OTA Dispatch Issue 3

23 www.ortrucking.org Issue 3 | 2018 In order to keep the supplies flowing without delay after D-Day, two routes were opened in France from Cherbourg to the forward logistics base at Chartres. The northern route was used for delivering supplies, the southern for returning trucks. Both roads were closed to civilian traffic and, like the express trains before them, the designated road were marked by red ball signs. Only convoys of at least five trucks were allowed, to be escorted in front and behind by a jeep. In reality, it was common for individual trucks to depart Cherbourg as soon as they were loaded. It was also common to disable the engine governors to allow the trucks to travel faster. (Imagine: no speed limit, no log books!) Straight off the production line, the GMC CCKW had a set speed of 28 mph and topped out at 45 mph. Its range was 149 miles, but the Red Ball Express sometimes stretched that up to 240 miles. Red Ball Express drivers had specific orders to follow: ` ` Maintain a speed of 35 mph ` ` Separate each truck in the convoy by 60 feet while traveling, and only in convoys of no less than five trucks ` ` Maintain their position in the convoy (each truck was numbered in sequential order) The truck convoys were a favorite target for the German Luftwaffe, but because German air power was so reduced by 1944, the Red Ball Express was rarely attacked. The biggest problems facing the Red Ball Express were maintenance, finding enough drivers (sound familiar?), and lack of sleep for the overworked truckers. The Red Ball Express was key in delivering parts, fuel, supplies, troops and ammunition in support of ongoing military actions—particularly to General George S. Patton’s fast-moving Third Army. In later years, General Eisenhower commented that the bravery and diligence of the truck drivers of the Red Ball Express saved the lives of many Allied soldiers by helping to bring the war to an earlier end. Around 75% of Red Ball Express drivers were African-American soldiers. At its peak, the Express operated close to 6,000 vehicles that carried about 12,500 tons of supplies per day. It ran for 83 days until November 16 when the rail lines and pipelines were repaired. The Red Ball truck service did, however, continue through the end of the year with protection provided by the U.S. Army Military Police. The Red Ball Express is also a prime example of another key element to moving freight then and now: logistics. While German forces were known for their motorized hardware that drove deep into enemy territory, the “vehicles” supplying all of this equipment was mostly made up of horse-drawn wagons. When faced with a logistical problem after D-Day, the U.S. Army found a creative and efficient method to keep goods moving—the Red Ball Express. Modern-day motor carriers and truck drivers take steps to brand or personalize their vehicles to attract attention. The exact opposite can be said for the trucks that were part of the Red Ball Express, where stealth and speed were the most important factors. The GMC CCKW truck used in the Red Ball Express was nicknamed “Jimmy” or “Deuce and a Half ” and this U.S. cargo truck was used in World War II and the Korean War. The “Deuce and a Half ” designation, coined by U.S. infantrymen, references how much weight the vehicle can carry—2.5 tons. The CCKW was available in either open or closed cab, long wheel base (LWB 353) or short (SWB 352) and could have other specialized features. No matter its configuration, it was built with a minimal amount of moving parts, making it easier to repair in the field. They were buildt in the same factory and very similar to the Chevrolet G506. The truck was around for a long time until the competing 6x6 M35 hit the market in 1950, but was still used by the military until the 60’s. The Red Ball Express moved nearly 400,000 tons of goods from the beaches of Normandy to the ever- changing front lines. GMC produced around 562,750 of its CCKW 353 trucks between 1941 and 1945 when production stopped. They were officially withdrawn from U.S. Army service in 1956. Some other countries continued to use them through the 1990s. Early CCKW 353 cabs were covered in sheet metal. This was replaced by canvas coverings in 1943, both as an economical measure and to save on weight.