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LCPL

The Landing Craft Personnel (Large), also known as the LCP(L), was a landing craft used extensively during the Second World War. Its primary purpose was to ferry troops from transport ships to enemy-held shores.^[1] Designed by the Eureka Tug-Boat Company and primarily manufactured by Higgins Industries in New Orleans, Louisiana, the craft was built from 1940 to 1943.^[2] Typically constructed of pine planks and plywood with some armor plating, the shallow-draft vessel had a crew of three and could carry up to 36 troops (U.S. model) at a speed of 8 knots (15 km/h) when loaded. Troops usually boarded via gangplank from the transport while the craft was suspended in davits, and disembarked by jumping or climbing over the bow or sides.^[3] Armed with two .30 caliber machine guns, it served as a precursor to the more advanced LCVP Higgins boat.

History and Development

Origins and Early Experiments

The origins of the Landing Craft, Personnel (Large)—commonly known as the LCPL—stem from civilian boat designs adapted for military use. In 1926, Andrew Jackson Higgins, a boatbuilder in New Orleans, Louisiana, developed the Eureka boat, a shallow-draft wooden vessel featuring a distinctive "spoonbill" bow and tunnel stern. This design enabled the craft to navigate the narrow, marshy bayous and swamps of Louisiana, serving trappers, oil drillers, and natural gas explorers who required vessels capable of operating in water as shallow as 18 inches while carrying heavy loads over muddy bottoms.^[4] The Eureka's innovative hull allowed it to run directly onto riverbanks or levees for unloading without grounding the propeller, a feature that later proved pivotal for amphibious operations.^[5] By the mid-1930s, as the U.S. Marine Corps sought suitable vessels for amphibious assaults amid rising global tensions, attention turned to Higgins' designs. In October 1936, Higgins proactively offered his 30-foot Eureka model to the Navy as a potential troop carrier, but he initially declined to bid on formal contracts due to concerns over military specifications.^[4] This marked the beginning of military adaptation, shifting the Eureka from a civilian workhorse to a candidate for wartime logistics. Formal evaluations intensified in 1938 and 1939, with U.S. Navy and Marine Corps trials focusing on the Eureka's viability in simulated combat scenarios. At Hampton Roads, Virginia, in 1938, the boat excelled in beaching and retracting through surf, demonstrating its shallow-draft advantages for accessing restricted shorelines inaccessible to deeper vessels.^[4] The following year's Fleet Exercise 5 at Culebra, Puerto Rico, further validated these strengths, as the craft achieved speeds up to 10 knots, tight maneuverability for evading obstacles, and reliable operation in moderate waves, outperforming Bureau of Construction and Repair designs in overall utility.^[4] However, observers noted limitations, including the 30-foot model's tendency to pound in choppy waters, reducing seaworthiness during open-sea transit, and high gunwales that slowed troop debarkation by requiring soldiers to climb over the sides rather than step directly ashore.^[6] These experiments prompted iterative redesigns to address stability and capacity concerns. In 1940, Higgins extended the hull to 36 feet, enhancing the boat's balance in rougher conditions, increasing payload to accommodate up to 36 troops or equivalent cargo, and improving overall handling for amphibious roles.^[4] This lengthened prototype, designated the 36-foot Higgins boat, laid the groundwork for standardized military production while retaining the core shallow-draft and bow features from the original Eureka.

Contracts and Production

The development of the Landing Craft, Personnel (Large), or LCP(L), transitioned from experimental prototypes to formal production through initial military contracts awarded to Higgins Industries in New Orleans. In September 1940, the US Navy placed its first order for the 36-foot version of the craft to Higgins Industries, marking the official initiation of LCP(L) procurement following earlier trials of smaller 32-foot variants.^[7] This contract built on Higgins' prior experience with shallow-water boats, enabling the company to adapt its Eureka design for military specifications. Shortly thereafter, in October 1940, the British placed an order for 138 units, with the first deliveries occurring that same month, as Higgins had preemptively constructed some boats in anticipation of demand.^[8] Production rapidly expanded from 1941 to 1943 to meet escalating wartime needs, involving Higgins Industries' multiple facilities in New Orleans and surrounding areas, as well as other US shipyards. The design was standardized in early 1941 at 36 feet 8 inches in length, optimizing it for compatibility with standard naval davits and capable of carrying 36 troops for US forces.^[7] Overall, approximately 2,140 LCP(L) units were produced during World War II, with Higgins Industries contributing around 1,100 of them.^[7]^[8] Scaling up manufacturing presented significant challenges, including material shortages common to the broader war effort and the urgent requirement to ramp up output for amphibious operations across the Pacific and European theaters. These constraints necessitated innovative adaptations in construction techniques and resource allocation, yet enabled the timely delivery of craft essential for early invasions.^[9]

Design and Specifications

Physical Dimensions and Capacity

The Landing Craft, Personnel (Large), or LCPL, measured 36 feet 8 inches (11.2 meters) in length and had a beam of 10 feet 10 inches (3.3 meters), providing a compact yet seaworthy profile suitable for amphibious assaults.^[10] Its shallow draft—2 feet 6 inches (0.76 meters) forward when light and 3 feet 6 inches (1.07 meters) aft when loaded—enabled effective beaching on varied shorelines while minimizing vulnerability during approach.^[10] Displacement varied with load: 13,500 pounds (6,123 kilograms) when light and 21,600 pounds (9,798 kilograms) when fully loaded, reflecting its lightweight wooden construction primarily of plywood and mahogany to facilitate rapid production and transport.^[10] This design prioritized personnel over heavy vehicles, with a troop capacity of 36 fully equipped soldiers in the standard U.S. configuration or 25 in the British variant, alongside a cargo limit of 6,700 to 8,100 pounds (3,039 to 3,674 kilograms) for supplies or light equipment such as a Jeep.^[11] Unlike later models with bow ramps, the LCPL featured a closed bow, requiring troops to disembark by climbing over the sides, which restricted its use for vehicles and emphasized infantry transport in high-tempo operations.^[7]

Propulsion, Armament, and Construction

The Landing Craft Personnel (Large), or LCP(L), was primarily powered by a single Gray Marine 64HN9 six-cylinder diesel engine delivering 225 horsepower, which drove a single propeller shaft and provided reliable performance for amphibious operations.^[7] This configuration enabled a maximum speed of approximately 8 knots when fully loaded, with an operational range of up to 130 nautical miles at economical speeds, making it suitable for short-haul troop transports from mother ships to shore.^[7] Alternative gasoline engines, such as the Hall-Scott model producing 225-250 horsepower, were sometimes fitted, reducing the range to about 50 nautical miles due to higher fuel consumption.^[12] British variants used similar engines, with speeds comparable to U.S. models around 8-10 knots.^[10] For self-defense during transit and beaching, U.S. Navy LCP(L)s were equipped with two .30-caliber Browning M1919 machine guns mounted in the forward cockpit, providing suppressive fire against beach obstacles or light threats.^[7] British and Commonwealth versions carried light machine guns, often .303-caliber, in the forward position.^[13] These weapons were crew-served and integrated into the coxswain's station, with ammunition storage limited to sustain short bursts during the vulnerable approach phase. A total of approximately 2,250 units were produced during World War II, primarily by contractors including Higgins Industries.^[14] The LCP(L)'s construction emphasized speed of production and lightweight durability, utilizing a hull of plywood sheathing over pine planking supported by mahogany frames, which allowed for rapid assembly in boatyards during wartime surges.^[7] Armored bulkheads, typically 0.25-inch steel plates, protected critical areas including the engine compartment, steering gear, and fuel tanks, offering minimal but essential shielding against small-arms fire or shrapnel.^[12] The design featured a distinctive spoonbill bow—a blunt, reinforced forward section that facilitated beaching without structural damage—while maintaining a shallow draft of 2.5 to 3.5 feet, enabling operations in surf zones up to moderate conditions.^[15] This all-wood composition, combined with simplified framing, contributed to the craft's low displacement of approximately 13,500 pounds (6.75 tons) light, facilitating mass production.^[10]

Crew and Operations

Manning Requirements

The Landing Craft Personnel (Large), or LCPL, operated with a minimal crew of three personnel, a configuration shared by both the United States Navy and the Royal Navy to facilitate quick launch and maneuverability during amphibious operations.^[16] This small team handled all essential functions, including propulsion, navigation, and defensive armament, without a dedicated role for managing embarked troops. In the US Navy, the crew comprised a coxswain responsible for steering, navigation, and overall command of the craft, supported by two additional enlisted sailors who doubled as gunners, bowman, and mechanic.^[17] The coxswain, typically an experienced enlisted rating, directed operations from the helm, while the bowhook served as forward lookout and assisted with beaching and hook-up duties; the engineer maintained the Gray Marine diesel engine and bilge pumps. These crew members also manned the two forward .30-caliber machine guns for suppressive fire during approaches to shore.^[17]^[7] Training for US Navy LCPL crews emphasized versatility due to the limited manpower, with personnel often acquiring multi-role skills through on-the-job instruction at amphibious bases like Little Creek, Virginia, enabling them to perform maintenance, gunnery, and piloting without specialized troop handlers.^[17] The Royal Navy employed an identical crew size of three for its LCPLs, with the coxswain—frequently a Leading Seaman or Royal Marine non-commissioned officer such as a Corporal—assuming command and handling steering along with engine throttles from the port-side position.^[16]^[18] This leadership structure differed from the US approach, where coxswains were generally lower-ranking enlisted personnel, as British operations integrated more senior non-commissioned oversight for tactical coordination. The remaining crew included a dedicated gunner to operate the bow machine guns and a mechanic focused on engine and systems upkeep, mirroring the multi-role demands of the US setup but with formalized divisions to support platoon-scale troop ferrying.^[16] Like their American counterparts, Royal Navy crews received training stressing adaptability in small teams, ensuring seamless operation across navigation, defense, and mechanical tasks without troop-specific support roles.^[19]

Loading and Disembarkation Procedures

The LCPL was loaded from transport ships using davits to suspend the craft alongside the vessel's deck, allowing troops to board over the sides or stern via gangplanks or cargo nets while the boat remained outboard. This method enabled the craft to be loaded with up to 36 fully equipped personnel or equivalent cargo before being lowered into the water, minimizing exposure time during embarkation.^[20]^[7] Efficient loading procedures, guided by naval doctrine, typically required 10 to 15 minutes for a full complement, depending on sea conditions and organization.^[20] Disembarkation occurred after the coxswain beached the LCPL bow-first in shallow water, grounding the craft on the shore. Lacking a bow ramp, troops exited by jumping or climbing over the low gunwales onto the beach, often while carrying full combat gear, with crew members positioned at the bow to assist in steadying the boat and aiding soldiers. This process demanded rapid execution to clear the craft and establish a beachhead, but it was inherently hazardous, particularly in surf where waves could cause the boat to broach or capsize, increasing risks of injury or drowning.^[20]^[7]^[1] In British service, the LCPL was employed similarly but often carried 30 to 36 troops to reduce overcrowding during side exits, facilitating smoother disembarkation under combat pressures. Crew roles, including the coxswain's maneuvering and bow assistance, were integral to both loading and disembarkation, as outlined in manning protocols.^[7]^[21]

Service in World War II

Early Deployments

The LCPL saw its first major U.S. deployment during the Guadalcanal campaign in August 1942, where it ferried Marines from transport ships to the island's beaches amid supporting naval gunfire.^[22]^[1] These craft played a crucial role in the initial landings on August 7, enabling the rapid disembarkation of troops despite challenging conditions near the shore.^[22] Concurrently, the British introduced the LCPL in the Dieppe Raid on August 19, 1942, employing it to transport Canadian and British commandos to the French coast.^[23]^[24] The operation utilized at least eight LCPLs, highlighting their potential in combined assaults but also revealing initial design limitations, such as poor seaworthiness in the rough Channel swells that complicated approach to the beaches.^[25] In the early stages of Pacific island-hopping operations, the LCPL fulfilled key logistical functions by shuttling up to 36 troops per craft from larger vessels in flotillas typically numbering 10 to 20 units.^[12] This configuration supported efficient troop movement across short distances to island shores, forming the backbone of amphibious logistics in 1942 campaigns.^[26] The feasibility of these early deployments stemmed from a rapid production ramp-up, with over 500 LCPL units available by mid-1942 through Higgins Industries and other contractors.^[27] This output, part of a broader 1942 total exceeding 1,000 such craft, ensured sufficient numbers for initial combat testing and refinement.^[27]

Key Battles and Roles

The LCPL played a critical role in the Guadalcanal Campaign, where it supported the initial Marine landings on August 7, 1942, by ferrying infantry units from transport ships to contested shores under Japanese artillery and machine-gun fire.^[28] These craft, often operating in waves from ships like the USS McCawley, delivered up to 36 troops each despite challenging reef conditions and enemy opposition, though several were lost or damaged due to beaching difficulties on the coral-strewn beaches.^[7] In the Dieppe Raid of August 19, 1942, over 30 British-manned LCPLs were employed to transport elements of No. 3 Commando and Canadian units to the beaches east of Dieppe, marking one of the craft's early European combat uses.^[29] The absence of a bow ramp exposed troops to heavy German fire as they disembarked over the sides, contributing to high casualties among the assault force, with many LCPLs suffering damage from coastal defenses and resulting in significant lessons for subsequent ramp-equipped designs.^[30] Throughout the later Pacific theaters from 1943 to 1945, LCPL flotillas were integral to major amphibious assaults, including the Tarawa invasion in November 1943, where they delivered Marine assault waves across the treacherous fringing reef to Red Beach under intense Japanese fire.^[7] By 1944, with over 2,000 LCPLs produced overall, the craft had largely been supplanted by the ramp-equipped LCVP in major operations, though some continued in secondary roles.^[7] LCPL employment in the European theater was more limited, primarily by British forces during the North Africa landings of Operation Torch in November 1942, where they ferried troops to beaches near Algiers and Oran amid minimal opposition. They also contributed to the Sicily invasion in July 1943 and the Salerno landings in September 1943, supporting Allied assaults on Axis-held shores, though in smaller numbers compared to Pacific use.^[7]

Successors and Legacy

Immediate Design Evolutions

The initial evolution of the LCPL design addressed its primary disembarkation limitation, where troops had to climb over the sides, by introducing the LCP(R) (Landing Craft, Personnel, Ramped) between 1941 and 1942. This variant incorporated a small bow ramp to enable faster and safer exits onto beaches, while retaining the LCPL's overall dimensions and propulsion system.^[31] A total of 2,635 LCP(R) units were produced by various manufacturers, including Higgins Industries, marking a direct improvement for early amphibious operations.^[14] By 1942, further refinements led to the LCVP (Landing Craft, Vehicle, Personnel), which superseded the LCP(R) and became the standard for troop and light vehicle transport. The LCVP featured a widened beam of 10 feet 10 inches for enhanced stability and a larger, armored bow ramp capable of accommodating vehicles like jeeps, allowing it to carry up to 36 troops or 8,000 pounds of cargo.^[31] This design, primarily produced by Higgins Industries and licensees, resulted in over 23,000 units built during World War II, far exceeding prior variants and enabling its widespread use in major landings.^[32] In 1943, experiments tested rocket launchers mounted on landing craft such as the LCVP to deliver suppressive fire ahead of troop landings, though these did not progress to mass production due to operational complexities.^[8] LCPL and LCP(R) production ceased by 1943 as the more versatile LCVP fully replaced them, prioritizing the need for combined personnel and vehicle delivery in evolving amphibious tactics.^[31]

Historical Impact and Preservation

The Landing Craft Personnel (Large), or LCPL, pioneered the mass production of shallow-draft amphibious vessels, with approximately 2,200 units built during World War II, enabling the U.S. Navy to rapidly deploy troops and equipment directly onto enemy-held beaches without reliance on ports or harbors.^[14] Developed by Andrew Higgins in the late 1930s, the LCPL's design emphasized seaworthiness and versatility, carrying up to 36 troops at speeds of around 10 knots over ranges of approximately 120 miles.^[21] This innovation transformed amphibious warfare from a limited tactical operation into a strategic capability, particularly in the Pacific theater where island-hopping campaigns demanded efficient shore-to-ship logistics.^[33] During World War II, LCPLs played a pivotal role in enabling rapid troop delivery across major Pacific operations, including the invasions of Guadalcanal in 1942 and subsequent assaults on Tarawa, Saipan, Peleliu, Iwo Jima, and Okinawa.^[6] As part of the broader Higgins fleet, which totaled over 20,000 units produced by Higgins Industries, these craft facilitated the transport of hundreds of thousands of Allied personnel to contested shores, significantly enhancing operational tempo and reducing vulnerability to enemy defenses.^[31] General Dwight D. Eisenhower credited Higgins' designs, including the LCPL, with being instrumental to Allied victory, stating that Higgins "is the man who won the war for us" by improving amphibious efficiency and shortening the conflict through decisive logistical advantages.^[33] The LCPL's emphasis on shallow draft and beaching capability directly influenced post-war landing doctrines, prioritizing versatile, high-volume troop insertion in expeditionary operations.^[33] Preservation efforts for LCPLs are limited due to their wooden construction and wartime attrition, with very few authentic examples surviving today. One known survivor, an LCP(L) variant used in the 1944 Normandy landings, is housed outdoors at the D-Day Omaha Museum near Omaha Beach in Normandy, France.^[21] Fewer than 20 original Higgins boats overall are extant, including related models displayed at sites like the U.S. Patent and Trademark Office in Alexandria, Virginia.^[33] In New Orleans, home to Higgins Industries, volunteers at The National WWII Museum maintain a boat restoration program focused on Higgins craft such as the LCVP, using salvaged originals from local waterways like Irish Bayou as templates, though no dedicated LCPL exhibit has been identified.^[34] These initiatives underscore the LCPL's enduring symbolic value, despite the scarcity of intact WWII-era hulls. The LCPL's design principles of shallow-draft maneuverability and personnel capacity continued to resonate in post-war variants, such as the Mk IV and fiberglass Mk 12 models, which were adapted for harbor patrol and SEAL support duties in Vietnam during the late 1960s.^[35] These later iterations, while distinct from the original WWII wooden LCPL in materials and armament, echoed its core role in inshore operations, as seen in U.S. Navy patrols along South Vietnamese rivers and coastal waters.^[3]

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LCPL Class, Allied Landing Craft ; Tonnage, 6.75 tons light displacement ; Dimensions, 36' by 10'9" by 3'6" 10.97m by 3.28m by 1.07m ; Maximum speed, 10 knots.Missing: WWII | Show results with:WWII
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This article is about British and commonwealth amphibious warfare in WW2, and the assault ships and landing crafts built in UK, canada, and from lend-lease.<|separator|>
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On passage to Yellow Beach (Berneval), 3 Commando Group comprised twentyfour LCP(L)s escorted by one LCF(L), ML 346 and SGB 305. At 03.30hrs, German convoy No.<|separator|>
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Landing craft personnel (Large) LCP(L) (8-11 tons). No.7, 18 (total 2), lost in Home Waters, October 6, 1944. No.8, 263, 287, 577 (total 4), lost overseas.Missing: WWII | Show results with:WWII
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Displacement: 9 tons ; Length: 36 feet ; Beam: 10.7 feet ; Draft: 3 feet ; Propulsion: 1 Gray Marine diesel, 225 hp, 1 shaftMissing: armament construction WWII