Vehicles

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Vehicle Markings ►Vehicle Markings (General) Second World War Formation Signs ►Formation Signs  Unit Signs ►1st Canadian Army ►Armoured Divisions ►Independent Armoured Brigades ►Infantry Divisions Tactical Signs ►Armoured Regiments ►Artillery Regiments ►Field Ambulance Units ►Signals Units ►Ordnance Units

Vehicle Markings are a complex study and this article will attempt to give a brief overview, with emphasis on the Second World War. Topics of interest will be studied in detail in additional articles, accessible by the menu at left. In general, vehicle markings were applied to military vehicles by decal, stencil or even freehand in an attempt to provide necessary information, usually for identification purposes (unit, individual vehicle, weight class, tactical identification, etc.). This identification was necessary not just in the heat of battle, but as an aid in traffic control or unit administration, etc.

Markings in the First World War were rudimentary; after the start of the Second World War an entire range of different types of markings were developed in a sophisticated system which was partially maintained through the Korean War and into the latter half of the 20th Century, though by the time of Unification many categories of vehicle markings had faded from use altogether.

First World War

The relatively small number of motorized vehicles and their limited application in combat meant that complicated schemes of tactical and other markings were not required; nonetheless, there were the first beginnings of marking schemes as seen in the Second World War. Canadian tanks at Amiens, for example, had maple leaf devices painted on them in a touch of nationalistic pride that would continue throughout the century and beyond.

Second World War

A representative sample of Canadian Army overseas vehicle markings from the Second World War is given here.¹

Vehicle Colours

The subject of vehicle colours is a difficult one to discuss via electronic means due to the variance in monitor settings and a lack of consistency regarding the actual subject matter. Colour photography was not widespread in the Second World War, and accurate reporting of shades and hues has been difficult to obtain. Any discussion of military vehicle colours should be taken with that understanding in mind. The effect of sun, age, precipitation, mud, etc. on military paint schemes should also be taken into account when considering these matters.

Paint

The Canadian Army followed closely British Army specifications for painting and marking vehicles, as the bulk of the overseas army was located in the United Kingdom before combat employment in Europe. As the Canadian Army preferred to draw its equipment from domestic sources, some modifications to this practice were made; some vehicles came from British stocks in the UK early in the war, and the 5th Canadian (Armoured) Division drew a large number of British vehicles when it arrived in Italy in late 1943. Paint manufactured in Canada was done to British requirements as described by their War Office, though some modifications were made on occasion to comply with manufacturing conditions in Canada.

The basic requirements as laid down by the War Office were that paint be of a flat ("matte") finish, in order to reduce reflectiveness. Paint had to be able to be resistant to poison gas, and easily decontaminated. The use of lead compounds was subject to restrictions, as the dangers of lead poisoning were known at the time and were especially applied to paint used on vehicle interiors, particularly armoured vehicles.

Paint schemes consisted of a "basic" colour, which was applied to the whole of the vehicle (usually at the factory, with disruptive or camouflage colours applied overtop by brush or spray. Vehicles were usually painted the same basic colour at the factory - a drab green or brown - and repainted if necessary by the Army (in the event of, for example, employment in the desert or in snow-covered terrrain).

1939

Military Training Pamphlet issued in the UK in June 1939 outlined a basic series of two-colour camouflage schemes, and it is believed the Canadian Army adopted these on the outbreak of war. A series of horizontal patterns of Khaki Green G3 (No.23 Middle Bronze Green) and Light Green No.5 (Light Bronze Green) were applied to vehicles.

According to the Milifax article

At some as yet undiscovered time shortly hererafter, the British (and the Canadians) replaced Light Green No.5 with a colour known as Nobel's Dark Tarmac No.4. To the best of our knowledge in 2002, the colour is best described as a dark, muddy gray.

The date for this change was December 1940 according to one source, which described the colour unhelpfully as a "very dark grey, almost black, with just a hint of green...unless it's blue."²

1941

Amendments in 1941 changed the colours used on canvas tops and hoods, and this change is noted in Canadian Army Routine Orders (Overseas) on 14 October 1941. The change was the result of paints at that time causing damage to canvas.

In future, the following paints will be used for the disruptive painting of canvas covers and hoods of vehicles, and demands will be submitted as necessary through the D.A.D.O.S. of the formation to the Canadian Stores Depot, Crookham.

Vehicle bodies were to sprayed, as before, with Khaki Green No. 3 and Dark Tarmac No. 4.

New Colours

At this time as well, a series of Standard Camouflage Colours (SCC) were introduced to supplement, and later replace, Greens G3 and G5. The new colours were produced in both enamel for wood and metal vehicles, and in "bituminous emulsion" for use on canvas.

• SCC No. 1a Very Dark Brown

• SCC No. 2 Dark Brown / Service Colour / Service Drab

• SCC No. 4 Dark Earth (not to be confused with a shade used by the Royal Air Force of the same name)

• SCC No. 5 Light Mud

• SCC No. 7 Dark Olive Green

• SCC No. 11b Desert Pink

• SCC No. 13 Jungle Green

• SCC No. 14 Black, also known as Charcoal

• SCC No. 15 Olive Drab

A month after the above regulations on canvas were promulgated, new orders were published by Canadian Military Headquarters, stating that only the new "paint, camouflage, bituminous emulsion" would be used on vehicle canvas. The orders outlined several colours:

• For the top of hoods and the dark part of pattern at sides:

  • Catalogue No. HA6188 Standard Camouflage Colour No. 1A (Very Dark Brown), or failing that

  • Catalogue No. HA6184 Standard Camouflage Colour No. 14 (Black)

• For restoring the basic khaki colour of the sides of faded hoods:

  • Catalogue No.HA6194 Standard Camouflage Colour No. 2 (Service Drab)

The whole of the upturned surfaces of hoods will in future be painted with the dark colour, standard camouflage colour No.1A, or failing that, standard camouflage colour No.14

The basic colour was changed from dark green to a dark brown, Standard Camouflage Colour No.2 (SCC No.2), a dark brown, due to shortages of chromic oxide, used in the production of green paint. Existing paint stocks of green were reserved for use on combat aircraft.

However, older vehicles were not repainted until it was necessary due to major overhauls, severe fading, modifications, or other similar reasons. Painting was not done solely to change the colour to conform to other vehicles in the new basic colour, as that was considered a waste of resources.

The complete list of the new SCCs was published in 1942, with, according to Hodges and Taylor, "idiosyncratic descriptions of the colours" with no explanation of what was meant by "dangerous."³

1942

In 1942, a new camouflage scheme was ordered into use, as detailed in Canadian Army Overseas Routine Order 2383 and Army Council Instruction 1160.⁴

1944

By early 1944, with a preponderance of US designed and built vehicles (particularly AFVs) entering British and Canadian service, the decision was made to retain these vehicles in their factory provided monotone Olive Drab.

Vehicle Markings

From early in the war, the British regulated a system of vehicle markings that they had created before the war and continued to evolve and administer after the war began in 1939. As the British and Canadian armies grew to meet the demand for new and different types of formations, the need for unique systems of identification also arose. In May 1940, a memorandum noted that:

To ensure efficient traffic control the following signs are necessary:

(a) Divisional Sign.

(b) Unit Sign.

(c) Bridge Classification Sign.⁵

Formation Signs

When the 1st Canadian Division arrived in the United Kingdom in December 1939, the need to identify its vehicles was made apparent, not for matters of national pride but for practical purposes of traffic control (vehicles travelling in large convoys would need to be directed at traffic control points according to which unit or formation they belonged to) or unit administration. Formation signs are illustrated in a separate article with some explanatory notes on their design.

Formation signs eventually measured 6-1/2 inches high by 9 inches wide and were painted on the left front and right rear fenders of vehicles, or the corresponding position if the vehicle did not have fenders. In 1942, formation signs came to include Division, Corps and Army signs, as additional formations arrived in England. Some independent brigades and units had their own formation signs as well.

Unit Signs

The purpose of unit signs was to ensure efficient traffic control and assist in recognition. Unit signs consisted of a Serial, usually in white, painted over a coloured background denoting the Arm of Service or Brigade that the unit belonged to. The Unit Signs were originally coloured plates attached to vehicles by means of metal frames. According to regulations issued early in the war:

Each vehicle will have two removable colour plates fitted with permanent frames. The size of the plates will be approximately 9-1/2 by 8-1/2 inches. The fitment of plates will differ with varying types of vehicles and cannot be standardised. These plates are being provided by the A.M.G.O. Canadian Military Headquarters. In some cases a unit may receive a vehicle with only one plate and holder, this is due to the orders for the fittings falling behind the production rate of the vehicles at the Canadian Mechanization Depot...

The holders are placed on the off side mudguard and the off side of the tailboard.

The Serial Numbers and colouring for Div. and Corps Troops are shown at Appx. "C". It will be noted that in the case of Corps units a white horizontal 2 inch bar will be painted above the serial number.

If plates are not available the colours corresponding to the size of the plate will be painted on the vehicle.

The reverse side of the plates will be coloured khaki with "PASS" stenciled on it in white letters. By reversing the plate it will thus be possible to indicate to (Motor Transport) in rear that a vehicle is out of action and should be passed. Vehicles without plates will carry "PASS" signs as a temporary measure.⁶

Unit Signs consisted of two elements, and Arm of Service flash and a Serial Number. The Arm of Service flash indicated which corps or service the unit was, and the Serial Number (not to be confused with a Unit Serial, a distinctive 3 or 4 digit number that identified each unit upon mobilization) designated a specific unit.

Early in the war, a standard sequence of serial numbers was assigned for each unit in corps and divisions, to be assigned as needed. The system quickly grew beyond control as a plethora of units were created, new arm of service colours had to be adopted (for Britain's new Reconnaissance Corps and the Royal (Canadian) Electrical and Mechanical Engineers). As well, markings for units outside of division and corps organization had to be established (i.e. independent tank brigades, Army-level units, Line of Communications troops, etc.)

As early as July 1940, the Canadians were putting in requests to the British War Office for special requirements due to units that did not match these official markings. Needless to say, the catch-all regulations which included such things as Cypriot pack animals would not stand the Canadians in good stead. By the mid-war period, the actual Arm of Service colours and serials in use looked quite different. Orders in 1942 specified the size of the coloured square background as 9-1/2" x 8-1/2" and provided a policy for placement as follows:

The posn of the unit sign will be on the off-side front mudguard or some similar posn to the front and on the near-side on the rear of the veh or some similar posn to the rear. On motorcycles and motorcycle combinations, the unit sign will be painted on tip of mudguard, both front and rear, with size reduced proportionately. Unit signs will not be painted on or fitted to trailers.

A selection of Unit Signs are provided in separate articles. The colour schemes used by the mid-war period grew to include:

	Red-over-Blue: Royal Canadian Artillery		Green-over-Blue: Reconnaissance
	Light Blue: Royal Canadian Engineers		Diagonal Green\Red: Royal Canadian Army Service Corps. (The diagonal from upper left to bottom right is the opposite of that used by the Royal Army Service Corps of the British Army.)
	Blue-Red-Blue: Royal Canadian Ordnance Corps (Authorized in December 1943)7		White-over-Blue: Royal Canadian Corps of Signals
	Blue-over-Yellow-over-Red: Royal Canadian Electrical and Mechanical Engineers (introduced in 1944).		Headquarters and units of other corps/services (i.e. Royal Canadian Army Medical Corps, Canadian Provost Corps, Royal Canadian Army Pay Corps, Canadian Postal Corps, etc.)
	Red: Senior brigade of an infantry or armoured division as well as some independent armoured and infantry brigades.		Green: Intermediate brigade of an infantry division.
	Brown: Junior brigade of an infantry or armoured division.		Blue-over-brown: Some independent armoured brigades.
	Early in the war, vehicles were required to carry a "PASS" sign on a khaki background, to replace the Unit Sign when the vehicle was disabled.

On motorcycles, the unit signs were painted on both fenders, reduced in size. They can also be seen on the gas tanks of some motorcycles as well. In 1942, the unit signs were moved to the right front and left rear fenders, and the PASS sign was dispensed with. The metal signs and brackets were used until the signs (or the vehicles) were no longer serviceable. At this time also, serial numbers of Signals units was changed from white to red. General HQ and Army transport units added a 2-inch wide horizontal bar below their serial number.

Restored Canadian truck (Truck, 8-cwt, GS), showing the PASS sign.

For Troop Carrying Vehicles or other transports such as busses, removable plates twice the height of the normal unit signs were fitted into brackets, on the right front and left rear fenders. The lower half was painted with the standard unit sign of the vehicle's unit, while the upper half was painted in black. When the vehicles carried troops, the serial number of their unit (referring to the three or four digit number assigned to the unit upon mobilization, not the Serial painted on their vehicles' Unit Signs) was chalked onto this black square.

Tactical Signs Tactical signs denoted the role of a vehicle within its own unit. The special geometric-shaped tactical signs of the armoured regiments are most commonly known, and the red and blue tactical markings of artillery regiments have been widely discussed in various hobby publications, but in matter of fact all units, be they echelon, base, or even infantry battalions, utilized them to  to help designate special roles, functions or equipment performed/carried by certain vehicles. In general the signs measured 8 by 6 inches, painted in black with a 5/8-inch yellow border, and having yellow characters 5-8" in thickness not to exceed 2-1/2" wide and 3-1/2" high.8 These signs were generally applied to the right front bumper (or fender) and located on the rear centre of the vehicle's body, though sometimes it was located instead on the right rear near the formation sign. The signs were also placed on vehicle sides, either centrally on the leading door, on the turret of armoured vehicles, or on the body of Universal Carriers. The numbers were standardized by individual corps and services, and for infantry units and formation headquarters, by First Canadian Army.

2nd Canadian Division jeep in 1945; the middle marking on the windshield frame is a tactical sign as seen in artillery regiments. DND Photo.

War Department/Census Numbers

Vehicles were identified by unique numbers assigned to them, with two different systems used by the Canadian Army.

Canada

In Canada, vehicles were designated by a census style designation in the format yy-n-nnnn (year/number). The yy represented the year of acquisition of the vehicle while the n-nnnn represented the sequential number of the vehicle acquired that year.i.e., 38-1-243 represented the 1,243rd vehicle obtained in 1938. This system may have changed in 1942.

Interim

From David Hayward (Maple Leaf Up):

Until Census Numbers had been allocated by the RCOC, all vehicles on assembly in the UK to Canadian contract acquired "CMD" prefixes with numbers in batches allocated to each assembly point. This stood for Canadian Mechanization Depot, although there were only two CMDs...and Southampton was bombed 30 November 1940 leaving just Citroen Cars, Slough, premises, as the sole CMD. However Canadian Mechanization HQ remained at 2,3 & 4 Cockspur Street, London SW1 behind the Canadian High Commission. It must have seemed logical to retain the "CMD" prefix...which acted as a "trade plate" to move vehicles around without Census Numbers.

Overseas

Elements of the Canadian Army in the UK initially came under the command of British formations and transport was originally drawn from British sources. British census numbers were adopted (known correctly as War Department (WD) Numbers). These numbers were unique identifiers, used in conjunction with a letter prefix identifying the type of vehicle. Early on, the use of a "C" prefix to identify Canadian vehicles was also adopted.

These numbers were to be 3-1/2 inches high, and were painted in white, either horizontally, or if there was no room, diagonally, on the hood of cars and trucks, or on the body of tanks and armoured vehicles. Motorcycles and some trucks had the WD number on the sides of gas tanks. WD numbers also appeared on the back of vehicles; for trucks they were located centrally, 4 inches above the tailgate, and on jeeps they were painted on the left side.

Above: Canadian Jeep during the training for Dieppe. Note the location of the War Department Number, as well as a unit sign on the left rear bumper and the formation sign of the Second Division on the right rear bumper, with maple leaf and "C-II" device. Library and Archives of Canada C138694. Above right: Jeep of the Stormont, Dundas and Glengarry Highlanders. Note the WD Number on the hood. Photo courtesy Donn Fowler, SD & G Association. Right: An unidentified soldier stands next to a Canadian jeep near Boulogne, France, in a photo dated 17 Sep 1944. From the collection of Ted Bishop, 16th Field Company, RCE, of the Third Canadian Division. The markings on the windshield correspond to that unit. Photo courtesy Mary Adair.

Bridge Classification Signs

In order to help bridge sentries determine the weight of vehicles wanting to cross them, bridging discs were added to Canadian vehicles. These discs were 6 inches in diameter, painted yellow, bearing black numbers which indicated the weight class of the vehicles. The discs could either be a metal plate attached to the vehicle or else painted directly onto the vehicle. They were usually located on the right front fender, though on many vehicles the disc replaced the right front headlight. Vehicles pulling trailers would have two numbers, one indicated the weight class of the vehicle only, the other the weight class of both vehicle and trailer.

Trailers were given double classifications as well; the upper number designated the increase to be made to the class of the towing vehicle, while the lower number was the weight class of the trailer on its own.

The system of bridge classification became commonly used in the summer of 1940. A letter from the War Office (War Office Letter 57/Vehicles/5940 (SD11)) noted that:

There is at present a considerable risk in war damage to bridges from use by vehicles producing a greater load than that for which a bridge has been designed.

To obviate this risk, it has been decided to adopt a system of classification and marking of bridges and of vehicles.

The 1940 regulations designated Class 5, 9, 12, 18, and 24 bridges, while by 1944, regulations stated that bridge classes would include Class 5, 7, 9, 12, 16, 18, 20, 24, 30, 35, 40, 50, 60, and 70.

The number designated the maximum weight class of vehicles which could safely cross that type of bridge.

These vehicle weight classifications did not necessarily denote the actual weight in tons of the vehicle (though for tracked vehicles the numbers often coincided.) The classifications were instead derived from considerations such as axle loading, distance between axles, and impact factor.

Bridges were to be marked with signs indicating the class, as was the route on which vehicular traffic would take to the bridge (with sufficient notice given to drivers who would need to divert due to their vehicle's weight).

Vehicles were likewise to be classified and marking applied designating the load they would impose on a bridge. The classes were designated in multiples of one ton, with the minimum being 1. A motorcycle was classified as a Class 1 vehicle, as well, motorcycles and motorcycle combinations (i.e. with sidecar) did not have bridging discs.

Vehicle classifications were rated so that they could cross a bridge with the same, or greater, numerical designation. For example, a Class 12 vehicle could safely cross a Class 12 bridge or a Class 18 bridge, but not a Class 5 bridge.

Vehicles towing guns or trailers were given double classifications; when marked on vehicles, the upper number designated the class of the complete "train" (i.e. vehicle and gun/trailer/limber etc.) while the lower number designated the class of the "tractor" (vehicle) alone.

Vehicles towing other vehicles had the classifications of both vehicles added to determine the overall classification.

Engineers were responsible for applying the correct classification to all the bridges they erected, and for marking both the bridge and the routes.

Staff and Provost service were responsible for planning any necessary diversions of traffic too heavy to safely cross a bridge, as well as traffic control points.

Unit commanders were responsible for ensuring all vehicles on the charge of their units were properly marked.

Each vehicle was to have its bridging classification marked with a black numeral(s) on a yellow disc attached to, or painted on, the front of the vehicle. As can be surmised, this was problematic in the field, and Canadian Army Training Memorandum No. 22 (published January 1943) reprinted a quick note from the British Army Training Memorandum No. 44 advising that "Excellent work in camouflaging parked vehicles against ground observation is often ruined by failure to cover vehicle classification signs. These are designed so that they may be visible at a considerable distance, and unless they are actually covered they will attract attention to vehicles that would otherwise escape detection. They show clearly through garnished netting, and must be specially covered."

Vehicle Types

Military Training Pamphlet 74 Part IV published in May 1944 listed the following vehicle types and their bridge classifications (the list is also useful for providing a look at vehicle designations as the army of the time used them):

Category	Type	Vehicle	Class
"A" vehicles: Armoured Cars	Scout Car	Lynx II, 4x4, 81 wb	Class 5
	Scout Car	Humber I, 4x4, 91 wb	Class 4
	Armoured Car	Daimler Mark 1, 4x4, 102 wb	Class 7
	Armoured Car	Humber Mark IV, 4x4, 102 wb	Class 7
	Armoured Car	Staghound, T17EI, 4x4, 120 wb	Class 15
	Armoured Car, AA	Staghound, T17E2, 4x4, 120 wb	Class 15
	Armoured Car, Command	Staghound, T17EI, 4x4, 120 wb	Class 15
	Armoured Car, Control	Staghound, T17EI, 4x4, 120 wb	Class 15
	Armoured Command Vehicle, High Power	Matador, 4x4, 151 wb	Class 12
	Armoured Command Vehicle, Low Power	Matador, 4x4, 151 wb	Class 12
"A" vehicles: Universal Carriers	Carrier, Universal	No. 3, Mark II, Welsh Guard Stowage	Class 4
	Carrier, Medium Machine Gun	No. 3, Mark 11	Class 4
	Carrier, 3-Inch Mortar	No. 3, Mark II	Class 4
	Carrier, Universal, T16	T16, Mark I	Class 4
	Carrier, 4.2-Inch Mortar	T16, Mark I	Class 4
	Carrier, Universal	Windsor	Class 5
"A" vehicles: Tanks	Tank, Light	Stuart V, M3A3	Class 14
	Armoured Gun Tower	Ram II	Class 30
	Armoured Personnel Carrier	Ram II	Class 30
	Tank, Bridge Laying	Valentine	Class 18
	Tank, Command	Sherman, M4A2 or M4A4	Class 33
	Tank, Control	Sherman, M4A2 or M4A4	Class 33
	Tank, Cruiser	Sherman, M4A2 or M4A4	Class 33
	Tank, Cruiser	Sherman VC, M4A4	Class 33
	Tank, Observation Post	Ram II	Class 30
	Tank, Observation Post	Sherman, M4A2 or M4A4	Class 33
	Tank, Recovery	Sherman, M4A4	Class 33
"A" vehs: Self Propelled Guns	25-Pr, Self-Propelled, Tracked	Sexton	Class 30
	3-Inch, M10, Self-Propelled, Tracked	Sherman, M10	Class 33
	17-Pr, M10, Self-Propelled, Tracked	Sherman, M10 Chassis	Class 33
"B" Vehicles	Motorcycle, Solo, Light	Matchless single cylinder	Class 1
	Motorcycle, Solo, Light	Norton single cylinder	Class 1
	Motorcycle, Solo, Heavy	Harley-Davidson twin	Class 1
	Car, 5-cwt	Jeep, 5-cwt, 4x4, 80 wb	Class 1
	Car, Light	Sedan, Ford 4 x 2, 114 wb	Class 2
	Car, Light	Sedan, Chevrolet 4x2. 116 wb	Class 2
	Car, Light	Sedan, Dodge 4 x 2, 117 wb	Class 2
	Station Wagon	Ford C11AD, 4X2, 114 wb	Class 3
	Station Wagon	Ford 7-pass, 4X2, 114 wb	Class 3
	Car, Heavy	Buick 4900, 4x2, 139 wb	Class 3
"B" Vehicles: Armoured Cars	Car, Light Reconnaissance	Otter 1,4x4, 101 wb	Class 3
	Car, Light Reconnaissance	Humber, Mark III. 4x4. 112 wb	Class 3
"B" Vehicles	Truck, 8-cwt, GS	Chev/Ford C/F 8 8-cwt. 4x2. 101 wb	Class 3
	Truck, Heavy Utility, Cipher Office	Chev C8A Heavy utility, 4x4, 101 wb	Class 3
	Truck, Heavy Utility, Computer	Chev C8A Heavy utility, 4x4, 101 wb	Class 3
	Truck, Heavy Utility, Machinery "ZL"	Chev C8A Heavy utility, 4x4, 101 wb	Class 3
	Truck, Heavy Utility, Personnel	Chev C8A Heavy utility, 4x4, 101 wb	Class 3
	Truck, Heavy Utility, Wireless	Chev C8A Heavy utility, 4x4, 101 wb	Class 3
"B" Vehicles: Armoured Cars	Truck, 15-cwt, Armoured	Chev C15TA 15-cwt, 4x4, 101 wb	Class 5
	Truck, 15-cwt, Armoured	White M3A1, 15-cwt, 4x4, 131 wb	Class 5
	Truck, 15-cwt, Half-Track	International M-14, 15-cwt, half-track, 135 wb	Class 8
"B" Vehicles	Truck, 15-cwt, Battery Charging	Chev/Ford C/F 15A 15-cwt, 4x4, 101 wb	Class 5
	Truck, 15-cwt, Fitted for Wireless	Chev C15A 15-cwt, 4x4, 101 wb	Class 4
	Truck, 15-cwt, GS	Chev C15A 15-cwt, 4x4, 101 wb	Class 4
	Truck. 15-cwt, GS	Ford F15A 15-cwt, 4x4, 101 wb	Class 4
	Truck, 15-cwt. LW(V)	Chev/Ford C/F 15A 15-cwt, 4x4, 101 wb	Class 4
	Truck. 15-cwt, Machinery "KL"	Ford F15A 15-cwt, 4x4, 101 wb	Class 5
	Truck, 15-cwt. Water	Chev C15A 15-cwt, 4x4, 101 wb	Class 5
	Truck, 15-cwt, Wireless	Chev C15A 15-cwt, 4x4, 101 wb	Class 5
	Lorry, 30-cwt, GS	Chev/Ford C/F 30 30-cwt, 4x4, 134 wb	Class 5
	Lorry, 3-ton, Ambulance	Ford F60L 3-ton, 4x4, 158 wb	Class 9
	Lorry, 3-ton, Battery Storage	Chev C60L 3-ton, 4x4, 158 wb	Class 7
	Lorry, 3-ton, Bulk Petrol	Chev C60L 3-ton, 4x4, 158 wb	Class 8
	Lorry, 3-ton, Caravan	Chev C60L 3-ton, 4x4, 158 wb	Class 5
	Lorry, 3-ton, Cipher Office	Chev C60L 3-ton, 4x4, 158 wb	Class 8
	Lorry, 3-ton, Command High Power "H 53"	Chev C60L 3-ton, 4X4, 158 wb	Class 8
	Lorry, 3-ton, Command Low Power	Chev C60L 3-ton, 4x4, 158 wb	Class 8
	Lorry, 3-ton, Dental	Chev C60L 3-ton, 4x4, 158 wb	Class 6
	Lorry, 3-ton, Derrick	Ford F 60S 3-ton, 4x4, 134 wb	Class 8
	Lorry, 3-ton, Disinfector	Chev C60L 3-ton, 4x4, 158 wb	Class 5
	Lorry, 3-ton, GS	Chev C60L 3-ton, 4x4, 158 wb	Class 7
	Lorry, 3-ton, GS	Ford F60L 3-ton, 4x4, 158 wb	Class 7
	Lorry, 3-ton, GS Medical	Chev C60L 3-ton, 4x4, 158 wb	Class 5
	Lorry, 3-ton, GS Stores (Binned)	Chev/Ford C/F 60L 3-ton, 4x4, 158 wb	Class 8
	Lorry, 3-ton, Instrument Repair	Chev C60L 3-ton, 4X4, 158 wb	Class 8
	Lorry, 3-ton, Machinery "B", Mk II	Ford F60L 3-ton, 4X4, 158 wb	Class 7
	Lorry, 3-ton, Machinery "D-l"	Chev C60L 3-ton, 4x4, 158 wb	Class 6
	Lorry, 3-ton, Machinery "I"	Chev C60L 3-ton, 4x4, 158 wb	Class 7
	Lorry, 3-ton, Machinery "1-30"	Chev C60L 3-ton, 4x4, 158 wb	Class 7
	Lorry, 3-ton, Machinery "J"	Chev C60L 3-ton, 4x4, 158 wb	Class 6
	Lorry, 3-ton, Machinery "M", Mk II	Ford F60L 3-ton, 4x4, 158 wb	Class 8
	Lorry, 3-ton, Machinery "Z", Mk II	Ford F60L3-ton, 4x4. 158 wb	Class 7
	Lorry, 3-ton, Mobile Kitchen	Chev/Ford C/F 60L 3-ton, 4x4, 158 wb	Class 7
	Lorry, 3-ton, Mobile Operations Room	Bedford QLR 3-ton, 4x4, 143 wb	Class 6
	Lorry, 3-ton, Office (House type)	Chev C60L 3-ton, 4x4, 158 wb	Class 7
	Lorry, 3-ton, Power Auger	Chev/Ford C/F 60L 3-ton, 4x4, 134 wb	Class 8
	Lorry, 3-ton, 20-MM Quad, Self-Propelled	Ford F60L 3-ton, 4x4, 134 wb	Class 8
	Lorry, 3-ton, 40-MM, Self-Propelled	Ford F60B 3-ton, 4x4, 134 wb	Class 7
	Lorry, 3-ton, Signals (Cable Layer)	Chev/Ford C/F 60L 3-ton, 4x4, 134 wb	Class 8
	Lorry, 3-ton, Signal Construction	Chev C60L 3-ton, 4x4, 134 wb	Class 8
	Lorry, 3-ton, Teleprinter	Chev C60L 3-ton, 4x4, 158 wb	Class 8
	Lorry, 3-ton, TEV Corps	Terminal equipment vehicle Chev C60L, 3-ton, 4x4, 158 wb	Class 8
	Lorry, 3-ton, TEV Div	Terminal equipment vehicle, Chev C60L 3-ton, 4x4, 158 wb	Class 8
	Lorry, 3-ton, Tipping	Chev C60S 3-ton, 4x4, 134 wb	Class 8
	Lorry, 3-ton, Troop Carrying Vehicle	Bedford QLD 3-ton, 4x4, 143 wb	Class 7
	Lorry, 3-ton. Wireless "C 33"	Chev C60L 3-ton, 4X4, 134 wb	Class 8
	Lorry, 3-ton, Wireless "I"	Chev C60L 3-ton, 4x4, 158 wb	Class 8
	Lorry, 3-ton, Wireless "R"	Chev C60L 3-ton, 4x4, 158 wb	Class 8
	Lorry, 3-ton, 6-wh, Bacteriological Laboratory	Chev 60X 3-ton, 6x6, 160 wb	Class 9
	Lorry, 3-ton, 6-wh, Camera	Leyland Retriever Chev 60X3-ton, 6x4, 156 wb	Class 9
	Lorry, 3-ton, 6-wh, Chemical Warfare Laboratory	Chev 60X 3-ton, 6x6, 160 wb	Class 9
	Lorry, 3-ton, 6-wh, Dark Room	Leyland Retriever 3-ton, 6x4, 156 wb	Class 9
	Lorry, 3-ton, 6-wh, Machinery "A"	Chev 60X3-ton, 6x6, 160 wb	Class 9
	Lorry, 3-ton, 6-wh, Machinery "B"	Chev 60X3-ton, 6x6, 160 wb	Class 9
	Lorry, 3-ton, 6-wh, Machinery "F"	Chev 60X3-ton, 6x6, 160 wb	Class 8
	Lorry, 3-ton, 6-wh, Machinery "L"	Chev 60X 3-ton, 6x6, 160 wb	Class 9
	Lorry, 3-ton, 6-wh, Machinery "RE 7 1/2 -KW"	Chev 60X 3-ton, 6x6, 160 wb	Class 9
	Lorry, 3-ton, 6-wh, Machinery "Z"	Chev 60X 3-ton, 6x6, 160 wb	Class 9
	Lorry, 3-ton, 6-wh, Mobile Petroleum Laboratory	Chev 60X 3-ton, 6x6, 160 wb	Class 9
	Lorry, 3-ton, 6-wh, Printing	Leyland Retriever 3-ton, 6x4, 156 wb	Class 9
	Lorry, 3-ton, 6-wh, Stores	Chev 60X 3-ton, 6x6, 160 wb	Class 9
	Lorry, 3-ton, 6-wh, Switchboard	Chev 60X 3-ton, 6x6, 160 wb	Class 9
	Lorry, 3-ton, 6-wh, TEV Army (Terminal equipment vehicle)	Chev 60X3-ton, 6x6, 160 wb	Class 9
	Lorry, 3-ton, 6-wh, TEV	Chev 60X 3-ton, 6X6, 160 wb	Class 9
	Lorry, 3-ton, 6-wh, X-Ray	Ford F60H 3-ton, 6x4, 160 wb	Class 8
Lorry, 4-ton, 6-wh, Crane, Mark VI (Coles Crane)	Diamond T 970 4-ton, 6x6, 201 wb	Class 9
Lorry, 4-ton, 6-wh, Crane, Mark VII  (Bay City Crane)	Diamond T 970 4-ton. 6x6, 201 wb	Class 12
Lorry, 4-ton, 6-wh, FBE	Diamond T 970 4-ton, 6x6, 201 wb	Class 12
Lorry, 4-ton, 6-wh, GS	Diamond T 970 4-ton, 6x6, 201 wb	Class 11
Lorry, 4-ton, 6-wh, Machinery "H"	Diamond T 970 4-ton, 6x6, 201 wb	Class 12
Lorry, 4-ton, 6-wh, Machinery "M"	Diamond T 9704-ton, 6x6, 201 wb	Class 12
Lorry, 4-ton, 6-wh, Machinery "RE 25-KW"	Diamond T 970 4-ton, 6x6, 201 wb	Class 12
Lorry, 4-ton, 6-wh, Pontoon	Diamond T 970 4-ton, 6x6, 201 wb	Class 11
Lorry, 6-ton, GS	Mack NR 6-ton, 6x6, 177 wb	Class 17
Lorry, 10-ton, Auto Processing	Foden D6G 10-ton, 6x4, 188 wb	Class 18
Lorry, 10-ton, Breakdown	Ward La France M1A1 10-ton, 6X6, 181 wb	Class 14
Lorry, 10-ton, Enlarging and Rectifying	Foden D6G 10-ton, 6x4, 188 wb	Class 18
Lorry, 10-ton, 6x4, GS	Mack NM 10-ton, 6x4, 201 wb	Class 21
Lorry, 10-ton, 6x6, GS	Mack NR 10-ton, 6x6, 177 wb	Class 21
Lorry, 10-ton, Photo Mechanical	Foden D6G 10-ton, 6x4. 188 wb	Class 18
Lorry. 10-ton, Printing	Foden D6G 10.ton.6x4, 188 wb	Class 18
Tractor, Field Artillery	Chev/Ford CGT/FGT FAT, 3-ton, 4X4, 101 wb	Class 6
Tractor, Light AA	Chev/Ford C/F 60S 3-ton, 4 X 4, 134 wb	Class 6
Tractor, Artillery, Medium	FWD SU-COE 4-ton, 4x4, 144 wb	Class 12
Tractor, Breakdown, Light	Chev C60S 3-ton, 4x4, 134wb	Class 7
Tractor, Breakdown, Medium	Diamond T 969 4-ton, 6x6, 151 wb	Class 11
Tractor, Breakdown, Heavy	Mack LM-SW 5-ton, 6x4, 166 wb	Class 12
Tractor, D-4	Caterpillar	Class 9
Tractor. D-7	Caterpillar	Class 18
Tractor, D-8	Caterpillar	Class 24
Transporter, 16-ton, (Tractor)	FWD SU-COE 4-ton, 4x4, 144 wb	Class 12
Transporter, 16-ton, (Trailer)	Semi-trailer, 16-ton	Class 7
Transporter, 20-ton, (Tractor)	Federal 604 6-ton, 6 x 4, 168 wb	Class 13
Transporter, 20-ton, (Trailer)	Semi-trailer 20-ton	Class 7
Transporter, Recovery, 30-ton, (Tractor)	Diamond T 980 12-ton, 6x4 179 wb	Class 13
Transporter, Recovery, 30-ton, (Trailer)	Semi-trailer ,30-ton	Class 22
Transporter, Recovery, 40-ton, (Tractor)	Diamond T 980 12-ton, 6 x4 179 wb	Class 18
Transporter, Recovery, 40-ton, (Trailer)	Full trailer, 40-ton	Class 10

Trailers

Type Trailer Cl Trailer, 10-cwt, GS 10-cwt, 2-wh 1 Class Trailer, 10-cwt, GS 10-cwt. 2-wh 1 Trailer, Cable Splicing 10-cwt, 2-wh 1 Trailer, Direction Finding 10-cwt, 2-wh 2 Trailer; Generator, 6-KVA and Trailer, Generator, 6-KW 10-cwt, 2-wh 1 Trailer, Compressor 15-cwt, 2-wh 3 Trailer, Gas Welding 15-cwt, 2-wh 2 Trailer, Generator, 9-KW 15-cwt, 2-wh 2 Trailer, Generator, 22-KW 15-cwt, 2-wh 2 Trailer, Generator, RE, 25-KW 15-cwt, 2-wh 2 Trailer, Generator, Wireless, 2-KW 15-cwt, 2-wh 2 Trailer, Pole 15-cwt, 2-wh 2 Trailer, 20-cwt, GS 20-cwt, 2-wh 2 Trailer, Water 180-gal, 20-cwt, 2-wh 2 Trailer, Workshop Servicing 20-cwt, 2-wh 2 Trailer, AA Command Post l-ton, 2-wh 2 Trailer, Generator, 9-KVA 1-ton, 2-wh 2 Trailer, Sterilizer 1-ton, 2-wh 2 Trailer, 4-wh, 2-ton, GS 2-ton, 4-wh, 93 wb 3 Trailer. 4-wh, Motor Boat 2-ton, 4-wh, 125 wb 4 Trailer, Cable Cable drum, 3-ton, 2-wh 6 Trailer, 4-wh, Folding Boat Equipment 3-ton, 4-wh, 144 wb 3 Trailer, Generator, 15-KVA 3-ton, 2-wh 3 Trailer, Generator, Laundry, 24-KW 3-ton, 2-wh 3 Trailer, Generator, Survey, 24-KW 3-ton, 2-wh 3 Trailer, 4-wh, Machinery, Grind & Brake 3-ton, 4-wh, 93 wb 5 Trailer. 4-wh, Machinery, 60-ton Press 3-ton, 4-wh, 93 wb 5 Trailer, 4-wh, Heavy Compressor 4-ton, 4-wh, 93 wb 4 Trailer, 4-wh, AA, No. I MK II (R) Receiver, 5-ton. 4-wh, 161 wb 5 Trailer, 4-wh, AA, No. I MK II (T) Transmitter. 5-ton, 4-wh, 169 wb 6 Trailer 4-wh, AA, No. 3 MK 11 Receiver and transmitter, 5-ton, 4-wh, 170 wb 8 Trailer, AA, No. 4 MK V 5-ton, 4-wh, 169 wb 7 Trailer, 4-wh, 5-ton, GS 5-ton. 4-wh. 102 wb 8 Trailer, 4-wh, Laundry, CCS Laundry, CCS, 5-ton, 4-wh, 137 wb 9 Trailer, 4-wh, Laundry, MK ll 5-ton, 4-wh, 137 wb 9 Trailer, 4-wh, 6-ton, GS Carrimore, 6-ton, 4-wh. 180 wb 9 Trailer, 6-wh, 7-ton, Light Recovery 7-ton, 6-wh, 136 wb 10

A classification disc is visible on the fender of this Canadian Army truck (a yellow disc with the numeral "8" indicating the vehicle's weight class). After the surrender of Germany, German military policemen were employed, armed, in The Netherlands to maintain order, and in this particular case to guard a food depot. LAC Photo.

Speed Limit Markings In 1942, markings were introduced to indicate the maximum speed that vehicles were permitted to operate at (measured in miles per hour - Canada and Britain did not operate on the metric system in the 1940s). These were stickers applied to the lower corner of the driver's side front windshield. The sticker was coloured red on the outside and black on the inside. Vehicles without windshields had them applied where the driver could see them. These markings were also sometimes simply stencilled on. In 1943, khaki coloured metal signs measuring 7 inches by 2 inches were to be placed on the lower right side of the windshield, with the speed limit stencilled in red on the front and black on the back.

Wartime photo of a CWAC driving a jeep. Note the speed limit sticker in the corner of the windshield. DND Photo.

Blackout Markings

For blackout driving, the rear axle housing of some vehicles was painted white. On other vehicles a white disc was mounted underneath the rear of the vehicle so as to be visible to drivers following behind. Some units painted their unit serial on this disc in black to further aid in recognition. On later model vehicles, these discs were illuminated by a light controlled separately by the driver. In England, after VE-Day, and even during hostilities, some units painted other prominent areas of vehicles white to aid in recognition at night, usually on the outer edges of the vehicle so as to make passing safer, to recognize the silhouette of the vehicle, or make protuberances obvious, such as side view mirrors, safety handles, etc.

This photo is captioned in Library and Archives Canada as a Carrier of the South Saskatchewan Regiment, thought the unit marking appears to be a "68", denoting The Queen's Own Cameron Highlanders of Canada. The photo was taken in Normandy in July 1944 and the range of markings is typical for a Universal Carrier.

Bridging discs were also seen as just a yellow outline with black numeral. Note the location of the WD number. Sergeant H. Louis and Private T.F. McCann are both from the Royal Hamilton Light Infantry. Unit and Formation Signs were commonly placed on the lower hull of Carriers rather than the mudguards.  LAC Photo.

Commanders Pennants

Cars belonging to formation commanders flew a small pennant indicating the formation. Vehicles belonging to unit Commanding Officers and Staff Officers were identified at night by means of a lighted sign fitted to the right rear fender. A triangular or square holder approximately 9 inches by 4-1/2 inches was fitted with two translucent panels approximately 3-1/2 inches square, containing a formation or unit sign in the top panel and a formation or unit flag and/or serial number in the lower panel. Despatch Rider signs could also be placed below the lower panel and lit by a separate switch on the dash of the vehicle.

Pennant denoting the Commanding Officer of The South Saskatchewan Regiment of the 2nd Canadian Infantry Division. Photo taken through a glass frame at the Royal Canadian Legion in Weyburn, SK, 2001.

There were also regulations early in the war for the flying of tactical flags from aerials in armoured units to designated different commanders' vehicles.

National Identification

Recognition markings were used to identify vehicles to friendly forces, especially aircraft. Canadian armoured vehicles in the United Kingdom used a red/white/red recognition flash which was a holdover from the First World War. The 14th Canadian Tank Regiment (The Calgary Regiment) used this style of recognition mark on its vehicles at Dieppe, and Canadian AFVs in the Mediterranean also commonly employed this style of AFV recognition marking.

In 1942, rondels were to be painted on all other vehicles, of the same type used by Royal Air Force and Royal Canadian Air Force aircraft, usually located on the hood.

By June 1944, all Allied vehicles going into Northwest Europe were to have the five pointed American star painted on them instead. These stars sometimes had a circle, either broken or unbroken, painted around them as well. Canadian units often painted the star on crooked in order to differentiate themselves from American units.

Headquarters First Canadian Army published the following order dated 11 April 1944:

Korean War

Canadian Army vehicle markings in Korea were much the same as those used during the Second World War. Major changes were WD Numbers, which no longer used a "C" or vehicle type prefix letter. Instead, all WD numbers were prefixed with "CDN". Roundels were not used, though five pointed stars, without the circle surround used in 1944-45, were still in use to identify Canadian vehicles to friendly troops. Several different nations contributed to both the United Nations effort in Korea as a whole, and the 1st Commonwealth Division which was a true multi-national formation.

Unit signs were still used in Korea, of the same type used in the Second World War. Formation signs consisted of either the 25th Canadian Brigade patch, the Commonwealth brigade patch, or both. These signs seem to have been hand painted at times, with a large variety of colours used for the Commonwealth sign, ranging from sky blue to dark blue. These signs were also painted on a shield-shaped background different from the patches worn on uniforms; the tops of the signs were straight across.

Left: 1/35 scale model by Steve Guthrie, depicting Brigadier Rockingham's command vehicle. The red plate with star affixed is an affectation adopted by American general officers; the one star depicts the rank of Brigadier General. Model and photo courtesy Steve Guthrie.

Right: Photo on which the above model was based; note the Commonwealth Division badge is also present. Public Archives of Canada photo 115809 (P.E. Tomelin).

Left: Canadian artillerymen dismount from a truck in Korea; note the CANADA badge on the tailgate, and the Allied recognition star on the mudflap.

Right: Private Mason of the 1st Battalion, Royal Canadian Regiment. This jeep belonged to one of the company commanders. The photo was taken when the battalion was in reserve, most likely in June of 1952 in either the Kanzas or Wyoming line, prior to Operation TROJAN. Note the 25th Brigade badge on passenger side of the windshield, next to which is the Commonwealth Division badge. Tactical signs are on the drivers side. Photo courtesy Art Johnson, Associate Curator, 48th Highlanders Museum and RCR veteran.

1950s - 1960s

Marking schemes continued to develop after the Korean War; War Department numbers gave way to CAR (Canadian Army Registration) numbers, in the format YY-XXXXX. YY was the last two digits of the year in which the vehicle entered Canadian service, followed by a dash and then a 5-digit number unique to the vehicle. For example: 54-82501. Unlike the wartime Census Numbers, the 5 digits were not related to the number of vehicles acquired in any given year. These numbers were painted on vehicles in a manner similar to the previous Census Numbers.

New unit and formation signs evolved; the Royal Canadian Armoured Corps adopted a diagonal red/yellow Arm of Service flash, which was in use by the time Canadian tanks served in Korea. The 4th Canadian Infantry Brigade Group that served in West Germany re-adopted the 1st Canadian Infantry Division formation sign, while Militia formations in Canada adopted new ones.⁹

After Unification circa 1967 serial numbers assigned to vehicles of the Canadian Forces were called CFR - Canadian Forces Registration Number. The CFR was a unique 5 digit number that identified one particular vehicle, prefixed by the last two digits of the year of adoption of the vehicles. This number was painted on vehicles, with the prefix deleted. Later, metal license plates similar to civilian license plates were commonly used.

As weapons systems evolved, became deadlier, more accurate and able to destroy targets on a one-hit basis, the need for markings and paint schemes on equipment continued to be evaluated against the need for camouflage and concealment. Leopard tanks, for example, purchased in the 1970s, were provided with special paint to defeat infra-red detection. The use of electronic identification devices (IFF, or Identification Friend or Foe) and increased situational awareness on the battlefield mitigated, in theory, the need for large and permanent markings of the type employed in Normandy in 1944. In the 1970s and onwards, vehicle markings became subdued in nature and colourful unit markings, like scarlet doublets and feathered bonnets, a thing of the past as far as armies on campaign were concerned.

Notes

1. Of particular help with this information was an article by Richard Yuke of Moose Jaw, SK which originally appeared in Army Motors Magazine, Number 48 (Spring 1989). Additional information can be found in the references section, below.

2. Guthrie, Steve and Barry Beldam Camouflage & Markings of Canadian Armored Vehicles in World War Two (Part 2) (Model Centrum Progres, Warsaw, Poland, 2009) ISBN 978-83-60672-09-9

3. Hodges, Peter and Michael D. Taylor British Military Markings 1939-1945 (Cannon Publications, Retford, Nottinghamshire, UK, 1994) ISBN 1-899695-00-1 pp.131-132

4. A prime resource for information in this section has been the Milifax website, with no credit information though Mick Starmer, Mike Cooper and Michael Hodges of the Model Armoured Fighting Vehicle Association were credited on that site.

5. Dingwall, Don Canadian Vehicle Markings: A Comprehensive Guide to the Colours and Markings of the Canadian Army Overseas During WWII (Canadian Tracks Publishing, Carp, ON)

6. Letter from Colonel Ernest Sansom, Assistant Adjutant & Quartermaster General, 1st Canadian Division, 28 May 1940, reproduced in Dingwall, Ibid.

7. Letter from Major General P.J. Montague, Senior Officer, CMHQ, dated 8 Dec 1943, reproduced in Dingwall, Ibid

8. One early war reference appears to state 5-1//2" for the height rather than 3-1/2".

9. Beldam, Barry. Canadian Vehicle Markings Volume 1: Unit and Formation Markings of the Canadian Army Overseas 1939 to 1967 (Revised Edition 6) (Self-Published)