The American Automobile Industry in World War Two
An American Auto Industry Heritage Tribute by David D Jackson

 Overview      Lansing Michigan in World War Two   The U.S. Auto Industry at the Normandy Invasion, June 6, 1944    The U.S. Auto Industry and the B-29 Bomber   U.S. Auto Industry Army-Navy "E" Award Winners   The Complete listing of All Army-Navy "E" Award Winners   Sherman Tanks of the American Auto Industry   Tank Destroyers of the American Auto Industry    M26 Pershing Tanks of the American Auto Industry   M36 Tank Destroyers of the American Auto Industry   Serial Numbers for WWII Tanks built by the American Auto Industry   Surviving LCVP Landing Craft    WWII Landing Craft Hull Numbers   Airborne Extra-Light Jeep Photos  The American Auto Industry vs. the German V-1 in WWII   American Auto Industry-Built Anti-Aircraft Guns in WWII   VT Proximity Manufacturers of WWII   World War One Era Motor Vehicles   National Museum of Military Vehicles   Revisions   Links

 Automobile and Body Manufacturers:  American Bantam Car Company   Briggs Manufacturing Company   Checker Car Company   Chrysler Corporation   Crosley Corporation   Ford Motor Car Company   General Motors Corporation   Graham-Paige Motors Corporation   Hudson Motor Car Company   Murray Corporation of America   Nash-Kelvinator   Packard Motor Car Company      Studebaker    Willys-Overland Motors

General Motors Divisions:  AC Spark Plug   Aeroproducts   Allison   Brown-Lipe-Chapin   Buick   Cadillac   Chevrolet   Cleveland Diesel   Delco Appliance   Delco Products   Delco Radio   Delco-Remy   Detroit Diesel   Detroit Transmission   Electro-Motive   Fisher Body   Frigidaire   GM Proving Grounds   GM of Canada   GMC   GMI   Guide Lamp   Harrison Radiator   Hyatt Bearings   Inland   Moraine Products   New Departure   Oldsmobile   Packard Electric   Pontiac   Saginaw Malleable Iron   Saginaw Steering Gear   Southern California Division   Rochester Products   Ternstedt Manufacturing Division   United Motors Service   Vauxhall Motors

 Indiana Companies:  Bailey Products Corporation   Chrysler Kokomo Plant   Continental Steel Corporation  Converto Manufacturing    Cummins Engine Company   Diamond Chain and Manufacturing Company   Delta Electric Company   Durham Manufacturing Company   Farnsworth Television and Radio Corporation   General Electric Kokomo Plant   Haynes Stellite Company   Hercules Body Company   Horton Manufacturing Company   Howe Fire Apparatus   International Machine Tool Company   J.D. Adams Company   Kokomo Spring Company   Magnavox   Muncie Gear Works   Pierce Governor Company   Portland Forge and Foundry   Reliance Manufacturing Company-Kokomo Plant   Reliance Manufacturing Company-Washington Plant   Republic Aviation Corporation - Indiana Division   Ross Gear and Tool Company   S.F. Bowser & Co.   Sherrill Research Corporation   Sullivan Machinery Company   Tokheim Oil Tank and Pump Company   Warner Gear   Wayne Pump Company   Wayne Works

Commercial Truck and Fire Apparatus Manufacturers:  American LaFrance   Autocar   Biederman Motors Corporation   Brockway Motor Company   Detroit General   Diamond T   Duplex Truck Company   Federal Motor Truck   Four Wheel Drive Auto Company(FWD)   International Harvester   John Bean   Mack Truck   Marmon-Herrington Company   Michigan Power Shovel Company   Oshkosh Motor Truck Corporation   Pacific Car and Foundry   "Quick-Way" Truck Shovel Company  Reo Motor Car Company  Seagrave Fire Apparatus   Sterling Motor Truck Company    Ward LaFrance Truck Corporation   White Motor Company

Aviation Companies:  Abrams Instrument Corporation    Frankfort Sailplane Company   Hughes Aircraft Company   Kellett Aviation Corporation   Laister-Kauffman Aircraft Corporation   Naval Aircraft Factory   P-V Engineering Forum, Inc.    Rudolf Wurlitzer Company-DeKalb Division  Schweizer Aircraft Corporation   Sikorsky Division of United Aircraft Corporation   St. Louis Aircraft Corporation   Timm Aircraft Corporation

Other World War Two Manufacturers:  Air King Products   Allis-Chalmers   American Car and Foundry   American Locomotive   American Stove Company   Annapolis Yacht Yard   Andover Motors Company   Badger Meter Manufacturing Company   B.F. Goodrich   Baker War Industries   Baldwin Locomotive Works   Blood Brothers Machine Company   Boyertown Auto Body Works   Briggs & Stratton   Burke Electric Company   Caterpillar   Cheney Bigelow Wire Works   Centrifugal Fusing   Chris-Craft   Clark Equipment Company   Cleaver-Brooks Company   Cleveland Tractor Company   Continental Motors   Cushman Motor Works   Crocker-Wheeler   Dail Steel Products   Detroit Wax Paper Company   Detrola   Engineering & Research Corporation   Farrand Optical Company   Federal Telephone and Radio Corp.   Firestone Tire and Rubber Company   Fruehauf Trailer Company   Fuller Manufacturing   Galvin Manufacturing   Gemmer Manufacturing Company   General Railway Signal Company   Gerstenslager Company   Gibson Guitar   Gibson Refrigerator Company   Goodyear   Hall-Scott   Hanson Clutch and Machinery Company   Harley-Davidson   Harris-Seybold-Potter   Herreshoff Manufacturing Company   Higgins Industries    Highway Trailer Corporation  Hill Diesel Company   Holland Hitch Company   Homelite Company   Horace E. Dodge Boat and Plane Corporation   Huffman Manufacturing   Indian Motorcycle   Ingersoll Steel and Disk   Iron Fireman Manufacturing Company   John Deere   Johnson Automatics Manufacturing Company   Kimberly-Clark   Kohler Company   Kold-Hold Company   Landers, Frary & Clark   Le Roi Company  Lima Locomotive Works   Lundberg Screw Products   MacKenzie Muffler Company   Massey-Harris   Matthews Company   McCord Radiator & Mfg. Company   Metal Mouldings Corporation   Miller Printing Machinery Company   Morse Instrument Company   Motor Products Corporation   Motor Wheel Corporation   National Cash Resgister Company   Novo Engine Company   O'Keefe & Merritt Company   Olofsson Tool and Die Company   Oneida Ltd   Otis Elevator   Owens Yacht   Pressed Steel Car Company   Pressed Steel Tank Company   Queen City Manufacturing Company   R.G. LeTourneau   Richardson Boat Company   R.L. Drake Company   St. Clair Rubber Company   Samson United Corporation   Shakespeare Company   Sight Feed Generator Company   Simplex Manufacturing Company   Steel Products Engineering Company   St. Louis Car Company   Twin Disc Company   Victor Adding Machine Company   Vilter Manufacturing Company   Wells-Gardner   W.L. Maxson Corporation   W.W. Boes Company   Westfield Manufacturing Company   York-Hoover Body Company   York-Shipley, Inc.   Youngstown Steel Door Company  
   

Surviving LCVPs Main Page   Surviving World War Two LCVPs   Surviving Post-World War Two Fiberglass LCVPs   Surviving French Post-World War Two LCVPs   Replica LCVPs
Surviving American Post-World War Two Wooden LCVPs

This page updated 7-5-2021.

An American Auto Industry in World War Two Special Edition
 In the 1950s, the U.S. contracted for another 1,465 LCVPs to be built.  By that time, most of the original LCVPs were wearing out and needed to be replaced.  While the basic original Higgins design was maintained, there were several engineering changes made to the design.  Several of these changes distinguish an original World War Two LCVP from the 1950s version.

Unfortunately, for several organizations, the LCVPs they own are not the original World War Two LCVPs that they believe they have.  Many organizations are under the impression that they own Higgins-built LCVPs that were built during World War Two.  Instead, they have a 1950s era LCVP built by the Shelburne Shipyard in Shelburne, VT.


Here is an actual blue print used by the Shelburne Shipyard to build 1,465 1950's era LCVPs. 


Here is a black and white print of the modified boat.  The ramp winch and ramp cable that runs outside the boat are visible.  This is one of the visible differences between the 1950s LCVPs and the World War Two era LCVPs.


This is the of 18 engineering changes that were made to the LCVP drawings on 7-16-1952, as the Navy was preparing to go back into production of the LCVP.  Included are changes to the fuel tanks, ramp hoisting arrangements, and three changes involving the skeg, propeller fittings, and rudder fittings.  The fuel tanks were originally 110 gallon fabricated our of 14 gauge steel, which were expensive to build.  Replacing the two 110 gallon tanks with four 55 gallon drums was so much simpler along with being a cost savings.  The new ramp hoisting arrangement was simpler and less costly than the original system.  The new arrangement moved the hoist to the top of the gunwale with the cables running directly to the ramp.  The new attachment system for the prop shaft, rudder, and skeg was likewise a cost savings due to simpler parts.

Higgins, Inc. was the new corporation formed when Higgins Industries liquidated its assets in November 1945.  Higgins, Inc. made the engineering changes and gave them to the Navy, which in turn forwarded them to Shelburne Shipyard in Shelburne, VT, which then used them to build 1,465 LCVPs.  Surviving Shelburne Shipyard-built LCVPs are listed below.

Owner:  Private Owner
Location:  Virginia
Hull Number:   C-103479
Date Built:  1956
Date of Photos:  June 2006 and January 2020
Comments:  This LCVP is a benchmark that can be used to evaluate other LCVPs that are most likely of post-World War Two manufacture.  This is because the hull number and date of manufacture are known for this boat.

This boat was previously owned by Bob Gillmor in Old Fort, OH.  It was sold and is now in Virginia. 

Before looking at the photos, we will explore how C-103479 ended up in civilian ownership.  When the USS Sandoval (APA-194) was decommissioned for the third time in March 1970 in Norfolk, VA, C-103479 was one of several LCVPs that was unloaded and stored.  The Ohio Army National Guard was able to obtain C-103479 and five other LCVPs for amphibious training at Camp Perry, OH.  After a two year repair and re-building effort at the Ohio National Guard Depot in Newark, OH, it was determined that one of the boats could not be repaired and was scrapped after useful items were removed.  The remaining five boats were then shipped to Camp Perry.  One was damaged in shipment.  It too was stripped of usable equipment and the hull was buried at Camp Perry.  Two of the four remaining boats had leaks that could not be fixed without a considerable amount of effort.  Usable parts were removed, and they were sold at auction.  The last two served around the shores of Camp Perry doing various tasks until they were replaced by two LARCS three years later.  C-103479 and the other remaining LCVP were later auctioned off to a private individual in the area who kept them in a fruit orchard.  C-103479 eventually became the property of Bob Gillmor. 

The four photos below show C-103479 at a previous owner, before Bob Gillmor purchased it.  This is how it looked while serving with the U.S. Navy. These photos provide the best insight into what a post-World War Two wooden LCVP looked like.


 This is C-103479 in June 2006.  The 1/4 inch armor plate and ramp are still protected by the paint, with small amounts of rust.  The plywood has lost its coating of paint.  Photo from the Bob Gillmor collection.


There are several key differences in this photo that distinguish this post-World War Two LCVP from the original versions.  First, the ramp winch has been moved back up onto the deck level.  Second, from the winch, the ramp cables run outside the boat and not internally, as did the World War Two versions.  The winch is positioned so the cable on the starboard side of the boat goes straight towards the ramp along the deck and outside the coaming.  The cable for the port side runs towards the aft end of the boat and then turns 90 degrees through a sheave.  It then runs through a protective sleeve along the rear of the cockpit until it goes through another sheave where it then runs long the outside of the port coaming.  Third, there are no machine gun tubs in this boat.  They were eliminated from the post-war models.  Four, the fuel tanks are 55 gallon barrels.  The World War Two LCVP had fabricated two 18 gauge 150 gallon fuel tanks.  These were expensive to manufacture.  The 55 gallon barrels were a significant cost savings.  Photo from the Bob Gillmor collection.


The curvature of the port fuel barrel can be seen to the right of the exhaust pipe and behind the metal bracing rod.  Photo from the Bob Gillmor collection.


This post-World War Two boat is different from others I have seen because the ramp cable is run through a plastic or metal pipe.  On others I have seen, the cable runs through sheet metal brackets.  Photo from the Bob Gillmor collection.


This photo shows the Gray Marine 64HN9/Detroit Diesel 6-71 engine which was the preferred engine for all LCVPs.  Photo from the Bob Gillmor collection.

I took the following photos of C-103479 in January 2020 at Bob Gillmor's foundry in Old Fort, OH.  Bob purchased the LCVP with the intent of doing a full restoration.  However, as is the case with all of us, life, business, and other more important projects put C-103479 on the back burner.  Some work was started on the restoration.


This is the exterior identification that was originally mounted on the front of the cockpit.  Author's photo.


Author's photo.


This photo of the interior of a Higgins-built LCVP replica at the National World War Two Museum in New Orleans, LA shows where this C-number board mounts on the landing craft.  Author's photo.


Currently, the 1956 LCVP was in storage at Gillmor Ordnance in Old Fort, OH which makes replica and operating vintage cannons.  Robert Gillmor has done some restoration of the LCVP but has other current projects of higher priority.  Author's photo.


 It has been a while since Bob has had time to work on C-103479.   Author's photo.


There were problems with the LCVPs given to the Ohio National Guard.  Two of them took on a lot of water.  A properly built LCVP constructed like those in World War Two would not do this.  Andrew Higgins designed the boats with a layer of impregnated duck cloth that made the boats water tight.  Unlike a normal wooden boat that has been out of the water for a long time, the Higgins LCVPs did not need to soak to swell the wood to make it waterproof.  This was especially important when landing craft would be out of the water on a troop transport ship, and then be put in the water for an amphibious landing.  The LCVPs had to be sea worthy on demand and could not wait for any swelling or caulking of joints to be made waterproof.  It is unknown whether the impregnated duck cloth was used in the construction of this boat, or whether it had deteriorated over time.  Author's photo.


This is another trademark of a post-World War Two LCVP.  The bracing for the rudder and propeller shaft are separate castings, rather than the one-piece casting used on the originals.  The V formed by the casting or castings attaching to the skeg is an obvious identifier of the post-World War Two LCVPs.  Author's photo.


Author's photo.


This photo was taken inside C-103479 which is upside down.  This shows that the port ramp cable comes back inside the boat and through the sheave to the ramp.  On World War Two LCVPs, the cable and sheave are outside the boat at the ramp interface.  Author's photo.


The armor plate has been removed and is in outside storage.  Author's photo.

Owner:  United States Army
Location:  U.S. Army Transportation Museum, Fort Eustis, VA
Hull Number:  Unknown
Date Built:  Mid-1950's
Date of Photos:  June 30, 2021
Comments:  This is a classic example of "not knowing what I don't know" as it pertains to comprehending the quantities and the current locations of existing LCVPs.  I was unaware of this LCVP until I visited this museum.  Internet searches had not revealed the presence at this location.  There may be more like this one I am unaware of.

I previously visited the Army Transportation Museum July 2008, and I don't remember it being at the museum.  One of the museum officials told me this LCVP came from Fort Benning within the last few years.  This is a cool find!!


This has the common post-World War Two type ramp found on this genre of LCVPs.  Author's photo added 7-5-2021.


The LCVP is under a roof in an open building and also has a canvas covering over it to protect it.  It can be moved, as it is mounted on the three-axle trailer.  Author's photo added 7-5-2021.


The LCVP has the ramp cable running outside the coaming and then going inside the boat at the ramp.  This is an indicator of a post-World War Two-era LCVP.  Author's photo added 7-5-2021.


Author's photo added 7-5-2021.


The V-brace for the skeg and rudder is typical of the post-World War Two LCVPs.  Author's photo added 7-5-2021.


This photo shows the ramp cable running outside of the boat and the absence of the gun tubs.  Both are typical of the LCVPs built in the 1950s.  Author's photo added 7-5-2021.


The LCVP on display at the Army Transportation Museum is in excellent condition.  Author's photo added 7-5-2021.

Owner:  Private Owner
Location:  Virginia
Hull Number:   C-26903
Date Built:  1954
Date of Photos:  Unknown
Comments:  This LCVP was previously in Tacoma, Washington and was purchased by the new owner in July 2020.

Photos of C-26903 can be seen here:  https://forums.g503.com/viewtopic.php?f=77&t=317662

Note that it has the externally run ramp cables that enter the boat near where they mount to the ramp.  It also has the three piece propeller and rudder mounting brackets.  Most of the superstructure is missing, but the hull looks to be in excellent condition.

Owner:  Indiana Military Museum
Location:  Vincennes, IN
Hull Number:  Unknown  
Date Built:  1950s
Date of Photos:  September 2014, January 2019, February 2020
Comments:  This 1950s era LCVP was purchased in 2012 by the museum, which was located in Port St. Lucie, Fl.  It had been used by oil companies in the Gulf of Mexico.  Most of the original top of the boat was missing and had to be replaced by the museum, along with fabricating a new ramp.  The restoration makes the LCVP look like a World War Two boat.  The ramp hoist system is similar, but not the same as a World War Two boat.  For the common visitor, it is close enough.  On one trip to the museum, the docent told me the boat came in without gun tubs, which they added.  However, the one attribute that identifies this as a 1950's built LCVP is the skeg and propeller shaft hull mountings.  They are the type used in on the 1950s LCVPs.  This boat was built by the Shelburne Shipyard in Shelburne, VT in the 1950s.


In the newly opened annex, which opened January 15, 2019, the LCVP is on display in the same location it was during its restoration.  It is part of a diorama with a net against the wall simulating the side of a ship and a soldier climbing down to take his place in the LCVP.  Author's photo.


When the LCVP first went on display, the ramp hoist cables and winch had not been installed.  Author's photo.


When I returned in early 2020, a World War Two type ramp hoist cable system had been added.  The cable can be seen up from the inside of the boat, then attaching to the ramp with the sheaves outside.  This is as it was done during World War Two on the LCVPs.  Author's photo.


In this photo, the cable can be seen running from the winch along the inside of the boat.  It then goes up the starboard side and out of the boat through two sheaves and to the ramp.  The cable for the port side goes down, underneath the deck, then back up the port side, and out through two sheaves to the ramp.  Author's photo.


This is a closer view of the winch and cable.  The winch should actually be located back in the crew area.  But this gives the impression of a World War Two ramp hoist system.  Author's photo.


Museum volunteers built this ramp in their shop.  Author's photo.


The mannequin dressed at the boat's coxswain is another nice piece of the diorama showing his location while operating the boat.  A jeep and a small anti-tank gun were the maximum vehicle load for the LCVP.  Author's photo.


The LCVP came in without any gun tubs.  Post-World War Two LCVPs did not have the gun tubs installed.  Museum volunteers have done an excellent job of re-creating the World War Two gun tubs with machine guns and armor plate installed.  A very nice historical touch.  Author's photo.


The photo below shows how corroded the propeller, rudder, and associated hardware were in 2014.  A considerable amount of time and effort was needed by volunteers at the Indiana Military Museum to get them back to the original condition shown here.  Author's photo.

This type of hardware that mounts the skeg and propeller shaft to the hull is the type that is used on the 1950s-built LCVP.  It is this hardware that identifies this as a 1950s LCVP.


Author's photo.

Owner:  Mott Military Museum
Location:  Groveport, OH
Hull Number:  Unknown  
Date Built:  1950s
Date of Photos:  June 2012, December 2015. August 2016, November 2018, July 2020
Comments:  This LCVP, which was built in the 1950's by the Shelburne Shipyard in Shelburne, VT, has been on display for many years at the museum.  It was outside for many years, then moved inside a three-walled building in 2016, and then restored.  It has been restored to its original 1950s configuration.  It is the best of the post-war era LCVP restorations I have seen to date.

June 2012:


For several years, the LCVP at the Mott Military Museum sat outside in the elements.  The 1950s cable hoist system is visible.  The winch is mounted on the gunwale and the cable for starboard side runs outside the boat.  It then crosses under the outside sheave and enters the boat.  Author's photo.


By December 2015 it had to be covered up.  Author's photo.

August 2016:


Now it was inside a three walled building and undergoing restoration.  There are three sections of armor on the side.  Author's photo.


Author's photo.


The armor plate had been reinstalled and waiting on paint.  Author's photo.


New floor boards were installed.  Author's photo.


The exhaust for the engine is visible.  Also visible is one of the four 55-gallon barrels used for fuel tanks on the post-World War Two LCVPs.  Author's photo.


It has a Gray Marine/Detroit Diesel engine. The engine is missing the blower and air silencer. Author's photo.


Note the canvas duck that acts as a gasket between the boat and the ramp.  On the port side, the ramp hoisting cable can be seen entering the inside of the boat and running over the sheave to the ramp.  This is an attribute of a 1950s LCVP.  Author's photo.

November 2018


 The restored LCVP is in its new protective building.  The reason for the three walls is local building codes required a restroom if the fourth wall had been included.  Author's photo.


The canvas duck gasket can be seen between the boat and the ramp.  The ramp is not entirely pulled closed so there is a gap.  Author's photo.


Author's photo.

July 2020:


The Mott Military Museum LCVP in its building in July 2020.  The ramp is now down.  Author's photo.


The museum has built a viewing stand on the port side of the LCVP.  This allows for photos of the interior by visitors.  Author's photo.


This is the ramp winch mounted to the top of the gunwale.  Cables go both to the front and rear of the boat, typical of a 1950s ramp hoist system.  The previous photo from June 2012 shows the cable running outside the boat to the front.  Author's photo.


The cable runs to the rear, enters a sheave, and goes across the rear of the crew compartment.  It then turns around another sheave and runs along the outside on the portside of the boat.  Note the 55 gallon barrels used as fuel tanks and the lack of gun tubs.  These along with the ramp cable system are all attributes of a 1950s-built LCVP.  Author's photo.


The cable is running down the outside of the LCVP.  Author's photo.


Author's photo.


The Mott Military Museum's LCVP has the V-bracket that mounts to the skeg from the hull.  It has another bracket that mounts the propeller shaft to the hull.  Both of these are of the 1950s design for the LCVP.  Author's photo.

Owner:  Museum of American Armor
Location:  Long Island, NY
Hull Number:  Unknown
Date Built:  1952 to 1958
Date of Photos:  June 2019
Comments:  I was able to visit this LCVP at its former home, the International Museum of World War Two in Natick, MA in June 2019.  Two months later, the museum abruptly closed and the LCVP was sold to the Museum of American Armor.  Some sources indicate this LCVP came from Alaska.


This is how the LCVP looked from the parking lot of the now closed International Museum of World War II before it closed.  It is good to see that the former owners put it under a roof.  Author's photo.


It still has its armor plating installed.  Author's photo.


Author's photo.


One of the observable signs of a post-World War Two LCVP is the ramp cable running down the side of the boat and then running to the inside just before attaching to the ramp.  Author's photo.


Author's photo.


Author's photo.


The interior looks to be in better condition than the outside of the LCVP.  This example has the three sets of long boards running along the inside of the hulls.  Not all post-World War Two LCVPs have these still installed.  Author's photo.


The combination throttle and transmission lever is still in the boat with several gauges which have been painted over.  It looks like museum volunteers were able to paint the LCVP's interior.  Author's photo.


There are also no gun tubs as is the norm with the post-war LCVPs.  Author's photo.


This has the three-piece propeller, skeg, and rudder support typical of the 1950's built LCVPs.  Author's photo.


Author's photo.

Owner:  National Museum of Pacific War - LCVP-1
Location:  Fredericksburg, TX
Date of Photos:  Unknown
Comments:  In November 2014, the museum received two LCVPs from an unknown source.  One was restored and is currently on display the museum's Pacific Combat Zone.  A YouTube video of the LCVP indicates it is a post-World War Two boat.

YouTube video of LCVP-1
Note that the ramp cables enter the boat just before going to the sheave at the ramp.  This indicates this is a post-World War Two LCVP.

Owner:  National Museum of Pacific War - LCVP-2
Location:  Fredericksburg, TX
Date of Photos:  Unknown
Comments:  The second boat arrived with most of the port side missing and was used as a parts boat for the display unit.  A photo of the boat indicates it is post-World War Two.

Museum Press Release on both LCVPs - Photo of LCVP-2

Owner:  World War II Veterans History Project
Location:  Florida
Date of Photos:  2020
Comments:  This was formerly at the  Museum of the American G.I., College Station, TX.  I had been told some years back that there was a LCVP at the Museum of the American G.I., but I could never obtain any confirmation.  An Orlando Sentinel newspaper article on April 23, 2020, told of a LCVP that came from College Station, TX  and was now in the possession of the World War II Veterans History Project for restoration.  It appears the Museum of the American G.I. has donated or sold the LCVP to the Veterans History Project.

While much of the LCVP is missing, there are a couple of  photos on the World War II Veterans History Project's website that indicate this was built in the 1950s by the Shelburne Shipyard in Shelburne, VT.  There is one photo that shows the 1950s type V-bracket for the skeg and a separate casting for the propeller shaft mountings.  Another photo shows 55 gallon barrels being used for fuel tanks. 

World War II Veterans History Project Website  Photos are at the bottom of the page.

Owner:  American Military Museum (Tankland)
Boat Number:  Unknown
Year Built:  Unknown
Location:  El Monte, CA
Comments: This LCVP is marked PA 21-17 on the side.  Added 11-30-2020.

Photos at:  https://www.flickriver.com/photos/sarge_schultz/36150654604/ 

https://flickriver.com/photos/sarge_schultz/36150652934/   In this photo two more LCVPs can be seen behind the PA 21-17.  Both are fiberglass.  The first one is 36VP65100.  It has LST 1191-4 on the side of it.  The second one has no markings.

 

 

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