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PROVISPONIN SUPPORT OF T 7- 77 r ii M Pil ittsur..r LT • 1.; ik )

rt •

ARMY IN VIETNAM PROJECT NUMBER AMC 68

, PROVISIONING & LOGISTICS SUPPORT OF THE LARC

LIBRARY USA CGSC FT LEAVENWORTH KAN AMC PROJECT 68

MN 24 1911

ACCESSION NO PO REGISTR

William F. ,Shonkwiler

Command Historian

Directorate of Installation Services

U.S. Army Mobility Equipment Command

Submitted by: Approved by:

E. :L. HALLE GEORGE M. BUSH Director, Installation Services Brigadier General, USA Commanding FOREWORD

In 1942, the Army and the General Motors Corporation

deVeloped the first successful amphibian and gave it the

code name DUKW. The D for the year, the U for utility,

the K for front wheel drive and the W for the two rear

axles. Its success in WWII in transporting cargo from

ship to shore and over unimproved beaches led to the

development of a family of amphibious lighters to replace

and increase the carrying capacity of the aging DUKW.

In 1951, the Department of Defense (DOD) authorized

the Army Transportation Corps to develop lighters to

meet these requirements. The Corps developed sixty ton

model in 1952, a five ton model in 1954 and a fifteen ton model in 1960 which were type classified standard

"A" in 1954, 1960 and 1962, respectively.

This monograph traces the problems in the develop ment and production of these lighters and their subse quent employment between June 1965 and December 1968 over the unimproved beaches in Southeast Asia (SEA). Other data include lighter population, tonnage reports, other employment, and discussion of Army organizations respon sible for their direction, operation and maintenance in SEA.

ii Preface

This monograph is the second in a series of studies of selected U. S. Army Mobility Equipment Command managed equipment. It records the development and production of the family of Lighter Amphibious Resupply Cargo vehicles and their deployment in SEA. Records of the Army Materiel

Command Product Manager, Amphibians and Watercraft and files of the Directorates of Procurement and Production,

Supply and Maintenance were used in its compilation. It was supplemented by unit histories furnished by the Army

Transportation Museum, Fort Eustis, Virginia and personal interviews with Equipment Specialists responsible for their operation in Southeast Asia.

I wish to thank Major Gerald Gould, Nickolas Mikus,

Edward Knollman and Smith Wing, Product Manager'

Offioe, Amphibian and Watercraft; Earl F. Kehr, Materiel

Management Division, Directorate of Supply; Peter Grouzos,

John Nogrady, Anthony Bernich, Richard L. Peterson, Earl

B. Parker and Thomas Prusa, Surace Equipment Division,

Leo B. Gieszelmann, Field Services Division, Directorate

of Maintenance; and Mrs. Emma-Jo L. Davis, Curator/

Historian U. S. Army Transportation Museum and Mrs. Elsie P. Prince, Classified Documents Librarian, U. S. Army

Transportation School Library, Fort Eustis, Virginia for their help in locating material and suggesting other sources.

iv um

ism

sim

Right)

4k.

MIN

Branch

(Left

and

Maintenance

WIN

XV,

Family

Equipment

LX,

LARC

The

LARC

Amphibious USAMECOM Directorate

1111

Figure

Source:

ler CONTENTS

Chapter Page

I. LOGISTICS MOBILITY IN VIETNAM

Introduction .,. • • • • • • . . .

Geography . • . • • • . .

Transportation Facilities • . . • •

Seaports • • • • • • • • Airports .. . • • • • • • • • 5 Troop Buildup 6

Unloading War Materiel • • • • • • • 8

Saigon . . . • • • • • • 0 • • • . . 8

Minor Ports . • • • • • • • 8

The Need for Amphibians • • • • . • • • • . 9

Summary . • . • • • . • • • • 11

II. MANAGEMENT OF AMPHIBIAN EQUIPMENT 'Introduction...... • • .. • . 13 U. S. Army Transportation Supply and

Maintenance Command • • • • . • . 14 Amphibian Management History, 1963-68 . . . 14 Appointment of Command Project Officer • .15 Establishment of AMC Project Manager .. 16

III. DEVELOPMENT AND PROCUREMENT OF THE 60 TON LARC (BARC)

Introduction .. • . • • • • • • • .• 18 Planning for a New Amphibian 18

Contract for BARC Prototype . • • • • • 19 Description .• • •••••• 20

Propulsion . . • . • • • • • • • • • 20

Steering . • • • • • • • • • • • • • 22

Tires .. • • • • • .410 • • • 23

Communications • • • • • • • • • • 24

Seaborne Operations . • • . • • . • • 24

Operation of BARC Prototypes . • • • 24

Prototype Tests • • • .. .. • • 25 Launching Trials •...... 26 Pier Launching • . • • . • .. • • . 27 LST Laundhing .. . • .. . .. • . . . 28 Bow Launching from Cargo Ships.... 28 Surf Tests ...... • .. . . 30 Endurance Tests .. • .. ••••• 32 Loading and Unloading Tests .. • • ... 32

vi Chapter ., Page

Artic Tests ...... 33 Casualty During Testing . Type Classification of Prototype . Prototype Modifications • ...: ii Prototype Differences ...... 37 BARC 2-X ... • .... • . . .. 37 BARC 3-X ...... 38 RARC 4-X .. • ...... • 39 Further Changes on the BARC 1-X .. 39 Summary ...... 40 Transportation on LSD's ..... • . 42 Production Contracts ...... 42 Treadwell Construction Company . • 42 Transval Electronics Corporation Contract .. . • ...... • 43 Western Gear Corporation ...... 43 Peterson Builders Incorporated. • . 44 Tests ...... • .. 47 Conclusions ...... 47

IV. THE DEVELOPMENT AND PROCUREMENT OF THE LARC V Introduction . .. • .. • .. 48 Amphibian Requirements ...... 49 Prototype Design ...... 49 Prototype Description .... • .... 51 Power . • . • ..... • • 52 Transmission . . . • • .. • 54 Brakes ...... • . .... 55 Body Suspension .. • .. ... 55 Axles . .. • ...... 57 Prototype Testing. . • . .57 Superduck . • • ...... 57 Location ..••••••••••• 58 Joint LARC V and Superduck Tests . • 60 Pre-Production Changes • • ..... 61 Type A Classification ...... 65 Pre-Procurement Preparation ...... 65 Pre-Solicitation Conference . ... 65 Contract Provisions . ..-... 66 Procurement Bids ... • . . .. • . 66 Production .. • .... 67 The Army AuditContracts.Agency ... • ... 68

vii Page, Chapter

Consolidated Diesel Electric 70 Corporation Contracts .. .. • . • . 71 Deployment ...... • • • . .. - LARC XV V. DEVELOPMENT AND PRODUCTION OF THE • 72 Introduction . • • . • .. • 72 The Requirement • • • • • • • . • 73 Prototype Contract • • . • • . • . Tests ...... • • .74 1 Prototype • 77 Production Contract . • • . Special Tipsts • ..•••••• . Desert .Tests . • • • • 4..4:. F: Cold Start Tests • • • • • • • . . • • 79 Initial Army Distribution ,.. Project Flattop • • .• . 4. . • Mission • .. • • . • ...: • 089

AND 1 VI. ..AMPHIBIAN MISSION, ORGANIZATION TRAINING . 81 Light Amphibian Companies MissiMissionon...... • . ••81 Equipment and Capacity • • • • • • • 81

• • • 82 • Personnel ....,. • 0 0 • • 82 Medium Amphibian Companies ..... Mission • .••...... • ... 82 Equipment and Capabilities- • . • • .8.3 83 .Personnel •••••••••••••• • $4 Heavy Amphibian Units ...... • Mis.sion.• ...... • • . • 84 Equipment: .for BARC's . • . • • . 85 BARC Crew .••••••••••• .85 Complement of a BARC Platoon • • . • 86 Utilization • • . • ••••••• 87 • Capabilities-- • . .. 4. .. 4. 8.8 . • . • • . • • 4. - . • 4. • 89 Safety- Maintenance • • • •.• . 4., • 90 91 Training • • . • - • 4. • . • ..

VII. LARC OPERATIONS IN VIETNAM • • 93 Introduction . • • . • • • 95 Saigon • • • . • • • . • Qui Nhon • • 95

viii 14

Chapter ,Page

The Roadstead ...... 95 BARC's at Qui Nhon ... • • .. . 96 LARC's at Qui Nhon ...... 97 Strategic Importance ...... 97 Operation Highland . .. . . 98 Air Force Casualty ...... 99 Change in Mission ...... 100

Vung Tau ... • iroosioo• 0 • • 101 The Harbor ...... 101 Strategic Importance ...... 101 LARC Arrival ...... 102 Operations ... -b.. . .. 103 Problems • ...... 103 Operation Flattop . . .. 105

Cam Ranh Bay .. soir•••••• • . 107 The Harbor .. ••••••••• . 107 Port Construction • .. . . • . • . 108 Cargo Discharge ...... 109 Delivery Inland ...... 109 Change in Mission ...... 112 Vung Ro ...... 4. . 112 The Harbor ...... 112 Tuy Hoa Airbase . ... • .. ... 113 Unloading POL . . • . • .. . 114 Thom My Thui .. . • . . . .. 115 Location ...... 115 Wunder Beadh ... .. • .... 116 Description • ...... • . . 118 LARC Mission .. • ...... 118 LARC Units at Wunder Beach.- . 119 , Unloading Cargo . . ...:.. .119 POL Discharge ...... 121 Cargo Moved ...... 122 LARC Casualties ...... • 123 Thailand . • • ...... 124 Location • .. . • ..... • 124 LARC Units ...... 124 LARC Operation ...... 125

ix Chvter Page

VII. Summary .. . - ..,• ...... 126 Lessons Learned ...... • ... .126 Production- . .. • ...... • 126 Technical Assistance ...... 128 Training .. • ..•••• .. ... 129 Loading and Unloading Cargo Ships .. 129 Maintenance ...... 132

LARC Operations . • • • • • 0 0 133

Appendix

I. Military Amphibian Management_ in Southeast Asia • • .. . • ... .. 135 Army Transportation Terminal Command 135 4th Transportation Command • • ... . 135 Mission • • ...... • .. • 137 Command Problems ...... • • 140 Battalion Reassignment • ...... 141 Operational Control of Port of Saigon • • ... • .. . • • 143 The 394th Transportation Terminal Battalion ... • . • ..... 144 Transportation (BARC) (Provisional) Company . • • .... • • • • • . 146 -344th Transportation Company (Light Amphibian) .. • • .. • ... 147 253rd Detachment (Amphibious • Maintenance) (Direct Service) • . 150 10th Transportation Battalion (Terminal) ...... • . 152 116th Transportation Company (Terminal Service) • ... .. 157 165th Transportation Company (Terminal Service) . .. . 158 347th Transportation Company Light Amphibian) • . • • .. .,... 159 458th Transportation Company. . • 162 159th Transportation Detachment (Amphibian Maintenance) (Direct Service) ... • ...... 163 The 82nd Transportation Company (Amphibious General Support) • .. 164 11th Transportation Battalion (Terminal) (Service) • • . . .. 167 Summary . ... - r •

Alpendix Page,

II. LARC Population in Southeast Asia, July 1965 - December 1968 ...... 170

III. LARC Tonnage Reports . ... • . • . • . 177

Definition of Abbreviations ...... • 182

Bibliographies ...... -.... 185

Index . ...-...... • . 188

Figure

1. The LARC Family - (Left to Right LARC LX, XV, and V ...... •... • . .. iv 2. Map of South Vietnam .. • ...••••• . . 7 3. BARC or LARC LX • . • ...... 21 4. BARC Side Launching from Deck of Cargo Vessel .29 5. BARC Entering Water After Being Side Launcl:e? :43i. 3 6. POL Truck Unloading From the BARC . . . 7. LARC V Entering a Landing Ship Dock (LAM) . .50 8. From Left to Right, World War II DUKW, Super- duck and LARC V ...... -. .. • .59 9. LARC V Entering Bow Ramp of LST . ... • . .62 10. LARC V.Receiving Cargo While Moored at Ship's Side ...... 63 11. TheLARCV ...... 69 12. Under Way, Loaded with Three CONEX's ..... 75 13. LARC XV with Raised Loading Ramp ... • .. 76

Table

1. LARC LX Procurement Data ... • ...... 45 2. LARC Operation at Thom My Thui ...... 117 3. LARC V Tonnage Reports, Trips Made, and Number of Lighters in Thailand, 11 May 1967 - 23 February 1968 ...... --- ... 127 4. Units Assigned to the 4th Transportation Command as of 30 September 1965 .. .. . 139 5. LARC LX's Deployment in Vietnam . . . . 171 6. LARC V Deployment in Southeast Asia .: .. . 172 7. LARC V Deployment in Vietnam, Tonnage and Passengers Hauled and Other Activities June 1965.- December 1968 ...... 179

xi Chapter I. Logistics Mobility in Vietnam

INTRODUCTION

The procurement, maintenance and transportation of military materiel, facilities and personnel in peace and war is termed logistics. .The Army divides logistics into four general functional areas--supply, maintenance, 1 service, and logistics mobility. For example, (a) it acquires, stores, and distributes supplies; (b) repairs and overhauls equipment; (c) provides such diverse services as grave registration, construction, water purification, laundry; (d) and provides the timely, safe, and economical transportation of persons and materiel.

successful military strategy in the field of opera tions is direct ratio to the rapid deployment of men and materiel to the scene of action. This deployment must be based on climate, physical terrain; the location of key cities, seaports and airports and rapid transpor tation facilities such as railroads, airports highways, waterways and seaports leading to them.

U. S. Army Manual, Cl, Section IX, Logistics, 6-22. GEOGRAPHY

South Vietnam (RVN) is a tropical country, geo graphically divided into the Lowlands of the Mekong

Delta,,the coastal or Central Lowlands, a strip of fertile land extending northwestward along the South

China Sea to North Vietnam; and the Annamese Cordillera,

a huge mountain range which covers most of interior

South Vietnam from its northern boundary southward to

within 50 miles north of Saigon.2

The country is hot and humid, and temperatures

seldom fall below 80 degrees and often range up to 128

degrees. There are two monsoon* or windy seasons. The

summer monsoon starts in June and blows from the south,

and the winter monsoon starts in October and blows from

the north. Both monsoon periods bring heavy rainfall,

violent winds and poor visibility to much of the land.

The annual rainfall is heavy in most areas, ranging

from 28 inches at Mui Dinh to 128 inches at Hue. After

the rains, the soil dries rapidly and turns to dust, the

humidity increases and vegetation springs up over night.

2 Department of the Army Pamphlet, DA PAM 550-55, area Handbook for South Vietnam, April 67, Pages 9-29, here after cited as DA PAM 550-55, followed by page number. TRANSPORTATION FACILITIES

The government-owned railroad system consists of about 700 miles of main line road and about 160 miles of branch lines. The main line extends from Saigon east ward to the South China Sea coast and parallels the coast northward to the country's northern boundary line. In

1965, due to enemy action and lack of maintenance, most of the system was inoperable.

There are over 2700 miles of navigable waterways in

RVN, chiefly located in the Mekong Delta. 1965, most 3 of these were controlled by the Viet Cong.

In 1965, there were about 9000 miles of roads in RVN of which some 7000 miles were negotiable by motor vehicle.

There were two principal highways in RVN. Route 1 (National

Highway 1) started at Phnon Penh, Cambodia, ran south westward to Saigon, thence to Phan Thiet on the South

China seacoast, turned northward and paralleled the coast 4 to Hanoi, North Vietnam, a distance of over 600 miles.

The second major highway, Route 14, extended north through the Central Highlands,of the Annamese Cordillera and joined

Route 7 at Da Nang some 50 mileseouth of North Vietnam.

In 1965, these roads were nearly impassabl 3Ibid.

4Ibid. 3 Seaports

All RVN seaports are 1pcated on the South China

Sea except Saigon- That city, located 45 miles inland

on the winding Song Sai Gon River, can be reached by

seagoing vessels In 1965, the city had a population

of over 2,500,000, and it was one of the great commer

cial seaports of the world. Saigon was also the national

transportation center, and through it flawed most of the

commercial products of the country.

Da Nang, situated nearly 400 miles north of Saigon

on the South China Sea, was the only other major seaport

in RVN. It had a deep anchorage, but its roadstead was

exposed to the seasonal monsoons. There were minor ports

located in the fishing villages of Nha Trang and Qui Nhon.

Both were centrally located on the South China Sea Coast.

Qui Nhon, one of the best minor ports, is located about

100 miles north of the new port of Cam Ranh Bay and 80

miles south of Da Nang.6 Situated near the junction of

Route 1 and Route 19, it is the gateway to the Vietnamese

interior and the only road to the Cambodian border via An

5Ibid, page 26. Es ibid,loage 27. Khe and Pleiku. Route 14 intersects Route 19 at Pleiku and continues north eastward through the jungle covered Annamese

Cordillera to Dan Nang on the coast. In 1965, these trans portation routes and villages controlled or under seige by the Communists became key areas in the struggle to protect

RVN from the Viet Cong.

Cam Ranh Bay strategically located on the coast midway between Saigon and Hue possessed the best natural harbor on the RVN coast. In 1965, this underdeveloped harbor continued only a small pier, a generator house, and two fuel storage tanks which had been built by the United States

AgenCy for International Development (AID) to provide fuel for the United Nations Junk Force and the RVN navy ships.

Airports

In 1965, there were only two safe methods of travel in

RVN; by sea or by air. Like sea travel, air travel was limited by the absence of adequate airports. There were

only three airfields capable of handling jet airplanes and

there were but 15 air fields capable of handling C-130

cargo planes. As soon as the conflict escalated, the Armed

Forces began a massive military construction program. By

the end of 1967, 14 airfields capable of handling jet planes and 89 airports capable of handling C-130 cargo planes were in operation.7 The Armed Forces had also constructed heli copter pads about every 40 miles apart.8 See figure 2,

Page 7.

Troop Buildup

The flow of troops and materiel from the United States

to the Republic of Vietnam between 1965 and 1968 was a

modern transportation miracle. Seattle, Washington, the

nearest major seaport to RVN, is over 9,000 miles from

Saigon; Okinawa is over 2,000 miles away; and Japan about

2,000 miles away.

The conflict escalated in June 1965, and immediately

the United States began pouring troops in RVN. By December

of 1965, there were about 160,000 troops in country; in

1966, 230,000; And in 1968, about 500,000. Immediately upon

their arrival, the troops fought the enemy; built living

7 Newcomb, Richard E., What You Should Know About Vietnam, The Associated Press, (New York 1967) p. 30. Hereafter, cited as "NEWCOMB" followed by page number.

Inc1. 8 to IF, ENGTE-A, Trip Report 4110, Subj: Airfield Construction Curtailed OCE Liaison Officer, SEA (U) dated 19 Jan 68, MEC file No. 1727-68-1. C'gyu con ha DEMARCATION LINE i e0 LiiiriTh954 irP n ong Ha eNne (sTcl - On ) 'us 'Wong Phalar J81 • Phong Die vgoon 0 Pa "10 •ti.ukdaha ,-,mkhc.t iViuon ,Quang Di .•_::, I • oMuong Phong r 1 e Cau Hat LaFoon • Moi her. Ko'P Ivluong Nom.0, .k Phu Bai ' Mui Cnon May Dori.u... Muong Son2 Phu Loc We'g rur ,730./lefityPeta Lahana. Se Bang Ken spMui Da Nang ' Muong Tahoiot''' Da N•:ir SIong Nghe

o— I Lavi i ilo-Thong •,kaCia Lao Cham Khemmarat roBan Houei Man ° ‘c'. I ?•'\- lloi An Ken gBan Sim() •_„.4huo °,Akeui Tay 'if Doc hang Binh chuhg Son 40.0 Saravane ve.) Tu Chan t BoY Kh"on )52'.------Qi g'Sje'd'onnee Tom Viet An° "'"-a Tram L Ro KOY Pen. 'La Bong MTierouohmn_9._, l'Icman 0 Ngarn Ban°Thateng °Navane I PLATEAU DES (J. han Tuong !Rion Dak 13?,a Mui Batangan Pak Song° Ban Houei Kong;.: V 'C'e)A8N .uang '(gal Phoune ho.ng ' akIse BOLOV°ENS •Th c Hiet ,5Sic Ltinhn 1-AdIrao ak Sutf Nghia Hank mo Duc Cham\passakd Attopeu (Bassac) 'Ku •Muong Nay , Phiafay ak To .nu Khan M. Bile) ? 1) Ban Tasseng„, i / .am Quan . 1 "7 An Lao(i1:: .-.' I •e), CHA/ ) Hoai An 3c\ng Son :REK -' .•....,.....,./':: , N ..*Moulapa oh 0 Kong My., .i Par.AS VIHEARN ,Pha liontum Phu My .....,A2rnn 0 ...../ tSalarrizi5hao ,...... ,04, c).Siem Pang K, • ^k You Cat Kornj' o.;.:./ralii Pleiku ang ;„',.....;;-'d, C:Virachei Yang A, Phuoc Mai Pen. • (Voeune Sail Duo No Pass"" Binh rz ! ,Vd? hone „Mui Yen o ni • Koulen LeVK U M Meioupre • ndaun, Chhep Lon, 0.Thanh • Pech •.% cp ple. Binh Thanh Mui Ong Dien ti Thalabarivat SrePOk Song a no Reo Pi•lurn Tuy Siembauk Mayo!' des du • No • us Trapeung Hoe • • 1 uy Kompong Trabeck - VW Kornipong' Kcley 1F:9 Kohnieh° Ban Don Plate Phu Khe C. Vorella P • ,—,10' du ; ui Vong Phu o Bong 6 Dar' CI.en- °Poste Deshayes 6,7,29 va • ,•\.‘"-fPrides de Sambor Ion Gom Pe (.---1—',/.1?Mpong Thom Me Thuot Gi Giteo Senmongrgm Hon Lon ,,Tang Krasart., Ninh Ho ate Rain Goi Bay Bu Phloko 0 AChu Yang Sin Thinh Bdrab'o Cos Chek 7,890 Poste Lac ltha-Trang L1'0, 04t,!Prey Thien • \ Dien Khanhc Hon Tre (Khanh Hoa) .U01 Dau . sdok K'A Chhlong, K turn" 'nuol • Lang Bian •A'lrounit omporig Sham Gia , tcu Dop Mt."---eam La • ,--rraLic'. *, Phuoc Bi Dow; -a latetN, (Ba Ngo, Suong I le , OOP ,•••;...,.;ir Mimo oc. onr n Cam Ranh Bay °PreksandecZ-,..., i h db. F.g Ph o Kinh Duc 1, • Da Vaich ...Aomporig -.hriecn • 1-1 Mid osnaipo l oPhurn 1.(ar, oP1 ieng oh K Di Lint An PhuoL. MA's° Viatum° An Loc P ateau -Ninh Chu 'Kornchai si %ng Xoai Phan Re, - ass Veng K rrifiPhg ISa L. Do Troun Trac Dien Hiss Van / Pass Ca Na •, - • Vinh Ha •,. "•''',..., Banar(rs• Tay Ninh °Binh L Mui Dinh(C.Pacloran) ••:. 0 .. •-• sr...3,0 ,nn•mbakr ---',, ;?0 Long Phuoc cach Vo Dat • .• ; 0 pen Cat o Logan \ c; — Link Pte. .::. 3a: Rol.'•...iir. 0 F.,R, t,... c„Tar,Uyen oTanh lam 14./.45)40, ;,.,,,,.... 0_.....,,ves.. Tratk, .Pi. 'r•ucn oChua Chan Mui Ne PicJi*es— .10 • c Hoa en' Phan Thiet Ngu uo 0 . .•::‘,..) 0 • ong Thanh •-••••tuin Me.,,s ' iSn Chau ,,, „ Mui Ke Ga .1,.,,,h, woc Hod Phu Le •• C, N:•ra su..., Thu Thua, L'Uc Phuoc Ham Tan 4Cu Lao Hon •,,_,,..,..,...,,,,,, ...,:f. i•• ch ..t'1 r Duoc Barn)0X9yen Mac Tan k Cho Ben • . V., • . urenit• Thank Ion, Cao Lan no 4,\ .?,i) mulyvivanUg .la Tien', Tri Tc,n°' Xuyen gpecc-6i Tau(C.St. Jacques) Thot No ..' Hon ev Cho4'i--"'"NN., I S gl(B CCV 7c•%;:,e2mrgE ian • •.:•;:vi r.l'ai Spn-' \....::::, 0 Mo Map of South Vietnam ban p,,,,G. Vung to,, .:Ali.dh Hoo' ..--" --.--ThinhCaHnul46 Tras2_q.,, ,ophtj v i nh -0' GoesGion'd`3iqn56 / oCaNu4_<,e_r\_) Hon Rai. Go Guao An Beni ° 0 6 Dort)

airports, highways and canals to provide transportation

facilities for troops and materiel; and built warehouses, hospitals, cantonments, encampments and other facilities

in the support of these operations.9

UNLOADING WAR MATERIEL

Saigon

The discharge of immense quantities of war materiel

at the port of Saigon soon overtaxed its port facilities.

Goods not warehoused deteriorated in the wet weather;

they could not be identified; and to further complicate

the situation, most of the materiel was destined for

use in the north, sometimes several hundred miles away.

Since most roads and railroads were destroyed or menaced

by the enemy, the only sure way of delivery to the troops

in the field was by airlift, or by ship.

Minor Ports

Early in 1965, it was decided to ship and disembark

9 DA PAM No. 550-55, p. 438 war materiel and troops at the small unimproved fishing ports scattered along the South China Sea Coast. Another decision resulted in the construction of new ports located strategically near highways extending to the field of operations, and the enlargement of:otherports which would provides bases for stockpiling materiel near the war theaters. These decisions led to the construction o military ports at Vung Tau, Cam Ranh Bay and Da Nang and the enlargement or development of port facilities at Vung

Ro, Phan Thiet, Phan Rang, Nha Trang, Qui Nhon, Quang Ngai,

Chu Lai and others.1°

THE NEED FOR AMPHIBIANS

While these were being built, the Armed Services cooperated in unloading war materiel and troops on the undeveloped beaches near the scene of fighting. They used Landing Craft of all designs and vintages, roll on/ roll off (RO/RO) vessels such as the USN Comet, and the Beach Discharge Lighter (BDL) Page, and amphibians, descendants of the DUKW or Duck of WWII fame.

10 Newcomb, page 28. The Army designated the five ton Lighter Amphibious

Resupply Cargo Vehicles (LARC V) and the 60-ton vehicles

Barge Resupply Cargo Vehicles (BARC's) later LARC LX's.

The RO/RO vessels and Landing Craft could unload cargo and, under favorable surf and beach conditions bring It ashore and discharge it at the beach line.

Only the LARC's could navigate the water with full load, crawl over the unimproved beaches and haul the load inland, three or more miles to a dump or airfield.

During the early stages of the conflict, fleets of LARC

V's and LX's helped unload huge amounts of cargo from ships, ferried it ashore and, the LARC V's carried materiel, such as ammunition, directly from the ship to the bomber or helicopter waiting to take off on a mission.

Such actions eliminated the double handling of cargo, expedited the delivery of vital materiel to the user, and eliminated much stockpiling of war materiel on over crowded beaches.

The first LARC's arrived in RVN in June 1965 and II were stationed at Qui Nhon and Vung Tau. Later, as required, they were deployed to Phan Thiet, Nha Trang,

Cam Ranh Bay, Da Nang and other points on the South

China Sea Coast and in Thailand.

SUMMARY

When the conflict escalated in 1965, the enemy had destroyed or made impassible nearly 850 miles of railroad, some 7,000 miles of highways and a 2,600 mile canal system. Saigon was the only all-weather, deep-water seaport operating in RVN, and there were but three airports capable of handling heavy freight jet aircraft. There were few ,industries, and most of the rice, tea, rubber,

11 SMOME-MSA, Trip Report to South Vietnam, Anthony Bernich, USMEC Engineering Technician, 25 May-16 Sep 65 dated 5 Oct 65. Leo B. Gieszelman, Engineering Technician was stationed in RVN between 10 Sep-31 Oct 65; William Keenan, Chief Surface Division, Directorate of Maintenance, MECOM, made an inspection trip between 23 Aug-16 Sep 66, Lieutenant Colonel John R. Leary, LARC Project Manager made an inspection trip, 31 Jan-14 Mar 66 and Charles McClelland, Engineering Technician, stationed in RVN, 3 Aug-2 Nov 68. The technician submitted weekly progress reports ,and a summary report. Keenan and Leary each submitted a trip summary. Hereafter, trip reports are cited by name of reporter and date.

11 and tobacco plantations were destroyed or in the hands of the enemy.

The wild mountainous country, heavy jungles an

the flooded mangrove covered Mekong Delta furnished

perfect concealment for the highly mobile enemy force.

By June 1965, the Viet Cong were massacring natives, besieging the major interior cities,andthreatening t seize all seaports along the China Sea. To prevent this, the United States dispatched troops to RVN and huge

quantities of materiel in support of them.

The rapid buildup of troops and materiel led to 11

the clogging of all modern port facilities. This led

to a military decision to land troops and materiel along the central coastal region cities nearer to the battle

fields, and use the unimproved beaches as temporary seaports. The Armed Services employed landing craft,

BDL's, and LARC's to transfer troops and materiel from

ship to shore. Until the completion of new port facilities

and the construction of airports, highways and seaports, the LARC's played a prominent role in transferring

materiel from ship to shore and over the beaches to the

user or to storage dumps inland.

12 Chapter II. Management of Amphibian Equipment

INTRODUCTION

Until 1962,the Army logistical missions were per formed by basic branches or technical services who were

specific missions and functions.1 These assigned • services were responsible for the complete administra tion of their program, including research and develop ment, procurement, supply, maintenance, training and staffing. Responsibility for the water transportation

program was assigned to the Army Quartermaster and later

to the Army Transportation Corps (TC).

After World War II, TC retained responsibility for

the development, procurement, deployment and maintenance

of amphibians throughout the world. In 1950, it compiled

a marine list to provide Congress with mobilization

reserve data. TC used the list as the basis for the

development and procurement of new water craft, including

the 60 Ton Barge - Resupply Cargo Vehicle (BARC) LARC-LX,

the LARC XV, and Resupply Cargo Vehicle, LARC V.

1 U. S. Army Manual, Cl, Section IX,* Logistics, 6-22.

13 U. S. Army Transportation Supply and Maintenance Command

Management responsibility for amphibians was assigned to the U. S. Army Transportation Supply and Maintenance

Command in 1955, when that Command was designated a Class

II activity with Headquarters in St. Louis.2 The new

Command was established through the consolidation of the

U. S. Army Transportation Materiel Command, Marietta and the Transportation Corps Army Aviation Field Service

Office, St. Louis, Missouri.

AMPHIBIAN MANAGEMENT HISTORY, 1963-6

The U. S. Army Transportation Materiel Command was redesignated the Army Aviation and Surface Materiel

Command in March 1963.3 Its name was changed to the

U. S. Army Aviation Materiel Command in February 19644

and, its responsibility for the management of amphibious equipment was transferred to the U. S. Army Mobility

Equipment Center (USAMEC), St. Louis in October 1964.5

2 DAGO-17, issued 2 March 1955, effective 2 March 1955.

3 DAGO-17, 28 March 1963, effective 1 November 1962.

4 DAGO-6, 28 February 1964.

5AMC-GO, 29, III(b) 20 April 64, effective 1 Oct 64.

14 Appointment of Command Project Officer

The conflict escalated in Vietnam in 1964 and the

Viet Cong threatened to conquer the whole country. To confine this threat, the United States began a tremendous buildup of troops and materiel in Vietnam. The lack of adequate ports in Vietnam caused an Army requirement for amphibians to help unload war materiel from cargo ships.

AMC requested USAMEC to activate and deploy equipment for two light amphibious companies and 100 LARC's to Vietnam.

The Commanding Officer, USAMEC, appointed Nicholas M.

Mikus, Director of Supply, USAMEC, Command Project Officer, changed to Project Manager (PM) for the LARC V, LARC XV

6 and the LARC LX on 16 November 1964.

' The first LARC V's had not been perfected and mechanical failures were common. After a review of available LARC's, the PM reported that 100 LARC's could not be retrofitted and shipped to Vietnam before 1 January 7 1966. The escalation of the conflict in Vietnam early

MEC-Special Order 115, 16 November 1964.

7 Mikus-Project Manager Weekly Progress Report.

15 in 1965 led to an urgent requirement for LARC's in that country.

Establishment of AMC Project Manager

To assure Army wide support for the project, General

Frank S. Besson, Commanaing General, AMC, established an

AMC Office for Project Manager for Amphibious Lighters who reported directly to himi but was domiciled at USAMEC.8

General Besson appointed Lieutenant Colonel John R. Leary of the Office of the Deputy Chief of Staff for Logistics,

Department of the Army (DA) LARC Project Officer. LTC

Leary was given full line authority and responsibility for specified phases of development, procurement, production, distribution, operation and logistical support of amphibious lighters.

On 28 September 1967, the Office of the Project

Manager, Amphibious Lighters was designated Office of the Project Manager, Beach Discharge. and Amphibious

Lighters with no change in assignment or station.9

AMC-GO 42, 15 July 1965.

AMC-GO 64, 22 August 1967, effective 13 July 1967.

16 On 12 March 1969, the activity's name was changed from the Office of the Project Manager Beach Discharge and

Amphibious Lighters to the Office of the Product Manager,

Amphibians and Water Craft with no change in station.1°

The Project Manager's Office was abolished 15 December

1969 and, its mission transferred to the Commanding

General USAMECOM.

10 AMC—GO 41, 12 March 1969, effective 15 January 1969.

17 Ton Chapter III. Development and Procurement of the 60 4, LARC (BARC)

INTRODUCTION

During World War II, the first successful amphibian,

the DUKW, demonstrated its,ability to handle cargo from

ship to shore and over the beach. Experience gained in

these amphibious operations led to the development of a

military requirement for a self-propelled steel, vehicle

capable of transporting heavy Army vehicles such as

trucks, tanks, and other heavy cargo from shipside across

the water over the beach t inland dump areas, or to truck

and rail heads. Other requirements included efficiency,

compactness, simplicity of operation and maintenance, and

the capability of being transported on deck of a ship and

off loaded in deep water ready for use.

. PLANNING FOR A NEW AMPHIBIAN

In August 1951, the Army Transportation Corps initiated

a study to determine the design and oper4ion feasibility

of a large amphibian equipped with the largest available

pneumatic tires. On 18 October 1951, the Transportation

Corps Technical Committee approved a recommendation that

the Transportation Corps carry out the development and

18 construction of the proposed vehicle. The Army, on 16

November 1951, assigned Project 9-47-03-000 sub-task

101A Barge Resupply Cargo Diesel, steel, 60 ton, 61 foot to the Transportation Corps for execution' of this recommendation.

CONTRACT FOR BARC PROTOTYPE

The Transportation Corps awarded a contract to the

Pacific Car and Foundry Company, Renton, Washington, 3

December 1951 for design and construction of four BARC prototypes.2 The BARC drawings (design 2302) were produced by W. C. Nickum and Sons. They were designated special purpose lighter amphibious resupply cargo vehicles.

The Army assigned Federal Stock Number (FSN) 1930-392

2981 to the item.

1 The United States Army in World War 11, The Technical Services, the Ordnance Department, on Beachhead and Battlefront, by Lida Mayo, Washington, 1968 pp. 156 157. Hereafter cited as Lida Mayo, followed by page number.

2 Contract DA 44-177-TC-91, to Pacific Car and Foundry Company, dated 3 December 1951.

19 Description

It was a diesel powered, four-wheeled, pneumatic tired, twin-screw, welded steel barge 61 feet 8 inches

long, 26 feet 7 inches wide, and 17 feet 6 inches high,

weighing 198,000 pounds in light condition (unloaded)

and capable of transporting a cargo of 60 short tons

under normal conditions and 100 short tons under emergency

conditions. The cargo space was 14 feet wide and 38 feet

3 inches long, averaged 5 feet 6 inches in depth, and was

fitted with a hydraulically operated cargo ramp-type

water-tight door at its forward end. The operator'

cab located on the port aft deck contained the vehicle's

controls. All remote control and engine starting was

accomplished pneumatically with air pressure furnished

by two engine driven air compressors. See figure 3,

page 21, the BARC.

Propulsion

Power was supplied for land and water operation by

four GMC Series 71, 6-cylinder, diesel engines fitted

with 70 mm injectors which developed 165 brake horse

power each at 2000 revolutions per minute. The power for

land drive was taken from the flywheel of each engine

through a torque converter and a power-actuated

20 MIMI IMO NMI 1E11 Ell MINI MIN 11111 Mil 111111111111111 11111 NMI INS 1111 OM

Figure 1. BARC or LARC LX. Branch 1 Sour_ -c- Amphibious Equipment Surface Equipment Division Directorate of Maintenance USAMECOM transmission; and through right-angle gearboxes and a planetary reduction gear to each wheel. ) A redesigned engine exhaust system to provide externally mounted mufflers which directed fumes and smoke outboard at the main deck level. (b) Installed a bulwark port and starboard which closed the gap between the top of the bow ramp when shut and the forward end of the raise machinery hatch coamings. (c) Fitted a manually operated over- center ramp hook over the bollard in replacement of a spring activated, manually release ramp latch. (d)

Relocated the hydraulic raising and lowering control on the forward starboard main deck near the ramp release hooks. Installed a bilge stripping pumping system powered by a hydraulic pump and motor which eliminated the hull drain plugs. (f) Replaced the wooden fender bolter around the hull sheer with a five inch, steel reinforced, rubber hose seated in a continuous saddle

secured by a cable and "J" bolts.

Steering

Steering was done by a tiller arm splined to the

top of the wheel column. Hydraulic power was furnished

by mechanically driven pumps connected with hydraulic

22 cylinders mounted.on each wheel column, and equipped

with valves to provide separate control for the front

and rear wheels. The wheel position corresponded to the

.position of the wheel in the cab. Wheel alignment was

maintained by mechanical linkage from one side to the

other.

Tires

The first BARC's were equipped with two sets of

tires, a set of 36 x 41, 34 ply tires with an overall

diameter of 9 feet six inches and a set of 40 x 68

36 ply tires having an overall dimension of ten feet.

Each set was tested on the empty BARC 3X. After com

pletion of the tests, it was concluded that the BARC

without payload should be operated at no less than 25

pounds per square inch tire inflation pressure and this

minimum pressure should be used only in emergencies.

The larger size tires were adopted. They reduced

ground bearing pressure, and permitted the vehicle to

move over sand and coral surfaces.3

3 Transportation Research & Development Command, Research Technical Memorandum No. 5, Revised, Project 9-48-01-001 Task 590, entitled, "BARC Ground Pressure Test", dated May 1956.

23 Communications

The BARC's were equipped with radio sets to facili tate communications between the lighter, the terminal operations site and the BARC team commander. The BARC team commander used a light vehicle, such as a jeep, to proceed to the various BARC discharge points along the beach. The control vehicle was equipped with a radio set to facilitate contact with the BARC's team as well

as with the next higher headquarters.

SEABORNE OPERATIONS

On water, the BARC was driven by two.propellers

each of which was powered by one pair of the same diesel

engines, used for land driving. The propellers were

driven by utilizing transfer cases, fluid couplings

and marine gears. The BARC was a 'maneuverable as most

landing craft and could be steered by its wheels, if

'the rudder became inoperable.

Operation of BARC Prototypes

The four BARC prototypes were designated l-X, 2-X,

3-X and 4-X. BARC 1-X was completed 13 August 1952,

only eight months after contract award, and one year

after the original proposal. The vehicle was tested

24 and formally accepted by the government at Fort Lawton,

Washington, 12 September 1952. Studies confirmed that further engineering tests were needed and some of them were conducted in Lake Washington and in the Puget

Sound area.

Prototype Tests

Tests of the vehicle mcJeld developed a require ment for a more sophisticated structural design, better power train and propeller arrangement. In March

1952, contract DA 44-177-TC-104 was awarded W. C. Nickum and Sons, marine engineers to conduct engineering *test evaluate results, perform design studies to eliminate deficiencies and reduce weight and to furnish complete drawings for use in standardization and volume procure ment. A team of Transportation Corps personnel assisted in these tests.

Upon completion of the engineering tests, the Army awarded Pacific Car and Foundry Company, a new contract to furnish the BARC test team all necessary maintenance,

Final Report, Research and Engineering Study of Special Purpose Barge (BARC), W. C. Nickum and, Sons.

25 repair and services and repair parts.5 After completion

of these studies, the contractor proposed that an

"ultimate BARC, design number 2303, based on their recom

mendation be built by the Pacific Car and Foundry Company

as the fourth prototype (BAftC 4-X) under the original

contract". The Transportation Corps did ,not concur in this

recommendation but did adopt many of the easily attained

and proved improvements incorporated in design 2303.6

Launching Trials

The Transportation Command awarded contracts to the

W. C. Nickum and Sons for expanding the contradt drawings

and specifications for a new design, number 2303,7 to

• devise, test and develop techniques of bow launching a

BARC from the deck of a cargo ship and the production

of appropriate drawings and specifications relating to

Contract DA 44-177-TC-150

6 Department of the Army, Transportation Corps, Engineer ing Report, Project 9-47-03-000, Subtask 101A, BARGE AMPHIBIOUS RESUPPLY CARGO, DIESEL, STEEL, 6-TON, 61 Foot (BARC), Sep 56.

7 Contract DA 44-177-TC-291f W. C. Nickum & Sons.

26 launching it. Horne Brothers Incorporated of Newport'

News, Virginia was awarded a contract for the construction

of BARC launching ways, machinery components and tie down

on board.a Maritime cargo vessel (1-M-AV1).9

The Nickum studies indicated that the BARC could

be side launched from vessels and transported overseas

• as deck cargo on Landing Ships Tank (LST's) and other

cargo vessels. Under a new contract, W. C. Nickum and

Sons designed and built launching ways to side launch

the BARC from a pier and from an LST.

Pier Launching

Side launching ways were tested first by installing

them on a pier near Seattle. The ways consisted of

three parallel steel ground ways 50 feet long, capped

by greased wood sliding ways and held in place by a

bolster-trigger mechanism. They were inclined at a

10 degree angle by timber shoring and cribbing and

the end of the ways was 18 feet above water. Although

8 Contract DA 44-177-TC-290, W. C. Nickum & Sons.

9 Contract DA 44-177-TC-332, Horne Brothers, Inc., and Contract DA 44-177-TC-168, W. C. Nickum & Sons. some of the hull frame work gave away when the BARC entered the water and some water entered the cargo well, the test was considered satisfactory.

LST Launching

After the successful pier launching tests, steel ground ways were welded to the deck of an LST and the ship heeled or tilted to the desired 10 degree angle by ballasting before launching the l.-.X. After these launching tests, the BARC l7X was loaded on the LST and shipped to Monterey, California and successfully launched from the side of the LST. Comparable results were obtained from both the pier and LST launchings.

Bow Launching from Cargo Ships

The Army tested the feasibility of launching the

BARC from bow cargo ships. Bow launching ways were designed and installed on Victory, Liberty, Mariner, and class 0-1 and C vessels. In 1955, a BARC was successfully bow launched at a height of 27/12 feet from the Motor Vessel

Hickory Knoll, and other launchings from varying heights were effected during 1958. See figure 4, Page 29.

Experiments disclosed that: (a) Bow launching from the deck of a ship must be carefully controlled to insure 1111111.NINE 111111-111111-INN- MS MIS NW ill. NM SIM 1111111,MIL IOW NM 1111111-

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. li ...N..: _ * ,arrtL Mor9ar Source: Amphibious Equipment Branch VII Ur.r.to. CAablorase Directorate of Maintenance USAMECOM that entrance into the water is at the most effective angle. (b) The release must be timed with the ship's roll so that the back roll induced by the launching will have a counteraction. (c) The BARC could not b successfully launched in a sea which produced as much as a two degree roll Of the mother ship. During the launching tests, the BARC's hull experienced considerable damage when launched from the 27.5 foot height. The launching height was reduced, to soften the impact of the BARC' entrance into the water. This automatically reduced the classes of ships suitable for transporting

BARC's, since a maximum freeboard of 10 to 12 feet was required for a maximum launching height of 18 to 20 feet.

See figure 5, page 31 .

Surf Tests

- After successful completion of the launching trials at Seattle in February 1953, the 1-X was moved to Monterey

Bay, California for completion of surf trials.

The BARC, with a 60 ton load, was tested in Monterey

Bay in waves ranging from three to 28 feet in height.

The 1-X's ability to resist broaching was tested by approaching the beach in all directions and with steering

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landings. The BARC remained on course without any

difficulty or tendency to broach.

The BARC entered the surf from various directions

. meeting the water from either quarter or head-on. Head ? on, the vehicle stayed afloat in waves up to 30 feet in

height, but the waves brokethe cab windshield, and

carried away some of the engine starboard hatches. The

BARC returned to the beach with about two feet of water

the bilges and the cargo well half full of water.

Endurance Tests

The BARC prototypes design was subjected to a very

severe test through the round-the-clock operation of

the BARC 2-X. The BARC 2-X with a 60 ton load aboard

was tested for a total of 1000 operating hours on land

and 1000 operating hours in the water. The tests were

carried out on the rough sand dunes adjacent to the

beach at Fort. Story, Virginia.

Loading and Unloading Tests

The Chief of Naval Operations, U. S. Navy, requested

in June 1953, that the Army conduct a BARC test and

evaluation of loading and unloading capabilities under

32 varying conditions of wind and sea. The tests were successfully completed in February 1954 and the 1000 hour test was completed in September 1954.

Artic Tests

Four BARC's were shipped to the Northeast Area Command

and successfully operated at Frobisher Bay, Labrador

during the summer months of 1955 and 1956.10 The

Labrador tests related to problems of BARC navigation.

The operations report stated that "the BARC has made a

major contribution toward solving some of the problems

peculiar to these operations, but it has at the same

time introduced new problems." One of these tests related

to independent navigation of the BARC under conditions

of impaired visibility. Other Artic tests were

successfully completed at Thule, Greenland in 1958.

Casualty During Testing

The BARC 1-X completed its surf trials in Monterey

Bay and departed under tow for San Francisco for loading

on a Military Sea Transportation Service vessel bound

10 BARC Operations in the Artic, Report, Headquarters Transportation Terminal Command, dated 18 January 1957. 1953, at for Hampton Roads Virginia. On 17 March

of water off about 1945 hours, it sank in 200 feet

its three crew Santa Cruz, California with the loss of

speed of about members. The vessels were moving at a 1300 6.8 knots per hour and the BARC was approximately

established feet astern of the tug. A board of inquiry

night-time that personnel did not enforce appropriate

no communication safety precautions, and that there was

between the tug and the BARC.

After Navy salvage attempts failed, a private

June 1953. salvage company recovered the BARC on 10

then the post salvage inspection was conducted and

Pacific Car lighter was transferred to the plant of the

completely and Foundry Company, Everett, Washington, 1953 11 restored and returned to the' Army on 3 August

TYPE CLASSIFICATION OF PROTOTYPE

the BARC be The Transportation Corps requested that

and that assigned a standard type "A," classification

disapproved quantity production be initiated. The Army

service testing this classification since engineering and

the problems had not been satisfactorily completed, and

11 Contract DA 44-177-TC-223 of transportation, inland trafficabi4ty, and organiza tional and operation maintenance were unsolved. Authori- zation was given for the establishment of a BARC unit consisting of approximately 12 .craft and necessary personnel to conduct further tests based on around-the - clock, over-the-beach operations under assumed combat conditions. Many of these tests were conducted at Fort

Story and Fort Eustis, Virginia. After successful completion of the Greenland tests, the BARC was type

clas,lified standard "A" in June 1958.12

Prototype Modifications

The service tests proved that the BARC prototypes

were a valuable addition to the Army logistical plans.

Undesirable features in prototype design and construction,

were progressively modified to correct these deficiencies.

12 Ltr, Chief of Transportation Office, TCREC-00-0TD 334 to Transportation Corps Technical Committee: TCTC Item 2541 Meeting 116, 19 Jun 58, Lighter Amphibious Cargo (BARC) Type Classification as Standard A. This.nomen c1ature was changed to Lighter Amphibious Cargo (LARC) by Ltr, AMC RD-DM-E, Subcommittee on Mobility to the Army Materiel Command Technical Committee (AMCTC), dated 12 Feb 64; subj: Change to Type Classified Item-Change of Nomenclature to maintain uniformity of the Lighter Amphibious Craft, signed by N. S. Glassman for Col J. J. Schmidt Jr., Chairman on Mobility. The Army employed the services of civilian marine engineers to experiment, test and redesign BARC components.

For example, the Department of the Army awarded a contract to Pacific Car and Foundry for altering and redrawing, tis necessary, the drawings and specifications of hull design 2302, in order to simplify the design and .eliminate

known deficiencies)-3 These designs, assigned number

2303, were turned over to Transportation Supply and

Maintenance Command. BARC 2-X was delivered 24 March

1953, and BARC 3-X after completion of acceptance trials,

was shipped to Hampton Roads, 16 October 1953 and arrived

1 November 1953.

Pacific Car and Foundry transferred the construction

of the last prototype, BARC 4-X, from its Fenton Plant to

its plant at Everett, Washington, to expedite production,

and provide an adequate testing area. It was completed

18 March 1954, and arrived at Hampton Roads on 17 April

1954. Before acceptance, each BARC underwent a 50 hour

operational period, 10 percent devoted to inland opera

tions and the remainder in water operations, and in the

13 Contract DA 44-177-TC-246, Pacific Car 'and Foundry Company, 26 January 1954.

36 correction of deficiencies. - The water trial required

the continuous operation of the vehicle for eight hours

:without stopping for breakdowns or maintenance.

PROTOTYPE DIFFERENCES

BARC prototypes 1-X, 2-X, 3-X and 4-X were nearly

identical in construction. A number of minor changes

were made in each prototype to simplify maintenance,

achieve better control, and improve seaworthiness.

BARC 2-X

Differences between the and 2-X included:

changes in the hydraulic steering system to incorporate

a a hydraulic linkage; (b) steering control changed .from

wheel to two levers Which served as wheel-angle indicators

The port lever controlled the front wheels and the star

board lever controlled the rear wheels. This arrangement

permitted selective two-wheel steering, four wheel steering

or traveling crab-wise or obliquely. Marine steering was

Controlled by a cable and sheave arrangement which turned

the rudders when the front wheels were turned. (c) The

instrument panel was simplified by installing warning

lights on the cab panel and installing direct reading

of gauges within the machinery spaces. (d) Installation a riqht and a left hand propeller, each 46 inches in diameter and varying in pitch from 29 inches at thq hub to 32 inches at the tip.

BARC 3-X

Differences between the BARC 2-X and 3-X included:

) Redesigned machinery hatches to incorporate controls air-intake and exhaust, and arranged to eliminate recircu lation of cooling air. , (b) A redesigned engine exhaust system to provide externally mounted mufflers which directed fumes and smoke outboard at the main deck level.

the gap between the top of the bow ramp when shut and the

forward end of the raised machinery hatch coamings. (d)

Fitted a manually operated .over-center ramp hook over the

bollard in replacement of a spring activated, manually

released ramp latch. (e) Relocated the hydraulic

raising and lowering control on the forward starboard

main deck near the ramp release hooks. (f) Installed

a bilge stripping pumping system powered by a hydraulic

pump and motor which eliminated the hull drain plugs.

(g) Replaced the wooden fender bolted around the hull

sheer with a five inch, steel reinforced, rubber hose

38 seated in a continuous saddle. secured by a cable and

"J" bolts.

BARC 4-X

The principal difference between the BARC 3-X and

4-X was the (a) Installation of three standard military

brakes on a shaft extension from the miter gearbox atop

on each wheel column and the elimination of the brakes

from the wheels. (b) Modification of the wheels to

permit the installation of the new tubeless tires made

of nylon cord with a 48 ply rating. (c) Installation

of a molded rubber fender, measuring about five inches

by 18 inches around the hull at the sheer line.

Further Changes on the BARC 1-X

The l-X was rehabilitated after its salvage off

the coast of California in June 1953. The modifications

included: (a) Relocation of the operator cab on the

port side after deck. (b) Installation of a constant-

pressure or accumulator type hydraulic system which

could operate the cargo handling winch, the bilge stripping

pump, the ramp cylinders, the cargo well pumps and

provide power steering.

39 SUMMARY

Before acceptance, all BARC prototypes were subjected t9 extensive and detailed tests to determine the adequacy of the hull strength, stability, power requirement, speed, tire characteristics, turning circles, gradeability, transportability, towing ability, bollard pull, braking and rolling resistance, tractive effort surf performance and endurance.14

The much improved BARC or LARC LX built of steel, measured 61 feet long, 26 feet 7 inches wide and

19 feet, 11 inches high. It was capable of carrying

60 tons of cargo at a speed of seven miles per hour on water, and 15.2 miles per hour on land. The vehicle's performance was limited in bottomless mud, required a

30 foot path for land operation, a one hundred ton crane to load and unload from a large vessel and material handling equipment and laborers to discharge general cargo on shore. Figure 6, page 41.

The BARC's can be loaded aboard a Victory, Liberty or Cargo Ship Attach (AKA) type vessel and Landing Ship

Dock (LSD). By constructing special ways on deck, two

14 BARC Engineering Report, Sep 1956.

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IIIII empty BARC's can be loaded aboard an LST and side launched without using a crane. A 100-ton capacity crane must be used to load or unload the BARC aboard any of the vessels listed above, except the LSD.

Transportation on LSD's

An LSD can carry on its well deck five fully loaded

BARC's. On some ships they must be centered on the decks, but in the newer LSD's centering was not necessary.

PRODUCTION CONTRACTS

Treadwell Construction Company

In August 1953, the Deputy Chief of Staff for

Logistics authorized the procurement of additional BARC's.

After a rewrite of the drawings and specifications,

contract was awarded to Treadwell Company In June 1955.

It contracted to deliver one BARC in August 1957, four

in December. 1957, three in May 1958, three in June 1958, one in September 1958 and two in October 1958.15 The

unit price was $225,025.00. Under this contract,

Treadwell built hulls five through eighteen.

15 Contract DA 36-022-TC-6873, Treadwell Construction Co.

42 Transval tlectrofiics Corporation Contract

In April 1960, Transval Electronics Corporation was

awarded a contract for six additional BARC's hull numbers

19 through 24, at a unit price of $231,000.00.16 Contract

scheduled deliveries were 1 each in April, June, July,

August, September and October 1951. Transval went

bankrupt and the contract was completed by Vinnell

Corporation.

Western Gear Corporation

Western Gear was awarded three contracts between

January 1962 and 31 January 1964 for the construction of

24 BARC's. The first contract for five vehicles called

for the delivery of one each month commencing in January

1963 with completion date in May 1963. The second contract

awarded, 8 March 1963, was for seven vehicles, delivery

to start in March1964 and completion date was in

September 1964. The third contract was for 12 hulls,

delivery to start in January 1965 and completion was

31 December 1965. This concern constructed hull numbers

25 through 48. The unit price varied from $338,856.00

16 Contract DA 23-214-TC-1037, Transval Electronics Corp.

43 $378,960.17. 7 For other data see Table 1, page 45.

Peterson Builders Incorporated

On 29 June 1969, a new contractor, Peterson Builders,

Incorporated, Sturgeon Bay, Wisconsin was awarded a

contract for twelve units, hull numbers 49 through 60;

at a unit price of $313,000.00.18 See Table 1, page 45

for other procurement details. Delivery was to commence

in February 1966 and be completed in October 1966. The

first Peterson LARC was delivered to the Army at Fort

Story, under its own power by alternately using two of

its four engines, and manned by a crew of four, furnished

by the contractor.

The water road distance is nearly 1800 miles,

through Lakes Michigan, Huron and Erie, the Erie Canal,

the Hudson River and along the Atlantic Coast. The

journey started 26 May 1966, lasted 22 days and ended

at Fort Story, on 17 June 1966. The four member crew

17 DA 23-204-TC-1793, Western Gear Corp., Jan 62. DA 23-204-AMC-2401(T), Western Gear Corp., 8 Mar 63. DA 23-204LAMC-02722(T), Western Gear Corp., 31 Jan 64.

18 DA 23-204-AMC-02997(T), Peterson Builders, Inc., 29 Jun 64.

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PROCUREMENT DATA Type Classified SID "A' 19 June 1958

eacitic -c-ar an 7readwelI Transval ,de O ' e ' eu e L L Contractor Foundry Compan 'Construction Electronics Corporation Corporation Corporation Peterson Builders Inc. Corporation ,

_ Contract Number DD-44-177- DA-36-022- DA-23-214- DA-23-204 DA-23-204 -AMC- D1-23-204- DA-23-204-AMC TC-91 TC-6873 TC-1037 TC-1793 2401(T) AMC-02722(T) 02997(T Award Date December 1951 June 1933 April 1960 January 1962 8 March 1963 31 January 196 29 June 1964 Registration Hull Numbers 1X thru 4X 5 thru 18 19 thru 24 :'5 thru 29 30 thru 36 37 thru 48 49 thru 60

QuIlntity 4 14 6 5 7 12 12

Production Status Coulete Complete Complete Complete Complete Complete Com lete e Delivery Schedule NAVL Aug 57-Oct 58 Apr 61-Oct 61 Jan 63-May 63 7 Mar 64-9 Sep61 29 Jan 65-31 28 Feb 66- 31 Oct 66 Dec 65 Vit Actual belivery Sep 52-Mar 54 Aug 57-Nov 58 Final Shipment final Shipmen 13Mar64-22Aug64 1964 1966 (Jul 62) (Aug 63)

Contract Price NAVL 3,736,720.00 $1,386,000.00 $1,898,330.00 $2„375,802.00 4,116,840.00 $3,770,220.00 4 . 7 Unit Pr ice NAVL - 255 025.00,$ 231,000.00 $ 378 960.00 338 856.00 343 000.00 313 000.00 -

Table 1. LARC LX procurement data.

,Sources Semi-annual Review and Status Report, FY 62, BARC Support System U. S. Army, Transportation Materiel Command, St. Louis, Missouri, and records of the Amphibious Equipment Branch, Surface Equipment . Division, Directorate of Maintenance, USAMECOM. and two member test teams were housed in a self-contained tractor-trailer unit, loaded in the cargo well, and equipped with berthing, messing and quartering accommoda tions. Operations were generally continuous, with shifts six hours on and six hours off. Occasional landings were made at ports along the water-way. The average speed was five miles per hour and the operation of the lighter was under the complete control of the contractor during the journey.

The tractor cab of the tractor-trailer rig provided control and accommodations for the lighter during transit.

The cab was fitted with a radio, radar, receiver, and a duplicate of the LARC instrument panel; a compass, and a search light were mounted on its top. The vehicle controls were connected so they could be operated either from the cab driver seat or from a station on the port forward upper 'deck. The flatbed semi-trailer carried a

2700 gallon fuel tank, a 300 gallon water tank, and a self-contained house trailer with four berths. Navigation lights, radio and radar antennas were mounted on top of the fuel tank and a five kilowatt generator set and a 24 volt converter were mounted under the trailer bed. The trailer, with full tank and appurtenances, weighed

46 approximately 35 tons at the time of departure.

Tests

The test operations included the transfer of cargo

to the lighter, at sea and on shore, navigation through

surf, over the beach, through sand dunes, and over

unimproved trials under fully loaded conditions. The

tests team supervised the trails, observed and recorded

results, and made evaluations in accordance with Table

of Organization and Equipment (T/O&E) 55-104E.

Materials Handling Equipment (MHE), used by the United

States Army, in these tests, included various wheeled and

tracked vehicle. They loaded and unloaded mixed cargo

including palletized loads, boxed cargo and CONEX

containers compatible with the news model lighters.

Conclusions

The LARC LX's manufactured by Peterson and Company

was equal to previous LARC models LX in performance, move

ment, adaptability and safety. Vibration caused excessive

failure of engine mounting screws, and fluid couplings between the engine and steering box)-9

19 U. S. Army General Equipment Test Activity, USATECOM Project Number 7-6-0734-01, Fort Lee, Va., Subject: Report of Confirmatory Test (Type 1) Lighter Amphibious Resupply Cargo Sixty MARC LX), dated Dec 66, submitted 25 Jan 67 in reference to Contract DA.23-204-AMC-02997(T). Chapter IV. The Development and Procurement of the LARC V

INTRODUCTION

The first true amphibian was the DUKW, the fore runner of the present family of LARC . The DUKW was developed in WWII to successfully meet a need for a

logistics-over-the-shore (LOTS) operations in the South

Pacific and around the coasts of Italy and France. Its

manufacturer, the General Motors Corporation (GMC) took

2/12 ton capacity truck, waterproofed it by wrapping a

watertight hull around the body and added a rudder and

a propeller. The DUKW was 372 inches long, 106 inches

in heighth, and 99 inches wide and weighed fully equipped

15,000 pounds. It was capable of land speeds up to

50 miles per hour and water speeds up to six miles per

hour In calm weather, it could carry 9,000 pounds of

cargo, a 105mm howitzer, or 50 men. In rough water, it

could carry from 5,000 to 7,000 pounds of cargo, but was

hard to guide and swamped easily. Its narrow, high body

made it difficult to load and unload.

GMC officials named it the DUKW, the D for the year

1942, the U for utility, the K for the front wheel drive

48 and the W for the two rear. axles. Military service personnel nicknamed it the DUCK.1

AMPHIBIAN REQUIREMENTS

By the end of the Korean War, the Army needed an amphibian with a larger cargo capacity and more speed in the water to supplement the aging DUKW's.2 TC cargo surveys disclosed that 52 percent of all military cargos would fit into prefabricated containers called CONEX's, each with a capacity up to five tons of equipment and suppi es Based upon these surveys, TC developed a requirement for a smaller, law cost, reliable, amphibian, light in weight, four-wheeled, self-propelled, and capable of five tons of cargo from ship to shore and some distance

inland. TC named it the LARC V. Figure 7, page 50.

PROTOTYPE DESIGN

The Transportation Corps assigned the design devel

1 The Army Almanac, 1950, P142, and Lid Mayo, United States Army in WW II, P156,

2 The LARC V Story, Pamphlet prepared by Transportation Materiel Command, 27 Feb 62. Hereafter cited as the LARC V Story.

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Command prepared a design for the LARC V in mid-1956, and in September 1957, DOD concurred in the preliminary design. This approval was followed in March 1958 with an authorization to develop the proposed amphibian.

The Transportation Command emphasized the need for simplicity of design, ease of maintenance, standard ization of parts, long life of components, and ability to meet the Army's logistical requirements. It incor portated advanced designs, technology and materiel into the design.

PROTOTYPE DESCRIPTION

The authorization to develop, the prototype was designated TASK 9R57-02-03.8-3.3, and assigned to the

Transportation Research Command for implementation.

That Command requested quotations for the design and construction of five prototype LARC V' .4 The Inger soll-Kalamazoo Division of the Borg-Warner Corporation

3 LARC V Conference, Australian Representatives, pamphlet prepared by the Amphibian Lighter Project Management Office, 28 July 65.

4 The ',ARC V Story, page 1.

51 was awarded the contract on 9 June 1958. This contract was later modified to include the development of a main tenance manual covering operators and organizational maintenance, including' lubrication orders, maintenance allocation charts, and repair parts lists. These were furnished to the test activities in September and

October 1959 for use during the combined engineering and service tests.

Power

The first two prototypes were built and powered by gas engines. LARC V.-IX was launched at Kalamazoo,

Michigan on 9 July 1959 and powered by a Ford 8-cylinder, industrial engine having water cooled exhaust manifolds.

It provided land propulsion through four driven rubber tired wheels and sea propulsion through a single pro peller. The lighter was capable of operating in tem perate, tropic and arctic climates and of traversing sand and coral beaches, unimproved roads and off-road terrain.

The LARC-V hull had a configuration that resembled a ship's hull closer than any amphibian produced to date.

Its lines were smooth, the only exterior appendages

52 being wheels which were over 60 percent inclosed in the

wheel pockets. The lighter outperformed other water

borne amphibians having the same weight and horse power

ratio.

The hull was fabricated from aluminum alloys and

welded with a one sixteenth inch fila wire using the inert

gas shielded arc consumable electrode process.

The power train for this lighter consisted of a

•gasoline engine (changed to diesel 29 August 1961),5

cooling system, and gearing to transmit power to four

drive wheels. A 270 horsepower Ford heavy duty industrial

gasoline engine supplied power and the radiator, fans and

air cleaners were Ford industrial components. A Warner

electric magnetic clutch was located between the engine

and fan to allow the fan to be stationary during water

operation. The radiator and fan were mounted in a

separate compartment, which separated them from the

remainder of the machinery compartment and prevented

seawater from entering the bilge system. The engine

exhaust gases passed through the stainless steel exhaust

pipes into stainless steel mufflers.

5 IBID, Pll

53 Transmission

The converter in the reverse transmission system

consisted of three separately cast housingsbolted

together to form an integral assembly and mounted at the

rear of the engine. The assembly constituted the con

verter and reverse transmission and consisted of a hydraulic retarder, torque converter for direct drive,

and lockup operation. During water operation, and as

desired during land operation, - mamimum efficiency was

attained when the lockup clutch was engaged to transmit

torque directly to the forward and reverse gearing.

The hydraulic retarder may be used in conjunction with the vehicle on downgrades.

Power was transmitted from the torque converter through forward and reverse gearing, drive shafts and universal joints to the transfer transmission. The transfer transmission included high, low and neutral speeds and a clutch to permit engagement of a thirty-inch propeller for marine drive. Power could be transmitted to the wheels or the propeller simultaneously or independ ently. The differential transmission was mounted on the transfer transmission and incorporated a locking differential which permitted transmission of the major

54 driving force to the wheels on the side of the vehicle with the better traction. In order to minimize weight, the converter and reverse transmission, transfer trans

mission and differential transmission housings were made out of aluminum.

Brakes

Two wheel brakes were mounted inside the LARC V on the output shaft of the differential transmission. Power from the transfer transmission was transmitted through

driveshafts and universal joints to four angle drive gear housings and then to planetary gear sets mounted in each wheel. The brakes were hydraulically actuated, double-

disc type service brakes, capable of holding equally in either direction and were of sufficient size to permit holding a load on a forty percent grade. These service brakes were applied by a foot pedal and the parking brakes

were set by a hand lever.

Body Suspension

The suspension system was a simple one, since external

appendages were kept to a minimum to reduce water drag

and standard automotive components were provided where

ever practical to effect economy.

55 The arrangement at each corner of the LARC V consisted of a tire, a rim and disc assembly, a planet wheel and a right angle drive in a suitable laollow mounting. The vehicle had no springs thereby reducing the vehicle weight by about three thousand pounds and cutting down on the size of the wheel pockets. This arrangement permitted a larger payload, reduced vehicle water drag to a minimum and increased bouyancy. The power to weight ratio, together with excellent tire equipment, provided greater speed off road, under difficult operations, and in uphill driving.

The elimination of the springs from the suspension system caused the vehicle to gallop at certain critical speeds.

Vehicle gallop was reduced by mounting low pressure tires on the wheels and it was further controlled by the reduc tion in vehicle speed, which tended to reduce accident rates.

Wheel assemblies were fabricated by welding a disc to a standard steel rim and mounted to the wheel end by a standard bolting measure. This expedited the changing of the tire and wheel assembly. Axles

The. main structural members including the planetary

axles and right angle drive housings were constructed of

• steel to provide the working beam on which the vehicle

was suspended. All other external cases and mountings

• were fabricated of aluminum and the planet ends were

fitted with modified aluminum drive cases and end covers.

Right angle drives were designed to insure proper

wheel rotation. The housings were made to fit either the

right or left side by changing the cover plate from one

side of the housing to the opposite and bolting the open

end to the planet end carrier. The drives could be

rotated to extend their usage.

PROTOTYPE TESTING

Super Duck

While the Transportation Corps was developing a

new amphibian design, the Army Ordnance Corps, a proponent

of the WW II DUKW, was engaged in improving the DUKW. The

Ordnance Corps and the U. S. • Marine Corps collaborated

with GMC in developing the Superduck. .This vehicle was

a five ton amphibian designed to carry an eight thousand

pound payload on either water or land. After construction, .4,

the Superduck and the LARC V were tested side-by-side at

Fort Custer, and Warren Dunes,_ Michigan; and at Camp

Pendleton, Monterey and Coronado, California. The U.

Marine Corps furnished the crew for the Superduck and

Transportation Corps personnel manned the LARC V during these tests.6 Figure 8, page 59.

Location

The first prototypes were subjected to a wide variety of engineering, environmental and service tests. These tests were conducted at Fort Custer, Michigan; Warren

Dunes Park, Michigan; Harts Lake Proving Ground, Michigan;

Yuma, Arizona; Camp Pendleton, Fort Ord, and; Monterey

Bay, California; St. Louis, Missouri; Cape Kennedy

(Canaveral) Florida; Fort Story, and Fort Eustis, Virginia.

Prior to these concurrent tests the prototype LARC V had been tested at Fort Custer, Michigan, and Harts

Lake Proving Ground on a variety of hilly, marshy

and level terrain and on its water course. It was later tested at Warren Dunes, Michigan, over soft

6 Joint Comparison of U. S. Army Amphibian, Final Report, 2-21 Nov 59 prepared jointly by the Ordnance and Trans portation Corps.

58 MINI Ell Eli NM 11111 OEM III. MIN IIIIII IIIIIIIMO 11110 11111 Ell MEI IIIIIIMINI ME

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-DETROIT AR E NAL

Source: Joint Comparison of US Army Amphibians, Final Report, 2-21 November 1959, Annex B Detroit Arsenal beach and sand dunes and then shipped to 29 Palms,

California and tested in the desert and over the Rocky

Mountain terrain at temperatures in excess of 100 degrees.

"All of these tests were rated excellent."

Both the Superduck and the LARC V were operated in salt water and over a wide variety of hills and muddy terrain. The LARC V negotiated a surf up to eight feet.

These tests were conducted side by side in like conditions except for the time when the Superduck was deadlined for five days awaiting parts. Later, the two amphibians were moved to Monterey, California and tested in the surf at

Monterey.

Joint LARC V and Superduck Tests

The LARC V prototype loaded, developed a cross country speed at 16.70 miles per hour, it climbed 300 feet up

60 degree slope at a speed of 2.41 miles per hour, and in calm water attained a speed of 8.56 miles per hour, and negotiated an eight foot surf. The LARC entered and departed from the bow and deck ramps of an LST, and turned around in the LST's tank deck without using a turntable,

60 Figure 9,, page 62. In calm waters, it maneuvered 'along w side the ship i 20 seconds, tied up, cast off lines, and cleared the ship in 15 seconds. During these tests, the LARC was loaded with palletized cargo. Figure 10, page 63. The LARC V entered the partially flooded tank deck of an LSD both bow and stern first.

The Superduck, fully loaded, moved across country at a speed of 16.55 miles per hour, and climbed 300 feet up a 60 degree angle slope at a speed of 1.64 miles per hour.

The Superduck never completed the water tests as it was swamped in an 11-foot wave and sank in Monterey harbor on

21 November 1959.

PRE-PRODUCTION CHANGES

Borg-Warner delivered the seventh and last prototype

LARC in May 1960.7 During the production of the prototypes, the Transportation Materiel Command responsible for the production engineering program effected many changes in their construction. Many of these changes were incorporated

7 Semi-Annual Review and Status Report, LARC V Support System, 2nd half FY 61, Prepared by Surface System Phasing Group, U. S. Army Transportation Maintenance Command.

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The engineering program was developed by members of a Research and Development team, and a Transportation

Materiel Command Production Engineering team assisted by three noted civilian marine engineering consultants,

Doctor Lester M. Goldsmith and Messers Roderick Stephans,

Jr., and Richard C. Kerr. These teams reviewed design drawings, materiels, components, and structures of the seven prototypes. They eliminated proprietary items when possible, and substituted standardized components,

and effected other cost reductions through valve analysis

programs. More than 30 cost reduction improvements were

adopted, at an estimated savings of three million dollars

over the lowest industry price for the same quality of

units prior to production engineering. Some of the

major changes included: Use of rolled and extruded

aluminum sections, in place of sections built up from

flat and bar stock. (b) Replacement of special handmade

clamps and fittings with military or commercial items.

When appropriate, the modification of the basic design to

eliminate extra parts. For example: (1) The LARC's wlndshield was redesigned to use one size glass instead

of three sizes. (2) The substitution of a safer, more

economical diesel engine in place of a gasoline engine.

TYPE "A" CLASSIFICATION

The Transportation Corps Technical Committee reported

on 16 June 1960 that "the prototype had met the require

ments for its intended use in a highly satisfactory manner"

and recommended Army standardization. The Department of

the Army classified the LARC-V prototype as a standard

Type "A". (An Army classification reserved for materiel

preferred for operation use, provided that both end items

and spare parts could readily be procured.

PRE-PROCUREMENT PREPARATION

Pre-solicitation Conference

A pre-solicitation conference was held at the Trans

portation Materiel Command Headquarters 15 September 1960.

Nearly 120 potential bidders attended the pre-solicitation conference and expressed an interest in the LARC-V program.

These bidders represented ship builders, the aircraft

industry, motor vehicle manufacturers and other heavy

industry. Each potential bidder was given a brochure

65 explaining the LARC-V procurement plan and describing the vehicle together with a set of information drawings.

Contract Provisions

Government officials explained that a) The pilot model would be delivered approximately 10 months after the award of contract, and delivery thereafter, would b at the rate of 20 units per month. (b) The total contract called for 230 units together with manuals and a quantity of spare parts. (c) The contract was a competitive, negotiated fixed price with price redetermination features.

(d) The government would not furnish or did not propose to furnish any government furnished items unless required for reason of economy. (e) Specification MIL-Q6-9858,

quality control system maintained by the contractor to

assure that required standard of quality be complied with,

was included in the contract.

Procurement Bids

The procurement requirement was developed and released

on 30 December 1960, to a list of 60 potential bidders and

8 The LARC V Story, page 8. six otherswere later added to the list. Procurement bids accompanied by $1000 deposits were received from 49 concerns and they were furnished the complete procurement package, including drawings, specifications, publication formats and technical data requirements. The bidding closed 13 March 1961, and the proposals evaluated.

Production Contracts

On 6 June 1961, after evaluation and negotiation, the Assistant Secretary of the Army, awarded the contract

Le Tourneau-Westinghouse Company. The contract specified that a pilot model be produced for testing and approval within 300 days 'after award. The original contract called for 230 units which was later increased to 234 units.

Under the contract, the target price was subject to renegotiation after the delivery of the 42nd lighter, and again after the delivery of the 110th lighter.

Several major modifications were included in the contract as follows: (a) Relocation of headlights from the bow at the water line to the upper forward deck to eliminate leakage and glass breakage. (b) Installation of foot molded beam instead of the 9 foo,. beam to improve stability.

67 instead of three sizes. (c) The adoption of.a diesel

engine instead of a gasoline engine t provide reduced

maintenance, greater fuel economy, and greater operation

safety. ) The developmeht of a two wheel steering

system which provided a turning radius equal to that

obtained by the power wheel steering system. (This

modification eliminated nine of the 10 hydraulic cylinders

required to steer the craft on land.)9 The pilot model was completed on 19 February 1962, and shipped to

Monterey, California, for surf and land tests. It successfully negotiated 10 to 11 foot waves with a full five ton CONEX cargo aboard. Delivery of the 234 vehicles, hull numbers eight through 241 was completed in 1964.

Figure 11, page 691 the LARC V.

The Army Audit Agency

At the request of the Transportation Materiel Command, the Army Audit Agency (AAA) checked the bidders' accounting systems with special reference to price redeterminations, partial payments, and progress payments. The AAA also analyzed and authenticated the bidders' load costs, labor

9 Contract DA 23-204-TC-1378, Le Tourneau-Westinghouse Company, 6 June 1961.

68 IIIIII MINI MIMI MI IIIIIIIMIN Sill MINI WIN 111111Eli MIN MIMI MIN 111111 MIN MN

Photographic Branch Audio Visual Division Directorate of Communications USAMECOM rates and post award details. Alter completion of this audit, the AAA reported that the accounting system proposed by the contractor had been implemented and costs were being adequately identified and accumulated to provide the necessary data for filture audit purposes.

CONSOLIDATED DIESEL ELECTRIC CORPORATION CONTRACTS

The success of the first LARC V's and their potential use in under-developed countries led to the authorization for 290 additional vehicles. Invitations for bid were sent to 137 potential bidders on 24- November 1961.10 Procure ment packages consisting of drawings and technical data were requested by and sent to 33 manufacturers, and 13 firms submitted bids. Consolidated Diesel Electric

Corporation (CONDEC), Stamford, Connecticut on 6 March

1962 was awarded the contract on a low bid of $35,080

per unit and a total bid of $10,188,600 and was later

11 awarded two other contracts Of the 968 LARC V's

furnished the Government, CONDEC built hull numbers 242

1.0 The LARC Story, p. 15

11 Contract DA 23-204-TC-1785, 6 March 1962

70 through 068 at a unit pri.ce varying from $35,080 to 12 $48,000. Hull numbers 242-732 were.bUilt to plans and specifications developed and used for the LeTourneau-

Westinghouse vehicles. Hrll numbers 733 through 968 contain 41 changes or modifications of which 30 have promoted the overall efficiency and performance of the vehicles.

DEPLOYMENT

The Armed Services deployed and used 262 LARC V's

in Vietnam and japan, and another 294 were sold to our

allies. Under various foreign aid plans, the United

States .furnishes our allies vital military equipment,

delivers it and provides instruction in operation and

maintenance. Under this program, we sold 76 LARC's to

Australia (delivered between February 1966 and April

1967), and 191 vehicles to Germany which were delivered

between July 1965 and April 1967 7 13

12 Contract DA 23-204-AMC-2322, 30 November 1962.

13 Letter AMSME-SFF-3, Subj: Military Sales, Federated Republic, Germany, Sales Case Folder, LAU, DA 900-1513, in Military Sales Branch, International Logistics Division, Directorate of Supply, USAMECOM. Hereafter, cited as Military Sales, Germany.

71 Chapter V. Development and Production of the LARC XV

INTRODUCTION

The LARC XV is a -self-pi-opened amphibian lighter of 30,000 pound cargo capacity, constructed of aluminum

and equipped with rubber-tired wheels. It Is propelled

in water by a single four-bladed propeller. Drive

originates with the two engines to the power train

through torque converters and forward-neutral-reverse

transmission which controls forward and reverse motion.

A transfer transmission provides high, neutral, and low

range gearing to a differential transmission for two

or four wheel land drive and engagement of the propeller

shaft for marine operation. The XV provides transportation

of cargo from shipside, through the surf, over the beach,

and to inland objectives. Small vehicles can be driven

down its ramp or forklift trucks can quickly unload the

lighter.

THE REQUIREMENT

The LARC XV was developed to satisfy a requirement,

for an amphibian which could be ramp-loaded, carry light

vehicles and 30,000 pounds of general cargo packaged on

pallets and convexes, from ship to shore and to inland

72 objectives. It is designed for expedient unloading by

use of forklift trucks.

PROTOTYPE CONTRACT

By 1958, the Transportation Corps and the U. S.

Army Transportation Research Command had completed

development of the plans and specifications for both

the LARC V and the LARC XV. Specifications for the

prototypes included: (a) A structurally braced

aluminum hull, 540 inches long, 150 inches wide with

a self-contained ramp in the bow, and capable of

transportating 30,000 pounds of cargo or 53 men. (b)

The lighter was powered by two Ford gasoline engines

(later changed to diesel) connected to two Borg-

Warner forward-reverse transmissions with torque con

verters and hydraulic retarders and capable of develop

ing a land speed of 22 miles per hour and a water speed of 9.37 miles per hour. (c) The XV could be directed by a hydraulic two wheel steer, a four wheel steer and an oblique steer. In the water, the vehicle could be steered by both rudder and wheels, and mechanically, steered by the rudder, and hydraulically by wheels.

(d) A four bladed propeller, 36 inches in diameter

73 with a 30 inch pitch provided water propulsion.

Prototype contracts for seven LARC V's and three

LARC XV's were awarded to the Ingersoll-Kalamazoo 1 Division of the Borg-Warner Corporation. Under a separate contract, Ingersoll built hull number 4 for the Federal Republic of Germany. The first proto type LARC XV was tested at Harts -Lake Proving Ground,

Fort Custer, Michigan in 1960, figures 12 and 13, pages

75 and 76.

PROTOTYPE TESTS

These tests followed the same pattern as those conducted on the BARC and the LARC V. They included tests on land and water relating to speed, fuel consump tion, heat, braking, grade ability, land steering, rolling resistance, traction, tires, loading, hull stress, etc. These engineer-endurance tests were monitored by the U. S. Army Transportation Board. After satisfactory

completion of the tests, the XV was type classified

standard "A" on 6 June 1962 subject to certain desert

tests to be made prior t production.3

1 Contract DA 44-1.77-TC-479.

2 Contract DA 44-177-TC-743.

3 Transportation Corps, TC-Item 4027, Meeting Number 14GA. 74

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were developed and embodied in an Invitation for Bid for 4 the construction and testing of 123 LARC XV's

PRODUCTION CONTRACT

On 30 September 1963, a production contract for 123

LARC XV i.s was awarded to Fruehauf Corporation, Los Angeles,

California at a unit cost of $84,000.5 This quantity was

later decreased to 97 units,andthe cost per unit, including all changes, and the production and micro filming of new drawings and specifications is estimated at $165,000. Design 8004 and Federal Stock Number

1930-710-5729 was assigned to the item. The contract specified that 37 units be delivered to Fort Eustis

(later changed to 32) 45 to Long Beach, California

(changed to 18) and 47 to the 'Federal Republic of

Germany (reduced to 16 units) Under the contract,

Fruehauf manufactured lighters numbers 5 through 101.

The pilot model was scheduled for delivery 22 June 1964 and 76 were scheduled for delivery by 25 August 1965.

4Invitation for Bid, AMC-(T)-23-204-63-610 issued 11 Jun 63.

5 Contract DA 23-204-AMC-2634(T), 30 Sep 63.

77 Tests and major changes in drawings and specifications delayed deliveries and the first lighter was not delivered until 3 June 1966, and the last, number 101, in 1968.

There were several major modifications and as of 17 April

1969, 119 modifications had been made to the original contract. Lighters,numbers 5, 9 and 11 were extensively water tested at Fullerton, California, and desert tested at Yuma Proving Grounds and cold start tests were made at Eglin Air Force Base, Florida.

SPECIAL TESTS

Desert Tests

The LARC WI loaded, was operated on dry, level pavement; over unimproved roads; and sandy gravel cross- country terrain for 100 operational hours to determine the effect of high temperatures on component parts and the durability and reliability of the lighter. Most of these tests were conducted at the Yuma Proving Grounds during the second and third quarters of FY 67. As a result of the tests, the engine cooling systems were routed differently, an additional water cooler added, and fan cooled heat exchanger was added to the hydraulic

78 system.

COld Start Tests

Cold start tests were conducted at Eglin Air Force

Base, Florida on 26 February 1967, to evaluate the per formance of the lighters' hydraulic system, to determine the adequacy of the cab heater, collect data on the inlet pressure of the main hydraulic boost pumps, check the hydraulic system pressure at the main relief valve and other items. The engines failed to start at -25 degrees Fahrenheit with a glow plug. They did start when ether was added.

It was recommended that the glow plugs be removed and an ether cold weather starting kit be furnished for operating in a temperature range of +32 degrees Fahrenheit to -25 degrees Fahrenheit, and that the lighter not b operated in temperatures below -25 degrees.

INITIAL ARMY DISTRIBUTION

Project Flattop

LARC XV hull numbers 45 and46 were shipped to Sharpe

Army Depot, loaded aboard the USS Steel Chemist and transported to RVN. The lighters arrived at Vung Tau

79. on 18 June and unloaded. They were assigned to Project

Flattop, in support of the converted USN Corpus Christi

Bay, a floating aircraft maintenance facility operated by the Army.

Mission

The Corpus Christi Bay was anchored four miles off shore and the repair parts assembly point was two miles inland. The LARC XV's picked up and delivered damaged air frames, engines and all types of engines to the ship, and when repaired returned them to the inland assembly point. Use of the LARC's reduced handling and breakage of fragile aircraft parts. The lighters were also used to transport personnel and supplies from ship to shore.

Late in 1969, these two LARC's were replaced by LARC XV hulls numbers 78 and 79.

80 Chapter VI. Amphibian Mission, Organization and Training

LIGHT AMPHIBIAN COMPANIES

Mission

Army Light Amphibian Companies equipped with LARC

provide transportation for cargo and personnel between

ship and shore and over the beaches. They may be assigned

to a logistical command, attached to a transportation

terminal battalion or placed under the supervision of a

staff transportation officer.

•Equipment and Capability

The Army Table of Organization and Equipment

(T/O&E) assigned 27 LARC V's and eight maintenance floats

to each Light Amphibian Company.1 It was estimated

that each company operating two ten-hour daily shifts

was capable of moving over 1000 short tons of general

cargo per day or 7,800 combat equipped troops. Each

company in RVN was assigned 15 LARC V's to provide

replacements for deadlined vehicles.

1 T/O&E 55-138E(G)

81 Personnel

Each LARC V is manned by two persons, an operator and an assistant operator or crewman. The crew consists of four men, two men assigned to each 10 hour shift, when conducting around-the-clock operations. The senior operator is responsible for the operation, maintenance and administration of the vehicle. He insures that the LARC is in good operating condition and equipped to carry out its assignment; performs maintenance and keeps and prepares daily maintenance reports and repair require ments; is responsible for the loading, securing and un loading of cargo; and the embarkation and debarkation

f personnel. The operator must read maps, the compass, and signals know the rules of marine navigation; and operate the vehicle on both sea and land. He sits in the cab during vehicle operation. The assistant operator or crewman helps start the engine, visually checks cargo while the vehicle is under way, and when required, directs land traffic.

MEDIUM AMPHIBIAN COMPANIES

Mission

Medium amphibian companies equipped with LARC XV's

82 provide lighterage for the transfer of cargo and personnel

from ships lying offshore to points beyond the shoreline

in support of LOTS operations and amphibious operations.

The company is assigned to a logistical command and may operate under a transportation terminal command, a trans portation battalion, or it may operate separately under a staff transportation officer.

Equipment and Capabilities

A medium LARC XV company consists of from 19 to 25 lighters manned by 111 to 171 personnel.2 When operating two 10 hour shifts, each company was capable of daily lightering 1080 short tons of cargo or 9,500 combat equipped troops. Under current operating conditions,

25 LARC XV's are assigned to each medium amphibian company. 3

Personnel

Each LARC XV requires two persons, an operator and an assistant operator or crewman. The crew consists of

2 TO&E 55-139E

3 TO&E 55-139E

83 four men, two men assigned to: each 10 hour shift, when conducting around-the-clock cperations. The senior operator is responsible for the operation, maintenance and administration of the vehicle. He insures that the LARC is in good operating condition, equipped to carry out assignments, performs maintenance and keeps and prepares daily maintenance reports and repair require ments. The operator is responsible for the loading, securing, and unloading of cargo; and the embarkation and debarkation of passengers.

HEAVY AMPHIBIAN UNITS

Mission

The mission of a BARC team is to provide amphibious lighter services for items of heavy or bulky equipment.4

The team is normally assigned to a transportation terminal battalion. It may be attached to an engineer amphibious support command to assist with the 'debarkation of tanks,

4 Training Circular issued by The Transportation School, Ft. Eustis, Virginia entitled "Transportation BARC Operation and Maintenance Team". The circular was received on 21 May 1957.

84 guns, and other bulky tactical equipment.

Equipment for BARC's

Each team is assigned four BARC's and other equipment including vehicles, maintenance and communication equip ment. Each BARC uses an average of 20 gallons of fuel per hour and maximum consumption may reach 40 gallons hour.

Fuel is provided by fuel tankers and their operations must be fully coordinated to insure maximum operating BARC efficiency. The tankers make trips to the Petroleum Oil and Lubricant (POL) dump, fill up and return to the operating site without delay while locating and refueling the BARC's.

BARC Crew

Each BARC carries a crew of eight men, a crew chief, an operator, two enginemen and four crewmen.5 When a BARC operates around-the-clock, the crew is divided into two groups and each assigned a shift. On one shift, the crew chief runs the lighter assisted by an engineman and two crewmen. On the second shift, the operator operates the lighter with the help of one engineman and two crewmen.

5 T/O&E 55-530G, dated 26 Apr 68.

85 The crew chief is responsible for the seven crew members and the operation and maintenance of the vehicle.

He must have a comprehensive knowledge of the navigation rules of the road; read navigation charts, road maps and various signals. The success of the mission is dependent upon the crew chief's ability to load and trim cargo; judge wind, waves, currents and shoals; select beach areas that are lighter negotiable, and recommend cargo transfer areas on shore. 11

The operator assists the crew chief and drives the lighter on one shift. He must have the same training and skills as his chief.

The engineman constantly checks the four diesel engines for performance; lubricates engines and power train as required; and makes minor repairs to the machinery.

The crewmen are stationed in the bow of the moving lighter as lookouts and through hand signals assist the operator to maneuver and steer the vehicle on land and sea.

Complement of BARC Platoon

A BARC Team is organized to operate its equipment

86 on a 24 hour basis. The team is composed of one officer, three warrant officers, ten non-commissioned officers, and 39 enlisted personnel. The officer is the team commander and two of the warrant officers serve as operations officers. The warrant officers should be qualified masters or mates capable of coordinating the proper loading and unloading of the BARC's, perform navigational or charting functions and supervise BARC operations. The third warrant officer is a maintenance officer responsible for field maintenance and repair.

He is assisted by a chief marine engineman in order to insure complete technical supervision on a twenty-four basis. Other enlisted personnel perform the actual maintenance services.

Utilization

BARC teams are normally assigned to a transportation terminal or other assignments or attachments depending upon area operation requirements. Except for special operations of a task force nature, the team is not normally assigned to work with one terminal service company unloading a particular ship. It is generally

87 employed to assist such terminal service companies to

handle bulky and heavy pieces of equipment when other

types of lighterage are not adequate for the task.

The BARC team commander, as a staff officer, assists the

supported unit's operations officer by recommending and

coordinating BARC utilization. When a mission has been

established and assigned the team commander issues his

orders to the operations officer on duty. This officer,

in turn, dispatches the carriers on their missions.

When the mission is completed and unless there is a

further assignment, the BARC's return to their operation

base. The team's maintenance capability must be main

tained and the BARC team's area of employment is

limited by the coverage of its maintenance personnel.

Maintenance is carried out at the operations base. When ever possible, these bases should be moved inland to avoid or lessen beach congestion.

Capabilities

The BARC team can transport 480 short tons of bulky or heavy equipment per day based on 120 short tons per day, per BARC. Each BARC can transport sixty short tons or 125 combat equipped personnel. Under ideal conditions, such as smooth water, no wind, and a flat beach, the BARC can transport up to 100 short tons of cargo or 200 troops.

The BARC is not armored and is not normally used in the assault phase of an operation. The vehicle can be used to transport the heaviest current armored vehicle, and Other bulky equipment, such as cranes, road graders, crawler tractors and artillery pieces from ship to shore.

It can reduce congestion in a vital beach area by placing on shore, clear of the beach, any item of equip ment in an infantry division. This eliminates the highly vulnerable early beachhead stock piles. Its size permits it to negotiate surf far in excess of that which can be traversed by the smaller amphibious vehicles.

SAFETY

Operating an amphibian on land requires driving skills somewhat similar to Operating large trucks. different set of skills are required for water operation.

Water operation is especially hazardous, as sudden changes in the weather create high winds which in turn create high waves, obscures vision, changes water currents, and

89 develops unstable loading and beaching conditions. The

LARC operating manuals state some of the hazards, and

list precautions to be taken.6

MAINTENANCE

LARC LX crews perform first and second echelon main

tenance and the maintenance personnel of the LARC LX

team perform third and limited fourth echelon maintenance.7

Fifth echelon maintenance is limited to the rebuilding of

LARC engines and the fabrication of new parts which are

not usually available and can be manufactured, from

available metal stock. The facilities of ordnance

and engineer base shops must be used to make repairs

beyond the capabilities of the mobile welding and mobile

machine shop organic to LARC teams. LARC teams carry

large supplies of repair parts for the lighters including

a number of major components. When a complete retrofit

is required, the lighters are returned to depots in the

United States or similar facilities nearby.

6 TM 55-1930-205-10, Operator's Manual, Lighter, Amphi bious MARC V) Self-propelled aluminum, 5-ton and TM 55-1930-203-10, Operators Manual, Lighter, Amphibious (LARC LX) Self-propelled, diesel, 60 ton.

90 '/ TRAINING

LARC employment requires an extensive knowledge of navigational operations on both land and water.

Personnel must be technically trained inthe opera tion and maintenance of lighters under various condi tions and situations, and be able to perform more than one duty, so that key personnel losses will not affect the accomplishment of the assigned mission. Navigation, seamanship, and on-the-job‘training, including frequently scheduled fire, collision and air raid drills must be emphasized.

The Transportation Command assigned amphibians at both Camp Leroy Johnson and Fort Story:and the Armed

Services conducted joint maneuvers in the Louisiana swamps and over the beaches at Fort Story and Fort

Eustis. Both the LARC V and the LX were extensively used in these training exercises.8 When Camp Leroy

Johnson was disestablished '1964, the Amphibian training headquarters were transferred to the Fort

Story-Fort Eustis area. Other training exercises were

Quarterly Historical Report, 4th Transportation Command Troop Information Topic, Fort Story and the 4th Trans portation Terminal Command "C"

91 held in Florida, Canada, France, Germany, England,

Okinawa and Formosa between 1954-1964.

USAMECOM established formal class training for amphi bian instructors, operators, repairmen and field techni cians, at the Granite City Army Depot on 4 January 1966.

Under the sponsorship of the Training Branch, Field Services

Division,/ Directorate of Maintenance, USAMECOM, the eight classes were, each 80 hours in duration, and the final class ended 19 August 1966. After completion of the course, a number of the graduates were sent to RVN to monitor, instruct, and occasionally operate and repair equipment in the field.9

Before the establishment of formal Army training, LARC

manufacturers were required to provide and send competent

technicians .into the field of operations to monitor the

equipment. These technicians made or recommended mechani

cal adjustments and instructed Army personnel in correct

operational and maintenance techniques. Both Consolidated

Diesel Corporation, the principal manufacturer of the LARC

V, and the several manufacturers of the LARC LX provided

this service.

9 Project Master Plan, Beach Discharge and Amphibious Light- ers,"Revision 4, 1 October 1968, Pages C-C-1-C-C-4.

92 Chapter VII - LARC Operations in Vietnam

INTRODUCTION

After the acceleration of the conflict in RVN,

LARC organizations and equipment were among the first

units to be stationed in the unimproved ports of Vietnam.

For example: the USN Comet, with the assistance of the

344th Transportation Company unloaded 50 LARC V's a

Qui Nhon on 5 June 1965; and, assisted by the 347th

Transportation Company, the ship unloaded another 50 at

Vung Tau on 8 July 1965. The Green Harbor transferred

27 to Cam Ranh Bay about 10 July 1965.1 The LARC V's

at Qui Nhon were reinforced by the arrival of four LARC

LX's in July 1965.

Both LARC V's and LX' proved their capabilities

at Qui Nhon during Operation Highland. LARC V's and

" LXIs were stationed at Cam Ranh Bay and took a leading

part in the discharge of cargo from ship to shore before

port facilities were completed in 1966-67. The LARC

V's were the only vehicles able to climb the soft,

shifting sand dunes at Cam Ranh Bay and deliver their

loads on the spot to the military and civilian engineers

1 Bernich, Trip Report, 15 Sep 65, p 5.

93 engaged in the construction of LST ramps, piers, and docks in the harbor; and hardstands, access roads and other construction on shore.2 When port facilities or improvements were completed at the big military bases and cargos could be unloaded directly from ship to wharf, the LARC's were transferred to Thailand or used in security sweeps and assault landings over unimproved beaches. They gain proved their capabi lities at Thom My Thui (Utah Beach) and at Quang Tri

(Wunder Beach) in 1968.

By the end of 1965, LARC's were in operation at

Phang Rang, Phan Thiet, Tuy Hoa, Vung Ro, the Nha Trang-

Cam Ranh Bay Area, and the Chu Lai-DaNang area, and in other locations. Two XV's joined the LARC family in the field of operations in the summer of 1968 when they were assigned to Vung Tau in support of Operation

FLAT-TOP. Some of the major LARC operations, such as those at Qui Nihon and Cam Ranh Bay are described in detail. Other operations, such as those at Vung Tau and

Vung Ro are described to show how a specific operation

2 Personal Interview with Edward Knollman, USAMECOM Equipment Specialist, 8 April 1970.

94 was conducted. One observer described the assault operations at Utah Beach and Wunder Beach as classic examples ofd LOT's operations involving the LARC' .3

These operations, based on USAMECOM observers' reports, are described in detail. Although both LARC V's and

LX's were stationed in the Chu Lai-DaNang Area, they were under Navy jurisdiction and are not included in this monograph.

SAIGON

The port of Saigon had little need for LARC capabilities. In 1965, a LARC was stationed at

Saigon and used for ferry visitors around the harbor and occasionally perform harbor security patrols.

Here they were seldom used to unload cargo.

QUI NHON

The Roadstead

In 1965, the Qui Nhon harbor was an open, shallow roadstead subject to any slight change in the weather.

The bay was shallow, and anchored ships were exposed to'constant ground swell which caused moderate to

3 McClelland, Trip Report, 5 Dec 68, p 2.

95 heavy surf on the operating beaches and forced deep draft vessels to anchor two to three miles off shore.4

The unstable, sandy beaches, open roadstead, and heavy surf made cargo movement from ship to shore difficult and at times extremely hazardous. For example, it was reported that LARC V operations were suspended between 11 and 17 October 1965 because of torrential rains, high winds and waves, and tempera tures ranging from 90 to 100 degrees.5

The same report stated that the rough seas caused the LARC's to rub against the sides of the ships while unloading and stripped the fenders off the lighters.

Old rubber tires used to replace the fenders did not entirely protect the hulls from damage.

BARC's at Qui Nhon

A Provisional Company, hull numbers 16, 17, 18 and

20, arrived at Qui Nhon in July 1965 and was immediately employed in ferrying the 2nd Battalion, 7th Marines

Quarterly Historical Report, 394th Transportation Battalion, 10 Jan 66.

•Gieszelmann, Trip Report, 5 Dec 65, p 7.

96 ashore and in transporting Vietnamese refugees out of 6 reach of Viet Cong harassment. They were extensively used in combat sweep missions and took an active part in the project Operation Highland.

LARC's at Qui Nhon

The 344th Transportation Company (Light Amphibian) arrived in Qui Nhon 5 June 1965 in time to help unload its 50 LARC V's from the USN Comet. LARC's on the top deck were lowered over the side by the ship's boom, and those on the lower decks were backed off the ship 7 after ramp under their own power. The LARC's immediately became operational on an around-the-clock basis. On 3 September 1965, the 344th was reinforced by the arrival of an LST from Vung Tau carrying

11 LARC's and manned by 347th Transportation Company personnel.

Strategic Importance

The little fishing village of Qui Nhon located on the South China Sea and the junction of National Highway

1 and 19 is the gateway to the Central Highlands and

6 Report of the War in Vietnam, Part II, p 100. 7 Bernich, Trip Report, 27 May to 15 Sep 65, p 2.

97 to all of northern South Vietnam. Route 19 provides the only means of land access westward through the jungle- covered mountains to the strategic towns of An Khe, Pleiku and Kontum in the Central Highlands. Military forces in control of these roads and towns would dominate all of the northern RVN and hinder or halt the movement of large bodies of troops southward toward the Mekong Delta.

Operation Highland

Because of its strategic proximity and access to the Central Highlands, Qui Nhon was selected as a staging area for 1st Brigade of the United States based 101st

Airborne Division flying to the relief of An Khe and

Pleiku. The 101st arrived atQui Nhon in mid-July, paused two days to regroup and then was airlifted to

An Khe and Pleiku. They built airstrips and fortified the villages in anticipation of the arrival of the

1st Cavalry Division some 17,000 personnel strong.

A group of over 1,000 officers and enlisted men of the 1st Cavalry were airlifted from Georgia to Qui

Nhon and then to An Kh They were followed by the main force on 12 September 1965. This landing, named

98 1

Operation Highland, cOntinued until 28 September.

During that period, the main force of 17,000 men, 428

helicopters, six battalions of artillery, hundreds of

tons of field gear, ammunition, fuel and food were

landed at Qui Nhon. It was reported that 94,644

long tons of cargo from 107 ships were unloaded,

transferred to truck convoys nicknamed the Monsoon 8 Express and moved over Route 19 to An Khe. The

Viet Cong attempted to ambush the troops and this

led to their defeat during the month-long battle of the

Ia Drang Valley.

• Air Force Casualty

On September 19, 1965, during Operation Highland,

an Air Force C-130 cargo plane crashed in the bay

during a heavy rain storm. The accident happened about

100 yards from the 344th maintenance area, and two

LARC V's sped to the scene and rescued six of the ten

passengers and crew. The LARC's were then used to patrol

the site and assist in cargo salvage. Bernich reported

that LARC's in one 24-hour period moved over 500 tons

8394th Transportation Battalion Terminal Quarterly Report, July-September 1965.

99 of ammunition, POL and other cargo from ships anchored

from three to five miles from shore. They transported

their loads over the narrow streets of Qui Nhon, inland, •

from two to four miles.

The LARC's continued to play a major role in the

transshipment of cargo at Qui Nhon, until the completion

early in 1968, of five LST ramps, the dredging of the roadstead and the development of streets and roads and other military construction.9

Change in Mission

When the new port facilities were completed, require ment for the LARC's diminished. Some LARC personnel and their equipment were transferred to other areas. Other organizations were deactivated and their equipment either returned to the United States, or allocated to other amphibian oganizations in SEA. In 1968, amphibians remaining at Qui Nhon were used to patrol the harbor, ferry passengers between ship and shore and other minor assignments.

9 Unsung Support Units, Army Digest, Jan 70, page 66.

100 ,VUNG TAU

The Harbor

Vung Tau, in 1965, was a small fishing village located

on the northwest side of an isthmus on the South China

sea and south of the Long Tao River, the main shipping

channel to Saigon, about 40 miles away. The harbor

area with its, long, gently sloping shoals, tidal flats

and mangrove swamps experiencedt daily4, a 13 foot tide which

covered the mangrove swamp with from six to eighteen

inches of water for a total of from eight to ten hours.

The waves in the bay averaged two feet in height and

during tidal changes, three to four feet. A strong

ground swell caused further water turbulence.1°

Strategic Importance

Situated near the main waterway to Saigon, the

, military force in control of this area controlled the

'port of Saigon. During 1965,-66, as many as 100 ocean

freighters at a time were anchored off Vung Tau awaiting

their turn to go into the port of Saigon. These 'ships

10 OCE Trip Report, 1 Jan 66, Subj: Port Facilities had to be protected from the enemy' and the weather, and it was decided to build a deep anchorage sea port at Vung Tau. Before this could be done, many of the ships were unloaded at Vung Tau, andtheir cargo trucked or flown to their destinations. Both LARC's and landing craft were initially used, but as soon as a causeway and landing craft slip were completed the LARC's were not required.

LARC Arrival

The USN Comet, after unloading 50 LARC's at Qui

Nhon, sailed to Vung Tau and unloaded 23 LARC V's on

8 June 1965. The 347th Transportation Company drove the vehicles off the rear ramp of the Comet into the water. The shallow bay waters forced the Comet to anchor nearly four miles off shore but the LARC's were unloaded and driven ashore without mishap. The Comet unloaded 27 other LARC V's which were deployed to Nha

Trang and Cam Ranh Bay, as well as a large quantity of trucks, trailers,‘ tractors and spare parts,using the LARC's and one LCU.11 Not all of the cargo

11 Bernich, Trip Report, 27 May to 15 Sep 65, P. 2. arrived, as seventeen CONEX's of spare parts were

, misdirected to Qui Nhon.

Operations

The base at Vung Tau was under accelerated

construction and personnel of the 347th Transportation

Company and the 159th Direct Service Detachment (in support

of the 347th) were kept busy for two months on such

special details, as filling sand bags for bunkers,

stringing barb wire around the perimeter, performing

guard duty in the vicinity of the company area, and

similar assignments.

Problems

The LARC V operation was further hampered by

inexperienced personnel. For example: (a) Many of

the personnel attached to the LARC units had never

seen a LARC in operation and had to be instructed in

the use and maintenance of the vehicles. (b) Some

of the mechanics had entered the LARC Transportation

School, Amphibian Branch, at Ft. Eustis but were

shipped overseas before the completion of their training.

103 (c) Other units were under strength before going overseas, and infantry trained personnel were assigned

the vacant slots.12 The engineering technician from the Directorate of Maintenance, USAMECOM,instructed mechanics individually, and in groups, whenever the situation required, and on a time available basis.

After unloading, several of the LARC's were found with the cooling fan belts off the pulleys. These belts were replaced and the fan drive pulleys were aligned correctly and tightened. The marine drive pressure switches failed on other LARC's. Other equipment failures included the marine steering cable, failure of the forward neutral reverse transmissions, the cooling system, the tachometers, and engines overheating.

On 9 August 1965, the LARC's at Vung Tau finally began to work efficiently. They were used to unload an

LST loaded with ammunition and other cargo Which could not be beached for unloading. The LARC's were driven up the ramp of the anchored LST, the ammunition transferred to them and transported to depots on shore. Once the De

12 Ibid Long pier and the landing ramps were in place, there was little need for LARC's at Vung Tau and most of them were reassigned to other ports.

Operation Flattop

The unprecederiteciuse of airplanes and helicopters

in Vietnam caused critical engine and wing maintenance

problems. AMC met this problem by,establishing Operation

Flattop to provide maintenance on airplanes and helicopter

parts in RVN near the field of operations. -3 The Army

acquired the decommissioned Navy seaplane tender, the

USN Albemarle, from the Maritime Commission in 1963, and

converted it into a Floating Aircraft Maintenance Facility

(FAMF). It was renamed the Corpus Christi Bay and placed

in operation at Vung Tau in February 1966.14

Because of shallow waters, the FAMF was anchored

nearly five miles off shore and the repair parts depot was

located on a hard stand road some two miles inland. LARC

13 AMC GO 67, effective 1 Oct 68.

14 Undated brochure, Floating Aircraft Maintenance Facility, published by Directorate of Supply, USAMECOM.,

105 V's made the round trip twice a day. They -hauled air frames, disabled engines and other components to the ship and picked up the repaired parts and returned them

to the depot. In August 1968, LARC V, hull number 190, 15 capsized with the loss of the vehicle and its cargo..

After this loss the LARC V's were replaced by LARC XV'

.numbers 45 and 46 which had arrived in Vietnam on

18 June 1968. These heavier vehicles were more sea

worthy and carried a larger load. Their operation at

Vung Tau has been highly successful.

A different XV was used each day to complete two

round trips from ship to depot: The lighter loaded and

unloaded cargo on the port side of the .ship with the 16 starboard side of the LARC to the ship The ground

swell and the waves caused the LARC to rise and fall

as much as four to five feet alongside the Corpus Christi

Bay and it rolled as much as ten degrees to port and

starboard. The LARC was prevented from rubbing and

15.mcClelland, Trip Report, 8 Aug 68.

16Whitney, Trip Report, 13 Jul 9 Aug 68.

106 bumping the ship by two pneumatic fenders, measuring about four feet in diameter.

CAM RANH BAY

The Harbor

The port of Cam Ranh Bay is situated on a peninsu la half way along the coast between Hue in

northern RVN and the mouth of the Son Sai Gon River in

the south. It has a deep natural harbor protected from

typhoons by the encircling mountains, from high waves by

a long sand spit, and its sandy shelving beach lends

itself to amphibious operations. The chief obstacles,

are a beach,covered by huge shifting sand dunes bordered

by rugged jungle-covered mountains. These sand dunes and

mountains prevented the development of the harbor by the

Frendh.17 Instead, they used •the small, exposed harbor

of Nha Trang some 15 miles northward as a port. At .Cam

Ranh Bay, National Highway 1 skirted the west side of the

mountains before entering Nha Trang. Until Army and

civilian engineers at Cam Ranh Bay could build piers,

wharves, depots, and complete access roads to Route 1 over

17 DA PAM 550-55, P. 27 and Newcomb, P. 30. the sand dunes and mountains encircling the harbor, Nh

Trang, on Route 1, near its junction with Route 21,playe1

a prominent role as a cargo discharge point, since it

•was the gateway to the southern portion of the Central

Highlands.

Port Construction

The LARC V's and BARC's, between June 1965 and 1967,

played a major role in unloading vital ship's cargos,

transporting them inland, and transshipping them t

trucks and aircraft in support of the Army organizations

fighting in the interior. In June 1965, the principal

improvement at the port of Cam Ranh Bay consisted of a

29 foot pier built by civilian contractors with AID funds.

At Jam Ranh Bay, Army, Navy and civilian engineers

collaborated in the construction of more piers, and port

facilities; and Army engineers levelled sand dunes;

covered them with laterite (a clay-like material which

hardened when moistened) built hard stands; and an

access road across the dunes and mountains to National'

Route 1. It took nearly two years to complete this

construction miracle, and until its completion, the LARC's

were extensively used in the discharge Of cargo, and the

108 stockpiling of materiel in RVN.

Cargo Discharge

Loaded ships anchored out a mile or more from shore and water currents and wind action pointed the ship into the wind. The empty LARC's were driven out to the ships, tied up alongside and were loaded. Often the LARC V's tied up two to a side and used their engines to keep the lighters alongside the ship. The ships' cargo, usually strapped on pallets or loaded in CONEX's, was lifted over the side by huge cargo booms, or cargo nets and lowered on to the deck of the vehicle, bobbing up and down in the water 20 to 30 feet below. Experienced stevedores placed the cargo on the LARC's deck as it was settling in the water. Inexperienced stevedores often failed to do this, especially if the waves were

fairly high. This resulted in lost operating time and

even damage to the lighters.

Delivery Inland

The loaded vehicle went ashore, proceeded over the

sand dunes and land six to seven miles; again entered the

water and marsh, proceeded another four to five miles,

before going ashore; and drove another two to four miles

109 18 on land before unloading at the airport. In the early

days LARC V's loaded cargo, such as 500 to 1000 pound

bombs, and transshipped them directly to the aircraft.

This eliminated multiple handling, stock piling, and

'expedited the delivery of critically needed material.

The LARC V's were extensively used for long inland deliver

ies, since the BARC's could not traverse the narrow roads

and paths. The LARC's commonly travelled two other routes,

one of about four miles, including one mile on water to

reach the depot, and the other of about five miles to

reach the dump area. Between "10_ July and 13 August 1965,

the LARC's working intermittently because of the local

situation, moved 14,171 tons of cargo" -9 "

They were often delayed at the dump area while

waiting for a forklift to unload cargo. Further opera

tional time was lost by deadlined lighters. By the end

of the year, 60 percent of the LARC's were deadlined

because of around-the-clock operation and lack of main-

Letter AMCPM-AL to Comdr, Marine Corps Landing Force, 12 Jan 67, Subj: Employment of LARC V.

Bernich Trip Report, 5 Oct 65, p. •

110 • tenance due to inexperienced operators and maintenance

personnel.

New LARC V's began to arrive in RVN in 1966. The

ship, Green Harbor, unloaded 27 LARC's at Cam Ranh Bay

on 9 February 1966.20 The second platoon of the 347th

Transportation Construction Company was sent there t

service and operate these LARC's. After unloading, they

were serviced, technically inspected and driven under

their own power in the open sea to Nha Trang, a distance

of about thirty-five miles. This route was selected,

since the enemy infested the land between Nha Trang .and

Cam Ranh Bay. It took the vehicles about five hours to

cover this distance. The only trouble during the trip

was the failure of an alternator on one LARC.

Lieutenant Colonel John R. Leary, LARC Project

Manager, reported that "the LARC's could transport almost

any type of cargo as long as weight and dimensions were

compatible with load capacity." At Cam Ranh Bay, between

June 1965 and 1967, most of the cargo consisted of loaded

20 Project Manager, Amphibious Lighters to Commanding General AMC, Weekly Significant Action Report, 14 18 February 1966.

111 CONEX's, •palletized unit loads, bags of concrete, reefer cargo, Petroleum, Oil and.Lubricants (POL), ammunition, food stuffs, drinking water, other general cargo and troops.

Change in Mission

After port facilities were completed and the enemy pushed back, the LARC's were used to patrol the harbor waters, in search and destroy missions, mine sweeping, and the delivery of drinking water to the troops at isolated posts. Later, many of the LARC's were trans ferred to Thailand or to other military operations. the end of 1968, most of the LARC organizations were deactivated, and only a small contingent remained at

Cam Ranh Bay.

VUNG RO

The Harbor ,

Vung Ro is located on Vung Ro Bay, about 90 miles north of Cam Ranh Bay and 18 miles south of the little fishing village of Tuy Hoa. The deep harbor is protected from the fierce monsoons by a mountain; it has a wide beach covered with san3dunes; it is situated only two miles from strategic National Highway 1, but separated

112 from it by the mountain spur and sand dunes.

Tuy Hoa Airbase

Tuy Hoa is One of the strategic gateways to the

Central Highlands, and here in 1965, the Air Force established a major air base. Initially, supplies were lightered from ship to shore in dry weather, and air borne in the rainy season. The Ali Force soon required more supplies than could be brought in over the beach, and in July 1966, the Army engineers commenced the construction of a new port at Vung Ro which they completed in October 1966. A floating pier, LST ramps, and POL mooring points were installed in the harbor; the beach levelled, a hard stand area asphalted; an access road built to Highway 1; and a four mile long POL pipe line was laid to the POL farm and later extended 16 miles to the Air Base. When facilities were completed, the harbor could berth 12 large cargo ships and handle tankers with more than a half million gallon capacity.21

21 Col John J. Sawbrige, they built a port to beat the weather, Army Digest, Sep 67, pp. 44-46.

113 Unloading POL

At Vung Tau, arriving commercial POL tankers.made a two point mooring close to the buoy marking the marine line where the hose was secured. LARC Headquarters, upon request, sent a LARC V. with a Capped communicator to the buoy, its personnel secured the line to the buoy and towed the• hose and the buoy to the tanker. The tanker lowered a hook from the cargo boom, fastened it to the buoy, lifted the capped' communicator on board the tanker some 12 feet above the surface of the water, and

uncapped and connected it to the pumping station with

little or no spillage. Gravity prevented the fuel from

ascending in the hose and the tanker's deck provided

stable base of operations. After disastrous explosions,

partially destroying two LARC specially equipped LCM's

were substituted for the LARC V's at Vung Ro.22

During the month of October 1968, it was reported

that two LARC LX's started a cargo shuttle between Vung

Ro and Tuy Hoa. The trip in one direction was 12 miles

22 • .C. F. Oliver, Logistics Specialist to N. Mickus, Acting LARC Project Manager, Subj: POL Operation at Thom My Thui (Utah Beach) 19 June 68.

.114 over the water, and if the destination was the airfield, the distance was 18 miles. Before beaching the lighter, personnel lowered the pressure in the tires to 30 pounds per square inch (five pounds below minimum) and drove over the beach stern first. This caused some bead damage to the tires, but eliminated the necessity of a convoy 23 over •unsecured roads. The lighters averaged one turn around per day, hauling a payload of between 60 and 100 short tons of cargo and they released a number of badly

needed trucks for other operations.24

As at other ports, when modern docking facilities

were completed, the lighters were no longer required and

were either reassigned, or returned to the United States.

THOM MY THUI

Location

The open beach of Thom My Thui is located approxi

mately 12 miles south of the DMZ. Army, Navy and Marine

Corps units participated in a joint assault operation to

23 McClelland, Trip Report, 21 Oct 68.

24 Operational Report-Lessons Learned, Headquarters, U. Army Support Command Cam Ranh Bay, period ending 31 Oct 68.

115 clear out the enemy south of the DMZ and shut off their attacks on Hue 25 The assault landing was made over the open beaches, and, as the troops fought their way inland, amphibian units landed supplies or carried them inland to

meet troop needs. The LARC's operated in a 12 foot surf

and in rough seas along side the cargo ships anchored some three miles off shore. The loaded LARC's transported their cargos eight miles inland to the dump area at Quang

Tri, and assisted in the discharge of POL such as jet fuel

(JP-4), aviation gas (AVGAS) and automobile gas (MOGAS)

from Navy Tankers for use in equipment on the beadh. See

Table 2, page 117, for summary.

Wunder Beach

The initial operation bore the code name Utah Beach

but it was later officially named Wunder Beach after

Sunder's Wunders, Army units participating in the initial

landing. These units commanded by Colonel Charles Sunder

erected a sign on the beach proclaiming that Sunder's

Wunders landed here. The G.I.'s dubbed the beach Wunder

Beach and later the operation was officially named Wunder

Beach..

25 Oliver, Trip Report, 19 June 68.

116 TABLE 2 LARC Operations at Thom My Thui,

3 April - 9 August 1968

, Date , . Week Ending Trips , .Short Tons Passengers

April 3. 741 1623 760

April 10 487 3389 6554

April 17 1104 4499

April 24 792 3113 550

May 1 . 623 1963 380

May 8 1243 4709 420

May 22 1553 628-3 994

May 29 615 2532 520

June 4801 2866 533

June 13 389 1241 475

June 20 • 263 716 397

June 28 53 115 114 . . July 2 72 68 241

July 9 5 17 . July 24 922 - 2584 1609

July 31 828 2453 910

August 9 274 2760 846 40931 15333

SOURCE: Project Manager, Amphibians and Water Craft. Weekly Reports (formerly Project Manager, LARC).

•••

117 Description

The beachhead included about two miles of shoreline 26 and extended inland about one mile. The initial operation commenced in March 1968 and terminated in

November 1968. After securing the beadhhead, the Armed

Services, to protect the area from enemy attacks, enclosed

with a concertina barricade, a type of barb wire fence.

LARC Mission

The search and destroy operation in the lowland areas north of Hue was designed to stop the infiltration of enemy troops across the DMZ into the northern highlands and check the attacks against Hue. The assault landing was made over the open beaches, and, as the troops fought their way inland, LARC and other amphibian units landed supplies and carried them inland to meet troop needs.

Both LARC V's and LARC LX's were used to land troops, equipment and supplies. After the beachhead was secured, the LARC V's were used to unload ammunition and transport

It inland, eight miles to the depot at Quang Tri. They ferried passengers, and provided maintenance support for the POL pipelines and security patrols. The LARC Lx'

26 Oliver, Trip Report, 26 June 68.

118 carried passengers and huge quantities of dunnage for

construction of cantonments and other buildings.27

LARC Units at Wunder Beach

Three of the four LARC (BARC) LX units stationed

in RVN participated in the campaign including the

BARC Provisional Company equipped with nine LARC LX'

The 165th Transportation Company (Amphibious) left

Sattahip, Thailand during the week of 23 March and

arrived at Utah Beach in time to join the operation.

They were accompanied and supported by the 253rd (Direct

Support) Detadhment.

The 165th with 35 LARC V's and the 253rd equipped with 15 LARC V's in reserve (maintenance float), operated from a site approximately eight miles from Quang Tri and a few miles north of Hue. The LARC LX's and the LARC V units unloaded cargo, personnel and equipment from ships anchored offshore and ferried it ashore and either unloaded cargo and personnel on the beach or transported materiel into Quang Tn.

Unloading Cargo

The LARC's operated in a 12 foot surf, and during

27 McClelland Trip Report, 5 Dec 68, p.

119 the rough monsoon season unloaded cargo from ships anchored some three miles offshore. The gentle sloping beach and heavy ground swell prevented landing craft units from dropping their ramps on the beach. The troops constructed two slips of pontoon cubes, measuring 75 feet in length and 150 feet in length, respectively, and attached the sea end of the slip to a spring buffer.

The landing craft matched the ramp door to the buffer and tied up in line with the slip. Cargo was unloaded and piled on the beach until it could be removed to the depot at Quang Tri. When the LARC's were used to unload cargo, they moved from the ships side directly to the depot, eight miles inland thereby eliminating the transfer point at the beach and the extra handling. The reporter termed it a classic Logistics Over the Shore operation.

BARC's were extensively used to haul dunnage and passengers. When they loaded and unloaded at shipside, their stailooard side was placed against the ship's buffer.

Huge truck tires were used as buffers or fenders, but they did not prevent the wave action from dashing the vehicle against the ships' side and damaging the LARC's hull. It was reported that inside the hull of the LARC

LX's, the stiffeners, were bent or broken, and the

120 coolant lines to the radiator were crimped which partially blocked the flow of coolant to the radiator. Other damage included cracked lower supporting framing webbing for the wheel column, and gauge board, ventilation, and

28 cargo well lights damaged by swinging loads After the landing operation was completed the LARC's returned to Cam Ranh Bay and were soon afterward deactivated.

POL Discharge

Navy tankers made a two point mooring parallel to two buoys marking POL hose, secured to the marine line and anchored preparatory to the discharge of fuel. Upon request, the LARC headquarters sent a LARC V with several lengths of hose, called communicators, used to connect the discharge valves on the tanker with the marine line extending to the POL tank farm. The LARC came along side the tanker,and hoisted the communicator on board. Tanker personnel flushed, aired, and cleaned the several lengths of hose and connected them together, connected one end to the tanker's pumping station, capped the other end and placed it in the LARC, ready for connection with the marine POL line. Assisted by two men from the tanker,

28 McClelland, Trip Report, 5 Dec 68, p.

121 the LARC hauled the hose to the buoy where the marine line was secured and made the connection. Often while the connection was being made, the elevated POL line from the shore discharged fifty or more gallons of fuel on the deck of the LARC or on the water surrounding the

LARC. Sometimes, this fuel sprayed all over the LARC and its crew and jeopardized the safety of the crew and vehicle, since sparks generated by static electricity or the exhaust from the hot dry muffler, could start a fire and cause a disastrous explosion on the lighter. The

LARC V's well deck was only about 14 inches above water and the vehicle was in constant danger of swamping. This danger was increased by sudden changes in the wind which also created high waves. Several amphibians were nearly swamped, before USAMECOM maintenance personnel persuaded the Army Services to add more hose sections and adopt a method of POL line connections developed at Vung Ro.

Cargo Moved

The 165th Transportation Company and its LARC V's returned to Cam Ranh Bay during the week of 23 August

1968 and the 253rd and its equipment returned the following week. Six LARC LX's, hull numbers 20, 41, 45,

47, 48 and 49, returned to Cam Ranh Bay the same week

122 and the other LX's were sent to Qui Nhon. During their deployment in Thom My Thui, the LARC's moved over 50,000

tons of cargo and over 15,000 passengers, performed mine

sweeping operations, maintained POL pipelines in the bay 29 and helped connect tankers to shore pipelines

LARC Casualties

During the campaign, LARC LX sank about 400 yards

outside the beach perimeter and was under water 12 days.

In an attempt to salvage the lighter, it was dragged up side

down on the sea bottom and the cab and hatches were lost.

It was finally beached outside the perimeter and left

overnight for salvage. When BARC salvage personnel returned

to remove parts, they were surprised to find Viet Cong

troops aboard. The BARC personnel abandoned the lighter

and called in cavalrymen to retrieve the LX 44. The

soldiers .threw tear gas bombs in the hold and flushed

out eight Viet Cong. The prisoners upon questioning,

reported more Viet Cong in the hold. A tank was called

to the scene and fired a number of rounds point blank

into the lighter, and eleven more Viet Cong surrendered.

The salvage team removed useable parts, destroyed the

engines and a part of the hull, pulled the vehicle

29 Oliver Trip Report, 19 June 68. further up on the beach and abandoned it.

There were other LARC losses at Wunder Beach. LARC

V-523,with JP-4 fuel in the bilge caught on fire, exploded,

killing one Navy enlisted man and destroying the lighter.

The LARC V-527 caught fire while being scrubbed down with

MO-gas and was bad1 damaged. While ferrying cargo ashore,

the LARC V 530's load shifted and the lighter sank and

was under water about two hours. It was salvaged.29

THAILAND

Location

When the United States increased Its military

assistance to Thailand, arrangements were made to unload

cargo ships at the unimproved port of Sattahip. LARC V

units and their equipment were transferred to Thailand,

in 1967j to unload supplies for Thailand and for the

United States Air Force Base not far away.

LARC Units

The 165th Transportation Company (Light Amphibian)

and the 253rd (Direct Support) Maintenance Detachment

29 •McClelland, Trip Report, 21 Aug 1968. departed Cam Ranh Bay on 1 May 1967, and arrived in

Sattahip in 3 May 1967. The 165th was equipped with 35

LARC V's and the 253rd was assigned seven LARC V's as a reserve or maintenance float. These organizations were reinforced on 12 August 1967 by the arrival of the 347th

Transportation Company (Light Amphibian) and the 159th

(Direct Service) Maintenance Detachment. The 347th was equipped with 35 LARC V's and the, 159th had five LARC V's, plus enough spare parts to last the organizations 90 days.

LARC Operation

Cargo ships anchored about three miles off shore and the cargo was off loaded and hauled inland several miles to the Air Base or to other destinations. Operations were hampered by: (a) A lack of electrical forklifts

(required to unload ammunition) (b) By lack of storage space at the Air Base (later corrected). (c) Lack of spare parts. Initially, spares were shipped to Bangkok some distance away and this delayed maintenance operations.

Finally the deadlined LARC's were replaced by new equip ment from the United States. (d) The seasonal monsoons which commenced in May.

125 Summary

Operations continued in Thailand until March 1968.

After the Installation of a movable DeLong pier and other docking facilities and the stockpiling of supplies, the LARC's were no longer required. The 159th (Direct

Service) Detachment was deactivated in Thailand in

January 1968; the 165th and its support unit, the 253d, were ordered to Thom My Thui, Vietnam on the 20th of

March 1968; and the 347th was deactivated and inoperable

LARC's returned to the United States. During their operation in Thailand, the lighters moved over 102,000 short tons of cargo, beside ferrying passengers and

30 performing other duties For a partial summary of

LARC V activities in Thailand, see Table 3, page 127.

LESSON LEARNED

Production

Use and stock interchangeable parts for LARC'

Interchangeable parts reduce cost of components, reduce maintenance costs and expedite repair of deadlined

30 Project Manager, LARC, Weekly Progress Reports

126 NUMBER OF TABLE '3 . LARC V TONNAGE REPORTS, TRIPS MADE, AND

LIGHTERS IN THAILAND 11 MAY 1967 - 23 FEBRUARY 1968

TOTAL NUMBER OF DATE OPERATION IN LARCS IN THAILAND (Week ending' SHORT TONS NUMBER OF TRIPS DEADLINE 4 38 42 11 May 67 1 41 42 18 May 67 1150 366 41 42 2 May 67 1395 340 1 41 42 2 Jun 67 2704 631 1 34 42 9 Jun 67 1688 468 13 35 42 16 Jun 67 2400 580 7 35 42 23 Jun 67 1964 481 7 7 30 Jun 67 no record no record 7 35 42 6 Jul 67 1834 597 35 42 14 Jul 67 2098 438 7 33 42 21 Jul 67 3056 726 9 33 42 28 Jul 67 328 90 9 24 42 4 Aug 67 2854 684 18 42 11 Aug 67 3229 862 13 29 82 18 Aug 67 no cargo hauled 11 . 71 82 23 Aug 67 1039 239 18 64 82 27 Aug 67 1128 344 13 69 82 4 Sep 67 1147 372 20 62 80 8 Sep 67 2249 592 19 61 80 15 Sep 67 6288 1262 18 62 22 Sep 67 3392 933 16 64 80 80 25 Sep 67 4918 1125 13 67 6 Oct 67 3924 920 19 72 91 13 Oct 67 2784 601 17 72 89 20 Oct 67 2412 545 13 76 89 27 Oct 67 6098 1690 15 74 89 3 Nov 67 4965 1252 14 75 89 10 Nov 67 4097 940 13 69 82 17 Nov 67 1447 299 18 66 84 24 Nov 67 8323 923 16 68 84 . 1 Dec 67 4234 1005 10 84 94 8 Dec 67 868 218 7 79 86 15 Dec 67 4058 1085 19 67 86 21 Dec 67 1663 402 19 67 86 30 Dec 67 3184 729 19 67 86 . 4 Jan 68 368 75 6 80 86 10 Jan 68 no tonnage 6 80 86 18 Jan 68 no tonnage 0 53 53 24 Jan 68 3436 746 1 52 53 27 Jan 68 5341 1034 1 52 53 28 Jan 68 no cargo 0 53 53 15 Feb 68 no cargo 0 50 50 23 Feb 68 no cargo 0 58 58 21 Mar 68 165th TC and 253rd DS Detachment enroute to Vietnam

SOURCE: AMC Project Manager, LARC, Weekly Activity Report. (Now Amphibians and Water Craft.)

12"/ vehicles through canndbilization.

Once in production, keep equipment modifications

. to a minimum. Modifications increase manufacturing costs

and delay production.

Have manufacturers mark containers packed with

spare parts with a color code or decals. A color

code could be assigned to a particular piece of equip

ment and its components, or decals shaped like trucks,

LARC's tractors, etc could be affixed to or stencilled

on containers. This would expedite consignments, and

insure and expedite delivery to proper users.

Mark each spare part with the correct FSN; on small

items, such as washers, stamp or print FSN on container.

When possible, have manufacturer ship equipment

"ready for use" in the field.

Furnish technical manuals with each piece of equip-.

ment at time of delivery.

Technical Assistance

Pre-position thoroughly trained technicians in field

of operations prior to arrival of equipment. They can

provide liaison with Command elements and users. Have

them thoroughly inspect equipment upon arrival and

128 supervise initial maintenance and operation..

When technical manuals are not available, obtain . a simplified plan of the electrical and hydraulic systems and furnish it with each piece of equipment in the field.

At the time of delivery these schematics could be posted in a protected yet accessible part of the equipment.

Training

Personnel assigned to vehicle operation or main tenance should be thoroughly trained in their specialty before being transferred to the field of operations.

Personnel should receive technical training in

Army Technical Schools or in similiar classes offered by the.manufacturer.

Instructors should use modern teaching, tools, such as, technical manuals, slides and movies.

On the job training should only be conducted under proper supervision.

LARC Operators should be throughly trained in water navigation and land operation.

Loading and Unloading Cargo Ships

When loading a ship, stow cargo in the ships hold in order of discharge. Ship turn around time can be expedited, if cargo consigned to a port can be

immediately unloaded without shifting other cargo,

r Notify port authorities of a ship' estimated date of arrival, kind and amount of cargo to be unloaded,

and organization to which consigned.

Do not send cargo vessels to unimproved ports if they do not carry the minimum amount of cargo unloading equipment.

Command Operations

A Command Headquarters should coordinate all activities in its zone. A lower Command Headquarters should be located near the field operation and direct

LARC activities. Because of interruptions in communica tion and deadlined vehicles, better vehicle utilization can be achieved at the battalion, company or platoon level.

Command Headquarters and other organizations should not be located on the shoreline of a LOT's operation.

They occupy valuable real estate and interfere with the free movement of troops and cargo, over the beach, to an inland assembly point.

Never divide highly skilled technical organizations,

130 • such as maintenance personnel, into small units and assign them to widely scattered areas. It impairs group skills reduces efficiencyi and there are seldom enough tools for each unit to perform a complete job.

Technicians, except in emergencies, should always be assigned duties for which they were trained, or where their skills can be effectively utilized. They should not dig ditches, build fences or stand guard duty.

When possible pre-position special equipment in the field of operations.

Deploy Headquarters elements in an overseas area ahead of a logistical build up.

Logisitical units should be scheduled in a new area before the bulk of the remaining units are scheduled to arrive.

Repair parts and maintenance support units should arrive in country within 30 days after the units they, support.

Establish a centralized control for all communica tions operations, as they pertain to transportation.

Carefully evaluate the capabilities of each trans portation unit to load and receive shipments. Their capacity is limited by materials handling equipment,

131 such as, fork lifts, roller conveyors and straddle trucks.

Maintenance

Technicians should thoroughly inspect new equip ment before it is unloaded from the ship. They should check for absence or presence of coolants in cooling systems; oil level in hydraulic systems; water in the batteries, and all fittings greased and properly installed and adjusted. They should check all belts, pulleys and hoses, for tautness, and correct installation,

and check motor operation.

Protect ferrous material from salt water and other

corrosion.

Daily, or as required, blow dust and remove debris

from equipment and wash the equipment with a non-explosive

cleaning fluid.

Supporting Equipment

Position a 100 ton capacity crane in the LOT's area

as soon as possible. They were required to move heavy

loads. Production suffers, when electric fork lifts

used to unload ammunition from ships and gasoline fork

132 lifts used to unload CONEX's and pallets from LARC's, trucks and'other wheeled vehicles are not readily

available.

A 20 ton capacity rough terrain crane should be

positioned in each operation area for general cargo

unloading and as a recovery vehicle.

Equipment POL carriers with fuel purifiers to

eliminate fuel contamination when refueling equipment.

Provide an overhead lift with five t n capacity

for every company headquarters and maintenance platoon.

They are required to remove major components such as

engines and transmissions, and move them around the shop.

LARC Operations

Never operate LARC's in deep mud, high surf or

high winds.

LARC LX's require at least a 30 foot road way and

can not be efficiently operated in populous areas.

Always reduce engine speed when shifting gear

from land drive to marine drive.

133 Appendix I. Military Amphibian Management in Southeast Asia, 1965-1968.

After their arrival in Southeast Asia, in 1965, number of Army organizations operated or directed the operation of LARC's in the field. Since these organi zations were not directly involved in the development, procurement and deployment of LARC equipment in Southeast

Asia, their history, mission, functions, and field operations are narrated in this appendix.

134 ARMY TRANSPORTATION TERMINAL COMMANDS

Under the direction of a major logistical command,

Army Transportation Terminal Commands provide super

vision plus administrative and operational control

over one or more Army transportation terminals. In

Vietnam, under the direction of the 1st Logistical

Command, these functions were performed by the 4th

Transportation Terminal Command assisted by battalions,

companies and platoons.

4TH TRANSPORTATION COMMAND

The 4th Transportation Command originally was

responsible for the deployment of amphibians and their

crews in Vietnam. The Command was constituted on

12 March 1942 in the Army of the United States, as the

Headquarters and Headquarters Company, 4th Port of

• Embarkation, and activated at Fort Lawton, Washington.

During World War II, components served in Africa,

Sicily and Normandy. It was deactivated at Camp Kilmer,

New Jersey in December 1945, and reactivated in June

1954, at Fort Eustis, Virginia. It retained its

135 Terminal "C" Command designation with nominal Head

quarters and Headquarters Company strength of 303

officers and men. The 4th Transportation Command

reorganized as a Terminal "A" Command, on 13 May 1965,

authority for a commanding general was removed, and the

"G" staff became a Support Services Staff and Company.

Strength dropped to 143 personne1.1

The reorganized Command was alerted for Vietnam

on 13 May 1965. The main body flew from Patrick Henry

Airfield outside Newport News, Virginia to Travis Air ,

Force Base, San Francisco and arrived 15 July 1965.2

• AIBE-TML, Subj: Quarterly Historical Report, 4th Transportation Command, 23 Mar 64. These reports were submitted quarterly by all Detachments, Companies, and Battalions to the Command Headquarters. There 1 they .were edited, consolidated and forwarded to higher command headquarters. Hereafter, cited as Quarterly Historical Reports, 4th Transportation Command followed by date of report.

2 Quarterly Historical Report, 4th Transportation Command, 1 Jul 65 30 Sep 65. The troops were transferred to the Oakland Army

USNS ' Terminal and embarked for Vietnam on board the

9 was Gaffey on the same day. The first port of call

Cam Ranh Bay, made 11 August 1965. After a brief staff

t conference on shore, the ship and troops proceeded

Vung Tau where the commanding officer, Colonel Richard

W. Arsonson, and his Headquarters and Headquarters

Company debarked (12 August 1965) and flew to Tan

in Son Nhut Airport, near Saigon. They were billeted

Tent Camp "B".

Mission

The 4th Transportation Command was placed directly

control under the 1st Logistical Command for operational

and to operate ground and air terminals as required;

Cam Ranh water terminals at Can Tho, Saigon, Vung Tau, 10 Bay, Qui NI-ion and other locations as directed. It

was responsible for the transfer of cargo and personnel

9 Quarterly Historical Report - 4th Transportation Terminal Command, 13 Jul 65.

10 Quarterly Historical Report,- 4th Transportation Command, 1 Jul 65, through 30 Sep 65, Incl 1.

137 from one mode of transportation to another; provide port

'clearance of cargoes and personnel to depots, staging areas,

and other destinations as directed; and be prepared to

assume all terminal operations at the Saigon port currently

performed by the United States Navy.

The 4th Transportation Command became operational on

17 August 1965. For. administrative purposes, the Command

was assigned three Transportation battalions (Terminal).

The 11th Transportation Battalion was responsible for

operations in the Saigon Vung Tau area; the 10th Trans

portation Battalion directed operations in the Cam Ranh

Bay - Nha Trang area and the 394th Transportation Battalion

supervised operations in the Qui Nhon AN,Khe region.

Sep Table 4, page - 139 for unit listings. Each 'battalion

was divided into companies, detachments, and platoons res

ponsible for the operation and maintenance of such diverse

equipment, as amphibians, boats, trucks, cranes and fork

lifts. The 10th Transportation Battalion and the 394th

Transportation Battalion were assigned most of the

amphibians employed by the Army in RVN.

138 Table 4--UNITS ASSIGNED TO THE 4TH TRANSPORTATION COMMAND

AS OF 30 SEPTEMBER 1965

(Cam Ranh Bay-Nha Trang) (Saigon-Vung Tau) (QuiNhon-An Khe)

10th T Bn (TML) HHD* .11th T Bn (TML) HHD 394th T Bn (TML) HHD

10th T Co. 62nd T Co. 14th T PLT.** 63nd T. Co. 117th T Co. 71st T Co. 82nd T Co.** 120th T Co. 119th T. Co.** 97th T Co. 163rd T Co. 155th T. Co. 123rd T Co.** 259th T Det. 168th T Det. 159th T Det.** 262nd T Det. 253rd T Det.** 169th T Det. 264th T Det. 344th T. Co.** 261st T Det. 265th T Det. 396th T Det. 263rd T Det. 275th T Det. 585th T Det. 266th T Det. 586th T Det. 783rd T Det. 271st T Det. 588th T Det. 1098th T. Co. 276th T Det. 592nd T Det. 2nd T Co. 347th T Det.** 670th T Det. 58th T Co. 380th T Det. 783rd T Det. 61st T Co. 515th T Det. 1099th T Co. 151st T Co. 554th T PLT.** 541st T Co. 565th T Co. 597th T Co. 587th T Det.

*Assumed operational control 24 September 1965. **Units assigned to amphibian operations for maintenance of amphibians.

SOURCE: Quarterly Historical Report, 1 July 65 - 30 Sep 65, Incl I. Command Problems

The Qui Nhon-AN he zone was over 200 miles from the Command Headquarters in Saigon and infested with hostile guerilla troops, who interupted or completely disrupted communications between units. Most of the command personnel were inexperienced, and there was only a cadre of supply and technical service officers trained in receiving and trans-shipping cargo. Amphibians, cranes, fork lifts, trucks, and other equipment in-country were frequently deadlined for lack of repair parts and pre ventive maintenance. Deadlined equipment caused delays and in 1965, as many as 100 cargo ships at a time awaited Vietnam..11 unloading in Ports and lighterage were not available to equal the discharge rate of the stevedore 12 gangs. During the period, October through December 1965, the 4th Transportation Terminal Command exercised command

and control over 7000 persons in four transportation battalions, 32 transportation companies, plus some 30

11 Newcomb, page 30.

12 Quarterly Historical Report, 4th Transportation (Terminal) Command 1 Oct - 31 Dec 65.

140 separate detachments and platoons. It was responsible for unloading or the working of 25 to 30 cargo ships simultaneously and unloading 180,000 to 215,000 short 13 tons (SIT) of cargo per month.

Battalion Reassignment

On 17 January 1966, the 4th Transportation Terminal

Command transferred operational and command control over the 394th Transportation Battalion (Terminal) with attached units, to the United States Army Support 14 Command at Qui Nhon and the 10th Transportation

Battalion (Terminal) with attached units to the Cam

Ranh Bay Support Command, effective 10 February 1966.

After the reassignment of these battalions and the elimination of the intersectional transportation command,

13 IBID

14 1st Logistical Command, GO 11, dated 17 Jan 66.

15 1st Logistical Command, GO 21 and 23, dated 8 Feb 66 and 9 Feb 66, respectively.

141 the 4th Transportation Command assumed command of the

U. S. Army port of Saigon 16 The new mission included responsibility for the sub-ports of Vung Tau and Nha Be with their six ammunition discharge sites. Through the

11th Transportation Battalion (Terminal), it directed the port and beach clearance of cargo and personnel to depots, and staging areas and provided a line of communi cation for motor transport in terminal operations.

Colonel Richard Aronson, Commanding Officer, 4th Trans portation Command was appointed Director of Transporta tion for the 1st Logistical Command. In this capacity,

Colonel Aronson provided technical direction for all transportation units under the 1st Logistical Command including the ports of Cam Ranh Bay and Q i Nhon. 17

16 Quarterly Historical Report, 4th Transportation Command (TML), 1 Jan 66 through 30 Apr 66.

17 Quarterly Historical Report, 4th Transportation Command, 1 Jan 66 through 30 Apr 66.

142 Operational Control of Port of Saigon

On 19 February 1966, the 4th Transportation Command

- assumed responsibility for direct operational control of

the port of Saigon and the sub-port of Vung Tau from the

11th Transportation Battalion. (Terminal). The 11th Trans

portation Battalion continued to provide trucks for port

and beach clearance and in support of combat operations.

Between November 1965 and January 1966, loaded cargo

ships sailed from the United States and world ports bound

for the four existing ports in Vietnam. By early January

1966, 192 vessels carrying vital military supplies were 18 in Vietnam ports awaiting unloading. Through the use

of amphibians, landing craft, roll-on roll-of vessels

deployed at Saigon, Cam Ranh Bay, Qui Nhon, Da Nang and

the construction of additional port facilities, the 4th

Transportation Command and the terminal battalions succeeded

in eliminating most of this tremendous back log by the end

of February 1966.

18 Quarterly Historical Report, 4th Transportation Command, Part IC, 1 Jan 66 - 30 April 66, p.6.

143 THE 394TH TRANSPORTATION TERMINAL BATTALION

The 394th Transportation Terminal Battalion, and its units were transferred to the 4th Transportation

Command, 2 July 1964 after Camp Leroy Johnson, Louisiana closed.19 These units included the 71st Terminal Service

Company, the 119th Terminal Service Company, the 1098th

Medium Boat Company, the 522nd BARC Platoon and the

458th LARC Company. The last two units were reassigned

to the 10th Transportation Terminal Battalion at Fort

Story in July 1965.

The 394th Transportation Battalion (Terminal) was

one of the organizations in the 4th Transportation

Command which left Patrick Henry airfield outside of

Newport News, Virginia for San Francisco and shipped

out from there to Vietnam, on 15 July 1965. Battalion

headquarters personnel located at Fort Eustis were

19 4th Transportation Command (Terminal C) Annual Supplement to Unit History, 22 Jan 64.

144 20 reassigned to the United States Army, Pacific (USARPAC).

On 2 August 1965, Headquarters personnel boarded a :Military

Air Transport Service (MATS) C-130 airplane at Langley

Air Force Base, Virginia bound for Qui Nhon via Saigon.

They arrived in Saigon on 7 August and proceeded to Qui

Nhon. On 9 August 1965, Lieutenant Colonel Thomas D.

Emery arrived in Qui Nhon and assumed command of all transportation units in that area.

On 17 January 1966, the 394th was reassigned to the newly organized U. S. Army Support Command with headquarters at Qui Nhon. The reorganization was effected to decentralize 21 operations at the Area Command level.

The Battalion was assigned responsibility for terminal operations in the Qui Nhon--An ne area. Amphibians placed under its command included the 14th Transportation

Detachment (Direct Support); the 344th Transportation

20 IBID, 394th Transportation Battalion (Terminal) Historical Synopsis Jul - Sep 65.

21 GO 11, Headquarters, 1st Logistical Command, 17 Jan 66.

145 Company; and the 14th Transportation Platoon. The last two organizations were equipped with LARC LX's or BARC's.

The 394th was also responsible for a number of Army units

:performing other amphibian duties in the Qui Nhon--DaNang operation area.

TRANSPORTATION (LARC LX) (Provisional) Company

The Transportation LARC LX (Provisional) Company was organized 22 December 1965 by consolidating the 14th

Transportation Platoon and the 544 Transportation Platton

(BARC).22 The 14th was stationed at Fort Ord, California when ordered to RVN. It was equipped with BARC's stationed in Okinawa. The 14th arrived at Qui Nhon about 1 September 1965 and assigned to the 394th Battalion.

The 544th Transportation Platoon (BARC) was stationed at

Fort Story when it was ordered to RVN. It arrived at

Qui Nhon on 14 November 1965 and was assigned to the 394th

Battalion. The commanding officer of the 544th assumed command of the new company. The Company was organized by the First Logistical Command to eliminate

22 GO 77, Headquarters, 1st Logistical Command, 22 Dec 65.

146 duplication of operations and maintenance in the Qui

Nhon area. The new company served at Qui Nhon, Cam

Ranh Bay, Vung Tau and Wunder Beach. In March 1968, while serving in a Logistics-Over-The-Shore opera tion at Wunder Beach one of the nine, hull 44 sank and could not be recovered because of enemy action.

The Company was deactivated at Cam Ranh Bay about 7

October 1968 and its equipment turned over to Marine

Maintenance Activity for retrograde to the United 23 States.

344th Transportation Company (Light Amphibian)

The 344th Harbor Craft Company was constituted in the Army of the United States, 14 December 1943, and activated as the 344th Harbor Craft Company, Trans portation Corps at Camp Gordon Johnson, Florida on

7 January 1943.24 The Unit embarked at New York on

11 August 1943, and arrived in England 28 August 1944.

The 344th received a commendation for service performed around Antwerp, Belgium in 1945. The Company was redesi

23 Trip Report, Charles McClelland, 6 Oct 68.

24 344th Transportation Company (Light Amphibious) Quarterly Historical Summary, 26 Mar 64, pp 163-167. gnated the 344th Transportation Corps Harbor Craft

Company on 21 April 1945. Ordered back to the United

States, it returned to Camp Myles Standish, Massachuetts

30 July 1945, and transferred to Camp Gordon Johnson, on 21 June 1946, the organization was assigned to the

Chief of Transportation and moved to Fort Eustis. It was transferred to Fort Worden, Washington 27 June 1947 and on 7 July 1947, redesignated as the 344th Trans portation Harbor Craft Company. The 344th was inactivated at Fort Eustis 1 September 1952.

On 5 January 1955, the Unit was redesignated the

344th Transportation Company (Amphibious Truck) allocated to the Regular Army, assigned to the Chief of Transporta tion and reactivated 24 February 1955 at Fort Eustis.

It was reorganized in 1961, under T/O&E 55-137D assigned

133 officers and enlisted personnel to operate the DUKW's.

A reorganization effective 28 March 1963 under T/O&E

55-138E gradually phased out the DUKW equipment and

replaced it with LARC V's. The 159th Transportation Detach

ment (Amphibious Maintenance) was activated 11 September

1963, under T/O&E 55-510 and assigned to the 344th to

replace 170th Transportation Detachment (Amphibious

Maintenance) which was ordered overseas. Later, the

148 159th was transferred to the 347th Transportation Company

and replaced on 10 February by the 253rd Transportation

Detachment. When the 344th was ordered to RVN in May

1965, the 253rd was ordered overseas to provide main

tenance support for the Company. The 344th arrived at

Qui Nhon during the week of 5 June 1965 and was assigned

t • the 394th Transportation Terminal Battalion, a part

of the 1st Logistical Command. Upon its arrival at Qui

Nhon, personnel helped unload 50 LARC V's from the USN

Comet plus CONEX's filled with spare parts.25 The Unit

was stationed at Qui Nhon, but shifted back and forth between Da Nang, Cam Ranh Bay and Qui Nhon.

As a part of the 394th Transportation Battalion, the

159th was reassigned from the 4th Transportation Command to the U. S. Army Support Command (Qui Nhon Provisional) effective 17 January 1966. The 253rd Transportation

Detachment provided maintenance support until the

Company's deactivation 4 December 1967.26

25 Bernich, Trip Report, RVN, 25 May to 15 Sep 65.

26 PM Weekly Activity Reports, 9-15 December 1967, pp. 129 ff.

149 4: 253rd Transportation Detachment (Amphibious Maintenance)

(Direct Service)

The 253rd Transportation Detachment (Amphibious

'Maintenance) (Direct Support) was activated on 21 June

1963 at Fort Story and assigned as a direct support

detachment to the 347th Transportation Company (Light

Amphibian). It was attached to the 344th Transportation

Company (Light Amphibian), 10 February 1964, and its

strength increased by the transfer of personnel from

the 347th Transportation Company.27 The Detachment

was alerted for RVN 25 May 1965, arrived in July 1965,

assigned to the 394th Terminal Battalion (Headquarters)

and physically located at Qui Nhon.

Upon arrival, the detachment was placed in opera

tion and among its first big projects was the discharge

of cargo in support. of Project Highland which commenced

3 September 1965.28 During Operation Highland, approxi

mately 50,000 short tons of cargo, 16,000 troops, 477

aircraft, in addition to the cargo from 13 resupply

27 Quarterly Report, 4th Transportation Command

28 Gieszelman, Trip Report, Page 32.

150 cargo vessels were moved across the beach to the assembly depot for transshipment to An Khe. Altogether, they discharged cargo from 39 freighters, 10 passenger ships, and four aircraft carriers. This was the first extensive

Logistics-over-the-Shore operation in Vietnam and took about three weeks to complete. During the operation, the Unit provided direct maintenance support for four.

BARC's, 22 LARC V's and other marine craft.

When the Detachment first arrived in RVN, its

equipment was located in Qui Nhon and 20 men provided

support for 28 LARC V's TheTheUnit was divided on 9

December 1965 and nine men, plus five from the 159th

Transportation Detachment were sent to Da Nang to

provide maintenance on 22 LARC V's. The Detachment

returned to Qui Nhon 11 April 1966 and on 21 June

proceeded to Cam Ranh Bay. Early in 1967, the Unit

was ordered to Sattahip, Thailand in support of the

LARC V's of the 165th Light Amphibian Company. The

253rd returned to Cam Ranh Bay early in 1968, and was

reassigned to Wunder Beach, near Quang Tri. It arrived

29 March 1968, and participated in the operation until

its completion. The Unit returned to Cam Ranh Bay

151 29 18 August 1968 and was deactivated in October 1968.

10TH TRANSPORTATION BATTALION (TERMINAL)

The 10th Transportation Battalion (Terminal). was constituted on 6 July 19,42 in the Army of the United

States as a Headquarters and Headquarters Company and

' activated 25 July 1942 at the San Francisco Port of

30 Embarkation On 7 November 1942, it was redesignated

as the 10th Port Headquarters and Headquarters Company,

Transportation Corps. From 1943-45, the Battalion served

in Italy and earned WW II campaign streamers for assault

landings in Sicily, the Rome-Arno area/ and the North

Apennines. The Battalion was deactivated 31 January

1947 in Italy.

On 23 August 1954, it was designated as the 10th

Transportation Battalion (Terminal), reactivated 2

September 1954, allocated to the regular Army, and

stationed at Fort Story. Its mission was to provide

29 PM-LA C, Weekly Activity Report, 28 Oct 68.

30 Transportation Battalion (Terminal), Quarterly Historical Report, 1st quarter, 1965, page 15. Hereafter, cited as 10th Battalion Quarterly Historical Report followed by date and page number.

152 to training in amphibious operations and particularly

unload • provide terminal service facilities for loading,

ing and transshipment of cargo; embarking and debarking

for of personnel; and to provide command staff planning

attached, terminal type units. The amphibian units

stationed at Fort Story and Fort Eustis conducted many

main of the tests on the new BARC's and LARC's, developed

tenance techniques and amphibian training exercises in

unloading cargo in conjunction with boats and trucks. in These exercises built a reservoir of personnel trained

the operation and maintenance of amphibious equipment.

When the struggle escalated in 1965, these units were

among the first to be sent to RVN. Some of the amphibian

units attached or assigned to the 10th Transportation

Battalion in 1963 included the 155th Transportation

Company (Terminal Services), the 461st Transportation

Company (Amphibious Truck), the 554th Transportation

.Platoon, the 344th Light Amphibian unit, the 82nd Trans

portation Company (Amphibious Maintenance) (Direct Support)

and the 347th Transportation Company. The 159th Trans

portation Detachment (Amphibious Maintenance) (Direct

Support) was activated 5 September 1963 and assigned as

direct support for the 347th Transportation Company. The 159th (Direct Support) was later assigned to the 31 344th Transportation Company

During May 1965, the 155th Transportation Compthly,.. the 159th Transportation Detachment, the 253rd Trans portation Detachment, the 344th Transportation Company, and the 347th Transportation Company were ordered on a permanent change of station to the United States Army,

Pacific. Most of these units departed the continental

United States between 25 May and 28 May 1965.32

The 10th shipped out from Fort Story in September 1 1965, arrived at Cam Ranh Bay 21 September 1965, and assumed control of the Army unloading facilities in the

Cam Ranh Bay-Nha Trang logistical area on 24 September

1965. At Cam Ranh Bayi the 10th was assigned three truck companies, in addition to terminal service, boat, and amphibian units.

Communications was a major problem. The Saigon

Transportation Command Headquarters was over 100 miles

31 10th Transportation Battalion, Quarterly Historical Report, 20 Mar 64.

32 10th Transportation Battalion, Quarterly Historical Report, 14 July 65.

154 away and the only safe methods of travel were by air or

water. , Communications by telephone and radio teletype

were unreliable and often ccmpletely disrupted by the

Viet Cong.33 On 7 November .1965, five lines were installed

from the Tiger switchboard which helped. Over 90 lines

were being installed and as 31 December 1965, it was

estimated that the installation would be 80 percent

complete.34 These lines, when completed, linked the 10th

with the 4th Transportation Command at Saigon and Vung

Tau and with the 394th Battalion (Terminal) at Qui Nhon.

The 1st Logistical Command created the Cam Ranh

Bay Support Command in February 1966, and placed the 10th

Transportation Battalion (Terminal Headquarters) in

charge of all Army transportation in this area. Amphi

bian units assigned to the 10th at that time included

the 82nd Transportation Company (Amphibian) (General

Support, the 123rd Transportation Company (Terminal

Service), the 155th Transportation Company (Terminal

33 History, 4th TTC, Quarterly Report 1 Oct-31 Dec 65.

34 Headquarter, 1st Logistical Command, General Orders 21 and 23, dated 8 and 9 Feb 66, effective 10 Feb 66. Inclosure to the 10th Quarterly Historical Report, for period 1 Jan 66 - 30 Apr 66.

155 Service), the 159th Transportation Detachment and the

347th Transportation Company (LARC V). As the need

arose, other units were added or detached from the

Battalion. Other transportation units attached t the Battalion in 1965-66 are listed in table 4, page

139. The performance of the 10th Battalion and units was so outstanding that it was awarded a Meritorious

Unit Citation for distinguishing itself in the support of military operations in the Republic of Vietnam from

September 1965 to March 1967. The citation reads in part:

II ... the Battalion provided off-loading and cargo transfer support for allied forces throughout the combat zone. Operating from expansive ports at Trang Cam Ranh Bay, Phan Rang, and Nha Trang, the battalion adequately handled over one million, seven hundred thousand short tons of cargo while simultaneously constructing facilities, even though short of man power and equipment."35

The operation in and around Cam Ranh Bay was an especially difficult one as the amphibians carried their cargos over the beach, across huge, shifting sand dunes, through the boulder strewn jungles and steep mountain sides.

35 Headquarters, United States Army Vietnam, General Orders 4387 issued 28 Aug 67.

156 116th Transportation Company (Terminal Service)

When the conflict in Vietnam escalated in 1965, the

116th was attached to the 26th Transportation Battalion and stationed in Okinawa. The Company was ordered to

Qui Nhon on a temporary change of station. Between 13 and 19 April 1968, it assumed operation of the 27 LARC V's, formerly assigned to the 458th Transportation Company.

These LARC's in the past had been widely deployed to meet urgent military requirements. For example, on 3 August

1968, 17 LARC's were based at Cam Ranh Bay, two each at

Phan Thiet, Phang Rang, Vung Ro, Tuy Hoa and Nha Trang.

The Company was placed under the 10th Transportation

(Terminal) Battalion at Cam Ranh Bay and its equipment used to perform service, security type missions, and furnish water to the Korean troop outpost across the

36 bay from Cam Ranh B y. The Company was deactivated

11 October 1968. Most of the personnel of the 116th were rotated to the United States.

36 McClelland Trip Report, 29 Sept 68.

157 165th Transportation Company (Light Amphibian)

The 165th Transportation Company (Light Amphibian) deployed to Vietnam in November, arrived at Qui Nhon during the week of 19 December 1966, was assigned to the 10th Transportation Battalion, and stationed at

Cam Ranh Bay. The Company brought with it 18 new LARC

V's, and in January 1967, was assigned 14 more LARC's received from the United States.37 The 165th, and

its maintenance support unit, the 253rd were alerted

for Thailand, 8 March 1967, and departed in April 1967.

The Units arrived at Sattahip, Thailand the first week

in May and became operational 8 May 1967.

The 165th and the 253rd and their equipment returned

to Cam Ranh Bay in March 1968 and were ordered to Thom

My Thui (Wunder Beach) near Quang Tri some thirty miles

south of the DMZ. Equipped with 50 LARC V's, and spare

parts gathered in Thailand, the Units arrived in Wunder

Beach 3 April. Here, between 3 and 10 April 1968 the

L1RC's unloaded 1623 short tons of cargo and 760 passengers

in 741 trips. During combat operations, LARC V-530 sank

and was not recovered.

37 PM LARC Weekly Activity Reports, pp. 23, 77„ 165, 173.

158 The two units returned tp, Cam Ranh hay on 18

August 1968,and the 165th was deactivated in November

1968, and its personnel transferred to the 123 Trans portation Company (Terminal Service) Its LARC V' were loaded aboard the American Challenger and the Sea

Train Louisiana and shipped to the Charleston Army Depot and Rio Vista respectively.

347th Transportation Company (Light Amphibian)

The 347th Transportation Boat Company was activated at Charleston, South Carolina on 15 July 1943.38 It started training at the port with the Amphibious Landing

Vehicle, the DUKW. The Company was divided on 3 October

1943, one section was permanently transferred to Seattle and the second section assigned to Fort Hamilton, New

York. The two sections were reunited at Seattle, in

February 1944, and reorganized a second time making the

Company a DUKW unit. The Company embarked for New

Guinea 11 July 1944, arrived 30 July 1944 and was placed under the command of the Eighth Army in the South Pacific.

38 Headquarters, 347th Transportation Company, Light Amphibian, Quarterly Historical Report, 2 March 64.

159 The company spent seven years in New Guinea before its transfer to the U. S. Army Logistical Command, Japan, on 5

November 1951. The 347th was reactivated at Fort Eustis

24 February 1955 in replacement of the 206th ,Transporta tion Companyi and assigned to the 5th Transportation

Terminal Command "B" which later became the 4th Trans

portation Terminal Command (C) located at Fort Story.

Here, the Company operated under T/O&E 55-137C, as the

347th Transportation Company (Amphibious Truck). On

24 June 1963, the Unit was reorganized as a Light Amphi

bian Company under T/O&E 55-138E and LARC V's replaced

the DUKW' . Concurrently, the 253rd Transportation

Detachment (Amphibious Maintenance) Direct Support was

activated under T/O&E 55-510T and attached to the 347th

Transportation Company (Light Amphibian). The 4th Trans-

portation Terminal Command transferred its headquarters

to Fort Eustis, but the 347th remained at Fort Story as

a part of the 10th Transportation Battalion.

The 347th and the 159th Transportation Detachment

were airlifted to Vung Tau, RVN during the first week

of June 1965. They helped unload 23 LARCV's. from the

160 USN Comet on 8 June 1965. The 159th Transportation

Detachment furnished maintenance support. The remainder of the Company's LARC V's, 27 in number, were shipped to the Nha Trang-Cam Ranh hay area on. board the Green Harbor together with a part of the personnel of the 347th and the 159th.39 After 'arrival in RVN, the strength of the 347th was divided and some personnel and equipment served at Cam Ranh Bay, Phan

Rang, and Nha Trang.

The 347th and the 159th were ordered to Thailand in

27. July 1967, departed RVN 10 August 1967 and arrived at

Sattahip during the week of 12 August 1967. The Company discontinued operations at Sattahip .in January 1968, but it was not deactivated until April 1968. During the week of 4 April 1968, most of its equipment was loaded on board the USS Navigator and shipped to the

Charleston Army Depot.40

39 Bernich, Trip Report, 5 June 6 , page

40 PM, LARC, Weekly Activity Reports, Pages 107, 135, 143.

161 458th Transportation Company

The 458th Transportation Company was attached to the 394th Transportation Battalion and stationed t

Camp Leroy Johnson. When the camp closed in 1964, the Company moved with the 394th to Fort Story, but upon arrival, the 458th was reassigned to the 10th

Transportation Battalion (Terminal Service), 16 June

1964. The Company deployed to RVN and arrived on station, at Cam Ranh Bay late in October 1966. The arrival of its equipment of 35 LARC V's brought the total LARC V strength in-country to 147 vehicles,. including 10 assigned to the Navy and stationed at

Da Nang.

The Company operated wholly in the Cam Ranh Bay-

Nha Trang area as a service company. It received direct maintenance support from the 253rd Transportation

Detachment. The Company was deactivated in January

1968, but continued to make taxi runs to the float ing maintenance shop, maintain pipelines to fuel points and moored ships, and haul drinking water to. isolated military posts until April. During the week of April 12th, 1968, it transferred its LARC's to the

162 116th Transportation Company (Terminal Service) and eligible personnel were rotated back to the United

States.41

159th Transportation Detachment Amphibian Maintenance)

(Direct Support).

The 159th Transportation Detachment was activated

under T/O&E 55-510, on 11 September 1963, to provide

direct support maintenance on amphibians. It was

attached to the 344th Transportation Company at Fort

Story, and, on 10 February 1964, reassigned to the 347th

Transportation Company (Light Amphibian) at Fort Story,

Virginia.42 It replaced the 253rd Detachment which had

been assigned to the 344th Transportation Company on the

same date. From 8 March 1965 to 12 March 1965, the

Detachment participated in joint amphibian training tests

with the 394th Transportation Battalion (Terminal) and

other units at Camp Pendleton. Until 21 February 1965,

It operated at approximately 61 per cent of strength,

41 PM LARC Activity Report, pp. 138, 147.

42 History, 4th Transportation Command, 25 Mar 65.

163 after that date, the. unit strength gradually increased to 93 per cent before its departure for RVN in May 1965.,

In RVN, the 159th was originally under the 40- . 1

Transportation Command and stationed in the Cam Ranh

Bay. -. - Nha•Trang area.43 . When the Commands were reorganized, it was placed under the commandof the 10th Transporta tion Battalion (Terminal). Soon after arrival in Vietnam, the unit was divided into groups to provide direct support on LARC's at Vung Tau, Nha Trang and Cam Ranh Bay. In

October 1965, the 159th provided support for the 347th

which had been transferred from Qui Nhon to Cam Ranh Bay.

As late as 7 August 1967, personnel of the 159th were

still stationed at various locations in Vietnam but

command was centered in Cam Ranh Bay. The Detachment was

ordered to Sattahip, Thailand in support of the 347th and

arrived there on 10 August 1967. It was deactivated at

Sattahip during-January 1968.

THE 82ND TRANSPORTATION COMPANY (AMPHIBIOUS GENERAL SUPPORT)

The 82nd Transportation Company (Amphibious General

43 In Vietnam, its Detachment was authorized 31 personnel but there were only 14 on board. PM - Weekly Activity Report, 22 May 66.

164 4 Support was activated at Fort Story on 28 March

1963 to provide general support, maintenance and support services to four LARC Transportation Companies.

The Company was assigned to the Headquarters, Second

U. S. Army and attached to the 10th Transportation

Battalion (Terminal) at Fort Story. It was organized under T/O&E 55-158T and had an authorized strength of four officers, two warrant officers and 169 enlisted men.

It was the only unit of its type in the United States

Army, on active duty, designated to provide maintenance and supply support for amphibians. The Company went into operation 17 June 1963, and in August and September

1963 provided around the clock supply and maintenance support for the LARC V's during confirmatory and product

improvement tests.45 The Unit furnished support to MECOM

44 GO 28, Headquarters, U. S. Army Transportation Center, Fort Eustis, Va. dated 8. Mar 63.

45 The 82nd Transportation Company (Amphibious General Support) a narrative prepared by Major Gerald Gould, formerly Command Officer, 82nd Transportation Company and later Marine Maintenance Activity, Vietnam.

165 in the removal and disassembly of all LARC V engines.

Other duties included the ordering, receiving, and storing authorized stockage lists, and furnishing supply support to four Direct Support Maintenance Detachments, four LARC V Companies and two LARC LX Platoons. In

April 1965, the unit provided 50 replacements for the

LARC V's and Direct Maintenance Units being deployed to

RVN. The 82nd also issued and packed the required spare parts accompanying these units.

In June 1965, the 82nd was alerted for movement to

RVN. A modified T/O&E was published, adding to the uni

25 enlisted men and one floating machine shop (FMS) the

FM 789, with additional tools and equipment as required.

The FMS 789 was a sea-going,non-propelled barge fully equipped to repair floating equipment in harbors and adjacent areas. When its services were required another zone, the barge and personnel could be towed to that area. A warrant officer, and a detachment of enlisted men were sent to Seattle, •Washington to work with personnel of MECOM in preparing the FMS 789 for deployment in RVN.

Personnel of the 82nd departed from Fort Story on

25 August 1965, were airlifted to Oakland Army Terminal

166 and embarked on the General Leroy El:tinge for Cam Ranh

Bay, RVN. The Company arrived 23 September 1965, debarked and unloaded cargo. During this time, the 169th Marine

Maintenance Detachment located at Qui Nhon was attached to the 82nd, was furnished personnel and re-equipped, to enable it to perform its mission. On 15 October, the 82nd began accepting work orders from customers and on 25

October 1965 it placed the FMS facilities in operation.

Additional marine units and detachments arriving in

RVN, overburdened the resources of the 82nd. It was deactivated 1 July 1966, and re-activated the same day and given a table of distribution with a strength of 496 personnel and designated as U.S. Army Marine Maintenance

Activity, Vietnam. The additional personnel and equip ment greatly improved its efficiency and the unit is still in operation (June 1970) in RVN.

11th TRANSPORTATION BATTALION (TERMINAL) (SERVICE)

The 4th Transportation Command, arrived in RVN 6 July

1965 and assumed command of all Army amphibian operations.

Its major subordinate organizations equipped with amphibians included the 394th Battalion Terminal Service based at Qui

Nhon, the 10th Battalion Terminal Service responsible for

167 the Nha Trang-Cam Ranh Bay area and the 4th Transportation

Battalion (Terminal) (Service) with headquarters in Saigon

-4, and responsible for the Saigon-Vung Tau area. Like the other two battalions equipped with amphibians, the 11th was a composite battalion, capable of directing terminal, amphibious, truck, engineer and other types of support units assigned to move cargo from one mode of transporta tion to another.

Upon arrival in Saigon, it took charge of all port facilities at Vung Tau and Saigon, formerly operated by the United States Navy. At this time, as many as 100 ships

at a time were standing by awaiting unloading. The 11th

arrived in time to participated in Operation Big Red an

exercise designed to discharge a ships' cargo at the

Port of Saigon within 24 hours after the ship docked.

The operation was supported by personnel and equipment

from the Port of Saigon, Vung Tau and a truck convoy

to and from Bien Hoa. When the 4th Transportation

Command was reorganized, the 11th Battalion was placed

in operational control of the military ports at Saigon

and Vung Tau and the Nha Be ammunition discharge site.

When the LARC V's first arrived in RVN, 23 vehicles

assigned to the 347th Transportation Company and delivered to Vung Tau by the USN Comet. Before the '101st Airborne arrived at Qui Nhon in August 1965, LARC based at

Vung Tau, plus operating and support Units were moved to

Qui NI-ion to help unload cargo. Other vehicle;were transferred to the newly organized U. S. Army Support .

Commands at Qui Nhon and Cam Ranh Bay, 'early in 1966.

After the reorganization of the 4th Transportation Command, the 4th Transportation Battalion continued to provide trucks for port and beach clearance, at Saigon;'deliver cargo and personnel to depots, staging areas, and other 46 ' areas as required.

46 Headquarters, 10th Transportation Battalion (Terminal) Quarterly Historical Report, 10 Feb 66. Appendix II. LARC Population in Southeast Asia, July 1965 - December 1968.

The Armed Service at various times betweon July 1965 and December 1968, maintained in Southeast Asia, from 12 to 16 LARC LX's, from 100 to 189 LARC V's, and two LARC

XV's. The LARC XV's were stationed at Vung Tau in support of Operation Flattop, the LX's operated from Vung Tau to the DMZ in northern RVN and the LARC V's operated in both RVN and Thailand. Appendix II contains tables listing LARC LX's and LARC V's by hull number and date stationed in Southeast Asia during this period.

170 TABLE 5 . LARC LX's Deployment in Vietnam

w 0 LARC P' Sep 'JAW' Mar . Dec Sep , Jun Mar Dec Sep ,Jun Dec Sep Jun "-a rt 68 68 68 67 67 67 67 66 66 66 65 65 65

5 57 EUR EUR EUR EUR EUR F F r- F F F F - F 6 57 EUR: EUR EUR EUR EUR F F F F F PI F - F 7 57 ELM EUR EUR EUR EUR F ,F F F F r F, '•F 8 57 EUR EUR EUR EUR EUR EUR F F F. . F F 7 F 9 57 FO FO FO FO FO FO FO FO FO* FO FO IN) FO 10 57 C C C C C C C C C C C c c" 11 58 FO FO FO FO FO FO • FO . FO FO FO .F0 70 . FO ,12 57 C C C C C C C C C. C C - C CI. 13 58 FO FO FO FO FO FO FO FO FO FO FO _FO FO •14 58 FO FO FO FO FO FO FO FO FO FO FO FO FO 15 58 cannabilized cannabilized V C C C C V V III( RY 3.E. 58 V V V C C c a c c. 6 v v ily 17 58 V V V V C C C C C, C RY V RY 18 58 C C C _C C C C c c v v V RY . 20 67 V v v y c v v c c c c c .c 21 62 C C c c c v v c c c c .c c 22 62 C C C V c v v c c c p c c .23 62 C c v v c v v v V c c c c . 24 6,2 C C C P C C C C C C C c c - 25 63 C. C C C C C c c c c c c c 26 63 •C C C C C C C C C: V . V C C .27 63 C C C C C C C v v v v c C '28 63 C C C C V c c v v v v c c, 29 63 C C C C C c o v v v v P C 37 64 C C C C C C C C C C C C c .36 64 V v v v c c c c c c c c c 39 64 NV V V v c c c c c c c d d AO 64 C C C C C C C c c c c . _c- .c 41 64 V V V V V V V V V V V C C 1 42 64 C c c c v v v v v v V. c c 43 64 .0 , V V V V V V 'V V V V •C c 44 cannabiaized V .V V V V V V V :17 C• c _45 64 V v v v V v. v v v V NT c 46 64 C V v v v v V IT V V V 47. 64 V V• V V V V V V .V V V 48 64 V V V V V V V V - V V V 49 66 V V V V V c c c .c ' . 50 66 V V V V V V V . C C 51 66 V V V • V 'V V V C C .52 66 C C. c .0 - C C C V C . 53 66 V v v v v V v v c ,54. 66 V v c c c c c 55 66 V C c c - c c c 56 66 C C c c .c c C 57 66 -C c c • c . c c .58. 66 ic, c . c 'C c C - 59 67 cdaght V C C C 'C . 60 67 V V C C C ,C

CODE:

C - Conus EUR European Theater F - France FO - Formosa RY Ryukus T Thailand V.- Vietnam

Source: Marine - Vessel Population/Location File prepared quarterly by World-Wide Inventory Branch, Logistics Support Division, Directorate of Maintenance, USAMECOM. 171 TABLE 6 LW V Deployment in South East Asia

Jun Jun . . Mar Dec • Sep Jun. Dec Sep LARC p. Dec Sep Jun , Mar Dec Sep .67 • 67 66 66 66 65 65 65 1$ 68 68 68 68 :67 • 67

6363 T T T V V V 15 T P . 11 V V 21 T T T T T V 23 T. T T V - . V. 24 T T P V- - ‘r V 25 V V V 32 V • V: V V V 41 . T V V 43 T V. 45 T T V 46 V •V 47 V v 49 • vV V v v: v 50 • V v • V 51 T.. • •.T 52 • V. 'V V 54 ✓ V 57 . v v • 58 V.•.141 63 V v • 65 • T P v • 66 T T V 67 T .T V 77 T -• T. . V 80 . T . V 81 •v v V V 82 T V v - v V• 83 T T T . 84 • - T . .T 87 V 88 T . T T , V.• 90 V 91 V V V V 92 T . .TT P V 94 P. V 105 V V V V -v 115 T- . T P P V 118 T . T T 'V 119 T .V 120 *V V V • 121 ✓ V . V 122 T T V • 123 T . T v . 126 V V 128 V, V 131 T: V V .V 132 ✓ .V V 133 ✓ V • .V . V -V • NV , 135 -

Code - Thailand 'V - Vietnam by World-Wide Source: Marine - Vessel Population/Location File prepared quarterly Maintenance, Inventory Branch, Logistics Support Division, Directorate of USAMECOM.

- 172 CONTINUATION OF TABLE 6 LARC V Deployment in South East Asia

0 LARC Dec Sep ,Jun Mar Dec Sep Jun Mar Dec Sep Jun Dec Sep Jun V 68 68 68 68 67 67 67 67 66 66 66 65 65 65

136 V V V 137 138 V V V V 140 - T V V 141 V V 142 V V V V 143 V V 147 154' 155 157 T T 167 V. 170 171 172 174 180 V V 183 V V 184 V V 190 V V 191 196 V V 198 202 203 204 V V 210 215 217 220 222 223 228 237 V V 1 238 241 242 V V V V 244 V V V V 245 V V V V 246 V V V V 247 V V V V 248 V V 249 V V V V 250 V V V V 251 V V V V 252 V V 253 V 254 V V V 255 V V 256 V V 257 V V 258 V V 259 V 260 V V 261 V V 262 1 V

173 CONTINUATION OF TABLE 6. • LARC V Deployment in South East Asia

0 t-a• LARC Dec Sep Jun Mar Dec Sep Jun Mar Dec Sep Jun / Dec Sep Jun Ct V 68 68 68 68 67 .67 67 67 66 66 66 65 65 65

263 V ✓ V 264 V 265 V 266 V V • 267 \I V V 268 v ✓ V • V 269 V ✓ V V 283 V • V V 288 ✓ V V 1 289 . V V . V V 290 ✓ V V 299 ✓ V V 305 V • V V •1 306 ✓ V 1 V 315 ✓ .. V V 316 ✓ V V 319 V - • V .1/ 333 .V, V 334 V 336 ✓ V V. 353 ✓ V - V 354 . V V V 1 370 ✓ V 382 ✓ V V 392 ✓ V 393 ✓ . V V 397 ✓ V 402 ✓ V 460 .V V 465 467 474 490 V V. V 491 ✓ V V. V 492 ✓ V V V. V 493 V 494 ✓ V V V VV 495 V 496 ✓ V V. V V 497 ✓ V V 498 V V: 499 V V V 500 V Vvv 501 V• V 502 V 503 V 506 507 508 V 509 V 510 V V 511 V 512 V V 513 V 514 515 V VVV I 516 V V 517 V V

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C) in 8 q) ->>>>>>»>>>>>>>

g ks) >>>>>>>>>>>>>» 1-3

East East >>>>>»>»>>»>>>>>>>>>>>>>>>>>>>>>>>>>>

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(") El > > > El El Ei E-+ > Ei • El Es > i E Ei Z > > > > V ) VH

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(3)tr. V co

ti a) a) kel > > > > > >VV > > A .

VV rta lt _ V trt ko to CONTINUATION CONTINUATION

n V

co al o .-i N rn V Ln ko i•-•co ol 0 r-I N ol V iD r--03 01 0 r4 01 en V in to r- co 01 0 i-i N rilCP Lt1ki, N CO 01 0 M 1 1 t11ko r- co at 0 .-1 N el Tr WI to r. cO f-1 r-i N N N N Cg N N CNI C‘I N (r) rn m rn( 1) rn re)el PI V V V Tr V V V V V di tn in tn In tr) trtin tn en in to mo to ks)go ‘s) to to N N N N N N N r% t.. - in to tn in Ln tn tn in in tilLn tr)in in in In in Lr)In in to Ln tn tn 0 in trtin tn in in in In in Ln In Ln in in tn in in inEn in tn ut LA tn LA In in in in Ln In In tn

NM MIN NMI Mill MN MN NEI NM MN Eli MI MN NMI MN 111•1 NM MINI MIN CONTINUATION OF TABLE 6 LARC V Deployment in South East Asia

0 LARC pr Dec Sep Jun Mar Dec Sep Jun Mar Dec Sep Jun Dec Sep Jun V , 68 68 68 68 67 67 67 67 66 66 66 • 65 65 65

579 T V V V 580 V V. 581 582 ,V V 583 V V V V . 584 V V v 585 V V• V 586 V V 589 V V .V 590 V V 591 V V *V 592 V V V 593 V V V V 594 V V V V 595 V V V V V V. 596 V V V V 597 V V V 601 V V. V 602 V V V V. 603 V .V V 604 V V V Appendix 111. LARC Tonnage Reports

These LARC tonnage reports were taken from data entered in equipment logs maintained by the operators.

Log entries included hours of operation, miles traveled, cargo and passengers hauled, and equipment downtime.

Before December 1965, logs were kept haphazardly, because of round-the-clock operations in the field, and failure to understand their importance. The data was used by the Project Manager's Office to pinpoint reasons for and solutions to equipment failure.

Lt. Colonel John R. Leary, LARC Project .Manager

visited RVN in January 1966 to determine why 60 out of

the 100 LARC V's in country were deadlined. To help

solve this :problem, PM field representatives were

instructed to submit weekly operational progress reports

supplemented by direct telephone conversations between

PM representatives in RVN and the PM LARC Office in St.

Louis.

The LARC's were on standby at all times, but they

were operated at full capacity only when such exercises

as Operation High Jump and Wunder Beach were underway.

Their unemployment was caused by high winds high surf

and at times by the absence of ships to unload. These

177 tables do not fully reflect LARC operations at a given time, but they do reflect operational trends, and they prove that the LARC's fulfilled a definite military • requirement, before completion of modern docking fabilities in strategic areas. TABLE, 7. LARC V Deployment in Vietnam, Tonnage and Passengers Hauled and Other

Activities June 1965 - December 1968

. •Short• . Hours Vehicles Nha Trang Thom Week Tons Mine Pass- Deadlined In Cam Ranh Qui My Da Ending Cargo . je,gping - engers.Trips Vehicles Operation Bay Nhon Thui , Nang 7 Jun 65 no record 100 • 61 16 39 22 6 Nov 65 no record 100 39 . 61 . 16 39 22 5 Dec 65 no record, . . 102 43 59 48 27 22 10 Dec 65 no record 35 67 21 Dec 65 31. 26 Dec 65 .51 . . 31 Dec 65 77. - -, .21 56 14 Jan 66 , 77. '.'• 23 ' 54 3 Feb 66 .,. - ' 77 24 53 ' 35 28 10 9 Feb-W 12 Feb 66 . 97 34 - 63 62 35 18 Feb 66 97 39 58 52 23 12 26 Feb 66 97 . 31 66 ' 52 23 . 12 5 Mar 66 2700 97 41 56 60 25 12 12 Mar 66 2816 77 15. 62 40 27 12 19 Mar 66 2140 77 13 64 40 25 12 26 Mar 66 1990 77 5 72 40 25 12 2 Apr 66 2100 8 Mar 66 1923 77 8 69 . 40 25 12 15 Apr 66 2293 77 11 66 40 37 22 Apr 66 3640 77 11 66 40 37 29 Apr 66 2464 77 6 71 40 37 7 May 66 1683 77 18 59 40 27 10 14 May 66 267477 . • • • 12 65 41 27 10 21 May 66 1654 . 77 15 62 41 36 28 May 66 880 82 19 * 63 46 3 33 4 Jun 66 1535 82 19 63 46 3 33 11 Jun 66 3141 82 19 . 63 46 12 24 17 Jun 66 4213 92 16 76 .. . 56 12 24 25 Jun 66 3183 883 25 _ 87 . 87 , 20 2 Jul 66 3685 1010 19 93 • 92 20 9 Jul 66 3701 • 1191 34 78 92 16 Jul 66 3911 . 1235 41 71 92 20 23 Jul 66 5450 1528 .31 81 92 20 30 Jul 66 8190 1703 38 74 92 20 6 Aug 66 6320 1343 33 • 79 92 20 13 Aug 66 6230 1683 25 87 92 20 20 Aug 66 4490 1382 33 79 92 • 20 27 Aug 66 4406 1447 32 80 92 20 3 Sep 66 4751 1148 . 29 77 86 • 20 10 Sep 66 3508 817 28 78 87 19 17 Sep 66 3442 881 28 78 87 24 Sep 66 19 4400 918 31 75 . 87 1 •Oct 66 3773 19 814 28 78 87 8 Oct 66 3183 19 779 • 25 .81 87 15 Oct 66 3253 19 761 26 • 80 87 . 22 Oct 66 3770 19 1084 21 85 87 29 Oct 66 3804 19 999 •30 82 93 5 Nov 66 3800 19 694 25 122 132 12 Nov 15 66 3942 1056 36 111 128 • 19 19 Nov 66 3026• 695 27 •- 120 •128 19 26 Nov 66 4728 485 38 109 128 19 , 3 Dec 66 3128 895 28 119 128 19 SOURCE: AMC Project Manager LARC Weekly Activity Report

179 Hauled and Other Activitief in Vietnam, Tonnage and Passengers TABLE 7. LARC Deployment (Continued)

Vehicles Nha Tran-c hort 1Hours cam Ranh Qui Thom Da : Deadlined In Week Tons o Mine Bay Nbon Mythui Nang Patsenclerl Trip Vehicles Operation Ending Cargo ,Sweeping 19 920 24 123 128 10 Dec 6 3719 k 19 905 28 119 . 128 Dc 6 3340 i 19 17 i 892 28 128 137 24 Dec 6 3588 137 19 755 31 Dec 6 2750 19 933 25 131 137 7 Jan 6 3602 18 1001 23 132 137 15 Jan 6 3958 18 1082 14 160 142 22 Jan 6 4268 18 1107 17 157 156 Jan 6 4179 18 29 537 24 10 156 5 Feb 6 1975 12 1467 30 144 162 12 Feb 6 4945 9 1002 21 153 165 19 Feb 6. 3210 9 1016 33 134 158 26 Feb 6 3852 9 589 22 125 138 5 Mar 6 2333 173 9 1743 35 148 12 Mar 6 7351 19 1084 34 155 170 19 Mar 6 5232 19 251 33 152 166 26 Mar 6 783 19 390 29 - 156 • 166 30 Mar 6 1783 20 725 27 158 165 8 Apr 6 2930 19 894 26 159 166 Apr 6 2808 16 24 161 166 19 23 Apr 6 19 128 34 144 159 30 Apr 6 454 19 492 44 141 124 7 May 6 1277 19 251 41 141 161 12 May :6 427 19 190 43 143 125 27 May 6 844 19 380 30 150 26 May • 6 1750 587 20 May 6 2794 1.9 769 35 146 120 2 Jun 6 5420 19 594 35 146 120 11 Jun 6 2531 19 nRa62n, rilah8n 34 147 120 18.Jun 6 19 18 34 147 120 23 Jun 6 69 19 62 27 124 120 30 Jun 6 239 19 35 29 152 120 7 Jul 6 160 19 52 31 150 120 14 Jul'6 291 19 104 26 149 114 23 Jul 6 434- 19 167 30 122 114 28 Jul 6 750 19 51 21 . 121 114 4 Aug .6 222 19 121 21 121 114 11 Aug 6 435 19 60 71 72 18 Aug 6 185 19 52 14 77 72 25 Aug 6 164' 19 171 17 74 72 31 Aug 6 830 19 22 24 67 72 8 Sep 6 122 19 35 19 72 72 15 Sep 6 105 19 13 78 78 72 22 Sep 6 22 69 72 19 ;9 Sep 6 28 63 72 19 5 Oct 6 cR9go 22 69 72 19 13 Oct 6 cR2go 19 77 77 19 19 Oct 6 cU2go 420 16 80 77 19 26 Oct 6 CE2go 429 19 77 77 19 3 Nov 6 calgo 29 67 77 19 10 Nov 6 cR2go 415 24 70 75 19 17 Nov 6 cR2 o 336

180 $ Passengers Hauled and Other Activities TABLE 7. LARC Deployment in Vietnam, Tonnage and

(Continued)

Tran 1 Short _ Hours Vehicles Nha Cam Ranh Qui Thom Da Week Tons .f Mine Deadlineci In Nhon.Mythui Nang , Ending Cargo Sweeping Passensers.Trips Vehicles Operatior .13.2y

75 lg 24 Nov 67 caP8. 327 22 72 19 . 1 Dec 67 " 312 20 74 75 19 8 Dec 67 " 52 7 52 33 44 9 • 15 Dec '67 " 6 53 . 19 22 Dec 67 " 163 7 79 67 19 29 Dec 67 " 324 9 50 40 34 19 19 Jan 68 " 118 4 5 19 12 Jan 68 " 656 3 35 19 19 19 Jan 68 " 999 3 45 '38 1919 • 26 Jan 68 " 13 ' 25 • 19 2 Feb 68 " 877 16 40 21 38 . 19 . 9 Feb 68 " 21 36 . . 19 . 10 Feb 66 " 1301 14 44 38 19 23 Feb 68 " 11 46 37 19 29 Feb 68 " 15 43 39 19 8 Mar 68 " 398. 14 44 39 19 14 Mar 68 " 12 46 39 19 22 Mar 6e 286 13 45 39 19 29 Mar 68 6 94 81 19 5 Apr 6E " 7 93 41 19 11 Apr 68 162 837 741 11 89 31 50 19 Apr 68 338* 6554 .487 1 10 89 30 50 19 17 Apr 6E 449. 1104 26 Apr 6E 311 683 11 87 30 49 19 ' 3 May 6E 196 380 537 14 88 30 49 ' 19 10 May 68 470' . 420 1160 8 . 90 30 49 19 5 17 May 68 4 80 30 39 23 May 68 628 994 1442 8 111 30 49 • 5 . 31 May 68 253. 520 550 17 102 66 49 • 5 4 Jun 6E 286: 533 695 13 41 96 47 9 14 Jun 6E 124 475 304 8 115 65 47 9 107 64 49 9 20 Jun 6E 71: 397 • 185 15 . 28 Jun 68 11 - ' 114 34 10 109 64 49 5 15 Jul 68 6: 241. 23 9 109 64 49 5 12 Jul 68 1 5 11 107 63 50 5 26 Jul 6E 258, 1609 766 16 102 63 50 5 2 Aug 68 255 910 721 14 104 63 50 5 9 Aug 68 - 2761 846 124 9 109 63 50 5 16 Aug 68 I. t 9 109 63 50 ' 5 23 Aug 6E cR so 9 109 63 50 5 30 Aug 6E atert 6 112 88 15 5 6 Sep 68 ,. 6 112 113 5 • 13 Sep 6E .. 14 104 113 5 20 Sep, 68 t. 6 112 113 5 27 Sep 68 ii 5 ' 113 * 113 5 3 Oct 68 .. 12 106 113 5 11 Oct 68 ., q 107 114 5 18 Oct 68 3 99 112 5 25 Oct 68 • 6 109 110 5 31 Oct 68 • • 9 106 110 . 5 8 Nov 68 2 107 104 5 14 Nov 68 7 107 102 5 22 Nov 68 rated 108 103 5 29 Nov 68"3• 105 103 5 5 Dec 68 .. • 3 105 '103 5 13 Dec 68 ., 59 .,58 • 5 .. 19 Dec 68 . 62 , 57 5 26 Dec 68 " • 2 61 58

181 DEFINITION OF ABBREVIATIONS

AAA - Army Audit Agency

AID - Agency for International Development U.S.)

AKA Cargo Ship, Attack

AMC - Army Materiel Command

AVGAS - Aviation Gas

BARC - Barge, Amphibious Resupply Cargo, 60 Ton, name later changed to Lighter, Amphibious .Resupply Cargo, but generally known in the field, as the BARC.

BDL - Beach Discharge Lighter

CONEX - Container Express, a security type box capable of holding up to five tons of c.?,rgo.

CONDEC - Consolidated Diesel Electric Corporation

DMZ - Demilitarized Zone

DUCK - Nickname for DUKW

DUKW - Code name for the WWII two - and one-half-ton amphibian fore runner of the Lighter Amphibious Resupply Cargo Vehicle.

FAMF - Floating Aircraft Maintenance Facility

FMS - Floating Machine Shop

FSN Federal Stock Number

GMC General Motors Corporation

JP/4 - Jet Fuel

LARC Lighter, Amphibious Resupply Cargo five ton (V), 15 ton (V), 15 ton (XV) and 60 ton (LX). The LARC is variously identified as a lighter, vehicle or a craft.

182 . LC - Landing Craft

LOT'S - Logistics-Over-The-Shore

LPD Amphibious Transport, Dock •

LST - Landing Ship, Tank

MAAG Military Assistance Advisory Group

MACV - Military, Assistance Command, Vietnam also USMACV

MATS - Military Air Transport Service

MEC Mobility Equipment Center, later MECOM or USAMECOM.

MHE - Materials Handling Equipment

MOGAS - Automobile Gasoline

OCE - Office, Chief of Engineers

POL - Petroleum, Oil and Lubricants

PM - Project Manager, later Product Manager

1 PSI Pounds Per Square Inch 1 RO/RO Roll On/Roll Off Vessel RPM - Revolutions Per Minute

RVN - Republic of South Vietnam

SEA - Southeast Asia

S/T Short Tons

TC - Transportation Corps

T/O&E - Table of Organization and Equipment

USMAC - See MACV

USAMEC - See MEC

183 USAMECOM - see MECOM and MEC

USARPAC - United States Army, Pacific

USARV - United States Army, Republic of Vietnam

•

184 BIBLIOGRAPHIES

Army Information Digest, Official Magazine of the Department of the 4‘rmy.

AIBE-TML, Subj: Quarterly Historical Report, 4th Trans portation Command. Reports were submitted by all Detach ments, Companies, and Battalions to the Command Headquarters.

BARC Operations in the Artic, Report, Headquarters Trans.:, portation Terminal Command, dated 18 January 1957. .

C. F. Oliver, Logistics Specialist to N. Mickus, Acting LARC Project Manager, Subj: POL Operation at Thom My Thui (Utah Beach) 19 Jun 68.

Contracts in the custody of the Directorate of Procuremerit and Production.

Department of the Army Technical Manual TM 55-1930-205-35, Lighter Amphibious (LARC-V) Self-Propelled Aluminum, 5 Ton.

Department of the Army Technical Manual (TM) 38-715-1, Provisioning Techniques.

Department of the Army Technical Manual (TM) 55-500. Marine Equipment Characteristics and Data.

Department of the Army Technical Manual (TM) 55-1930-203-10, * Operator's Manual Lighter Amphibious (LARC-LX) Self-Propelled, Diesel, Steel, 60 Ton.

Department of the Army Pamphlet, DA PAM 550 5 , Area Handbook for South Vietnam, Apr 67.

Department of the Army, Transportation Corps, Engineer ing Report, Project 9-47-03-000, Subtask 101A, Barge Amphibious Resupply Cargo, Diesel, Steel, 60-Ton, Sep 56.

Facts on File Publication, South Vietnam: US Communist Confrontation in Southeast Asia, 1961-65, ed. L. Sobel, (New York, 1966).

185 Final Report, Research and Engineering Study of Special Purpose Barge (BARC), W. C. Nickum and Sons.

Ltr, AMCPM-AL to Comdr, Marine Corps Landing Force, 12 Jan 67, Subj: Employment of LARC V.

Ltr, Chief of Transportation Office, TCREC-CO-OTD 334 to Transportation Corps Technical Committee: TCTC Item 2541 Meeting 116, 19 Jun 58, Liqhter Amphibious Cargo (BARC) Type Classification as Standard A. This nomenclature was changed to Lighter Amphibious Cargo (LARC) by Ltr, AMC RD, DM-E, Subcommittee on Mobility to the Army Materiel Command Technical Committee (AMCTC), dated 12 Feb 64; subj: Change to Type Classified Item-Change of Nomenclature to,maintain uniformity of the Lighter Amphibious Craft, signed by N. S. Glassman for Col J. J. Schmidt Jr., Chairman on Mobility,

MECOM Regulation 320-5, Dictionary,. Common Terms, Acronyms, Abbreviations, 17 Jun 68.

Murphy, Charles J. V., How the Battle Got Turned Around, Fortune Magazine, ,(Apr 67), LXXV.

Newcomb, 'Richard E., What You Should Know About Vietnam, The Associated Press, (New York 1967).

Office, Chief Engineers, Quarterly Trip Reports Number 1-12, DF, ENGTE-A, Subj: Trip Report (Number), OCE Liaison Officer, SEA (U) between 15 Mar 66 - 23 Sep 68.

Operational Report - Lessons Learned, Headquarters, U. S. Army Support Command Cam Ranh Bay, period ending 31 Oct 68.

Project Manager, Amphibious Lighters to Commanding General AMC, Weekly Significant Action Report, 14 - 18 February 1966.

Project Master Plan, Beach Discharge and Amphibious Lighters, Revision 4, 1 October 1968.

Report on the War in Vietnam (as of 30 June 1968), • Admiral U.S.G. Sharpe, USN, Commander in Chief Pacific and General W. C. Westmoreland, USA, Commander, U. S. Military Assistance Command, Vietnam, page 259. Hereafter cited as Official Report on War in Vietnam followed by page number.

186 The United States Army in World War II, The Technical Services, the Ordnance Department, on Beachhead and Battlefront, by Lida Mayo, Washington, 1968 pp. 156-157. Hereafter cited as Lida Mayo, followed by page number.

Contract DA 44-177-TC-91, to Pacific Car and Foundry Company, dated 3. December 1951.

Transportation Research & Development Command, Research Technical Memorandum No. 5, Revised, Project 9-48-01-001 Task 590, entitled, "BARC Ground Pressure Test", dated May 1956.

Vietnam Conflict Map, published by C. S. Hammond and Company, Maplewood, New Jersey, 1966.

••

187 INDEX

"A" standard classification: 34, 35, 65, 74 Agency for International Development AID): Airports: . 5, 11 Amphibian Companies: 81, 85 An Khe: 5 Annamese Cordillera: 2 Army Audit Agency: '68 Aviation Gas: 116 BARC MARC 60): 13, 18; arrival in Vietnam, 93; classifi cation, 34; casualties, 33, 99; communications, 24; contracts, 19; cost, 43, 44; description, 20, differ ences, 37, 39; equipment, 85, launching, 24, 25, 26; operations, 24, 96; platoon, 86; propulsion, 20; prototypes, 24; steering, 22; tests, 25, 30, 32, 33; teams, 87; tires, 23; trials, 26, 27; utilization, 87, 89 Brakes: 55 Cam Ranh Bay: 107, 137, 142 Cargo Discharge: 100, 109, 120, 121, 141, 168 Casualties: 33, 99, 123, 124 Central Lowlands: 2 Command Problems: 140 Comet(USN): 9, 93, 97, 102, 169 CONEX's: 49, 110 Consolidated Diesel Electric Corporation: 70 Contracts: 19, 42, 43, 66, 67, 70, 73, 77 Da Nang: 3, 4 Deployment of LARt's: 71 DUKW: ii,- 9, 48, 419, 148, 160 11th Transportation Battalion: 143, 167 82nd Transportation Company (Amphibious Maintenance): 153, 155, 164 Equipment, Supporting: 132 1st Logistical Command: 137, 142 4th Transportation Command: 135, 143, 149, 168 458th Transportation Platoon (BARO: 144 522nd BARC Platoon: 144 544th Transportation Platoon (BARC): 146 Floating Aircraft Maintenance Facility: 105 Floating Machine Shop: 166 General Motors Corporation: 48'

188 Highways: 3; Route 1, 3, 971 107; Route 14, ; Route 19, 4, 97, 99 Hue: 5 Maintenance: 90, 132, 151 Marine Maintenance Activity,/ Vietnam: 167 Mekong Delta: 2 Military Ports:. Mui Dinh:- 2 LARC: 13 LARC V: 13,,15, 49; 51, 81, 82, 93, 97, 110, 125 LARC XV: 13, 72, 73, 77, 78, 82, 84 Landing Ship Dock (LSD): 42 Laterite: 108 National Highways: 1, 3 Nha Trang:. 4, 107 101st Airborne: 98, 169 116th Transportation Company (Terminal Service) 157 155th Transportation Company (Terminal Service): 139:I 159th Direct Service Detachment: 103, 125, 148, 151, 156; 167 165th Transportation Company (Terminal Service): 118i 119, 121, 124, 125 Operation,Command 130* Operation Flattop: 105 Operation Highland: 93, 98 Operations, LARC: 94, 133 Okinawa: 6 Page (BDL): Peterson Builders, Incorporatedi 44 Phan Thiet: 3 Problems, Command: 140, transmission, 54; unloading ships, 140 Phnon Penh: 3 Petroleum, Oil, and Lubricants: 112 . Pleiku: 5 Procurement: 66 Product Manager, AMC Amphibians and Watercraft: 16, 17 Project Flattop: 79, 80 . Project Officer, LARC, (MECOM): 15 Prototypes:- 19, 34,-37, 49, 57, 61, 73, 74 Quang Tri: 122 Qui Nhon: 4, 93, 95, 97 137, .141, 142, 151 Railroads: 3, 11 2 Rivers: 3 Safety: 89

189 Saigon: 4, 8, 95, 101, 137,143, 168 Seaports: 3, 9 Sattahip: 124 Superduck: 57, 60, 61 10th Transportation Battalion: 138, 152, 154 253rd (Direct Su?port) Detachment: 118, 121, 124, 126, 148, 150 344th Tansportation Company: 97, 147, 149, - 150 .347th Transportation Company: .97, 102, 111, 1.2, 126, 150, 160 394th Transportation Battalion: 138, 144, 149 Technical Assistance: 128 Temperatures 2 Tests: 25, 36, 47, 57, 74, 78 Thailand: 12, 124 Thom My Thui (Utah ,Beach): 115, 126 Training: 91, 92, 129 Trea.dwell Corporation: 42 Transmissions: .54 Transportation: 3 Transportation (BARC) (Provisional Compan 146 Transportation Corps: 13 Transval. Electronics Corporation: 43 Troop Build Up: 6 U.S. Army .Aviation Material Command 14 U. S. Army Mobility Equipment center: 14 .U. S. Army Transportation Materiel Command:. Vietnam, Troop'Buildup: 6;* distances. 6 Vung Ro:. . • 9, 112 . Vung Tau: 97, .101, 103,:. 137 Western Gear Corporation: 43 Wunder Beach: 120, .124, 147, COMBINED ARMS RESEARCH FORT LEAVENWORTH, LIBRARY II II KS 3 1695 00512 1199 "