Before the White House - Nike Missiles (1962-1965)

 

Army Air Defense Command (ARADCOM)
Promontory Point site of Nike Radar Fire Control installation
Type of Activity	Nike Missiles
Location
Location	Chicago IL
Date of Activity	April 1962 to May 1965
Coordinates

I finished Basic Training at Ft, Knox in April of 1962 and proceeded to my next assignment at a Nike Missile Region HQ in Arlington Heights IL, a suburb of Chicago. I arrived at the HQ company for in processing on April 30,1962. I spent the weekend on base and on Monday was told that I would be sent to the battalion HQ in Montrose Beach IL. I then filled out paperwork to request a background check for a Secret security clearance. When I finished processing, I was assigned to a Battery, that was located in Jackson Park IL. I finally arrived at my new duty station May 7, 1962. I was assigned to the Integrated Fire Control (IFC) Platoon working on the Radar site at Promontory Point. 

 

                     Nike Missile Battery C-2-57

Promontory Point
Jackson Park, Chicago

1962 - 1965

SITE DESCRIPTION

The buildings and structures at the Jackson Park facility were organized into three basic parcels: The Housing and Administration buildings, including the mess hall, barracks, and recreation facilities, the Launch Area, and the Battery Control Area. The Launch Area contained the underground missile storage magazines and launch equipment, as well as buildings used for maintenance and testing, The Battery Control Area contained the radar and computer equipment. 

Battery Mess Hall (1962) in Jackson Park at Lake Shore Dr and 63^rd St

The Barracks (1962) in Jackson Park at Lake Shore Dr and 63^rd St

The U.S. Army leased land from the Park District for a Nike missile base on a Jackson Park meadow, and it took part of Promontory Point for a radar site

Jackson Park Launch Area

Nike Hercules during a readiness drill

A nuclear capable Nike Hercules missile and its crew in action during a readiness drill, at U.S. Army Air Defense Command missile site that existed in Jackson Park until 1971. with the Launcher area in a meadow across from the 63rd St. Beach.

The mission of the Launch Control Trailer and Launch Area was: 

• Preparing and maintaining the missiles for flight
• Elevating missiles to surface for launch (If underground magazines,)
• Selecting which launcher and missile for next launch
• Erecting and Launching missiles
• Keeping the missile launching equipment filled with ready missiles during alerts.
• Launch the missile/booster so the booster falls into the Booster Disposal Area

Launch Control Trailer

The Nike Hercules missile launcher was called the M-36E1 monorail launcher. It often had rack sections attached to it also. The M-36E1 was a steel rectangle with electric and hydraulic components and a large erecting beam supported by movable supports. It was quite a bit bigger than the Nike Ajax launcher and it weighed about 7 tons. There was also a mobile Nike Hercules launcher (M-94) which consisted of an M-36E1 launcher with jack stands, an axle and kingpin section, and a portable blast deflector.

Pit4-Jackson Park Lagoon

Nike Ajax missiles could be launched from a Nike Hercules launcher. There are literally dozens of pictures showing Nike Ajax missiles on Hercules launchers.

Launcher Control Box 

LCT Missile Selection Panel 

LCT Alert Status Panel

There was a mast about 15 feet high in the launcher area, usually attached to the Launch Control Trailer. This had a missile transponder (just like on the missile) so that the Missile Tracking Radar (MTR) could track this for test purposes, instead of requiring an erect missile. Various test instruments were used to verify that the MTR was in fact sending the specified signals such as correct pulse pair separation, test conditions "yaw" and "pitch" g's and burst command. This allowed more precise checking, and of course reduced wear and tear on missiles during the frequent non-alert tests.

 Promontory Point Fire Control Radar Site

 Integrated Fire Control radar area located at Promontory Point  

The Battery Control Area — often referred to as the Integrated Fire Control (IFC) Area — included all of the necessary radar, computer, and control equipment needed to detect and identify a target, and to launch and guide a missile to intercept that target. In general, the Battery Control Area was located on higher terrain that was relatively level and well-drained. Since this area contained all of the Nike equipment, the location also had to be free of any visual obstructions such as trees, radio towers, power and telephone lines, All of the radar locations were built on 50ft, towers and constructed on Promontory Point. 

The radar towers stood south of the Promontory Point field house on a large tract of land surrounded by a barbed-wire fence. One of the towers reached 150 feet in height, and all of them dwarfed the turret of the fieldhouse. 

The Field House on Promontory Point viewed from the radar towers

The   Integrated Fire Control radar area located at Promontory Point Point Field House

The Battery Control Area required a minimum of ten servicemen to operate the entire site and was the focal information and communications point for the battery. Communication cables connected the various elements within the Battery Control Area.

Guard Shack at the entrance to the IFC site

The IFC in the late 60’s

The major structures within the Battery Control Area included:

Battery Control Trailer: The Army originally designed Nike to be a mobile system that would be suitable for use with a field army. As deployed for continental air defense, Nike bases were permanent installations. However, the military still wanted the system to be suitable for field use. As a result, the key pieces of the Nike weapon system radar, launch, and battery control equipment were in mobile trailers connected through communications cables, but the trailers were placed on concrete slabs.

The battery control trailer was at the heart of the Nike missile system. The Army equipped the trailer so that it would provide the battery control officer all the information required to direct the battery. The trailer contained the battery control console assembly, the acquisition radar cabinet assembly, the computer assembly, an early warning plotting board, an event recorder, and a switchboard cabinet assembly. From this trailer, the battery commander directed the acquisition of targets and the firing of the missiles. The acquisition radar operator and computer operator also were stationed in the battery control trailer.

Battery Control Trailer

The battery commander and acquisition radar operator sat at this console.   

One of 2 cabinets of "operational amplifiers" used in the Nike analog computer

Switchboard cabinet assembly 

 Inside the Battery Control Trailer

Low-Power Acquisition Radar (LOPAR): The LOPAR search radar was composed of the acquisition antenna, receiver, and transmitter. The radar rotated constantly at a predetermined speed. Through the acquisition radar scope, the battery commander (or battery control officer) received a pictorial image of a potential enemy target coming within range of the Nike installation. The battery commander, through electronic interrogation, could determine whether the target was "friend or foe." The acquisition radar was positioned between the target-tracking and missile-tracing radars, although not in exact line with them.

LOBAR acquisition radars

High-Power Acquisition Radar (HIPAR): This radar, which was installed at Nike installations equipped with Hercules missiles, was capable of locating targets at much higher altitudes than the LOPAR system. Since a ballistic missile or high-speed plane may not have been detected until it entered the antenna beam, high-altitude coverage was necessary to give adequate reaction time to allow for an intercept at a safe distance. The HIPAR was often located on a support and tripod structure, often as high as 50 feet. A dome-shaped cover, known as a radome, surrounded the radar and various antennas . There were usually three types of antennas: the main, omni, and auxiliary antennas. The HIPAR Equipment Building: This building was adjacent to the HIPAR, system and housed electronic equipment necessary to operate and maintain the HIPAR radar.

HIBAR acquisition radars 

 Radar Control Trailer: The radar control trailer (often referred to as the central tracking trailer) housed the target radar console assembly, the missile-tracking radar console assembly, the radar power cabinet assembly, the radar range and receiver cabinet assembly, and additional equipment associated with the target and missile-tracking radars.

The target- track console assembly provided the control and displays necessary for the operation of the target-tracking radar. The missile-track console assembly provided the control and displays for the operation of the missile-tracking radar. The battery control trailer and the radar control trailer were positioned back-to- back, with a cinder block structure/workspace between them which allowed easy access to both trailers by operating personnel. The maximum distance between the trailers was 25 feet.

Target-Tracking Radar. The target-tracking radar tracked the enemy aircraft's range, direction (Azimuth), and elevation, and transmitted this data electronically to the computer. The radar was composed of the tracking antenna, receiver, and transmitter. Three operators manned this console, I  was trained on all three positions.

TTR Operators Console

TTR Equipment Cabinet

Missile-Tracking Radar: This radar was similar in appearance and operation to the target-tracking radar. The missile-tracking radar tracked the missile throughout its flight, and continuously sent that information to the Nike installation's computer system. In turn, the computer transmitted steering commands to the missile through the missile-tracking radar to direct the missile toward its predicted intercept point with the target. Continuous commands were sent to the missile to correct for evasive actions by the target. When target and missile converged, the missile was detonated, and the missile-tracking radar automatically transferred to the next missile readied for firing. One operator manned this console. I was also trained on the operation of this console.

MTR Operators Console  

Inside the Radar Control Trailer

Generator Building: The generator building housed diesel-driven generators for power to operate the area during periods when commercial power was not available. Transformers were mounted outside the building for utilization of commercial power. Commercial power, with electrical converters to change 60- cycle power to 400-cycle power, was utilized where available. Power source switching control also was provided at this point.

The Ready Room: The Ready Room was the sites living Quarters, the usual tour of duty was for 24hrs.zWe relaxed playing pool, watching TV, or playing cards. Our meals were brought to us from the Mess Hall in Jackson Park and there were enough bunk beds for a maximum of ten people plus a separate room for the battery commander.

 Radar Collimation Mast Assembly: The radar collimation mast assembly was composed of: the radar test, which had two track-radar frequency band generators; the radar collimation mast, which was usually about 60 feet tall; the target head assembly; and cross arms, for correcting bore-sight. The mast assembly was used for collimating (adjusting the line-of- sight), testing, and adjusting the missile-tracking and target-tracking radars. Typically, the mast assembly was located approximately 600 feet from the missile-tracking radar and the target-tracking radar. Spatially, the mast assembly and the two tracking radars formed a tall triangle.

My Security Clearance finally came through in July 1962 and I was assigned to the batteries Radar site as the Missile Tracking Radar (MTR) operator

Reporting in to Arlington Heights. April 1962

 Enjoying a day off at Promontory Point

The Cuban Missile Crisis, also known as the October Crisis of 1962 or the Missile Scare, was a 13-day (October 16–28, 1962) confrontation between the United States and the Soviet Union initiated by Soviet ballistic missile deployment in Cuba. The confrontation is often considered the closest the Cold War came to escalating into a full-scale nuclear war.

 It just happened that my Platoon was on duty on the day that we were placed on an elevated status of readiness. We were all confined to the site for almost three weeks while the  negotiations between the United States and the Soviet Union took place.  All of our meals were sent to us from the mess hall and we slept in shifts as the Crisis continued.  After ten days I finally was relieved long enough to return to our barracks in Jackson Park to shower and change into a clean uniform. As soon as I finished, I returned to the Point.

 During the time we were confined the Air Force would run practice bombing runs to see if they could penetrate our defenses and bomb Chicago.  I can honestly say that not one ENEMEY bomber attacked Chicago and dropped a single bomb!

 When all offensive missiles and  light bombers had been withdrawn from Cuba, the blockade was formally ended on November 21, 1962. As a result, in 1963 the Moscow–Washington hotline was established. I would later become familiar with the Hotline.

 Although I would eventually discover when I arrived at the White House Communications Agency (WHCA) that the "red telephone", was never a telephone line, and no red phones were ever used. The first implementation used Teletype equipment, and shifted to fax machines in 1986. Since 2008, the Moscow–Washington hotline has been a secure computer link over which messages are exchanged by a secure form of email.

 On a Friday night in early Nov. 1962 I went to a dance at the USO in downtown Chicago and met my future wife Joanne. After dating for several months, we became engaged and were married on April 6, 1963, the happiest day of my life.

Joanne on April 6, 1963

April 6, 1963 our wedding reception at Luigi’s Restaurant on North Ave in Chicago

The Battery was required to become certified by participating in an annual SNAP (Short Notice Annual Practice) exercise. We fired both Nike Ajax and Nike Hercules missiles, at McGregor Range, NM. All Nike Batteries were re-certified once a year to ensure continuing proficiency and retain confidence that the Battery and the equipment would work properly. I was on the team as a TTR elevation operator in May of 1963, when we headed to Ft. Bliss, Tx. for the Batteries annual SNAP evaluation. After spending a night at Ft. Bliss, we were bussed to McGregor Range TX. The next morning and started running operational tests on the test sight.

 I also had an operator’s license for a deuce and a half truck, so I was dispatched with the Launch Officer to pick up and deliver a Nike Hercules missile  to the launching area for preparation for firing during the exercise.

I t took about three days to set everything up to be ready to fire at a drone and be graded for our overall performance. When the test concluded we scored high enough to be classified as an Honor Battery. The battery then returned to Ft. Bliss to await transportation to return us to Chicago.

  Entrance to Ft Bliss  

 IFC test site at McGregor range

In October I received orders to serve in Korea for a period of one year, it was a real shock as Joanne was expecting our first child. After several calls to Personnel I was granted a deferment until after delivery. This was a big relief for now!

November 22, 1963 is a date in history that I will never forget, and a date I will always remember where I was.  I was on duty at the IFC and also  Cpl of the Guard when I heard on the news that  President Kennedy had been shot in Dallas. Information was so limited nobody knew what to expect would come next. Almost immediately the state of our readiness was elevated, so the Battery  prepared for any hostile action. We had just gone through this a few months before during the Cuban Missile Crisis.

The authorities announced the capture of Lee Harvey Oswald the suspected assassin and later that evening after LBJ was sworn into office and safely back in Washington DC we were told that we could stand down. The whole country witnessed Jack Ruby assassinate Lee Harvey Oswald and the state funeral of JFK on TV.

Our first son Donald was born on January 3, 1964 and almost immediately had to start to plan to move. We planned to rent a U-Haul and move Joanne and Don to my parents home in Norwalk Ohio where they could stay when could stay and we were able to store our furniture. I received orders to report to the Overseas Replacement Center in Oakland CA. We left Chicago on February 27,1964 and after a short leave I flew to San Francisco CA.

Our first apartment on the fourth floor (corner)

 Donald John Cross (1964)

When I arrived at the replacement center and started in processing I was informed that because I had less than a year left on my enlistment and that I could not complete tour in Korea, I would be placed on hold until I could be reassigned. I worked in the Orderly Room until I finally received assigning me to a Nike Missile Battalion in Seattle at Ft, Lawton WA. Since I had a week before I was to report in I decided to take a bus through Northern CA., OR., and on to Seattle.

I was then assigned to Battery S-13 in Redmond WA which was a double launch site with twice the missiles of a usual launch facility, was in operation from September 1954 to March 1974. In June 1958 S-13 became Nike Hercules sites. When I arrived, I requested leave to go back to Norwalk and return with My family, I was also assigned Government Quarters at R-27 Nike Village in Redmond I flew back to Norwalk loaded everything we could fit in the back seat and trunk of the car that we just bought. Joanne had never been further west than Chicago so this would quite an experience for the both of us.

 The Battery Control Site was at 95th Avenue NE and 172nd and today is a National Guard facility with the former barracks and administrative buildings in use. The launch site near 95th Avenue and 195th Northeast is now private property.

 Our first car, getting ready to drive to Seattle

After requesting and receiving leave I returned in June with my family and got settled into our new home in government quarters. We really loved the small-town atmosphere of Redmond and the scenic beauty of Seattle. However, as luck would have it, the Battery found out that it would be turned over to the National Guard and everyone would be reassigned buy October of 1964. The Guard started taking over almost immediately training and maintaining the radar equipment leaving us with nothing to do. For the final days we did nothing but play cards all day and then went home.  We had a change of command ceremony the end of September and waited for our individual orders to come down,

Nike Site, Redmond WA (1964)

I finally received orders to return to The same Missile Battalion in Arlington Heights, IL, the same one that I had just left six months ago. Fortunately, in had been promoted and the Government would now relocate my furniture and personal belongings. I also had to arrange a pickup of the furniture that we had stored in Norwalk at my parents house. We packed the car, and Joanne my son Donnie and the family German Shepard loaded in the car and left Ft, Lawton on October 15th heading to Chicago. After spending some leave in Norwalk and ensuring that our furniture was picked up, I reported in for duty at Battalion HQ, at which time I found out that I was returning to the Jackson Park base that I had just left six months ago. We were assigned Government Quarters and began to settle in again!

Government Quarters on E98th St. in Chicago

Don learning to walk with support from Duke

As I recall it was December of 1964, I was approaching my discharge from the Army  in February and I decided to re-enlist to attend Microwave Radio Repair School at Ft Monmouth NJ. I was scheduled to report for training on  April 3, 1965 for 26 weeks of training. Once again, we packed all of our belongings and departed Chicago once again.

TTR Radar being removed

TTR Radar tower as the site is being dismantled

The Battery at Jackson Park remained in service until 1971 when it was decommissioned and razed. Both Jackson Park and the Promontory Point sites were returned to the City of Chicago.

I reported into Ft. Monmouth and started training, several weeks before I completed training, I was interviewed by members of the White House Communications Agency (WHCA). After submitting to a Polygraph examination and an extensive background investigation I was ultimately selected and was transferred to WHCA in Washington DC. It was November of 1965 when my experiences with WHCA began.

Presidential Limousines- White House Transportation Agency (2020)-Revised

 

White House Transportation Agency (WHTA)
US Army White House Transportation Agency
Type of Activity	Presidential Transport
Location
Location	Worldwide
Date of Activity	Feb. 17, 1910 to Present
Coordinates	38°53'51.2"N 77°02'20.9"W

 The automobile has been a central part of American culture since the early 1900's--and has been a part of Presidential history for just as long. From the earliest Stanley Steamers 1910 to the special-built Cadillac limousine (referred to by the Secret Service as "The Beast") used by Donald Trump, here is a history of Presidential limousines and the US Army White House Transportation Agency (WHTA).

 "The WHTA provides a fleet of motor vehicles, master drivers and transportation services to the President, Vice President, First Family, White House staff, and official visitors of the First Family in the Washington D.C., area, according to the agency's mission statement. Working closely with the Secret Service, Air Force One and The White House Communications Agency Advance teams to provide all facets of transportation support for presidential motorcades and travel-to include cargo handling for the president and those who travel with him-stateside and abroad, as directed by the White House Military Office.                         

 President Taft's 1911 White steamer

William Howard Taft was in office that the first official Presidential limousine, a Model M Steamer made by the White Automobile Manufacturing Company, The Secret Service agents assigned to protect Taft created the US Army White House Transportation Agency to maintain the automobiles, and when Taft was driven around in one of his cars, Secret Service agents always followed in another car behind him.

 Woodrow Wilson was the first President to ride a car in an official state occasion when he led a World War One victory parade in 1919 in a Cadillac convertible. In 1921, Warren G Harding, the first President who knew how to drive a car, rode in a Packard Double Six to his inauguration at the White House. His successor, Calvin Coolidge, was driven in a 1928 Cadillac Town Car.

 1933-1945: Executive fleet vehicles become known as "Carpet vehicles," because they were carpeted, unlike Army staff cars, which did not have carpet or other creature comforts. For this reason, today's White House Transportation Agency is still referred to as "CARPET."

Then an event happened which changed the nature of the Presidential limousine. In February 1933, Franklin D Roosevelt had just finished giving a speech from the back of an open car in Miami when there was a failed  ed assignation attempt of the President-elect. The Secret Service decided that they needed Presidential vehicles that were better protected. In 1939, the first specially built Presidential limousine was delivered--known as the "Sunshine Special". This was a 1939 Lincoln K-Series convertible V12 with extra-wide running boards and handholds for Secret Service agents. 

1939 Lincoln K-series Sunshine Special, used by Franklin D. Roosevelt.

When Pearl Harbor was attacked in December 1941, the "Sunshine Special" underwent the addition of armor, one-inch-thick (2.5 cm) bulletproof glass, "metal-clad flat-proof inner tubes, a radio transceiver, a siren, red warning lights, and a compartment for submachine guns." After the second set of modifications, the car weighed 9,300 pounds (4,200 kg) and was six feet (1.8 m) longer and was not available for service.

Instead, the Secret Service commandeered the bulletproof 1928 Cadillac Town Sedan that had belonged to gangster Al Capone, FDR rode in Capone's car to the Capitol Building to give his "day of infamy " speech and continued to use the "gangster car" until the Sunshine Special was returned. The Sunshine Special served as the official Presidential limousine for both FDR and President Harry Truman.                                           

1942 Lincoln Custom used by Franklin D. Roosevelt and Harry Truman.

 The Lincoln Custom was sometimes called the Sunshine Special although it was the replacement for the K-series by Lincoln, FDR’s office ordered it, but Harry Truman also used this limo until 1950.

In 1950, two custom-built Lincoln Cosmopolitan convertibles were obtained by the Secret Service. During Eisenhower's term, they were modified to add a glass "bubble top" to be used during motorcades. They also carried the names "Queen Mary" and "Queen Elizabeth", this vehicle was the first to use a bulletproof "bubbletop" canopy, which was added in 1954. The car remained in service until 1967.           

1950 Lincoln Cosmopolitan, used by Harry Truman, Dwight Eisenhower, 

and John F. Kennedy.

                    Currently on display at the Henry Ford Museum, 

On October 17, 1957 Queen Elizabeth (II) (the “real person”), arrived in Washington D.C. and rode in a presidential motorcade parade up Pennsylvania Avenue on her way to the White House. Queen Elizabeth’s Washington Parade used both of the 1956 Cadillac limousine convertibles This is the first time that the “Queen Elizabeth II” (the car) and Queen Elizabeth II (the person) ever came together.

Eisenhower’s 1952/56 Imperial Parade Phaeton. Huge difference. While the ’42 Lincoln had been efficient and heavy, safe, and secure in a time when the world was under fire, Ike’s peacetime Chrysler Imperial was open and stylish. It exuded post-war prosperity and optimism. It was one of three built, the other two going to the mayors of L.A. and New York. This one was used by Eisenhower, Nixon “…and a whole lotta astronauts,” said Kendall.                    

Eisenhower’s 1952/56 Imperial Parade Phaeton

1953-1961: During the Eisenhower administration, civilian chauffeurs are completely phased out, and the Secret Service assumes the duties of driving the president,

President Eisenhower in a Cadillac presidential parade car

Two identical presidential Cadillac limousines were built by GM using the Cadillac Fleetwood 75 convertible which were then modified and customized. Each of the Cadillac presidential parade cars were 21 feet long and weighed 7,000 pounds.  They had a Series 56-86 commercial chassis characterized by a 158-inch wheelbase and a 365 cubic inch, 305 horsepower V-8 engine.  The cars reportedly could reach speeds of up to 115 miles an hour.                                                          

These presidential convertibles were equipped with a large externally mounted siren, oscillating grill mounted red lights, a built-in gun rack, pistol holders and “run flat” tires as well as special communications equipment installed by WHCA.

In 1961, President John F Kennedy received a 1960 Lincoln Continental Model 74 limousine. Known as the SS-100-X, the car was custom-built in Ohio. It was 33 inches longer than a standard Lincoln, had seats that could be raised for better visibility, and could be fitted with a clear plastic bubble top. One thing the car lacked, however, was air conditioning, and Kennedy disliked the bubble top because it made the car too hot. While riding in this car without the bubble top in Dallas, Texas, in November 1963, Kennedy was shot and killed.                             

       1961 Lincoln Continental SS-100-X used by John F. Kennedy. Currently on display at the Henry Ford Museum            

President Kennedy’s limo with Bubble Top

Oct. 1, 1964: The U.S. Army Transportation Agency is established as a Class I activity under the jurisdiction of the commanding general, Military District of Washington. Operational control remains with the White House Military Office. The agency is later renamed the White House Transportation Agency. Today's personnel and fleet numbers, as well as the executive support functions the agency provides, remain relatively unchanged from those of the Kennedy and subsequent administrations.

After the assassination, additional armor and a fixed hard roof was added to the car, and it was used by Lyndon Johnson until it was replaced by two 1965 Lincoln Continental Executive limousines.

1965 Lincoln Continental used by Lyndon B. Johnson.

 In 1969, President Richard Nixon received a new Lincoln Continental, with its hard top fitted with a sunroof, through which Nixon could wave to people during motorcades. 

                                                             

 President Nixon in the last Limousine with an open Roof

1969 Lincoln Continental used by Richard Nixon.

 1972 Lincoln Continental, used by Gerald Ford, Jimmy Carter, and Ronald Reagan. It was ordered as a 1970 model (it has a 1970 serial number) with the 1972 body style and updated later to match 1977-1979 models. It was involved in the 1975 assassination attempt of President Ford, as well as the 1981 assassination attempt of President Reagan.

1972 Lincoln Continental, used by Gerald Ford, Jimmy Carter, and Ronald Reagan.

This Limo was ordered as a 1970 model (it has a 1970 serial number) with the 1972 body style and updated later to match 1977-1979 models. It was involved in the 1975 assassination attempt of President Ford, as well as the 1981 assassination attempt of President Reagan.

After decades of presidential Lincolns (named, of course, after a president), Cadillac was finally given the chance to produce a limousine for the secret service in the early 1980s. Appearing in 1984 were a pair of 1983 Fleetwood’s built by Hess & Eisenhardt. Since the coachbuilder started with production Fleetwood limousines, the cars were stretched only 17 inches and their roofs raised three inches. Power for both came from Cadillac's own massive 500 cubic-inch V8.                              

1983 Cadillac Fleetwood Brougham, used by Ronald Reagan 

Though awkward in appearance, the Fleetwood provided excellent visibility for the president. Large greenhouses were made possible by the develop of 2 3/8ths inch thick bulletproof glass and powerful air conditioning systems that kept the cabin cool. 

Upon their retirement, of one Fleetwood it was returned to GM who lent it out to producers of the 1993 Clint Eastwood film In The Line of Fire. The other Fleetwood is on display at the Reagan Presidential Library in Simi Valley, California.                            

1989 Lincoln Town Car, used by George H.W. Bush 

George H.W. Bush brought Lincoln back to the White House with a classic, the Town Car. 

More Town Cars became limousines than any other vehicle in the 80’s. The Town Car was once a trim of the Continental, but by the 80’s Lincoln saw fit to give Town Car its own line. The ’89 was no slouch under the hood. Off the line, it hammered 180 horses with its 4.9-liter V8. 

Cadillac, who would not let their brand get pushed away so fast, built this Fleetwood from the ground up for the then-new president, Bill Clinton. Every presidential car up until this point was a modified production car.                                                                                                             

1993 Fleetwood is on display at the Clinton Presidential Library.

By the time of George W. Bush's inauguration, Cadillac no longer produced a full-frame rear-drive car suitable for conversion into a presidential limousine. Meanwhile, the Secret Service's safety requirements for the limousine had grown ever more ambitious and, well, weighty. So, when the Bush DeVille debuted--it really was not much of a DeVille at all.                   

2001 Cadillac Deville used by George W. Bush 

Equipped with five-inch thick armored doors and bulletproof glass so thick it blocks out parts of the light spectrum, Bush's DeVille was rumored to feature a self-contained passenger compartment with its own secure air supply, run flat inner cores inside the tires, and a big 454 cubic inch truck engine so the 14,000-or-so pound monster could push through any obstacles. 

The 2001 DeVille President G.W. Bush ordered was his first term limo. Cadillac started making DeVille’s in ’59, but the 8th generation saw the first major redesign since the 1994 model. The 2001 was a V8 (4.6 Liter), of course, but came with 300 horsepower off the line. The 8th generation would be the last. Cadillac replaced them with the DTS. 

By the time of the Bush's second inaugural in 2005, Cadillac was ready with an updated fleet of limousines that featured styling that mimicked the DTS production sedan. 

2005 Cadillac DTS Presidential State Car used by George W. Bush and Barack Obama.

The 2005 Cadillac DTS Presidential State Car was the official state car used by President George W. Bush of the United States during the second term of his administration. Analogous to the President's use of an airplane designated Air Force One, the automobile—traditionally a limousine—is informally known as "Cadillac One". The limousine model was replaced on January 20, 2009, upon the inauguration of President Barack Obama, although both models are still in use.      

The model is a 2005 hand-crafted, custom built, heightened-roof, and armored vehicle designed with the styling of the Cadillac DTS sedan built on a GM four-wheel drive platform. It was first used on January 20, 2005, during the second inauguration parade of George W. Bush. 

It sports a tall roofline, an all-wheel drive set up based on that of the Cadillac Escalade, red and blue emergency lights built into the front grille, and is fitted with red strobe lights in the headlights and rear brake lights The standard door handles have been replaced by those of a more loop design. The vehicle is completely fitted with military grade armor 5 inches (130 mm) thick for maximum protection. The windows do not open, the wheels are fitted with run flat tires, and five antennas are mounted on the trunk lid. Due to the thickness of the glass, much natural light is excluded, so a fluorescent halo lighting system in the headliner is essential.

The car can seat seven people, including the President. The front seats two, and includes a console-mounted communications center.  A glass partition divides the front from back. Three rear-facing seats are in the back, with cushions that are able to fold against the partition. The two rear seats are reserved for the president and another passenger; these seats have the ability to recline individually.  A folding desk is between the two rear seats. Storage compartments in the interior panels of the car contain communications equipment.

This was also George W. Bush’s limo. It had a special name everyone called it “Cadillac One”, reflecting the name given the presidential plane: “Air Force One”, and Presidential helicopter “Marine One”.

President Obama's new ride a 2009 Cadillac is not much larger than Bush's Cadillacs, but it is apparently much heavier. A look at photos released by GM reveal a limo-looking behemoth running on Goodyear Regional RHS tires--that's rubber usually reserved for medium- and heavy-duty trucks.

2009 Cadillac "The Beast", used by Barack Obama and Donald Trump.

Although rarely deployed in Presidential travel, a pair of heavily modified and thickly armored buses were procured by the Secret Service around the turn of the decade. The joint project between Prevost Car and Hemphill Brothers Coach Company, known as the model X3-45 VIP 3, allows the President to travel more efficiently by road in rural areas when many stops are on the schedule. 

Once delivered, these roving White Houses were painted gloss black and had advance communications installed to interconnect them with Roadrunner and the world beyond, as well as other improvements like what you would find in the Presidential limousine. Both limo buses were used leading up to the 2012 election, Codename Ground Force One they can easily replace the Beast at any time in the motorcade!                                    

Ground Force One (2012 Campaign)

                  

2018 Cadillac used by Donald Trump.  

It contains encrypted voice and data communications equipment allowing the President to keep contact with the rest of the government. For security, it is heavily armored against bullets and explosions, has special tires that can run even when flat, and is sealed against chemical and biological weapons (it carries its own air supply). The car even carries a stockpile of the President's particular blood type. 

President Donald Trump has officially arrived at a public event where he debuted his new 2018 presidential limo—"The Beast," as it is known colloquially. Like the previous Beast, first used by President Barack Obama in 2009, the new version is built by General Motors and visually denoted as a Cadillac, and its latest iteration adopts more modern styling cues and surely packs more advanced technology.

The latest addition to the Presidential motorcade is a Chevy Suburban-based limousine, joining the fleet alongside “The Beast,” the renowned Presidential limousine introduced several years ago. This new Suburban limo stands out with its raised roofline, a design feature that could serve multiple purposes. While the exact reason for the modification is unclear, it likely provides easier access to the vehicle's deep cabin and may also compensate for the extra space taken up by advanced armor on the roof and underside. The growing threat from drones in recent years may have prompted the need for heavier topside protection.

  The new Presidential Suburban is somewhat of a rare model even before its modifications. It is a 2500 HD model, with heavy-duty running gear.
 

Although the Secret Service’s heavily armored Suburban limousines don’t receive as much attention as the traditional Presidential limousines, they play a vital role, especially during domestic travel. The Vice President, in particular, is frequently seen riding in them. The use of large SUVs for transporting both the President and Vice President began in the early 2000s, and today, these vehicles are interchangeable with the iconic Beast limousines for many of their trips.

Like all vehicles in the Presidential Motorcade, these new super-SUVs will lead remarkable lives, carrying the first and second families across the globe. They are regularly transported by air, aboard C-17 and C-5 aircraft, making them some of the most well-traveled vehicles in the world.