the use of a long sloping glacis plate. Mechanically the Mk 2 was similar to the Mk 1, but there were improvements to the winching arrangements, and the driver was moved to the crew compartment. A mock-up was shown to potential users in October 1955, with the design approved for production immediately. By August 1957 it was said that all the production drawings were complete, albeit production did not actually start until September 1959. The first vehicle entered service in 1960 and a total of twenty were constructed.
Curiously, the Conqueror was far more successful as an ARV than it had been as a gun tank and a number saw longer service than the Conquerors themselves. Until it was superseded by the Challenger armoured repair and recovery vehicle (CR ARRV), the FV222 was the most powerful recovery vehicle used by the British Army.
Chieftain armoured recovery vehicle: FV4204
Developed jointly by the Military Engineering Experimental Establishment (MEXE) and the Royal Ordnance Factory Leeds, the FV4204 Chieftain armoured recovery vehicle was intended to replace the earlier Centurion ARV, which was beginning to show its age. The final version of the requirement document was issued in late 1964, with the first two prototypes delivered to REME at Bordon in 1971. The results of the trials necessitated that the hydraulic system be completely redesigned, and the vehicle finally went into production at Vickers Defence Systems in 1974, with the first example accepted for service in 1976. It was eventually superseded by the Challenger armoured repair and recovery vehicle (CR ARRV), development of which started in 1985.
The Chieftain ARV was constructed on the hull of the Chieftain Mk 5 and utilised the same power-pack, suspension and auxiliary generator. The main winch, which was an electro-hydraulic double-capstan design, rated for a straight pull of 30 tons, was placed at the front of the vehicle, alongside the driver; there was also a 3-ton auxiliary winch. Power for both winches was provided by the main engine via a power take-off. At the front of the vehicle there was a ‘dozer blade, operated on a pair of hydraulic arms, which could also be used as an anchor when winching.
The later Chieftain ARRV, which was also supplied to Iran, was fitted with an Atlas hydraulic crane on the rear deck.
Challenger armoured repair and recovery vehicle
Although the Challenger 1 main battle tank was constructed by the Royal Ordnance Factory Leeds, a competition for the related armoured repair and recovery vehicle (ARRV) in 1985 saw the work awarded to Vickers Defence Systems at Newcastleupon-Tyne. The first contract, awarded in that same year, called for thirty vehicles to be constructed, on a fixed price contract. Subsequent contracts increased the number of vehicles to eighty, of which thirty-two were built at Newcastle and forty-eight at Leeds, the Royal Ordnance Factory having been taken over by Vickers Defence Systems in 1986.
Weighing 67.5 tonnes and with a spare Challenger power-pack carried on the rear deck, the Challenger ARRV (sometimes known as the CR ARRV) uses the same hull and automotive systems as the gun tank and is equipped with a Rotzler Treibmatic hydraulic double-capstan winch capable of a straight pull of 62 tons. Other equipment includes an Atlas hydraulic crane, installed on the rear deck and capable of lifting a complete Challenger power-pack, a stabiliser blade for the crane and a hydraulic ‘dozer blade which doubles as an earth anchor during winching operations. A special trailer to be towed behind the ARRV has been designed to carry a Challenger, Chieftain or Warrior power-pack.
Despite Challenger 1 having been superseded by the much improved Challenger 2 MBT, at the time of writing (spring 2011), the Challenger ARRV remains the British Army’s standard heavy armoured recovery vehicle for the foreseeable future.
Samson armoured recovery vehicle: FV106
Designated FV106, Samson is the armoured recovery vehicle variant of the Alvis CVR(T) family and is capable of recovering light armoured and logistical vehicles on difficult terrain. The vehicle shares automotive components with others in the series and was developed jointly by Alvis and MEXE. The first prototype appeared in the early 1970s, with production starting in 1977.
Weighing a shade under 20 tons, Samson is constructed around an aluminium-armoured hull similar to that used for the Spartan armoured personnel carrier (APC), but with a 20-ton hydraulic winch installed in the rear compartment, driven via a power take-off from the main engine. Two spade-type earth anchors at the rear of the hull can be released manually to assist in vehicle placement during winching operations. A small jib crane can be erected on the rear of the hull to enable Samson to be used for light lifting duties, and there are stowage facilities inside the hull for a range of recovery tools and attachments.
Maximum speed on the road is 45mph, with 4mph available during wading operations.
Warrior repair and recovery vehicle: FV512, FV513
The Warrior armoured repair and recovery vehicle is constructed around the basic hull and superstructure of the Warrior infantry combat vehicle and has been produced in two variants: the combat repair vehicle (MCRV, FV512), which is equipped with a crane but no winch, and the recovery and repair vehicle (MRVR, FV513), which has both crane and winch, the latter fitted inside the hull at the rear. A one-man rotating turret is fitted, mounting a co-axial 7.62mm Hughes chain gun. Combat weight is a shade under 30 tons, and the vehicle is capable of 45mph on the road.
Inside the hull there is sufficient space for a five-man crew – commander, driver, gunner and two fitters – and a fully equipped workshop. The hydraulic crane, which is carried on the left-hand side of the superstructure, is rated at 6,500kg, and has sufficient capacity to lift and replace the power-pack of either a Challenger main battle tank or a Warrior infantry combat vehicle. The winch is capable of a 20,000kg single pull, and there is a large hydraulic earth anchor at the rear.
The British Army has taken delivery of a total of 110 examples of the MCRV and sixty-seven MRVRs; they are operated by REME detachments in armoured infantry battalions.
Alvis Hippo BRV
Originally described as the ‘future beach recovery vehicle’ (FBRV), and designed very much in the same style as the Centurion and Sherman BARVs of the Second World War, the Hippo armoured beach recovery vehicle (known now simply as a BRV) was introduced in 2003. The development of the Hippo was undertaken by Hagglünds, a wholly owned subsidiary of Alvis, using the chassis and running gear of the Krauss-Maffei Leopard 1A5. Like its predecessors, the Hippo is designed to rescue stranded vehicles, both armoured and soft skin, from landing beaches, under fire if conditions so dictate; it is also able to push a beached LCU 10 landing craft back into the sea, even when loaded.
With the Leopard’s gun and turret removed, a raised superstructure has been attached to the top of the hull, allowing the vehicle to operate in up to 116in (9ft 8in) of water. Rubber nose blocks prevent damage to either vehicle during pushing operations, and the Hippo can also tow vehicles weighing up to 50 tons. The original 12-cylinder MTU MB 873 turbocharged diesel engine of the Leopard has been retained, but for this application the gearing of the transmission was lowered to increase tractive force. Combined with a maximum weight of 50 tons, this has reduced the vehicle’s top speed to 20mph.
Four Hippos are in service with the Royal Marines, one each on the two Albion Class amphibious assault vessels HMS Albion and HMS Bulwark, and two based at the Royal Marines’ Testing and Training Centre at Instow.
Battle-damaged Centurions were sometimes converted to tugs in Korea, but the official Centurion ARV did not appear until 1951. A total of 170 vehicles were constructed, with the first entering service in 1956. (IWM, MVE 43138/1)
This privately owned Centurion Mk 2 ARV shows the low, purposeful appearance of the machine. The majority of the vehicles produced were conversions of the Mk 5 hull; conversion work was carried out by Vickers-Armstrong and ROF Woolwich. (Simon Thomson)
Like the Sherman beach armoured recovery vehicles (BARV) that had been used so successfully on the Normandy beaches, the Centurion BARV was designed to be able to recover vehicles that had become bogged down during landing operations. The hull was extended to allow operation in water up to 96in (8ft) deep. (Warehouse Collection)
A Centurion BARV coming to the rescue of a drowned amphibious ¾-ton Land Rover (FV18051). The first production BARV was trialled at Instow in 1960, with a total of twelve vehicles constructed using Centurion Mk 3 hulls. (Warehouse Collection)
While the Conqueror was not much of a success as a gun tank, the power of the winch meant that the armoured recovery teams of the Royal Electrical & Mechanical Engineers (REME) considered it among the best recovery vehicles they had seen. The Mk 2 (seen here) was improved in several respects. (Warehouse Collection)
Semi-overhead view of the Conqueror ARV Mk 2. The winch is situated in the fixed superstructure that replaced the turret, and the components of a small jib can be seen on the rear deck, designed to be fitted to the rear spade. (Warehouse Collection)
A Chieftain Mk 5 ARRV (FV4204) using its rear-mounted hydraulic crane to remove the engine cover of a Challenger 1 tank; the earlier ARV variant lacked the crane. (Warehouse Collection)
In 1985 development work started on an armoured repair and recovery (ARRV) variant of the Challenger 1 to replace the Chieftain ARV. A total of eighty examples were constructed and the Challenger ARRV (or CR ARRV) remains the British Army’s current vehicle of this type. (Simon Thomson)
The Challenger ARRV is capable of towing vehicles weighing up to 68 tons at a speed of 20mph. The vehicle mounts a hydraulic crane and can tow a trailer on which can be carried a spare Challenger or Warrior power-pack. The Challenger ARRV is the first vehicle of its type specifically designed to enable a large amount of repair work to be carried out in the field. (Vickers Defence Systems)
Challenger ARRV showing the front-mounted ‘dozer blade, which can also act as an earth anchor during winching operations, and as a stabiliser for the Atlas crane mounted on the rear deck. There are two winches, both of which can be operated from the driver’s position while the hull is closed down. (Simon Thomson)
Samson (FV106) is the armoured recovery vehicle variant of the CVR(T) series. A 20-ton hydraulic winch is installed in the rear compartment, and twin spade anchors are carried at the rear. A jib crane can be erected on the hull. (Alvis Vehicles)
Photographed during trials, this Samson ARV (registration 03SP38), which is almost certainly the first example produced, is using its winch to recover a disabled FV432 armoured personnel carrier. (Tank Museum)
A Warrior ARRV showing the purpose-designed trailer carrying a spare armoured vehicle powerpack. (GKN Defence)
Based on the German Leopard 1A5 tank, the Hagglünds Hippo is described as a beach recovery vehicle and replaces the earlier Centurion BARV. Four of these vehicles are in service with the Royal Marines. (Alvis Vehicles)
The Hippo is capable of operating in water to a depth of 116in (9ft 8in) and has a top speed of 20mph. (Alvis Vehicles)
ARMOURED VEHICLE LAUNCHED BRIDGES
The first armoured bridging vehicles appeared at the end of the First World War using modified Mk V** heavy tanks. By 1925 a 16ft-span light girder bridge had been designed that could be pushed into place by the Vickers medium tank. Subsequently, Matilda infantry tanks were used in the same way, pushing longer-span bridge sections across gaps of up to 80ft. However, the modern concept of a vehicle-launched bridge did not appear until the mid-1930s, when Covenanter, Valentine and, later, Churchill tanks were fitted with a mechanically deployed scissors bridge for the bridgelayer role. During the post-war years this method of bridging became well established, with both Centurion and Chieftain chassis used as the basis of bridgelayers.
Current nomenclature describes these machines as ‘armoured vehicle launched bridges’.
Centurion bridgelayer: FV4002
The design work that led to the Centurion bridgelayer started in 1946, although it had originally been intended to use the chassis of the FV200 series universal tank. Early experiments involved mounting a lattice steel framework on to the hull of Centurion prototype number three to test the manoeuvrability of what was inevitably a somewhat extended vehicle. The cancellation of the FV200 project meant that the work took a back seat but in 1952 a mock-up bridge was mounted on a Centurion Mk 1 hull and by 1956 a working prototype had been constructed by Hudswell Clark of Leeds using a Mk 7 chassis.
User trials of this, and a second, modified, prototype, were completed by September 1958, when it was decided that the production vehicles would be based on redundant Mk 5 hulls, reworked to bring them up to Mk 7 standard. The gun and turret were removed and a roof plate was fitted over the turret ring; the resulting vehicle weighed 49.6 tons with the bridge in place and was capable of a top speed of 20mph on the road. The first pre-production Centurion bridgelayer was completed by the Royal Ordnance Factory Leeds in early 1960 and, following acceptance trials, production proper started in 1961 and continued until 1963. A number of export orders followed.
The hydraulic bridge-launching equipment was powered by a Rolls-Royce B40 four-cylinder auxiliary engine placed in the fighting compartment alongside the radio operator; the auxiliary engine was connected by a propeller shaft to a Towler Brothers hydraulic pump. The Class 80 ‘bridge, tank, number 6’ consisted of four identical aluminium-alloy quarter trackways joined together in pairs to give a 52ftlong bridge (maximum span 42ft); a lifting jib was provided on the launch arm to assist in the assembly process. Lifting brackets on the trackways were used to attach the bridge to the launch arm, and for travelling the bridge was carried along the length of the hull in an inverted position. During the launch operation, which took two minutes, the bridge was simply lifted from its stowed position, rotated through 180 degrees and placed on the ground behind the tank, at which point the launch vehicle was disengaged. In-fill panels were carried on the sides of the hull, designed to be placed across the gap between the two longitudinal bridge components to allow smaller, wheeled vehicles to cross. Recovery was more-or-less the reverse of the launch process, taking four minutes.
Although the Centurion bridgelayer was more than up to the task assigned to it, its sheer size and lack of manoeuvrability meant that it was unable to keep up with the gun tanks in urban areas, particularly in West Germany. However, the vehicle remained in service until 1974, when it was replaced by the more versatile Chieftain bridgelayer.
Centurion ARK: FV4016
Some Churchill tanks had been modified to act as armoured ramp carriers (ARK) – effectively, a rapid assault bridge – during the Second World War and these remained in service into the immediate post-war years, although by the late 1950s they were showing their age. A replacement was designed by the Fighting Vehicle Research & Development Establishment (FVRDE) using the hull of a Centurion Mk 5 from which the turret and gun were removed, with a roof plate used to cover the turret ring. The commander was relocated inside the hull alongside the driver. Ramps were attached to either end of the hull, and a trackway was fitted to the top of the hull; in operation, the tank was driven into the centre of a ditch or trench, or up against a sea wall, and the ramps were folded out hydraulically at either end to form a Class 80 continuous bridge, with the tank remaining in place during use. In travelling configuration, the length of the ARK exceeded 34ft; when deployed, the 81ft-long bridge gave a useful span of 75ft and a width of 14ft across the ramps, which was wide enough to accommodate the massive width of the Conqueror.
A variant of the ARK, described as the Centurion ARK mobile pier (CAMP), was developed to provide a central pier support in the centre of a waterway for two ‘number 6’ tank bridges. The ramps were omitted, leaving only the central trackway in place.
Constructed by the Royal Ordnance Factory Leeds, the Centurion ARKs remained in service until 1975, by which time this type of equipment was considered obsolete.
Chieftain armoured bridge launcher: FV4205
Designed as a replacement for both the Centurion bridgelayer and the Centurion ARK, work on the development of the Centurion armoured vehicle launched bridge (AVLB) started in 1962 at the Military Engineering Experimental Establishment (MEXE), with assistance from Lockheed Precision Products and Tubes (Birmingham) Hydraulic Controls. The prototype was constructed by the Royal Ordnance Factory Leeds, but considerable redesign work was required before production could commence. This meant that the first examples did not enter service until 1974.
Like the Centurion, the Chieftain AVLB was based on the hull of a gun tank, with the turret and gun removed but instead of the Centurion’s ‘number 6’ tank bridge, the Chieftain was equipped to carry either a ‘number 8’ Class 60 tank bridge, with a clear span of 75ft, or a ‘number 9’ Class 80 boom-launch bridge, with a single span of 40ft; both bridges were constructed from aluminium-zinc-magnesium alloy and nickel-alloy ‘maraging’ steel (so-called maraging or martenistic ageing steels possess superior strength and toughness without losing malleability). The ‘number 9’ bridge was carried and launched in much the same way as the ‘number 6’ bridge on the Centurion, while the ‘number 8’ bridge was carried in a folded position and launched scissor-style across a gap from the front of the vehicle; a bank-sensing device was fitted to the leading ramp. Combat weight carrying a ‘number 8’ bridge was 52.35 tons, and the vehicle was capable of a maximum speed of 30mph on the road.
Unlike the Centurion, the hydraulic equipment was driven via a power take-off on the main engine, with the launching operation taking between three and five minutes. After deploying the bridge the launch vehicle was disengaged; recovery, which could be effected from either end, took about ten minutes.
In operation, it was common practice to carry the ‘number 9’ bridge on the Chieftain hull, and for this to be accompanied by a Scammell Constructor tractor and semi-trailer which was used to carry the ‘number 8’ bridge.
Titan armoured vehicle launched bridge
Based on the Challenger 2 hull and power-pack, Titan is the British Army’s current armoured bridging vehicle and it has completely replaced the Chieftain armoured bridge launcher. Titan was developed by Vickers Defence Systems in 2001, with the first prototypes appearing two years later.
Titan can operate across a wider range of terrain conditions than the previous Chieftain AVLB and, for example, can launch a British Army ‘number 10’ 85ft-long scissors-style steel bridge in two minutes, and one or a pair of 39ft-long ‘number 12’ bridges in ninety seconds. It can also lay multiple combination bridges. The bridge, or bridges, are carried across the hull and are launched from the front of the vehicle, allowing the launcher to be disengaged once deployment is complete. All launch and recovery operations can be completed from under armour. A track-width ‘dozer blade or mine plough can also be fitted to the front of the hull.
The vehicle entered service with the Royal Engineers in 2006. It has been described as the ‘world’s fastest bridgelayer’, forming the armoured component of what is known as the British Army’s modular bridging system (BR90). The last of thirty-three examples constructed was delivered in 2008.
Photographed at the Royal Engineers’ Museum in Chatham, Kent, this FV4002 Centurion bridgelayer carries a ‘number 6’ tank bridge. The launching operation, which involves rotating the bridge through 180 degrees, took just two minutes. (Warehouse Collection)
A Centurion bridgelayer with the bridge removed to show the launch arm and the rear support on which the bridge is carried. (Warehouse Collection)
The Centurion ARK (FV4016) was designed to remain in place to permit tanks and other vehicles to cross a ditch or other shallow obstacle. The ramp sections were folded out to form a Class 80 bridge with a 75ft span. (IWM, MH 9803)
A Chieftain armoured bridge launcher with the ‘number 8’ scissors bridge. The bridge launching operation, which took a maximum of five minutes, is shown at the halfway stage. (Warehouse Collection)
The Chieftain bridgelayer could also carry the ‘number 9’ bridge, capable of spanning a 40ft gap by rotating the bridge through 180 degrees using hydraulic rams. (Tank Museum)
The BAE Systems Titan is the British Army’s current armoured bridgelayer, although these days it is described as an ‘armoured vehicle launched bridge’. Based on the Challenger 2 hull and power-pack, Titan is seen here carrying a pair of 39ft-long ‘number 12’ bridges, which can be launched in ninety seconds. (Simon Thomson)
Titan can also be used to carry the ‘number 10’ bridge, a scissors design capable of spanning an 85ft gap, with a launch time of around two minutes. It can also lay multiple combination bridges. (BAE Systems)
ARMOURED ENGINEERS’ VEHICLES
The first armoured engineers’ vehicles were developed during the Second World War after the unsuccessful assault at Dieppe in August 1942. Designated ‘assault vehicle, Royal Engineers’ (AVRE) and based on the Churchill hull, the vehicle was designed to provide a sufficient degree of protection to allow working under fire. AVREs were used to equip the 1st Assault Brigade of the 79th Armoured Division in time for use on the D-Day beaches.
The Second World War AVRE was a very adaptable vehicle, armed with a 290mm pétard spigot mortar in the turret, capable of firing a 40lb ‘dustbin’ charge some 230 yards. Brackets were fitted on the front and sides of the hull to accept all kinds of attachments, including the small box-girder bridge (SBG), various hessian and canvas mat-laying devices designed to prevent tanks from becoming bogged down in soft ground, demolition-charge placing devices and the fascine bundle, which was used as an aid to crossing ditches and trenches. AVREs were also used to push ‘skid’ Bailey bridges into position.
Many of the original Churchill AVREs, which were based on the Churchill Mk III and Mk IV chassis, remained in service during the post-war years, but were eventually superseded by an upgraded version based on the Churchill Mk VII. New vehicles were also developed using the Centurion and Chieftain chassis.
Churchill AVRE: FV3903
Described as ‘Churchill VII AVRE, tank, infantry, dozer’ and allocated the identifier FV3903, this particular variant of the Churchill AVRE was a post-war conversion of the heavily armoured Churchill Mk VII, featuring two major modifications. The standard gun of the Churchill Mk VII was replaced by a breech-loading 165mm howitzer, which was a considerable improvement on the 290mm muzzle-loaded pétard mortar used on earlier Churchill-based AVREs, and a full-width ‘dozer blade was installed across the front of the hull, with the support arms pivoted at around the mid-point.
This version of the Churchill AVRE started to enter service in 1954 and served with the British Army well into the mid-1960s, eventually being replaced by the Centurion AVRE.
Centurion AVRE: FV4003
The first proposals for a Centurion-based AVRE date back to September 1950, with a prototype produced at the Fighting Vehicles Proving Establishment (FVPE) using the hull of Centurion prototype number four (02BA58), together with the turret of a Centurion Mk 1 into which had been installed a 95mm howitzer. A full-width hydraulically operated ‘dozer blade, produced by the Newcastle company T.B. Pearson & Sons, was fitted to the nose.
Problems with development and a shortage of materials meant that the definitive prototype, using the hull of the Centurion Mk 7 gun tank, was not produced until August 1957. Production did not get under way until 1963, by this time using the Mk 5 hull fitted with a 165mm L9A1 gun firing a 64lb demolition charge. Just forty were constructed, some of which were based on the hulls of Centurion Mk 12 artillery observation posts fitted with a Pearson’s mine plough in place of the standard ‘dozer blade, but retaining the 105mm gun.
A jettisonable 15-ton four-wheel trailer (FV2721A) was also developed for use with the Centurion AVRE to carry either a fascine bundle or trackway.
Centurion ‘dozer: FV4019
Although the initial requirement dated back to 1958, it was a further three years or so before the Centurion ‘dozer (FV4019) started to enter service, replacing the ageing Centaur ‘dozer which, of course, lacked a turret. The Mk 5 gun tank was selected for the conversion, being fitted with a hydraulically operated Pearson’s dozer blade, identical to that fitted to the Centurion AVRE. The hydraulic pump, manufactured by H.M. Hobson, was driven by the main engine. The main gun remained operative, although there was some reduction in the number of rounds that could be stowed, and both Mk 5 tanks, equipped with the 17-pounder (76.2mm) gun, and Mk 5/1 tanks, the latter with the 105mm gun, were converted. With the ‘dozer equipment in place, the weight was increased to 52.6 tons and the Centurion became somewhat nose heavy; the additional weight precluded uparmouring and made the hull unstable when firing to the rear:
Centurion ‘dozers were also exported to Australia and Denmark.
Chieftain AVRE
The original Chieftain AVRE project (FV4203) was abandoned due to lack of funding, and it wasn’t until 1986 that a number of early Chieftain gun tanks were converted to the AVRE role for use in Germany. The work was carried out by the Engineer Workshops of 40 Army Engineer Support Group at Willich, with a total of twelve vehicles converted. Following a period of trials, the converted Chieftains started to enter service in 1987, replacing the older Centurion AVREs.
The conversion entailed removing the turret and main gun and installing an armoured roof over the turret ring. Trackways were fitted along the length of the hull to carry up to five rolls of Class 60 trackway or three fascine bundles, by this time consisting of plastic pipe sections. The ‘dozer blade was the standard item produced by A.P. Precision Hydraulics of Liverpool for use with the Chieftain gun tank; the standard blade could also be replaced by a Pearson’s mine-plough blade. These interim vehicles were subsequently superseded by an improved version developed by Vickers Defence Systems from 1989.
Two prototypes of the Vickers-designed Chieftain AVRE were trialled at Bovington in 1991, with production of forty-eight examples commencing the following year and continuing until 1994. As with the earlier interim design, the turret and gun were removed but in this instance they were replaced by an armouredsteel superstructure. A hydraulic winch was mounted on the rear of the hull, together with a pair of so-called ‘hampers’, designed to carry and launch the fascines or trackways, or to carry other engineers’ equipment; a hydraulic loader was provided to lift the fascines or trackways into position. At the front of the hull was a removable Pearson mine-plough or standard Pearson ‘dozer blade; when not mounted on the vehicle, the ‘dozer or plough could be stowed on the rear ‘hamper’.
Chieftain ‘dozer
A.P. Precision Hydraulics also produced a bulldozer kit that could be attached to any ‘mark’ of Chieftain to provide a basic tactical earth-moving vehicle, on which the main gun remained operative. The kit consisted of an electrically operated hydraulic power-pack, joystick controls, aluminium ‘dozer blade and interconnecting wiring and hydraulic pipework. The ‘dozer assembly was mounted to the front towing eyes.
Although the kit was adopted by the British Army, and in theory could easily be moved from one vehicle to another, it was said to take up to six hours to fit and was never entirely satisfactory.
Combat engineer tractor (CET): FV180
Designed by the Military Engineering Experimental Establishment (MEXE) and constructed by the Royal Ordnance Factory Nottingham, the combat engineer tractor (CET) was developed in response to General Staff Target 26 (GST26), which described an engineers’ vehicle that combined the mobility of a tracked vehicle with armoured protection, the performance of a heavy-duty earth-mover and the ability to swim. Although definitely not a ‘tank’ under any standard definition of the term, the CET was designed to provide armoured engineer support to a battle group, and was able to perform many of the roles previously assigned to earlier armoured engineers’ vehicles that were based on tank chassis.
The origins of the vehicle can be traced back to 1963, when Caterpillar, GKN and Vickers were each asked for proposals to meet GST26. None of the proposals was felt to be acceptable and in 1965 MEXE came up with its own design, with a pair of prototypes subsequently constructed by the Royal Ordnance Factory Nottingham. At the time there was some discussion regarding joint development of the vehicle between Britain, West Germany (as was) and France, but by 1970 both France and West Germany had decided to go their own way. Following a series of trials, the vehicle was redesigned to improve the amphibious capability, and costs were contained by using as many standard commercial components as possible. A further seven prototypes were constructed and delivered during 1973/74 and, following further modifications, the vehicle was finally accepted for production in July 1975, although it was to be almost another three years before the first example rolled out of the Royal Ordnance Factory.
Constructed around an aluminium welded hull and weighing somewhere in the order of 17.7 tons, the CET is normally driven with the bucket to the front, which places the two crew members on the left-hand side; both crew positions are reversible and duplicate driving and bucket controls are provided. The rear engine and transmission are mounted on the right, with the final-drive components at the front. The engine is a Rolls-Royce C6TFR six-cylinder turbocharged diesel, driving the front sprockets and the rubber-faced steel tracks, through a David Brown TN26 four-speed manual gearbox, arranged to provide all four gears in either direction. In normal driving mode steering is by means of a controlled differential but for ‘dozing the driver has an independent brake-and-clutch system. Amphibious operation is effected by means of a pair of Dowty Hydrojet units, driven from an engine power take-off, and twin trim-boards, complete with Hycafloat buoyancy units (from FPT Industries, Portsmouth), are provided at the rear to aid swimming capability; polyurethane foam blocks are also carried in the bucket to further aid buoyancy. Suspension of the four road wheels is effected by torsion bars; a fifth road wheel acts as a track idler.
The bucket has a capacity of 1.88 cubic yards and is carried on a hydraulic arm in such a way as to allow it to be used for digging and ‘dozing; a fixed jib crane can be erected in the bucket, using the winch for lifting purposes. The ‘dozer blade is also designed to act as an earth anchor for the two-speed 8-ton winch installed inside the hull. A second earth anchor is carried on the roof of the hull, designed, if necessary, to be rocket-deployed, and to assist the vehicle to exit riverbanks, etc. A nuclear-biological-chemical (NBC) filter pack is installed at the front of the vehicle to allow operation under hostile battlefield conditions. A pusher bar can be fitted to allow the CET to be used to launch a bridge, and the vehicle can also be used to tow the Giant Viper mine clearance system.
The last of 143 CETs for the British Army was produced in March 1981 but a further fifteen were delivered to India between 1988 and 1990, and fifty-four went to Singapore during 1993–95.
Trojan obstacle-crossing vehicle
Announced in 2001 and entering service from 2007, the BAE Systems’ Trojan is a multi-functional armoured engineers’ vehicle based on the hull and running gear of the Challenger 2 gun tank. While under development it was designated as the ‘future engineer tank’ by the Ministry of Defence, and it is described by its makers as ‘a unique complex obstacle-crossing vehicle’.
A wrist-action hydraulic excavator, fitted with a large, 1.3 cubic yard bucket with a lifting capacity of 16.5 tons, is pivoted on the front of the hull on the right-hand side, and is normally carried to the rear; the bucket can be replaced with an impact hammer or earth auger. A hydraulic power take-off is provided, operating at 2,030lbf/in2 with a flow rate of 7gal/min. Across the front of the vehicle is an interchangeable full-width ‘dozer blade or mine-plough, while rails on the rear deck allow the carrying of a midi-fascine bundle (26.25ft).
Weighing more than 62 tons, Trojan can be used for mine clearance, excavating and ‘dozing, ditch crossing and lifting; it can also be used to carry engineers’ stores and equipment. All of these operations can be carried out with the three-man crew remaining under full armoured protection, and a 7.62mm machine gun is fitted to the hull for self-defence. Mine-clearance work can be carried out using the mineplough, or by firing Python explosive mine-clearing hose from a towed trailer; the cleared path can be automatically marked from under armour using an on-board obstacle marking system. A fascine bundle can be launched into small gaps to allow ditches or other obstructions to be crossed, and the vehicle can dig using the excavator and/or the ‘dozer.
A total of thirty-three vehicles are currently in service, at a cost of £4.217 million each, and Trojan was first deployed operationally in Afghanistan in 2009.
Constructed around the hull of the Churchill Mk VII, which was a veteran of the Second World War, the FV3903 Churchill AVRE (Armoured Vehicle Royal Engineers) started to enter service in 1954 and served alongside the Centurion AVRE. The muzzle-loading 290mm mortar was capable of firing a demolition charge, and a full-width ‘dozer blade could be fitted to the front of the hull. (Warehouse Collection)
The Centurion AVRE was based on the Mk 5 hull and mounted a 165mm gun firing a 64lb demolition charge. Just forty were constructed. This example has been fitted with additional spaced armour. (Simon Thomson)
A close-up of the Centurion AVRE ’dozer blade. This vehicle was photographed during the Gulf War, by which time it was probably more than thirty-five years old. (Warehouse Collection)
A Chieftain AVRE, complete with plastic-pipe fascine in the front carriers; note the hydraulic loading equipment at the rear and the mineplough at the front. This photograph was taken at the British Army Training Unit at Suffield in Canada (BATUS). (R. Ridley)
While no one would describe the combat engineer tractor (CET) as a tank, it has earned its place here by virtue of carrying out operations previously executed by so-called engineers’ tanks. The large front-mounted bucket can be used for both digging and ‘dozing, and a crane jib can be erected in the bucket for lifting operations. (Warehouse Collection)
Although the CET is normally driven with the bucket towards the front, duplicate controls allow it to be driven and operated from either end. (Simon Thomson)
The CET is capable of amphibious operation using a pair of Dowty Hydrojet units, driven from an engine power take-off. Twin trim-boards, with Hycafloat buoyancy units, are provided at the rear, and polyurethane foam blocks are also carried in the bucket to further aid buoyancy. (Warehouse Collection)
The obstacle-crossing Trojan is a multifunctional engineers’ vehicle, able to carry out mine clearance, ditch crossing, excavating, ‘dozing and lifting operations. It is seen here with the 1.3 cubic yard hydraulic bucket extended to the front. (BAE Systems)
Delivery of the Trojan started in 2007, and the British Army currently has thirty-three vehicles, purchased at a total cost of more than £139 million. (BAE Systems)
The Trojan is capable of a maximum speed of 35mph and can cope with a variety of terrain. (BAE Systems)