RASC 32 GT Coy
The men of the Royal Army Service Corps were responsible for a multitude of operations; from assisting in the unloading of convoys to the servicing and repair of one of the island’s largest motor fleet. The 32nd General Transport Company in particular, being the only transport coy. in Malta until 1943, was needed around the clock every day to keep up with the island’s tremendous logistics.
Its roots go back to 1923 when it was formed from the 603 Motor Transport Company based in Malta. In the early war days they were responsible for the delivery of rations, the transportation of the sick, and movement of heavy guns, among other roles. As their duties increased, there were never enough vehicles available in Malta. In 1940 a mobilisation scheme was affected which saw much needed civilian vehicles impressed for service. Doing so they could better address growing transport needs, such as the Royal Army Medical Corps’ much needed transport as well as the requirements of the War Headquarters, both supplied by 32 GT. By May 1942, 122 vehicles were impressed with others joining soon after, specifically civilian trucks, vans and lorries. As the difficulties of supplying Malta increased in 1941 and 1942, the situation worsened to such an extent that other means of transport were contracted to keep up with the logistical efforts of the RASC, one source claiming 300 horses and carts daily in September of 1941.
One of the most important tasks taken up by the 32 Coy. was convoy duty. When laden ships reached Malta, their cargo was unloaded and distributed across stores and dumps. 32 Coy. vehicles would go in and out of harbour endlessly to transport supplies to stores, dumps, depots and sub-depots around Malta. Dumps were usually fields with surrounding walls and/or cordoned off with barbed wire. Such quantities of good, commodities and food items were bound to attract theft, internally and externally. All stockpiles were assigned guards composed from the locally-stationed infantry regiments (sometimes also local policemen) watching over them. Special attention was given to items more prone to theft such as rum and cigarettes, as well as broken cases. In 1942, damaged goods were placed in the Mifsud Verandahs at Marsa, which are still extant, and were assigned their own guards. Guard duty was also required whenever a loaded vehicle broke down, to prevent people taking advantage from its vulnerable state.
The dumps were organised in colours, Pink, Green, Brown, etc. The RASC would transport military (and if need be civilian) stocks, loading cargo on vehicles assigned for each specific dump or depot. In fact, one can see period photos and footage with the name of dumps clearly displayed. This would also facilitate the parallel logistical endeavour of controlling the flow of vehicles to and from the busy harbour. Coloured signs would direct vehicles to and from each dump on their assigned routes by day but replaced by lamps at night. More so, instructions were given to erect a black board (1 foot square) on which routes could be sketched in chalk. The mark would signify which route the vehicle would take, dictating the designated traffic it would form part of. Period photos suggest that some system was in place for vehicles to mark which dump they were travelling to and from. In 1943, one even finds mention of orange labels with the word “convoy” displayed as their designation. Unloading convoys was an intricately co-coordinated affair, with police escorts and traffic controllers in key locations and plans in place and rehearsed in the event of stoppages and breakdowns.
Equally important was the supply of food after dispersal. Rations were delivered to posts all over Malta, an “essential service” that was kept in operation even during air raids. More so, the RASC (Supply Depot) managed War Department bakeries and worked closely with the Department of Agriculture and COSUP (Co-ordination of Supplies) to help distribute local food stocks.
After the supplies were dispersed, the dumps would be cleared as supplies were either distributed or transported into secure stores. Priority was given to perishable goods such as sugar, salt, wines and spirits. Theft was a recurring issue wherever the storage of supplies was concerned. Escorts were responsible for ensuring all packages loaded from the harbour reached their assigned destination, a responsibility falling on the driver if the former is not available. Records were kept in the form of tally sheets for each delivery to ensure that nothing was lost, with or without malicious intent. Apart from the stores, each dump would keep its own register. Ammunition dumps were separate locations for the storage of munitions which were brought in the same convoys. These were found in Tal Balal,Gargur, Mosta, Hompesch, Bir id-Deheb and Zebbug.
The RASC played a critical role during exceptionally important convoys, such as in Operation Pedestal; the August convoys which required their own unique operation orders of heightened importance to unload and disperse as quickly as possible bearing the title ‘Ceres’. In December ‘Ceres 2’ would also come into effect to deal with convoy MW 15, as well as Ceres 3 the following year. In such critical circumstances drivers could even be required to carry on day and night in shifts. Drivers from various regiments would assist the RASC when it could not keep up with its duties. In 1943, even Basuto troops were instructed and often attached as drivers during their service in Malta. More so, various corps and regiments would also contribute work parties for the loading and sorting of stores.
While dumps were temporary storage facilities needed to dispersed an influx of supplies brought in by convoys (moving them away from the harbour), sub-depots were critical in the logistical hierarchy of the system established by the RASC. They would serve as vehicle parks and store petrol, received from primary depots in bulk such as in Valletta’s main ditch. Some would have their own petrol storage system apart from 2 and 4 gallon cans delivered by petrol tankers, but decanted using the trusty gallon cans. In 1942, the sub-depots were found in Luqa (poorhouse), Tarxien, Gzira (Empire Stadium), and Zabbar. Vehicle maintenance was an ongoing task, and each sub-depot would keep track of usable and unusable vehicles. The categories used were ‘runners’, ‘non-runners’, ‘repairable’, and ‘Non-Runners and Non-repairable’. On the 15th of June 1942, non-repairable vehicles superseded fully functional vehicles, 249 and 200 respectively. The quantity of available vehicles would fluctuate with the arrival of spare parts and the ingenuity of local mechanics. Other corps and regiments would loan their vehicles when necessary such as the Royal Engineers, Royal Artillery, Royal Tank Regiment, and local Infantry Brigades.
By January of 1943, 651 General Transport Coy. was operational, sharing duties with 32 Coy. The new company was composed of impressed load carriers and purchased civilian vehicles. The 32 Coy. was reorganised into three general transport platoons and a workshop. The invasion of Sicily meant yet another period of intense activity for the transport companies. The arrival of the Palestinian 178 G.T. company in May relieved some of this pressure. One should also note the 462nd company which never made it to Malta as it was sunk on the S.S. Erinpura.
Archival records clearly document engine fitters and electricians among RASC ranks. The responsibility of the RASC to maintain its own motor fleet would diminish once REME was established and took over that role after the war. The men themselves possessed a variety of skills and trades. However, one can only imagine the problems faced by these individuals which had to keep vehicles of all makes, shape and sizes running smoothly without adequate stocks of spare parts. The story of the RASC 32 GT Coy. is yet another testament to the local struggles and innovations which kept Malta fit and ready to fight another dayjA
By Nikolai Debono, on behalf of Battlefront Malta
Sources:
Unpublished account of the 32 GT Coy. in Malta, Royal Logistics Corps Museum.
The National Archives of Malta, GSG 01 4141, 1941.
The National Archives, UK. WO 169 7386, 1942.
The National Archives, UK. WO 169 7438, GT Coy, 1942.
The National Archives, UK. WO 169 14541, 1943.
The National Archives, UK. WO 169 14608, 1943.