| Page Created |
| July 3rd, 2025 |
| Last Updated |
| July 21st, 2025 |
| The United States |
 |
| Length |
| 11.05 metres |
| Wide |
| 3.30 metres |
| Draught (Loaded) |
| 0.91 metres |
| Displacement |
| 8,200 kilograms |
| Propulsion |
| Gray Marine 6-71 Diesel Engine, 225 hp (168 kW) Hall-Scott gasoline engine, 250 hp (186 kW) |
| Armour |
| * Armoured gun shields for the forward machine gunners * Reinforced bow plating on later models (especially after 1942) * Sandbags or improvised armour used by crews in the field |
| Armament |
| 2 .30 cal. Browning Machine Guns |
| Related Pages |
| U.S. Equipment U.S. Ships |
| History |
In 1937, the United States Navy conducts Fleet Landing Exercise (FLEX), which reveals major problems with landing existing craft on beaches. Effective landing craft must deliver troops quickly, unload them efficiently, and retract easily through surf. Andrew Higgins believes his Eureka boat is superior to those proposed by the Navy Bureau of Ships.
Commander Ralph S. McDowell, responsible for landing craft in the Convoy and Routing Section of the Navy, contacts Andrew Jackson Higgins.
In the late 1930s, Andrew Higgins operates a boatbuilding firm near New Orleans, Louisiana. His company specialises in small, shallow-draught craft designed for use in confined waters. There is strong demand for boats that can travel through marshes and shallow water without damaging their propellers.
Trappers and oil crews working in the Louisiana wetlands require vessels that can run aground, offload equipment, and then reverse off the shoreline without hull damage. In response, Higgins Industries develops a wide-bow design known as a pram bow. The stern features a tunnel to protect the propeller and reduce draught. This first model is named the Wonderboat.
The forward hull is rounded and reinforced to absorb the impact of repeated beachings. It is shaped to create a layer of aerated water along the hull surface, reducing friction and increasing speed. The bow also deflects this aerated water sideways to prevent it entering the propeller tunnel, which would otherwise reduce efficiency.
Further testing and refinement, guided by trial and error, increases the boat’s speed to over 32 kilometres per hour. The final product is called the Eureka. It is marketed to oil companies across the United States and South America.
Wooden boats of the era often leak when first placed in water. This is because dry wooden planks must absorb water before sealing. This delay is unacceptable in operations requiring immediate deployment. Higgins Industries solves this by designing a double-bottom hull. A canvas sheet is sandwiched between two wooden layers to seal the bottom. The canvas runs from keel to chine and prevents water from entering the hull.
The Eureka’s reputation grows quickly. Its practical design and shallow draught make it ideal for work in marshes and rivers. The United States Army Corps of Engineers, the Biological Survey Department, and the Coast Guard all become customers.
As Commander McDowell invites Andrew Higgins to Washington to discuss the potential of the Eureka as a military landing craft. Higgins has already redesigned the Eureka in 1937. He continuously improves his boats. In 1938, four more Eurekas are ordered. The Navy acknowledges the changes made since the 1937 redesign.
At the same time, the Navy’s requirements evolve. Landing craft should measure around 9 metres in length and weigh 4,500 kilograms. They must carry 2,300 kilograms of equipment and troops. The boat should accommodate eighteen soldiers and a machine gun. Armour must protect the petrol engine and its fuel tank. The craft should exceed speeds of 18 kilometres per hour and land through surf, then retract using an anchor.
The Navy starts by modifying East Coast fishing boats. These boats have pointed bows and flat sterns. They perform poorly when retracting from beaches. This version is named the Bureau Boat. Many have fixed keels that dig into the sand, making retraction difficult.
A wooden Eureka with a modified stern performs well. It deflects waves to both sides and can withdraw without using an anchor. Its 250-horsepower engine proves powerful enough to pull the boat off the beach with ease. However, the Navy criticises the engine’s high fuel consumption. Higgins argues that the additional power is necessary.
Another innovation is the rudder positioned ahead of the propeller, aiding in reverse manoeuvring. All boats have cut-away forefeet, meaning the keel only extends across the rear half. This makes the boat difficult to control in a crosswind, though proper coxswain training is expected to mitigate this.
By August 1939, tests continue. Marines conduct practice landings and find the Eureka boat the most effective in beach operations. It is declared the winning design. Despite bureaucratic resistance, often referred to as “not invented here” syndrome, the Eureka is selected in September 1940 as the best landing craft for Navy and Marine Corps use.
The Eureka undergoes further development. It leads to several versions: the Landing Craft Personnel (Large), or LCPL; the Landing Craft Vehicle, or LCV; the Landing Craft Personnel (Ramp), or LCPR; the Landing Craft Vehicle Personnel, or LCVP; and the Landing Craft Personnel (Nested), or LCPN.
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Initially, Eureka production is slowed by limited availability of Hall-Scott petrol engines. To resolve this, the Navy contracts the Hudson Motor Car Company to manufacture the engines under licence.
In 1940, the British place an order for a longer Eureka boat, measuring 11 metres. This version includes a long gangplank over the bow, allowing troops to disembark straight ahead rather than climbing over the sides. British forces are generally satisfied with the design. The boat reaches a top speed of 28 kilometres per hour, which is 9 kilometres per hour faster than equivalent British craft. British requests include self-sealing fuel tanks and improved crew protection.
Despite initial insistence from the Navy that the boat remain 9 metres in length, Higgins demonstrates that the 11-metre version, using the same engine, is faster, carries twice the load, and handles better at sea. The Marines strongly advocate for this new design. In September 1940, tests confirm that the longer boats can still be hoisted by existing davits on large ships. This clears the way for an order of 335 long Eurekas.
Final testing of the 11-metre Eureka is completed successfully in October 1940.
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| Ramp |
In 1941, a small personnel ramp is added to the bow of Higgins’ landing craft. Measuring approximately 1.1 metres wide, the ramp allows troops to disembark directly onto the beach. This modified design is designated as the Landing Craft, Personnel (Ramp), or LCP(R).
The concept of a ramped landing craft originates in the late 1930’s. At that time, the United States Navy faces difficulty designing a vessel capable of rapidly offloading troops during beach assaults. Growing tensions in the Pacific suggest that amphibious landings on island coasts will become a military necessity.
The United States Marine Corps takes particular interest in these developments. As the force expected to conduct the actual assaults, the Marines are dissatisfied with the Navy’s reliance on modified East Coast fishing boats. These craft prove ineffective for combat landings.
In 1937, Marine Lieutenant Victor H. Krulak becomes involved in landing craft development. While stationed in China, he witnesses a Japanese amphibious landing against Chinese positions. He observes that Japanese craft unload troops quickly and withdraw from the shore without needing a stern anchor.
Krulak photographs the operation and compiles a detailed report on the Japanese landing method. He outlines what a modern landing craft should look like. Marine generals endorse his report and present it to the Navy. However, the Navy dismisses it in favour of existing fishing boat models.
Tensions grow between the Navy and Marine Corps over control of amphibious operations. The Navy insists on full command of all naval assets, including landing craft. The Marines argue for greater influence over landing craft design and employment, as they will be the ones storming enemy beaches.
Krulak, now recognised as the Marine Corps’ leading expert on landing craft, turns to Andrew Higgins. He presents the idea of adding a bow ramp. Higgins immediately sees its potential. He begins producing prototype craft equipped with large forward ramps.
The new design performs exceptionally well in trials. Troops disembark directly onto the beach without climbing over gunwales or being exposed to enemy fire from the sides. The vessel also withdraws easily through the surf. The Navy, after initial resistance, accepts the ramped design.
In 1942, a ramped version of the Eureka boat enters production.
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| Landing Craft Vehicle, Personnel |
When the United States enters the Second World War, the Navy urgently requires a more effective landing craft. In response, the bow of the Eureka boat is removed and replaced with a larger ramp measuring over two metres wide. This adaptation becomes the basis for the Landing Craft Vehicle, Personnel, or LCVP.
The new ramp greatly improves disembarkation speed. It allows troops, vehicles, and supplies to exit directly onto the beach in far less time than the earlier Landing Craft Personnel (Ramp), or LCP(R), which features a much narrower ramp.
A patent for the new design is filed on December 8th, 941, one day after the attack on Pearl Harbor. The patent, titled Lighter for Mechanized Equipment, is granted on February 15th, 1944.
The Landing Craft Vehicle, Personnel undergoes its first operational tests with the Atlantic Fleet Amphibious Force in October 1942. These trials prove successful. Shortly thereafter, the Navy adopts the Landing Craft Vehicle, Personnel as the standard American landing craft for amphibious operations.
| Construction |
Wood is the material of choice for vessels of this size. It offers compliance, allowing the hull to flex under load from waves or cargo. Wooden hulls are also easily repaired. However, wood is highly sensitive to moisture. When a planked hull dries out, gaps open between the boards. Once returned to water, the boat leaks until the planks swell and reseal. Landing craft often remain for weeks on dry ship decks. Crews cannot wait days for them to seal. They must function immediately.
Higgins Industries resolves this by sandwiching canvas between layers of bottom planks. This creates a watertight seal. The boat can be used immediately after launch. Wooden hulls are also vulnerable to abrasion. Rocks gouge the surface easily. To protect them, steel coping is added below the waterline. A scuffing bottom made of replaceable external planks shields the hull from the bow to amidships.
The Landing Craft Vehicle, Personnel hull has a V-shaped bow and a tunnel-shaped stern. Timber used in these areas must be stable and resist splitting. The bow is heavily stressed, especially near the head log. Reinforcing steel gussets help, but the wood itself must resist warping. Proper seasoning limits cracks, checks and deformation. Mahogany is commonly used, dried to between 7 and 14 percent moisture depending on part location. Kiln drying assists. Boards below 7 percent moisture are rejected. Moist wood is acceptable only in wet zones such as the bilge.
Boats begin construction upside down on wooden forms. Once framing is complete, they are turned upright for installation of engines and fittings. Skilled work is essential in the early stages to ensure proper fit of frames and keel. Poor alignment causes problems later.
Construction starts with the head log clamped to the form. Frames, numbered from bow to stern, are added. Each rib is aligned with a guide plate. The inner keel is fastened to the apron and frames using brass screws and bolts. The transom is added next, connected by carriage bolts. A tunnel shape forms at the stern as spacer boards and stringers are installed. These components are secured with brass screws or galvanised nails.
The transom panel is cut from a single sheet of plywood and attached with brass screws. The first layer of inner planking is nailed in place. A canvas layer, soaked in marine glue, is glued to the inner planks and stapled over the chine. This seals all gaps. The outer planking is then installed with screws angled inward for a tight seal.
A hole is drilled in the hull 1.69 metres from the stern for the propeller shaft. A template ensures accuracy. The skeg and shaft bracket are aligned with this hole. This alignment reduces vibration and ensures smooth drive transmission. The rudder and a protective tunnel plate are also installed. The plate deflects debris thrown up by the propeller.
The strut bearing is grooved to allow water lubrication during operation. The propeller shaft is inserted through the bearing. At the bow, lifting lugs are installed using heavy brass bolts. Stern lugs are added for three-point lifting. These allow cranes to raise the boat during launch.
A sacrificial scuffing bottom is added to protect the hull. Oak planks are bolted from the bow to amidships. A brass or galvanised steel strip protects the keel. The scuffing planks are replaced when worn.
Once upright, the framing supports the cargo deck. Deck stringers are bolted to the frames. The deck must hold thirty-six troops or a jeep and gun. The engine mounts lie between frames 16 and 22. Each engine weighs 1,315 kilograms and requires precise alignment. Misalignment affects the propeller shaft coupling and stuffing box seal.
The flanking rudder is installed at the stern. It aids in reverse manoeuvring. A stuffing box seals its shaft. The diesel engine is lowered into position by hoist. It is aligned and bolted to the mounts. The throttle and gear rods are connected. The starter is wired to a solenoid. A strainer filters seawater from the intake. A valve regulates flow to the engine heat exchanger.
Fuel tanks are mounted on frames at the stern. Some boats use rectangular tanks; others use cylindrical drums. Steering is handled by a quadrant connected to the rudder shaft. Cables link the quadrant to the wheel box. A push rod connects the flanking and main rudders. Some rudders have holes allowing propeller shaft removal without dismantling the rudder.
Filler blocks are placed throughout to support the deck boards. Transoms made by Higgins are rounded. Other manufacturers use straight edges for easier production. The stern compartment holds the rudder gear and fuel tanks. The deck is sealed against water ingress.
Circular gun pits are added. The gun mount, backrest and armoured shield are fitted. The Mark 21 mount holds a .30 calibre machine gun. It is suitable for suppressive fire during withdrawal but limited during assault. The M40 and M41 mounts are also used.
Coaming boards are added. Ramp hoist sheaves, cables and winches are installed. Wartime winches sit inside the coaming. Post-war models move them outside. A brake lever helps control ramp lowering. A sealing strip prevents water entry through the ramp opening.
The bilge contains both belt-driven and manual pumps. The exhaust system is routed to port. The clutch linkage runs beneath the steering station. The stuffing box around the propeller shaft prevents seawater from entering the hull. It is compressed to form a tight seal.
A bulbous bow may be fitted to deflect waves. Without it, the ramp is flat. The ramp hoist system includes an equaliser pulley box. The boat’s identification is carved into the keel and marked on a plate.
A Mark 2 Navy compass is mounted near the wheel box. It is liquid-filled to dampen vibration. In fog or smoke, it becomes the primary navigation tool. Some boats have a gyro flux gate compass. This system uses magnetic sensors and a gyroscope to give more accurate readings. A remote indicator near the coxswain allows easy viewing. The system runs on the boat’s main batteries.
In 1943, the 411th Engineer Base Shop Battalion sets up an Landing Craft Vehicle, Personnel assembly plant at Cairns, Australia. A 137-metre building is adapted for production. Lieutenant Frank Beasecker of Company B leads the setup. Timber is supplied locally. Engines and fittings are shipped from the United States.
Beasecker’s experience from Higgins and Chris-Craft informs the process. The plant reaches a peak of seven boats per day. Gray Marine engines power all Landing Craft Vehicle, Personnel built at Cairns. By late 1944, production shifts to larger Landing Craft Medium.
Final assembly includes painting registry numbers, fuelling and tarpaulin fitting. Boats are loaded onto transporters for delivery.
By late 1943, Higgins Industries operates seven plants employing over 25,000 workers. It becomes the first racially integrated workforce in New Orleans. Employees include white and black Americans, men and women, the elderly, and individuals with disabilities. All receive equal pay based on their specific job roles. In response, the workforce breaks production records across multiple facilities, building over 20,000 boats by war’s end. During the war, they build 2,193 Landing Craft, Personnel (Large) and 2,631 Landing Craft, Personnel (Ramp) and over 12,500 are Landing Craft Vehicle, Personnel. A total of 23,358 Landing Craft, Vehicle, Personnel are produced by various contractors. Other shipbuilders who built the Landing Craft Vehicle, Personnel For Higgins Industries are:
- Chris-Craft Corporation (Algonac, Michigan)
- Owens Yacht Company (Baltimore, Maryland)
- Saint Louis Car Company (Saint Louis, Missouri)
- American Car and Foundry Company
- Other Subcontractors and Small Yards
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| Operational Use |
Landing Craft Vehicle, Personnel. were typically launched from larger transports and could approach the shore through rough surf, coral reefs, or mudflats, making them indispensable in a wide range of environments. Their speed, capacity, and rugged design allowed for rapid deployment of assault waves and quick resupply of beachheads.
The Landing Craft, Vehicle, Personnel saw extensive service in nearly every major Allied amphibious operation during the Second World War. Below is a list of the principal operations in which LCVPs played a critical role:
European and Mediterranean Theatres:
- Operation Torch (November 1942), Allied landings in French North Africa (Morocco and Algeria).
- Operation Husky (July 1943), Invasion of Sicily.
- Operation Avalanche (September 1943), Landings at Salerno, Italy.
- Operation Shingle (January 1944),Landings at Anzio, Italy.
- Operation Neptune (June 1944), Naval component of the Normandy invasion (D-Day), part of Operation Overlord.
- Operation Dragoon (August 1944), Invasion of southern France.
- Rhine River Crossings (March 1945), Including Operation Plunder, involving river landings into Germany.
Pacific Theatre:
- Operation Watchtower (August 1942), Landings on Guadalcanal (Solomon Islands).
- Operation Galvanic (November 1943), Landings on Tarawa and Makin in the Gilbert Islands.
- Operation Flintlock (January 1944), Invasion of the Marshall Islands (Kwajalein, Majuro).
- Operation Catchpole (February 1944), Landings on Eniwetok Atoll.
- Operation Forager (June–July 1944), Invasion of the Mariana Islands (Saipan, Guam, Tinian).
- Operation Stalemate II (September 1944), Invasion of Peleliu.
- Operation King Two (October 1944), Landings on Leyte, Philippines.
- Operation Musketeer (January 1945), Landings at Lingayen Gulf, Luzon, Philippines.
- Operation Detachment (February 1945), Invasion of Iwo Jima.
- Operation Iceberg (April 1945), Invasion of Okinawa.
China-Burma-India Theatre (limited use):
- Irrawaddy River Operations (1944–1945), River landings and support in Burma, often with adapted LCVPs used by U.S. and British forces.