AMERICAS

HEAVY WRECKERS
David Doyle looks at the evolution of US WW2 recovery
vehicles and the tough as nails Ward LaFrance models that
became synonymous with this era
35 CLASSIC MILITARY VEHICLE July 2014
The M1A1 was Americas heavy wrecker during WW2. Its chisel-shaped bumper and towering grille display a down-to-business styling typical of heavy
vehicles of the era. This restored example is from the collection of the late Kevin Kronlund, Spooner, Wi, USA. (David Doyle)
35 CLA CLASSIC MILITARY VEHICLE July 2014
THE EARLY YEARS
As the Army enlarged its vehicle fleet, both in
numbers of vehicles and the size of the vehicles,
larger and more refined wrecker trucks were
needed. Wrecker equipment was installed in
the bed of the 1935 model Indiana (at the time a
subsidiary of White Motor Company) Model 16x6
artillery prime mover. The resulting truck could
be considered the first of the US Armys heavy
wreckers.
However, the mechanization of the US army
included tanks, which presented a different array
of challenges than those incurred recovering
wheeled vehicles. Among the hurdles were often
considerably greater weight, and a far greater
likelihood of the vehicle being recovered having
suffered combat damage.
To recover disabled combat tanks at
least the relatively light early war designs a
powerful wheeled wrecker was needed. The
origin of the heavy wrecking truck can be traced
back to three vehicles built by the Corbitt Truck
Company during the late 1930s. The Corbitt
wreckers in turn had been derived from a
similar vehicle built by Marmon-Herrington. With
A
s the US Army began its sometimes-slow transition toward motorization it faced a new
challenge specifically the recovery of mired or disabled motor vehicles. Initially other
vehicles or even draft animals were used just as they were in the civilian world but
Ernest Holmess 1916 invention of the modern wrecker changed all that. Soon, the military
tested one of Holmess twin boom wrecker beds, apparently mounting it on a Standard B
chassis, commonly known as the Liberty Truck, launching the way for a myriad rugged
vehicles mounting a bewildering array of gear. Indeed, few vehicles are burdened with as
much on-vehicle material as are wreckers and recovery vehicles.
This is one of the two test examples of the famed Ward LaFrance M1 wrecker. Representing the earliest
production, this photo was taken on March 18, 1941. The front-end sheet metal was an adaptation of
Ward LaFrances civilian product. The front winch is hidden between the front bumper and the radiator.
One of the spare tyres, with directional tread, can be seen behind the cab. (National Archives)
these vehicles evaluated, in 1940 the Ordnance
Department drew up specification AXS-443. This
specification outlined the requirements for a
vehicle which was to be used in the combat
zone by Ordnance Maintenance Companies, for
the repair, maintenance and salvage of full track,
half track and wheeled combat vehicles.
Subsequently an invitation to bid for vehicles
complying with this specification was sent to the
major American truck manufacturers and the
Ward LaFrance Truck Company of Elmira, New
York was the successful bidder. Ward LaFrance,
founded in 1916 by Addison War LaFrance, was
a noted manufacturer of fire apparatus (not
to be confused with the similarly named and
located fire truck builder American LaFrance)
and truck chassis. Among many military vehicle
enthusiasts, the name Ward LaFrance has
become synonymous with the M1A1 but as
those who have undertaken the restoration of
one of these beasts will know, it is much more
complicated than that. With this article we will
unravel some of the mysteries of various makes
and model numbers, and provide a guide to the
US Army registration numbers.
WARD LAFRANCE M1
The firm assigned its designation Model 1000
to the massive wrecker, which the military
assigned the cumbersome terminology Truck,
Wrecking, Heavy, M1. The M1 was equipped with
a power take off (PTO)-driven winch mounted
behind the front bumper, and single-boom
heavy-duty crane mounted behind the cab. A
plethora of tools, repair and recovery equipment
was carried on each vehicle.
The initial order, placed on contract W-740-
ORD-6294, was for 69 vehicles. In time these
would become known as the Model 1000 Series
1, the first two vehicles arriving at Aberdeen
Proving Ground for acceptance testing in March
1941. A Continental Model 22R engine powered
these trucks, as well as the subsequent vehicles
in this range, even though initial testing revealed
the trucks to be underpowered. The earliest
production vehicles had the dual ignition system
(two spark plugs per cylinder) characteristic
of fire apparatus, Ward LaFrances primary
business. The Series 1 trucks, all with the closed
cab, had the two 11.25-20 spare tyres mounted
behind the cab, crosswise on the truck. These
were the only trucks of the series to use this size
tyre. The Series 1 vehicles carried Ward LaFrance
serial numbers: 411000-411068, with US Army
Registration numbers: W001087-W001152,
W001154, W001155 and W001603.
It should be pointed out that the Series 1
trucks lacked the rear drag winch that would
prove so useful on the later models.
M1 SERIES 2
Despite some short comings revealed in the
initial testing, the M1 was largely successful
and because by late 1941 it was apparent that
the US would soon be drawn into war, the War
Department began placing numerous orders
for additional equipment, including the heavy
wreckers.
The next group of Ward LaFrance wreckers
were the Series 2 trucks, now fitted with a
47,500 lb capacity rear drag winch, a Gar Wood
5M713K, with 350ft of rope. This winch was
in addition to the 20,000 lb capacity Gar Wood
3U615 winch mounted behind the front bumper.
The spare tyre mounting was changed to one
diagonally behind the cab, the other on the
passengers side of the crane base.
Contract W-740-ORD-2126 was issued for
157 trucks being built with Ward LaFrance serial
numbers 41200-422138, 422142-422144 and
422147-422161, the latter group representing
a supplemental order. These trucks carried
Army registration numbers W004864-004999,
W008423-W008428 plus W008429-008443 for
the vehicles on the supplemental order.
The next contract, issued in 1942, was for 61
(W-740-ORD-2147) wreckers, Ward LaFrance
serial numbers: 422162-422223, registration
numbers 0010945 through 0011005. Almost
immediately an order (W-740-ORD-2208) for
a further 300 wreckers was issued, taking the
serial numbers and registration numbers up to
422523 and 0011305 respectively.
Next came 150 more trucks under contract.
W-740-ORD-2722, Ward LaFrance serial
numbers: 422276, 422575 through 422723,
registration numbers 0015111 through
0015260.
The final batch of Series 2 wreckers were
ordered on contract W-740-ORD-2358, for
51 wreckers serial numbers: 422524 through
422574, registration numbers 005086 plus
005089 through 005139, excluding 005092.
Many of these trucks had the unusual chisel
shaped bumper often seen on these trucks.
KENWORTH 570
To augment Ward LaFrances production
capacity, in March 1942 an additional contract
was awarded to Kenworth. Kenworth, located
in the US Pacific Northwest, was (and still is)
a noted builder of heavy trucks. The contract
specified that the Kenworth vehicles were
to use identical essential serviceable parts,
although the sheet metal work of the cab was
different, as were the tool boxes and other minor
components. Through the course of the vehicles
production, no less than eight major versions
were built, resulting in a series of trucks with
36 CLASSIC MILITARY VEHICLE July 2014
The US militarys Heavy Wrecking Truck was designed not only to tow wheeled vehicles, but also
to recover and tow fully track laying vehicles. A robust chassis and a wrecker bed equipped with a
crane, torch set and an array of tools made these trucks a go-anywhere repair shop. Here, a Series
2 Ward LaFrance tows a disabled M3A1 Stuart light tank down a dusty Tennessee road during the
October 1942 manoeuvres. (National Archives via Jim Gilmore)
37 CLASSIC MILITARY VEHICLE July 2014
sometimes subtle, and sometimes dramatic,
differences.
The Kenworth equivalent to the Ward
LaFrance Series 2 was its Model 570. Kenworth
production used levers, rods, and bellcranks
to actuate the PTO, transfer case, and other
components, whereas the Ward LaFrance used
cable linkages.
An initial order for 300 units plus spares was
augmented with an additional 30 purchased
under contract W-883-ORD-2582 raising the
value to $8.332 million. The trucks on the initial
order were given Kenworh serial numbers:
52001 through 52300, and registration numbers
W-001604 through W-001903. Those on the
supplement were assigned serial numbers:
52301-52330 and registration numbers
W-005140 through W-005169. Early military
manuals called all these trucks Heavy Wrecking
Truck, M1, Series 2, Kenworth.
Regardless of who built the chassis, the
recovery equipment was built by Gar Wood
Industries, and included a US5 crane with
180-degree traverse. This versatile crane led to
considerable use of these trucks beyond vehicle
recovery.
M1 SERIES 3
The Kenworth production served to supplement,
not supplant, the Ward LaFrance production. In
addition to being the primary supplier for the US
military, Ward LaFrance also produced vehicles
for foreign aid, these being the Model 1000
Series 3 trucks. These trucks lacked the front
and rear trailer connections found on the earlier
models, and although the entire run of 370
was supplied to the Commonwealth as Lend-
Lease items under Defense Aid contract 28, for
accounting purposes the trucks were assigned
US Army Registration numbers 005000 through
005369.
KENWORTH 571
These 100 trucks are practically
indistinguishable from the model 570. The
The Series 2 wreckers incorporated a much
needed drag winch (a Gar Wood 5M713K,
47,000 lb capacity) on the rear of the truck, as
can be seen in this April 1942 photo. In addition
to the outriggers on the rear of the chassis to
stabilise the truck, these wreckers had boom
jacks, shown in place here, to support the outer
end of the Gar Wood US5 boom during heavy
lifting operations. (National Archives)
Below: The Series 3 lacked the front and rear trailer connections found on the earlier
models, and the entire run of 365 was supplied to the British as Lend-Lease items.
These trucks also had the British style lighting, including the spotlight illuminating the
white-painted rear differential cover, creating a blackout tail light.
This June 1942 Aberdeen Proving Ground photo shows the very first Kenworth-produced M1 wrecker. Known by Kenworth as the model 570, it was
almost identical to the Ward LaFrance second series trucks, although there were some differences in control linkages. The flat top of the bonnet and
radiator brush guard is another identifying feature of the Kenworth, as opposed to the curved item and pointed brush guard of the Ward LaFrance
trucks. The large size of these vehicles is evidenced by the soldier standing near the bumper. (National Archives)
The Series 2 wreckers incorporated a much
differences are primarily beneath the bonnet,
in the form of air, fuel and oil filter changes.
These trucks were built under contract
W-883-ORD-2716, issued in November 1942.
Production of the vehicles was completed
in February 1943. Kenworth serial numbers:
52331 through 52430 were assigned to these
vehicles, as were army registration numbers
0015261 through 0015360.
M1 SERIES 4
The fourth series of
the heavy wrecker
is readily identifiable
by the curved boom of the Gar Wood US5G
crane, in place of the US5 straight-boomed
crane used previously. Although still manually
operated, these trucks had a dual ratio swinger
gear for the boom, the operating wheel being
moved between shafts on the drivers side of
the crane A frame to select speed. Inside the
cab the obvious change was the introduction of
individual military instruments in place of the
civilian type used previously. Four hundred of
these vehicles were built. With their chisel front
design bumper, these trucks, built in 1943, also
had the enlarged fuel filler to accommodate field
refuelling with jerry cans.
Built on contract W-740-ORD-2723, Ward
LaFrance serial numbers 434000 through
434399, and registration numbers 0027968
through 0028367 were used on the Series 4
wreckers.
KENWORTH 572
This truck retained the closed cab of the 570
and 571, but included the Gar Wood US6A full
power crane. This combination of closed cab
and power crane is not found on any other
M1 or M1A1, making these 100 trucks, from
the collector/operators standpoint the most
desirable of the entire family of vehicles. The
crane controls featured three levers beside the
crane A-frame, just behind the drivers door.
These were the first Kenworth wreckers with
the distinctive chisel-shaped front bumper and
the military-style
instruments. The
contract for these
trucks was W-883-
ORD-2729, which
was awarded in July 1942. The Kenworth serial
numbers: 52431-52530 were assigned to these
vehicles, along with army registration numbers
0027557-0027656.
M1 SERIES 5
The final Ward LaFrance series was designated
Heavy Wrecking Truck M1A1, and delivery began
in May 1943. These are the trucks that most
enthusiasts think of when they think of Ward
LaFrance wreckers, and are the most common
type. These trucks had a soft-top cab, and flat-
topped front bumpers. At last the crane, a Gar
Wood US6A, was fully power operated, with the
three control levers located beside the A-frame
just behind the drivers door. The crane boom on
these trucks reverted to a straight design, rather
than the curved boom found on the Series 4.
Production began in 1943, and continued
throughout the war, with production finally
coming to an end in August 1945. Eight
contracts provided for the production of these
trucks. The registration number groups used
were 0026983 through 0027556 as well as the
following lots: 0027968-0029232, 0076978-
0077174; 0081171-0082046; 0091401-
0091504; 0096475-0096943; 0098566-
0098851; 00105511-00105691 and 0072642.
KENWORTH 573
These vehicles were the Kenworth equivalent
to the Ward LaFrance Series 5, with the open
military cab and flat wings. The wiffle tree
and toolboxes are slightly different on these
38 CLASSIC MILITARY VEHICLE July 2014
The Ward LaFrance Series 5 were the first M1A1 heavy wreckers. The very business-like front end
of the Series 5 trucks is evident. A whiffle tree is affixed to the chisel-shaped front bumper, and the
two spares as well as the torch set are visible through the windshield. While this particular truck
is equipped with a ring mount and .50 caliber machine gun, such armament was applied only to a
portion of the wreckers produced. (National Archives)
The most obvious change brought about with
the introduction of the Ward LaFrance series
5 was the military-style open cab introduced
with this series. Also visible just behind the
cab are the three levers that control the now
power-operated crane. Just to the rear of them
can be seen the stabiliser legs added to each
side, and the vastly different tool box and bed
arrangement. Compare this to photos of earlier
vehicles to see how the wreckers became
much more cluttered looking. The pioneer tool
rack is also visible in this view, just above the
step to the cab. (National Archives)
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The Series 4 Ward LaFrance Model 1000 is readily identifiable by the curved boom of the Gar Wood
US5G crane, in place of the US5 straight boomed crane used previously. Although the boom was
still manually operated, these trucks had a dual-ratio swinger gear for the boom, the operating
wheel being moved between shafts on the drivers side of the crane A-frame to select speed. Inside
the cab the obvious change was the introduction of individual military instruments in place of
the civilian type used previously. This example was photographed near Le Teilleul, France, on 16
August 1944. (National Archives)
The crane controls featured three levers beside
the crane A-frame, just behind the driver's door.
The interior of the cab of an M1A1. Partially
hidden by the carbon tetrachloride fire
extinguisher are, top, the cooling system
draining instructions and, below, the vehicles
nomenclature plate. To the left of these plates
is the shifting instructions plate. The levers
are, left to right, the hand brake, transmission
gearshift, front axle declutching lever, and
transfer case shift lever. An M1903 Springfield
rifle is in the universal bracket. (US Army)
Every available man is standing on the front end of an M1A1 to help it get more front-end traction
while attempting to free a mired 6-ton 6x6 pontoon bridge truck. The whiffle tree is of the Ward
LaFrance type with the raised flange around the edges. Note the chains on the rear set of tyres of the
wrecker, and the telephone linemen in the trees, watching the proceedings. (National Archives)
Left: This is the Kenworth version of the
M1A1, almost indistinguishable from a Ward
LaFrance M1A1. The whiffle tree was slightly
different: notice the Kenworth whiffle tree
lacks the flange across the back present on
the Ward LaFrance. The tool lockers varied
with manufacturer as well, although a few
Ward LaFrances were built with the Kenworth
tool lockers, to use excess inventory after
Kenworth stopped building the trucks.
(US Army)
39 CLASSIC MILITARY VEHICLE July 2014
Ev ailabl is tandin the f nt nd f M1A1 to hel it et fr t- d tr ti
Above: The crane controls of the M1A1 are visible next to the spare tyre on the drivers side. The
inboard lever raised or lowered the boom; the centre lever controlled lateral movement, and the
outboard lever controlled the lifting cable. Welding equipment was stored in the large box on top
of the A-frame of the crane, just to the rear of the two oxygen and one acetylene bottles. The heavy
duty tow bar was stored on top of the boom. (National Archives)
The Kenworth serial numbers for these trucks
were 52631 through 53954, while known
registration numbers include 0027657-0027936
and 0076948-0076977 and 064527.
CONCLUSION
In their final form, the Series 5 Ward LaFrance
trucks as well. Production began in 1943, and
was projected at 60 trucks per month through
April, jumping to 120 per month from May
through November. Despite the ambitious plans,
shortages of components and labour prevented
the production from reaching these levels. In
November production was terminated after only
310 had been produced. The remaining unused
components and sub assemblies were shipped
to Ward LaFrance, with the result being that
some Ward LaFrance wreckers were equipped
for the Kenworth style tool boxes.
and the model 573 Kenworth parts were
completely interchangeable. The G-116 series
were to be the standard heavy wrecker of the
US military throughout WW2, and into the 1950s.
Even as the US Army began procuring its next
generation of wrecker, the M62, in the early
1950s, tests were made of a variant of the M62
featuring a crane similar to that found on the
M1A1.
As the US military transitioned to the newer
M-series wreckers, the M1A1 soldiered on in
the hands of Allied nations, continuing to serve
for many years. Finally coming into the hands
of enthusiasts, whose preservation efforts allow
future generations to appreciate the technology
of yesterdays soldiers.