Category: History

World of Tanks proudly announces its co-sponsorship of the FV4005 Restoration Project in partnership with The Tank Museum. With a shared dedication to preserving military history, World of Tanks is co-funding the restoration of the FV4005, a significant piece of the United Kingdom’s armoured warfare heritage. This initiative aims to preserve and maintain history for future generations by restoring the tank to its former glory.

Its appearance in the World of Tanks video game made the unique vehicle famous, creating fresh interest from a new generation of enthusiasts, who have called on the Museum to restore the vehicle to running condition.

As part of this sponsorship, World of Tanks has pledged £20,000 towards the project, which will help cover the fabrication of missing parts and fittings. 

The FV4005, also known as the “Stage II”, holds a special place in military history, as it has what is almost certainly the largest gun ever fitted to a tank. It marks the high point of the race throughout the history of armoured warfare to build bigger and bigger guns that could defeat thicker and thicker armour at longer and longer ranges, and World of Tanks is dedicated to ensuring that its legacy lives on. Once restored, this tank will be the only running example of its kind in the world, serving as a tangible link to the past for enthusiasts and historians alike.  

The culmination of this restoration effort will be revealed to the public at TANKFEST 2024, taking place from the 28^th until the 30^th of June at The Tank Museum in Bovington. TANKFEST is an armoured warfare event that attracts thousands of visitors each year, and World of Tanks is honoured to be the main sponsor. 

“As a long-standing partner of The Tank Museum and main sponsor of TANKFEST, we were naturally more than happy to extend our support to enriching the Museum‘s exhibition and education programs”, said Richard Cutland, Head of Military Relations at Wargaming “This exciting historic revival of the FV4005 has captured both the interest and passion of our incredible player base. By investing in these initiatives, World of Tanks helps preserve and share the invaluable knowledge of tank warfare with enthusiasts, visitors and future generations. The Museum‘s dedication to educational offerings ensures that the historical significance of tanks remains alive and accessible to all”. 

The FV4005, mounted on a Centurion Mk 3 chassis, boasts a 183 mm L4 gun, the largest direct-fire gun ever installed on a tank. Developed post-World War II to counter the threat of Soviet heavy tanks like the IS-3, it features three prototypes, one with a six-round drum and two with a lightly armoured enclosed turret. The Museum’s FV4005 turret, the only surviving original component, represents the latter type. 

Based on the 7.2-inch gun used by the Royal Artillery during WWII, each round of the FV4005 weighed 160 lb and could penetrate 457 mm of armour. The Tank Museum received an original FV4005 turret in 1969, which was initially displayed in the Museum’s playground before being mounted on a Centurion Mk 12 hull in 2007. The turret has always been outdoors during its time at The Tank Museum, while the fate of the original hull remains unknown. 

The work will be undertaken by AW Hewes at their workshop in Leicestershire, and the hope is that it will be completed in time so that the FV4005 can be displayed in the arena at TANKFEST 2024. 

This is the 12th consecutive year of a longstanding partnership between World of Tanks and the Museum. Besides that, they have had other cooporations in the past, such as creating an education centre in 2013, plus supporting a multitude of restoration projects over the years. They also partnered in 2020 to co-launch TANKFEST Online, a pioneering digital event. Another notable addition to the visitor experience is the World of Tanks Gaming Zone, which offers a unique history-learning experience. These initiatives showcase Wargaming’s commitment to restoration, education and innovation in promoting the appreciation of armoured warfare history. 

And that is not all! A special TANKFEST collection is available in World of Tanks official licensed stores:  It features a range of products, including clothing (T-shirts and hoodies), mugs and tumblers. 

Every year a middle aged couple from Grandcamp-Maisy attend a ceremony at 11am on the 9th of June to honour the US Army Rangers who fought at the Maisy Battery.

They told me that one year it was attended by 12 people who stood in the pouring rain to lay 2 wreathes. It was a simple act of respect by a group of locals who cared enough to be there.

They told me that members of the local Ancient Combatants Association and people from the Mayors office attend – and there is even a pipe band who drive all the way down from Holland each year. There are 2 or 3 wreathes laid and a short speech made… but that is all. There is no real pomp and ceremony, just people who were there to remember.

The Rangers who fought at Maisy cannot come back, there is no fanfare and parade for them now. But that does not mean they should not still be remembered.

The US Army do not send anyone, the regional government do not send anyone and it is an insignificant event know to only a few. However that does not make it any less significant.

Pointe du Hoc deservedly gets all the attention for D-Day, but what about all of the other places that were liberated in the days that followed.

The wounds the men received during these battles were no less painful. The loved ones they left behind in the States did not stop thinking about them and most of those who did survive had a long war ahead of them.

As I listened to President Biden in his speech at the American Cemetery today he said “the blood of the young and the brave” is on this land and it is true.

On the morning of the 9th of June 1944 a number of men from the US 5th Rangers were wounded at Maisy and for some of them that was the end of their war. They went home as wounded heroes and yet they did not forget the men who stood in their place and carried on.

The battle for Maisy lasted 5 and a half hours and the Rangers were supported by men of the 116th Infantry and 2nd Ranger half-tracks. Hundreds of Germans were taken prisoner and the silencing of the Maisy guns saved countless lives in the Allied units who were still landing on the beaches. As time has gone on most of them have now passed away, but without small ceremonies at places like Maisy Battery, their memory will slowly be forgotten.

The list of wounded at the Maisy Battery reads:-

From A Company: William Scott, Henry Santos, George Chiatello, Dana Wallace, Densil Johnson, Jerome Bugnachi, James Sullivan, Robert Battice, Hubert Putney, John Tucker.

From E Company: Steven Oboryshko, George Patersohn, with Robert McCoubrey listed as seriously wounded in action.

From F Company: Clinton Fogel & Anthony Muscatello, Nickolas Pasuk, Burton Ranney and Andrew Spier.

From HQ Company: Harry Durham.

TWO US Army Distinguished Service Cross’s were awarded for combat at the Maisy Battery

One for Sgt. Joe Urish and his certificate reads:-“Sergeant Urish, who was leading a patrol, moved into the battery on his own to persuade them to surrender. … After much pleading and promising the enemy, one by one, they laid down their arms, surrendered, and marched out. A total of one hundred and sixty-seven prisoners were captured from a position that might have held out for days.”

Another DSC was issued to Ranger Major Richard Sullivan:–  “Major Sullivan directed the Rangers’ progress across country to Grandcamp and Maisy. In cooperation with United States Infantry an attack was begun on the Maisy battery. When certain elements were temporarily halted by artillery fire Major Sullivan, who had been wounded, calmly and courageously rallied his officers and men, ordered a renewal of the attack, and instead of bypassing the resistance, advanced over heavily mined terrain to capture the Maisy battery. Eighty-six prisoners and several large artillery pieces in concrete bunkers were taken.”

As we go home from Normandy after this anniversary most of us will think we have seen and done everything. But should we have joined the handful of locals who remember the men who fought in this small village on the 9th of June. Is it not time we stood with them at least once in 80 years to pay our respects to ALL the Rangers, not just the “D-Day” ones.

For more information visit www.maisybattery.com

It’s not often that I will describe something that is designed to carry 100 kg of explosives and blow things up, but the Goliath tracked mine is an exception. It looks like a baby First World War tank, and can be controlled from up to 650 meters away – what isn’t to love?!

It seems those who encountered them during the war agree too, because there are dozens of photos of troops riding on them, playing with them, or simply staring at them with a puzzled look.

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Background and Rationale

The concept of the Goliath tracked mine came from a rather basic need: to get explosives across a battlefield safely. In combat, explosives are not just weapons, they can also be used for obstacle clearance, such as demolishing buildings or blasting a hole through barbed wire.

These explosives are often carried by engineering teams, who have to expose themselves to great dangers to perform their mission. This need was made particularly evident during the First World War, with the massive use of fortifications, obstacles, barbed wire, minefields, etc.

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Combat engineers and infantrymen faced severe risks from these defensive measures. This dangerous and labor-intensive process necessitated the development of a safer, more efficient means of delivering explosive charges.

A natural solution to this was removing the human element from the equation, and finding a way of delivering explosives precisely without endangering a combat engineer. Attempts at doing this just occurred as early as the First World War. France carried out significant work, as did the US, but the end of the war meant funding and interest in these tools waned.

The Germans recognized the potential of these systems to extend the reach and reduce the risk to their own troops and experimented with remote-controlled vehicles during the interwar period. The Soviets and Japanese also dabbled with this technology prior to the Second World War.

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The impetus for developing such a vehicle was further driven by specific tactical requirements encountered by the Wehrmacht. German forces frequently encountered well-defended positions that were difficult to neutralize using conventional infantry assaults or artillery bombardments alone. The static nature of trench warfare, urban combat scenarios, and heavily fortified defensive lines highlighted the need for a tool that could penetrate these defenses with precision.

Enter the Goliath. The Goliath was envisioned as a solution that could breach wire obstacles, clear minefields, destroy bunkers, and even disable tanks without exposing German soldiers to the immediate dangers of the front lines.

Development of the Goliath

The project began around 1940 by the company Borgward, who made a number of remotely operated vehicles during the war. By this point, advances in radio technology made the design of such a vehicle more practical.

The initial prototypes of the Goliath culminated in the introduction of the Sd.Kfz. 302 model in 1942. This version of the Goliath featured an electric drive system powered by two rechargeable electric batteries.

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This model, while quiet in operation and thus advantageous for stealthy approaches, was hampered by a limited operational range. The batteries allowed the Goliath to travel only about 1.5 kilometers (approximately 0.9 miles). Additionally, the need for frequent recharging of the batteries posed challenges in the field.

Recognizing these limitations, German engineers developed an improved version that could overcome the range and endurance constraints of the electric model. This led to the creation of the Sd.Kfz. 303 model, which came with a gasoline engine.

This provided the Goliath with a significantly extended range of up to 12 kilometers (7.5 miles), making the vehicle much more versatile. It also enabled it to carry significantly more explosives.

The transition from an electric to a gasoline powerplant addressed the primary shortcomings of the initial design. The gasoline engines allowed the Goliath to cover greater distances and operate for longer periods, all the while carrying a bigger payload.

When looking at a Goliath today, it is hard to imagine that they were designed to be disposable from the outset. But carrying a man-sized quantity of explosives made its job rather unsurvivable.

Design of the Goliath

The vehicle was 1.7 meters long, 900 mm wide, and 0.6 meters tall, making it small and low-profile enough to be difficult to spot on the battlefield. This compact size was crucial for the Goliath’s use, allowing it to navigate through narrow passages, trenches, and over rough terrain to reach its target.

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The Goliath’s construction focused on durability and mobility. The vehicle contained three main compartments: a cable reel at the rear, a powerplant in the middle, and an explosive charge at the front. It rolled on caterpillar tracks driven by sprockets at the front. These provided the necessary traction and stability to traverse the varying terrains it would likely encounter along its journey, including mud, rubble, and uneven ground.

As mentioned, the tracks were driven by either an electric motor in the Sd.Kfz. 302 model or a gasoline engine in the Sd.Kfz. 303 models. The Sd.Kfz. 302 was powered by two Bosch 2.5 kw electric motors, and weighed 370 kg (815 lbs). This gave it a top speed of about 10 kph on solid ground. The batteries were stored in compartments along the hull sides.

The Sd.Kfz.303 came in two sub-variants: the Sd.Kfz. 303a and the Sd.Kfz. 303b. The Sd.Kfz. 303a featured a 12.5 hp, 703 cc Zündapp motorcycle engine, while the Sd.Kfz. 303b had a slightly larger 804cc engine. These types weighed 430 kg (950 lbs).

These powerplants enabled the Goliath to move towards its target with reasonable speed and agility, although it was still relatively slow compared to other military vehicles. They were slightly faster than the electric versions, with a top speed of 12 kph on solid ground. Interestingly, only the electric version was capable of reversing. If you wanted to reverse directions with the gasoline versions, you’d need to turn around!

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The gasoline and electric versions can be easily identified by their top plates. The electric version has a flat top plate, while the gasoline versions have an air intake on top.

One of the most critical aspects of the Goliath’s design was its payload capacity. The electric version could carry up to 60 kg (130 lbs) of explosives, while the Sd.Kfz. 303a could carry 75 kg (165 lbs), and the Sd.Kfz. 303b could carry 100 kg (220 lbs).

This payload was housed at the front of the vehicle. The substantial amount of explosives meant the Goliath was no joke – 100 kg of explosives are plenty for demolition tasks, destroying fortifications, clearing obstacles, and disabling tanks and other armored vehicles.

Of course, the explosives had to actually arrive at the target first, so the Goliath received some very light armor, consisting of thin steel plating ranging from 5 to 10 millimeters thick. This armor was intended to protect the vehicle’s internal components, including the explosive payload, control systems, and drive mechanisms, from small arms fire and shrapnel.

However, it was not designed to withstand direct hits from heavier weapons, such as anti-tank guns or artillery shells. The light armor contributed to the Goliath’s overall lightweight design, facilitating easier transportation and deployment. Any thicker and it would have been very difficult to move and required more power.

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All versions of the Goliath were controlled remotely via a long, spooled cable that connected the vehicle to the operator’s control unit. This cable transmitted electrical signals that allowed the operator to steer the vehicle and control its movements. The reel of cable was stored in a compartment at the rear of the vehicle.

Remote Control System

The remote control mechanism of the Goliath enabled operators to maneuver the Goliath towards its target and detonate its explosive payload from a safe distance, significantly reducing the risk to personnel. The design and functionality of this remote control mechanism were central to the Goliath’s success (or failure).

At the heart of the Goliath’s remote control system was the control box, operated by a soldier from a protected position. This control unit was connected to the Goliath via a long cable, typically several hundred meters in length, with some models featuring cables up to 650 meters long.

The cable comprised three strands: one for detonating the explosives, and two for controlling the vehicle’s movements. Its length allowed operators to remain at a safe distance from the vehicle, minimizing their exposure to enemy fire and the explosion resulting from the detonation of the Goliath’s payload.

The cable transmitted electrical signals from the control unit to the Goliath’s motors and steering mechanisms. These signals enabled the operator to direct the vehicle’s movements with a high degree of precision. The control box featured three switches which the operator used to send commands to the Goliath. By manipulating these controls, the operator could move the Goliath forward, backward, and execute turns, guiding it through obstacles and towards its designated target.

The Goliath’s internal control mechanisms converted the electrical signals received via the cable into mechanical actions. These actions were carried out by the vehicle’s drive system, which adjusted the speed and direction of the tracks by increasing or decreasing the voltage sent to the motors. Each switch on the controller had three positions for different voltage amounts.

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In addition to steering the vehicle, the cable also included a detonator wire. Once the Goliath reached its target, the operator could trigger the explosive payload remotely by turning a key on his controller. This sent a detonation signal through the cable. This capability allowed the operator to control the exact timing of the explosion, ensuring that the Goliath was in the optimal position to achieve maximum destructive effect against the target, whether it be a fortification, a minefield, or an enemy vehicle.

Despite the useful nature of the remote control mechanism, it also introduced certain vulnerabilities. The reliance on a physical cable for signal transmission meant that the Goliath was susceptible to being rendered inoperative if the cable was severed or damaged. This could happen due to enemy fire, sharp terrain features, or obstacles on the battlefield. If the cable was cut, the operator would lose control of the vehicle, potentially leaving it stranded and unable to complete its mission.

The cable, being a physical connection, also limited the vehicle’s operational range to the length of the cable itself, restricting its deployment to scenarios where the target was within this range. Understandably for the period, the Goliath lacked an onboard vision system, so the operator had to rely on a line of sight to guide the vehicle to its target. Across a shell-torn, rubble-filled battlefield, it was probably quite easy to lose track of your robot.

Operational Use

The Goliath was employed in several key combat environments, including urban warfare, beach landings, and assaults on heavily fortified positions. One of the most notable uses of the Goliath was during the Normandy invasion in 1944, with a number of photos and videos showing US servicemen playing with the little robots on the beaches after they had been captured.

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In urban settings, such as during the Warsaw Uprising in 1944, the Goliath was used to target and demolish barricades erected by resistance fighters. The vehicle’s small size and tracked mobility allowed it to navigate through the narrow streets and debris-filled environments of a city under siege. By remotely guiding the Goliath to resistance strongholds, German forces could deliver explosives with precision.

Goliaths were also used for mine-clearing operations during the Battle of Kursk, in which German armored units had to battle through multi-layered Soviet defenses that were saturated with mines.

However as mentioned, the Goliath faced several significant challenges that limited its overall effectiveness, like its reliance on a control cable. While this cable allowed for precise remote control, it was also a critical vulnerability. The cable could be easily severed on the battlefield. Once cut, the Goliath would become inoperative, stranded on the battlefield and unable to complete its mission. This vulnerability was particularly problematic in intense combat situations where the likelihood of the cable being damaged was high.

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A severed cable also meant there was 100 kg of high explosives sitting somewhere on the battlefield – which isn’t very convenient for anyone.

The Goliath’s relatively slow speed was an issue too. While its tracked design enabled it to traverse various terrains, its maximum speed was insufficient to evade enemy fire effectively. This made the Goliath an easy target for enemy soldiers who could disable it before it reached its intended target. The slow speed also limited its ability to react quickly to dynamic battlefield conditions.

Another set of challenges pertained to the logistical and mechanical aspects of deploying the Goliath. The initial Sd.Kfz. 302 model, powered by electric batteries, had a limited operational range of about 1.5 kilometers, restricting its use to relatively close targets. The batteries required frequent recharging, which posed difficulties in maintaining multiple units in combat-ready condition. Although the later Sd.Kfz. 303 models with gasoline engines offered an improved range of up to 12 kilometers, they required additional maintenance and had to sip from Germany’s already constrained fuel supplies.

Mechanical reliability was another concern. The complexity of the remote control and propulsion systems meant that the Goliath required careful handling and regular maintenance to function properly. Any malfunction in the control system, drive mechanism, or explosive payload delivery could render the vehicle ineffective, potentially wasting valuable resources.

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Due to these operational challenges, the Goliath was not deployed as widely as initially envisioned, despite thousands being built. Its use was often limited to specific, high-risk scenarios where its remote-controlled capabilities could be most effectively utilized.

If you visit Normandy today and you drive west from Pointe du Hoc along the coast road towards Grandcamp-Maisy, you will pass over a small bridge in the valley on the outskirts of the town.

Known during the war as Grandcamp-les-Bains the town had been a holiday destination for Parisians wanting to take a break from the big city. It had a thriving tourist business in the 1930’s as well as a busy oyster and seafood market.

The small harbour in the town was suitable for the local fishing fleet and pleasure craft, but it was not significant enough for the German occupying troops who just kept a minimal Kriegsmarine (Naval) presence in the port. Their primary purpose was to monitor the daily comings and goings of any vessels from the sea.

Jean Marion was the wartime resistance chief was also the town mayor at that time. After the war he stated: “On the 6th of June there were only 20 Kriegsmarine men who had a couple of light guns and a line of trenches. The Villa Mathieu was their headquarters in Grandcamp in 1944.

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Defensive Position

Despite the apparent lack of defences in the town the German commanders were aware that an attack in the area could come along the coastline and not necessarily directly from the sea.  To counter that they built a defensive position in a hamlet called Pont du Hable just east of Grandcamp, using the high ground either side of a small natural valley.

Read More: Point du Hoc – The Lost Battlefield

If an attacking force was to land on Grandcamp beach or force its way into the harbour, it could potentially launch a ground assault on Pointe du Hoc from the west flank. Equally an attack coming from the Vierville beach area via Pointe du Hoc could advance towards the town of Grandcamp and the batteries at Maisy from the east.

Their solution was to place a number of tobruks housing MG34 / 42 machine guns and mortar positions in the valley between Grandcamp and Pointe du Hoc. They also built two 75mm concrete casemented field guns which they turned to face out to sea.

A set of sluice gates were already in place in the valley at the waters edge and they were permanently closed up to generate a build up of water which slowly flooded the surrounding area and created a vast natural obstacle. 

Similar techniques were used behind Utah Beach and they were encountered by the US Airborne forces. The area could not be crossed by vehicles without using a bridge and the only alternative was to travel miles inland on dirt tracks to higher ground.

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The Rangers D-Day objectives lay on either side of the valley. The beach at Vierville-sur-Mer to the gun battery at Pointe du Hoc to the east – and the gun batteries at Maisy and the evening rendezvous point near Osmanville on the D-Day Phase Line to the west.

The bridge had to be captured and crossed as quickly as possible or every piece of armour moving west along the coast road would be halted. From January 1944 onwards the flooded area and the bridge was a constant objective in the Rangers D-Day orders.   

Order No 5 – Rangers D-Day

Reconnoiter St. Pierre-Grandcamp road and report condition of the road through flooded area, prepared enemy defences covering road and prepared enemy defences and enemy movements in Grandcamp. (Taken from Field Order No 35 FORCE “O” – 1st inf. Division for D-Day).

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The orders may have been clear but the implementation was not going to be so straightforward. On June 6th following the landings the Rangers were split into two groups. 1 group landed at Pointe du Hoc and the other group landed on Omaha Beach.

The majority of the Rangers leaving the Beach were held back by orders temporarily halting their advance towards Pointe du Hoc. Ranger Jack Burke from A Co. 5th Btn and his comrades were ordered to dig trenches into the field in front of the Vierville church.

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The Rangers were ordered to dig in on D-Day evening to prevent a potential German counter attack from the West.  The Germans had been seen just beyond the tree line on the right so the Rangers had to be ready.

Colonel Canham of the 116th Infantry Division ordered the Rangers to guard this right flank because ay that point in time Canham did not have sufficient men ashore from the beach to guarantee the safety of the landings – should the Germans counter-attack in force. 

Lt. Colonel Rudder

At the same time Lt. Colonel Rudder ordered his Rangers to guard the road behind Pointe du Hoc which meant that both Ranger forces were not going to capture the Pont du Hable bridge on D-Day. 

The delays continued for both groups for 2 days, but that did not mean the Pont du Hable defenders were left unscathed. The navy engaged the above ground 75mm gun emplacements early on June 6th, leaving them shattered and completely useless.  

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Despite the Navy shelling the low lying tobruks and trenches were undamaged and presented a formidable obstacle.  Ranger Lee Brown was with HQ Company 5th Rangers and he remembers reaching the valley on the 8th of June ahead of the main force which was mopping up at Pointe du Hoc.

Looking across the valley he could see the church in Grandcamp through his binoculars and there was movement in the church tower. An officer nearby used his radio to order a salvo of naval fire against the church. After that they were sure that the artillery spotters would not continue to direct fire from the Maisy batteries onto the advancing Rangers.

Lee Brown: ‘We approached the open land in front of Grandcamp and came under sniper fire from Grandcamp church. I watched a lieutenant nearby calling it in and then him saying, ‘It’s on its way’… and then I saw the steeple top blowing in one shot.’ 

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The Germans in the tobruk’s in front of them had not given up and they were still covering the bridge from the western side. The high ground was impossible to clear without heavy loss of life. Crossing the open area to reach the bridge would have been suicide.

American Forces in Action Series published by the US War Department on the 20 September 1945 recorded the action for the bridge.

“Movement toward Grandcamp started at once. Enemy strong points west of the valley had extensive fields of fire from higher ground. The enemy had failed to destroy the bridge, but the 5th Rangers were checked at this crossing by machine-gun and mortar fire, and lacked heavy weapons to deal with the enemy resistance. The British cruiser Glasgow rendered assistance on the German strong points, expending 113 rounds. Tanks of Company C, 743rd Tank Battalion, led across the bridge, losing one vehicle to a mine.”

German Army units had specialist engineers who were issued equipment for blowing bridges and clearing roads. Rather than the standard infantry kit their packs contained various sized blocks of explosives and they were trained in all the techniques necessary to destroy bridges. The advancing force had no way of knowing if the bridge was rigged to blow before they crossed it.

Medal of Honour

With 116th Infantry alongside the Rangers and the tanks crossed and engaged the entrenched Germans.  The positions were taken individually and often only cleared by the sheer bravery of the men involved.  

When you pass the large “Silver Lady” statue today you might miss the small German tobruk with a modest memorial on the top. The tobruk was the site of a single handed attack by T/Sgt Peregory of the 116th Infantry. An action for which he received the US Army’s highest medal The Medal of Honour.

Citation: On 8 June 1944, the 3rd Battalion of the 116th Infantry was advancing on the strongly held German defenses at Grandcamp-Maisy, France, when the leading elements were suddenly halted by decimating machine gun fire from a firmly entrenched enemy force on the high ground overlooking the town. After numerous attempts to neutralize the enemy position by supporting artillery and tank fire had proved ineffective, T/Sgt. Peregory, on his own initiative, advanced up the hill under withering fire, and worked his way to the crest where he discovered an entrenchment leading to the main enemy fortifications 200 yards away. Without hesitating, he leaped into the trench and moved toward the emplacement. Encountering a squad of enemy riflemen, he fearlessly attacked them with hand grenades and bayonet, killed 8 and forced 3 to surrender. Continuing along the trench, he single-handedly forced the surrender of 32 more riflemen, captured the machine gunners, and opened the way for the leading elements of the battalion to advance and secure its objective. The extraordinary gallantry and aggressiveness displayed by T/Sgt. Peregory are exemplary of the highest tradition of the armed forces.

The next morning on the 9th of June the Rangers and other elements of the Omaha Task Force attacked and neutralised the batteries at Maisy.  They stopped that position continuing to fire on the landings and prevented further casualties.

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If German engineers had blown the bridge at Pont du Hable the death toll during the Omaha landings could have been considerably higher. The objectives on the western flank of the Omaha Sector would have taken many more days to clear.

We may never know if the German infantrymen at Pont du Hable had been instructed to destroy the bridge in the event of an attack, but it was an opportunity missed by them.

If you are passing the “Silver Lady” and driving over the tiny bridge then spare a thought for the brave men who had to cross it – not knowing if it was going to explode at any moment.

The Napier Deltic is an infamously complex two-stroke diesel engine developed by Britain in the 1940s. It is a triangle engine, containing 36 pistons in 18 cylinders, for an output of well over 2,000 hp. Despite its complexity, the Deltic served brilliantly for over six decades.

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Background

At the start of the 1930s, German aircraft manufacturer Junkers introduced a new engine that was meant to be as efficient and compact as possible, the two-stroke diesel Jumo 204. This was an unusual type of engine that used the “opposed-piston” design.

Opposed engines have two pistons per cylinder that move towards each other, compressing the air-fuel mixture between them. The pistons connect to two crankshafts, one at each end of the engine. In comparison, a standard internal combustion engine has one crankshaft, and piston per cylinder, with a head covering the cylinder. The head contains the air inlet, the exhaust outlet, and the accompanying valvetrain.

Opposed engines do not require a head, as the fuel-air mixture is compressed between the two pistons. In this type of engine, air inlets and exhaust outlets are provided through ports in the cylinder walls, with the pistons controlling the flow of gasses. This arrangement results in a more compact and lightweight engine configuration. It is also inherently balanced, as the pistons’ opposite direction of travel cancel each other out.

The general idea of the opposed engine was not new when Junkers introduced the Jumo 204, but it was the first successful implementation of this design. In total, the engine displaced 1,740 cu in (28.5 L), had six cylinders, 12 pistons, and produced over 700 hp. For its day, it had a very high power-to-weight ratio.

It did have its limitations though. Opposed piston engines have trouble clearing the cylinder of exhaust gasses ready for the next cycle as both exhaust and intake ports are open at the same time, due to the identical movements of the pistons.

Junkers solved this by slightly offsetting the pistons’ timing so the exhaust port opened earlier, clearing the cylinder of combustion gasses. While this made the engine much more efficient, it made it unbalanced too. Having two crankshafts was also a very inefficient use of weight.

A few years later, in 1943, the British Admiralty was looking for a new engine to power motor torpedo boats. It needed to be diesel to reduce fire risks and had to have a high power-to-weight ratio. A team of experts was assembled to investigate the matter, and they recommended an opposed piston design.

Conveniently, British engineering firm Napier already had experience with such a design, as they had obtained a license to build the Jumo 204 in the 1930s. However, their version of the engine, named the Culverin, was no way near powerful enough for the Admiralty’s needs.

Napier got to work and drew up a mind-boggling solution: a triangular engine, essentially comprised of three Culverins connected together. Both Napier and Junkers had realized the drawback of two crankshafts and understood that a triangle engine would eliminate this problem.

In 1946 the Admiralty contracted Napier to design such an engine, so their engineers got to work. Unlike Junkers, Napier was able to solve how to time the 36 cylinders inside this beast.

First came a small, three-cylinder proof-of-concept. This worked, so efforts were focused on an 18-cylinder version, named the Deltic.

A Triangle Engine

The heart of this design is its triangular configuration, which involves three banks of cylinders arranged in an equilateral triangle. This layout is not just visually distinctive but also functionally advantageous, allowing the engine to be both compact and powerful.

Each of the three banks in the Deltic engine contains three cylinders, and each cylinder houses two pistons that face each other, for a total of 36 pistons in 18 cylinders. Unlike traditional engines, which typically have one piston per cylinder moving up and down or in a V or inline formation, the Deltic’s opposed pistons move horizontally towards and away from each other.

This movement compresses the air-fuel mixture between the pistons from both sides, leading to a more efficient and thorough combustion process.

A key feature of the Deltic engine’s physical design is its elimination of cylinder heads. Traditional engines have cylinder heads that house the valves and other components necessary for the intake and exhaust of gases. By contrast, the Deltic engine’s opposed-piston layout removed the need for these components, reducing the engine’s height, weight, and complexity.

The two-stroke cycle of the Deltic engine is also important. In a two-stroke engine, every crankshaft revolution results in a power stroke, unlike a four-stroke engine which requires two revolutions for a power stroke. This means the Deltic engine can produce more power from a given engine size compared to four-stroke engines.

Moreover, the triangular arrangement of the cylinder banks means that the engine is naturally balanced. The forces generated by the pistons moving in opposite directions counteract each other, which reduces vibration and contributes to smoother operation. This balance is crucial for applications requiring reliable and consistent performance, such as in naval vessels and high-speed trains.

The Deltic engine’s design also includes sophisticated systems for fuel injection, lubrication, and cooling. The fuel injection system is designed to deliver precise amounts of fuel to each cylinder, ensuring efficient combustion and optimal performance.

The lubrication system is tailored to handle the specific needs of the opposed-piston layout, providing adequate lubrication to all moving parts and reducing wear and tear. The cooling system combines water and oil cooling to manage the engine’s thermal loads effectively, ensuring even heat distribution and preventing overheating.

The Deltic’s Impressive Specs

Such an unusual engine is, of course, going to come with an impressive set of specifications.

One of the most notable aspects of the Deltic engine is its compactness, achieved through its unique triangular configuration. The Deltic engine measures 11 feet in length, 6 ft in width, and 7 feet in height. It displaced 5,384 cu in (88.3 litres). This compact size is particularly advantageous in applications where space is limited, such as in locomotive engine compartments and naval vessels.

Despite its relatively small footprint, the Deltic engine was a powerhouse. The engine weighed 8,725 lbs (3,950 kg). This relatively lightweight design, combined with its compact dimensions, contributed significantly to the engine’s high power-to-weight ratio.

The 18-cylinder version could produce up to 2,700 horsepower for short durations, which is a remarkable output for an engine of its size and weight.

The Deltic engine has a compression ratio of around 15:1. This high compression ratio is made possible by the opposed-piston design, where each pair of pistons compresses the air-fuel mixture between them from both sides, leading to efficient and thorough combustion.

However, for all of its impressive numbers, the Deltics were finicky engines to operate and maintain. They needed very careful maintenance, and overhauls were critical to keep them running right.

Naval Usage

In the naval sector, the Napier Deltic engine found extensive use, particularly in fast patrol boats and minesweepers. The Royal Navy, during the Cold War period, required vessels that could achieve high speeds, offer rapid acceleration, and maintain reliability under demanding conditions. These requirements were crucial for effective patrolling, coastal defense, and mine clearance operations. The Deltic engine’s high power-to-weight ratio and compact size made it well-suited for these roles.

The first proper use of the Deltic at sea was inside, of all things, a captured German Schnellboot. These are extremely impressive machines in their own right, measuring over 100 feet in length and powered by 8,200 cu in (134 litre) MB 501 diesel engines.

Two of the three engines were replaced by Deltics, which were 35% smaller in terms of displacement, yet had a significantly higher power output.

One of the notable applications of the Deltic engine was in the Hunt-class and Ton-class minesweepers. These classes of vessels played a critical role in ensuring safe naval operations by detecting and neutralizing naval mines, which posed significant threats to both military and commercial shipping.

The compact design of the Deltic engine allowed it to fit into the limited engine room space of these smaller vessels without sacrificing power or performance. The engines’ ability to deliver high speeds enabled the minesweepers to cover large areas quickly and efficiently, an essential capability for maintaining open and secure sea lanes. The Deltics were also very useful here as their smooth running was much less intrusive to delicate mine-sweeping operations than typical diesel engines.

Fast patrol boats equipped with Deltic engines were another significant application. These vessels were designed for rapid response and high-speed interception missions. The high power output of the Deltic engine allowed these boats to achieve speeds in excess of 30 knots, which was vital for intercepting potential threats, conducting surveillance, and performing search and rescue operations. The engine’s smooth and balanced operation, thanks to its opposed-piston design, provided the reliability needed for sustained high-speed operations in various sea conditions.

The reliability and durability of the Deltic engines under harsh maritime conditions contributed significantly to their widespread adoption by the Royal Navy. Naval operations often involve long periods at sea, during which maintenance opportunities are limited. The robust design of the Deltic engine, with fewer moving parts and enhanced thermal efficiency due to the absence of cylinder heads, meant that these engines could operate for extended periods between overhauls.

One Deltic engineer mentions a time between overhauls of 5,000 hours. This reliability was crucial for the operational readiness of patrol boats and minesweepers, ensuring they could be deployed at a moment’s notice and perform their missions effectively.

Moreover, the versatility of the Deltic engine allowed it to be used in a variety of naval vessels beyond minesweepers and patrol boats. Its compact size and high power output made it suitable for use in other specialized naval craft, including fast attack boats and coastal defense ships. This versatility extended the engine’s applicability and demonstrated its adaptability to different naval requirements.

On British Railways

The Deltic not only served at sea, but on land too, inside British locomotives. The most famous of these is British Rail’s Class 55 locomotives, commonly known as “Deltics.” Introduced in the early 1960s, these locomotives revolutionized rail travel on the East Coast Main Line, one of the UK’s most important rail routes, which connects London to Edinburgh. The Deltic engines’ combination of high power, efficiency, and reliability made them a game-changer in railway transportation.

The Class 55 locomotives were designed to replace older steam engines and provide a modern, efficient solution for high-speed passenger and freight services. The Deltic engine, with its compact size and high power output, was ideally suited for this.

Each Class 55 locomotive was equipped with two Napier Deltic D18-25 engines, each capable of producing 1,650 horsepower, giving the locomotives a total power output of 3,300 horsepower. This substantial power allowed the Deltics to haul heavy trains at sustained high speeds, a key requirement for the busy East Coast Main Line.

One of the most significant advantages of the Deltic-powered locomotives was their ability to achieve and maintain high speeds. The Class 55 Deltics could reach speeds of up to 100 miles per hour (160 kilometers per hour), which made them the fastest single-unit diesel locomotives in the world at the time. In some instances, Deltics were known to exceed 120 mph.

This capability significantly reduced travel times between major cities, making rail travel more competitive with road and air transportation.

As with their service in the Navy, the reliability and performance of the Deltic engines were crucial factors in their success on railways. The smooth, opposed-piston design and two-stroke cycle of the Deltic engines led to less wear and tear on the locomotives.

The Deltics also ensured that the locomotives could operate reliably in various conditions, from the cold winters of northern England to the relatively milder climates of the south.

The operational life of the Class 55 Deltics spanned from the early 1960s until their retirement from regular service in the early 1980s. Although the Deltic engines were reliable, they required careful maintenance, and overhauls were costly. Also, people living nearby were disturbed by the distinct song of a combined 10,800 cu in of Deltic engine under load as trains arrived and departed from residential areas.

However, during their two decades of service, the Deltics became iconic symbols of British railway innovation and performance. Today, many look back nostalgically on the memories of these loud, powerful, machines that they once loathed.

They are now favorites among railway enthusiasts and the general public. Even after their retirement, several Deltic locomotives have been preserved and continue to operate on heritage railways and special excursion services. This continued use and preservation reflect the lasting impact and historical significance of the Deltic engines.

The DUKW is one of the most famous trucks of the Second World War, but many do not know about the family of trucks that followed it. The biggest was the XM157 Drake, a monstrously large 8×8 truck that could carry the equivalent of a DUKW as cargo.

It had two engines, two gearboxes, a massive cargo bed, and was more maneuverable and faster than the original DUKW. So why is this incredible vehicle virtually unknown today?

Contents

Origins in the Duck

The DUKW is a well-known Second World War vehicle, but it is often misunderstood just how influential this seemingly niche truck actually was. The DUKW had originally been designed and pressed into service in very short order, with the expectation that it would only need to work until the end of the war. However, it continued to have a heavy influence on amphibious vehicles decades after its creation.

The DUKW’s designers had inadvertently created an exceptionally versatile machine that became invaluable to the Allies. An amphibious truck like the DUKW provides several logistical benefits, especially in the 1940s.

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At this time, helicopters were not yet available to deliver supplies straight to bases, and cargo aircraft were usually only capable of arriving in rear areas. Therefore, ships and trucks were the primary way of keeping an army supplied.

Typically, a ship would arrive at a port and offload its cargo, which would then be loaded onto trucks and transported to its destination. This is perfectly acceptable when there is access to a port, but war doesn’t always afford that luxury – especially during an invasion.

To work around this limitation, flat-bottom ships and landing craft could land directly on beaches without the need for port facilities. However, the cargo still needs to be offloaded onto trucks. The DUKW was a solution to this inefficiency: it could make its way from ships off the coast directly onto shore, and continue inland without needing to stop and offload.

It was based on the GMC AFKWX, the cab-over version of the famous CCKW 6×6 cargo truck. Surrounding this chassis was a light, boat-shaped hull that included a propeller at the rear and a rudder for movement in water. Just behind the bow was an open cab, and behind that was a cargo bed.

Up to 5,175 lbs of cargo could be loaded in the cargo bed, or 25 troops. Weighing 20,000 lbs all in, the DUKW could motor through the water from a mother vessel directly to shore, drive onto the beach, and continue inland.

This exact ability was invaluable on D-Day, when DUKWs loaded with men and equipment made their way onto the beaches of Normandy, keeping the invasion supplied as it moved inland. However, its designers had created a vehicle that had virtually limitless uses.

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Its seaworthiness was good enough that it could be used as a near-coast search and rescue machine, or to transport high-ranking officials to and from ships on the coast. But as the war moved deeper into Europe and further away from the sea, the use of the DUKW did not decline. It proved exceptionally useful in river crossing operations, ferrying men and supplies across them, or keeping forces on the other side supplied without the need for a bridge.

But while the DUKW was a revolutionary design, it was not perfect. It only had a top speed of 6 mph in water, and its open cab was not ideal for marine operations. In addition, the DUKW’s 6×6 drive train struggled with traction while moving from water onto land. On beaches, it performed adequately, but on steeper slopes, like river banks, it could sometimes prove impossible. But most crucially, its cargo capacity was simply too small.

After the Second World War, the US began a project to improve on these limitations. This wouldn’t be done by one vehicle though, but by a family of amphibious trucks, each designed for different circumstances. Interestingly, this idea would result in the monstrous LARC series of amphibious vehicles that served into the 2000s.

The best-known of the truck types is the XM147 Super Duck, based on the newer M135 cargo truck. It was faster and nearly doubled the cargo capacity, but limitations (including struggling to move onto land) in the design meant it was not built in large numbers.

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The biggest of the lot was the XM157 Drake, a huge 8×8 truck with a boat-shaped hull that resembled a massively scaled-up DUKW. The XM157 Drake was intended to solve the issues of cargo capacity and difficulty leaving the water.

XM157 Drake

Development of the Drake began in the first half of the 1950s after it was realized that even the XM147 Super Duck also suffered from poor traction while exiting water onto land. Therefore an 8×8 was needed, which would give the truck better traction during this phase.

The vehicle was ordered by the Ordnance Tank-Automotive Command, and was designed and built by General Motors Corporation.

It was a very large machine, much larger than the original DUKW and the XM147 Super Duck, with a cargo capacity more in line with landing craft than its siblings. It was so big it could carry a 7.2 meter long, 22,000 lb M51 dump truck in the back.

The most obvious addition is a fourth axle, located at the front under the cab. This was important to improve weight distribution and spread the load across a greater area for the water-to-land transition.

Powering the Drake were two 302 cu in (4.9 litre) GMC Model 302 6-cylinder petrol engines that produced 155 each. Instead of the engines sharing a common output, like the GM 6046 twin diesel, each of the Drake’s engines powered one front and one rear axle.

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The engines ran independently and were connected to their own torque converter six-speed gearboxes. They also sent power to two propellers at the rear of the Drake. The propellers provided the propulsion in water and steered the vehicle by swiveling.

When on land, they could be raised so they wouldn’t catch on the ground or obstacles. The Drake was also novel for its use of adjustable air suspension. This made it possible to control the ride height of the vehicle and partially retract the wheels could to reduce drag when in water.

Steering was achieved by all four front wheels, and this was made easier for the driver by a power steering system. The Drake was built from a large space frame hull, rather than a ladder frame found on the DUKW. This increased strength and reduced weight.

The frame was wrapped in an aluminium, watertight hull shaped to optimize its efficiency through the water. A wave deflector was situated on the bow.

It had the same layout as the DUKW, with the cab set behind the bow, and a cargo bed behind behind that. Unlike the DUKW though the Drake’s cab was enclosed – a change that was probably appreciated by anyone who operated it.

The cargo bed is where the Drake’s enormous size pays off. The bed was 23 ft long and almost 9 ft wide – nearly double the length of the DUKW’s 12 ft 4-inch long bed. Ribs arched over the cargo area for a canvas cover, if needed.

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The huge bed naturally provided a massive increase in cargo capacity: 16,000 lb! For comparison, the DUKW maxed out at 5,175 lbs. It seems the Drake’s actual maximum load was a significant amount more though, as some sources mention a maximum of 20,000 lbs, and a photo shows a 22,000 lb truck in its bed.

It also slightly improved on the DUKW’s 6 mph top speed in water with a maximum of 9 mph. It was slower on land though, with a top speed of 44 mph versus the DUKW’s 50 mph – although this isn’t bad considering the size difference.

To further improve the Drake’s ability to move onto land from water, or for use in poor road conditions, a central tire pressure inflation system was fitted. The DUKW was the first truck to have this feature, and the Drake inherited that trait.

Another new addition to the design was a tailgate – the DUKW lacked this useful feature, so heavier pieces of cargo had to be craned out. The Soviet copy of the DUKW, the BAF 485, had a tailgate, and so did the Drake.

All in the Drake was a huge machine. It measured 42 ft in length and 10 ft in width, with a total empty weight of 28,700 lbs. When fully stocked with fuel, engine fluids, a driver and a full cargo load, the Drake reached a staggering 48,000 lbs. This is around the same weight as a Panzer IV tank.

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Testing and Cancellation

The Drake showed good handling during tests. It was a whole different beast to the DUKW and Super Duck but surprisingly was more capable than them both in most ways.

This was especially true on land, where its additional axle and air suspension gave better traction and a smoother, more stable ride. The driver’s job was easier too, as he was provided with power steering.

In the water, the Drake was faster and more maneuverable than the DUKW and Super Duck, all while carrying significantly heavier loads. This was likely due to the directional thrusters at the rear and more powerful powerplants. It could also handle very rough surf and was impressively seaworthy.

The vehicle showed some directional instability in the water, but in general, it was a very capable machine that could shift large loads from ship, to shore and beyond. Despite that, only two Drake prototypes were built, and the design would never enter service.

Why? Well, complexity and reliability are the primary reasons.

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The Drake was a powerful piece of equipment, but it was also very complicated. It had a central tire inflation system, adjustable air suspension, two engines, two gearboxes, two propellers, and power steering, just to name a few.

All of these systems added points of failure, and the technology of the day meant reliability was less than desirable. One example of this was the differential bearings, which were too weak for such a machine and caused several breakdowns.

To make matters worse, the Drake was not “mechanic friendly” – a nice way of saying that it was a nightmare to work on. Its design did not adequately incorporate accessibility and ease of maintenance, so when things did break they were hard to repair.

For example, the entire cab to be removed to access the engines. These factors, combined with its cost, and the fact that the Super Duck could do much of the same job for less, meant the Drake was not brought into service.

So what happened to the trucks? We currently are unable to confirm the location or fates of the two Drake prototypes. The only lead we have is a collection of photographs from the 1980s that show one of the prototypes at Silverstein’s army surplus yard in Detroit in the US.

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This proves at least one was kept into the 1980s and thus was important to someone, but its current whereabouts are unknown.

The DUKW, commonly known as the “Duck,” is an amphibious truck that was developed by the United States during World War II. It was designed to meet the need for transporting goods and troops over both land and water, proving particularly useful in amphibious landings where port facilities had been destroyed or were non-existent.

It was designed in a hurry, yet gave invaulable service to the Allies during the war. Even after hostilities had ended, the DUKW could be found in the open oceans, lakes, and rivers, offering service to science, search and rescue, or tourists.

You can still find them in use around the world today!

Contents

Background

The concept of the DUKW originated from the need for efficient shore-to-ship transport during the Second World War. Traditional landing craft were limited by their need for port facilities and could not traverse land.

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To address this gap, the U.S. military collaborated with experts from both naval architecture and automotive design. Rod Stephens of the renowned yacht design firm Sparkman & Stephens, along with naval architect Dennis Puleston and MIT engineer Frank W. Speir worked to create a versatile amphibious vehicle.

It was based on the GMC CCKW six-wheel-drive military truck, with a watertight hull and a propeller for water propulsion. The vehicle’s name, DUKW, is not an acronym but a model designation using GMC’s manufacturing code:

• “D” indicates a vehicle designed in 1942,
• “U” signifies “utility (amphibious)”,
• “K” indicates all-wheel drive,
• “W” signifies dual-tandem rear axles.

The DUKW was essentially a modified version of the GMC CCKW, designed to meet the specific needs of transporting goods and troops over both land and water. More precisely, it was based on the GMC AFKWX, the cab-over variant of the CCKW.

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The GMC CCKW was a standard 2.5-ton 6×6 cargo truck used by the U.S. and Allied forces during World War II. Known for its reliability and versatility, it was built in huge numbers (almost 600,000 of all variants!) and served as the backbone of the Allies’ logisitical systems.

Its size, quantity and general design made it ideal for conversion into an amphibious machine. The modifications included the addition of a watertight hull and a propeller system, enabling it to operate in water. The DUKW retained the basic chassis and mechanical components of the CCKW, including its all-wheel drive system, which was crucial for navigating difficult terrains both on land and in water.

Constructed from a specially designed steel shell, the hull was engineered to provide both buoyancy and stability in choppy conditions.

On land, the DUKW would operate much like any conventional truck, with a standard gearbox and a 6×6 wheel drive system that provided excellent traction across rough terrains. When transitioning to water, the driver could engage a propeller via a transfer case directly connected to the main engine.

DUKW Design

The DUKW’s hull was designed to be completely watertight, which was essential for amphibious operations. The hull was constructed from steel, and it enveloped the lower portion of the truck’s body, ensuring that it could float and move in water without water ingress compromising its functionality.

The hull was shaped to provide efficient movement through water. While it was not as streamlined as a conventional boat, it was sufficiently hydrodynamic to allow the DUKW to make headway against water currents and waves. This design also helped in maintaining stability in choppy conditions, which was critical during amphibious landings and operations in open water.

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The rear of the hull incorporated a propeller, which was powered by the vehicle’s main engine through a transfer case. This allowed the DUKW to switch from land propulsion using its wheels to water propulsion using its propeller.

The DUKW was powered by a GMC 270 engine, which was a 4.4-liter inline six-cylinder gasoline engine. This engine was robust and reliable, producing about 91 to 94 horsepower. It was essentially the same engine used in the GMC CCKW trucks, known for its durability and ease of maintenance.

On land, the DUKW utilized a standard truck drivetrain. It featured a six-wheel-drive system (6×6), which was crucial for providing the traction needed in off-road conditions and soft terrains, like those encountered on beach landings.

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The truck had a manual transmission with five forward gears and one reverse gear. The all-wheel drive could be engaged or disengaged depending on the need, which enhanced its flexibility for different types of terrain.

For water operations, the DUKW was equipped with a marine-style propeller, which was positioned at the rear of the vehicle beneath the waterline. The power to the propeller was supplied through a transfer case from the main engine.

When the vehicle transitioned from land to water, the driver could engage the propeller via a separate shifter. This setup allowed the engine to drive the propeller directly while bypassing the wheel drivetrain.

One of the DUKW’s notable features was its central tire inflation system, which allowed the driver to adjust tire pressures from the cab to suit different terrains—higher pressures for hard surfaces and lower pressures for softer surfaces like sand. This system was particularly advantageous when transitioning between land and water, ensuring optimal traction and flotation.

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The combination of a reliable engine, adaptable drivetrain for land use, and an efficient marine propulsion system for water operations made the DUKW a highly versatile and effective vehicle.

All in the DUKW weighed 6.2 tons, and had a maximum cargo capacity of 2,300 kg or 24 troops. On land it could reach a top speed of 50 mph, while in water it could reach 6.5 mph (6 knots).

Usage

The DUKW first saw action in 1943 and quickly became indispensable for amphibious operations. It was used extensively throughout the Pacific Theater and in the European Theater during World War II.

They were critical for transporting troops, ammunition, equipment, and supplies from ships directly onto shore, often under hostile conditions. This was particularly useful in operations where port facilities were unavailable or had been destroyed.

Perhaps the most famous example of this is their extensive use on D-Day, the Allied invasion of Europe. They were vital in transporting men and supplies from ships at sea onto land. From here, they could off load or continue driving inland.

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Their amphibious nature made DUKWs suitable for search and rescue operations during and after coastal battles, or in flooded areas.

Post War

In the post-war period, DUKWs were occasionally used by military units for disaster relief operations, particularly in flooded regions where their amphibious capabilities allowed them to navigate submerged streets to deliver aid and evacuate civilians.

Unlike many other pieces of military hardware, DUKWs saw interesting lives in civilian roles, too. After their military service, many DUKWs were refurbished for peacetime use, especially in tourist services where they are used for city and harbor tours. They provide unique sightseeing experiences in cities with significant waterways.

Some were adapted for use in commercial operations in water-rich environments, such as harbors and rivers, for transport and utility work. Even today, some DUKWs are still sailing along rivers. One operator, London Duck Tours, offers visitors an opportunity to ride on a fully functional (albeit modified) DUKW along the River Thames in London.

Variants

XM-147 “Super Duck”

The XM-147 Super Duck was an enhanced amphibious vehicle based on the original DUKW design, intended to improve upon the World War II-era’s specifications and performance. It was developed during the Korean War, primarily to address the limitations of the original DUKW in terms of reliability, capacity, and operational range.

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The XM-147 “Super Duck” was part of a series of experimental models aimed at upgrading the United States military’s amphibious capabilities. The development focused on enhancing payload capacity, water speed, land mobility, and overall reliability.

Following on from using a cargo truck as its basis, the XM-147 was now based on the M135 cargo truck, instead of the CCKW.

One of the key improvements in the XM-147 was a more powerful, 145 hp engine. This upgrade provided the Super Duck with better acceleration and higher top speeds on both land and water, which was a significant step up from the standard GMC engine used in the original DUKWs.

This naturally resulted in an increased carrying capacity of the XM-147 to handle more cargo or a larger number of troops. This improvement was critical for modern logistical needs and amphibious operations, where greater capacity could significantly impact operational effectiveness.

It featured updated mechanical and electrical systems, including better navigation aids, communication equipment, and an improved drivetrain for enhanced all-terrain capability.

Thanks to all these improvements, the XM-147 could now carry almost twice the cargo (4 tons) and reach 7.5 mph on water. It was a bigger, better machine than the original in all ways, and saw limited production, but would only serve until 1963. It also had quality of life improvements too, such as an automatic transmission, power steering, and a semi-enclosed cab.

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BAF 485

The Soviet BAF 485, also known as the ZIS-485 or BAV 485, is an amphibious military vehicle developed by the Soviet Union. It was essentially a Soviet version of the US DUKW, but based on their ZIS-151, which was a general-purpose truck used by Soviet armed forces during and after the Second World War.

The BAF 485 was designed to provide similar amphibious capabilities as the DUKW, allowing it to transport troops and cargo across both land and water.

The development of the BAF 485 was influenced by the success of the DUKW during World War II. The Soviet engineers sought to create an amphibious vehicle that could support river crossing operations and logistic support in areas with abundant water obstacles.

The BAF 485 featured a boat-shaped hull integrated into its body, which made it capable of water operations. It was equipped with a water propeller at the rear, and its wheels were driven by a standard truck engine and transmission system for land travel.

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It was powered by a six-cylinder gasoline engine, similar to the one used in the ZIS-151, providing sufficient power for both land and water maneuvers. It featured a 6×6 drive train like the DUKW, which is especially important for exiting riverbanks or shores (without driven front wheels, the rear of the vehicle can float and so the rear axles don’t touch the bank).

Also like the DUKW, the vehicle used a propeller located at the rear, which was engaged when the vehicle entered water.

Operational Use

The BAF 485 was used by the Soviet Army primarily for transporting troops and cargo across water bodies, supporting operations where bridges were unavailable or had been destroyed. It was also useful in flood-prone areas and during amphibious assault operations.

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Despite its capabilities, the BAF 485 was not produced in the same large numbers as the DUKW or its land-based counterpart, the ZIS-151. Its use was somewhat limited, likely due to the specific conditions under which amphibious capabilities were required.

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