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The advertisement at the bottom of the page best shows the blunt nose of the craft. In its wartime advertisements, Higgins Industries show photos of the Coast Guard foot picket boat as being built during the war. It is unknown how many were built by Higgins. Several of the products listed below, like the torpedo tubes and gun turrets, were for internal use on its PT boats.
Other products, like the marine engines and aircraft, were not built in significant numbers. Two products that were built in significant numbers were the air-dropped life boat and carbon parts for the Manhattan Project. Products: Torpedo tubes, power gun turrets for PT boats, sound communicating devices, paratroop radio telephones, frequency crystals, smoke generators, water purifiers and salt water converters, engine clutch and reverse gear mechanisms, hypoid and helical gears, plastic bonded wood products, life boat releasing gears, turbine type pumps, remote engine controls, mechanical steering devices, twin-machine gun turrets, cannon stabilizer and sighting controls, marine engines.
Many of the products listed above, besides the gun turrets, may have also come along with the purchase. At the end of the war, several marine engines had been tested and were production ready. The war was over, and the shortage of Packard engines for the PT boats never materialized.
Higgins Aviation was contracted to build an unspecified amount of Curtiss C Commandos at the aircraft assembly plant in Michoud. By the time Higgins was ready to build the C, the faster than expected progression of the war in the Pacific reduced the need for the aircraft. The contract with Higgins was cancelled, with only one C produced at Michoud. This was the second aircraft contract cancelled on Higgins.
The first was for 1, Curtiss C Caravan wood construction transports. Louis, MO. Author's Photo. This is the only Higgins-built C and has final work being performed on it at the Michoud aircraft plant. By the spring of , the A-1 was in production. The original order was for A-1s; but the order was changed and were built. Higgins Plastic Company produced the foot long 3,pound boat out of laminated mahogany at the Michoud Plant.
It contained 20 internal waterproof compartments that would keep the vessel afloat even if it tipped over. Included in the supplies for the A-1 was a Gibson Girl survival radio and enough food and water to last twelve survivors twenty days. Equipped with two air-cooled gasoline powered engines, it had a range 1, miles running at eight knots. There was also a small, simple sail that could be used if needed.
Its design allowed it to be dropped with three parachutes from a B still equipped with a ball turret. When the A-1 hit the water, small rockets would fire and pull lifelines out from the boat. The A-1 was replaced by the A-3 in There was also an foot version of the A-1 to be dropped by a U. It could hold no more than eight persons. The Higgins A-1 lifeboat during a drop test from a B that still had the ball turret installed. This allowed the A-1 to be dropped by any operational B An A-1 under sail.
With waterproof compartments, even if it was swamped and turned over, it would stay afloat. For a B crew that had to ditch in rough waters off the coast of Japan on May 29, , this was a life saver. After ditching, the B's crew was only able to find a five-man and one-man life raft from the B, which failed immediately.
A B found their location and dropped a Higgins A-1 attached to three parachutes. They swam to the A-1 and found dry clothes, blankets and other gear. However, as the seas turned rougher, the A-1 was swamped and turned over.
It stayed afloat and the crew was able to survive by hanging onto the straps attached to the side of the A Sixteen hours later, the crew was rescued by a submarine. When Andrew Higgins visited Guam at the end of the war, the crew wanted to thank him personally for being saved by his lifeboat. Unfortunately, he was unaware of this, and did not learn about their situation until he returned home. Higgins aviation also built two experimental helicopters during World War Two. Andrew Higgins ceased work on the project after a pilot was killed while testing.
During the meeting, the President told Higgins that a very important military project was having difficulty obtaining a reliable supplier. For seven months, other suppliers had failed to deliver the product to specifications. The President requested Higgins Industries become involved in "the most vital project of the war.
Until the Little Boy bomb was dropped on Hiroshima in August , the 2, employees making the carbon parts at Michoud were unaware of the importance of their work. Higgins Industries did not make anything that went in the weapon itself. Instead, the carbon parts were used in the equipment to separate the fissionable U from U This replica of the Little Boy bomb that was dropped on Hiroshima needed pounds of U This is one of the many electromagnetic racetrack separation machines in the Y plant at Oak Ridge, TN.
Higgins' 2, employees at Michoud worked ten hours a day, six days a week to keep up with the increasing demand for the carbon parts as the Y plant expanded and brought new machines online. Over the holidays, the Michoud employees worked Christmas and New Year's days. Higgins Plastics: Truck Remanufacturing: The remanufacture of the trucks was done in the Michoud plant. I was not able to find any manufacturer's identification on it. Higgins may have built it.
If not, the Higgins-built units were very similar to this. This same hull design then carried over to the later landing craft designed by Higgins and Higgins Industries. This was also referred to as the Eureka Boat as it was based on an experimental boat by Higgins with this name. Unfortunately, the term Eureka was sometimes used as a generic term for the other three landing craft Higgins designed using this patented hull configuration.
This makes it difficult to understand exactly which landing craft is being referenced. US Patent Number 2,, The date of manufacturer of October may seem strange. By this point in the war the LCVP was the desired landing craft with the big ramp on the front for easy troop egress. However, there was still a demand for a good solid work boat that could navigate shallow waters and carry four tons of cargo or 25 troops.
That kept the LCP L in production to the end of war. According to the "Higgins Biography," the U. Navy changed the design of the hull when they accepted the boat. This example has a flatter bottom front section than the V-shaped Eurekas that Higgins was selling to the British. Navy tests, the flatter front section allowed for faster retraction from the beach while still meeting the Navy's speed requirement.
There is a hole in the rudder, so when it is turned 90 degrees, the propeller shaft can be pulled out after the propeller is removed. The design changed as the war progressed. Note the location of the coxswain's steering station and the two gun tubs for mounting self-defense machine guns. Note also that the 25 armed troops the craft could carry were in two different sections of the boat. This photo from "History in a Hurry" shows that the LCP L could get the troops up on the beach, but they still had to jump over the gunwales to exit the boat.
This undated drawing shows the LCP L with the rounded aft chines. At some point in the war Higgins went to the hard chines. Drawing added It has the rounded chines. Image added This drawing is undated, but probably from the same time period as above.
This would be early November Salt water cooling of boat engines was the norm previous to World War Two. However, the U. Navy in its requirements for the Higgins designed landing craft called out for fresh water cooling with a heat exchanger.
Note that this drawing shows the hard chine on the rear of the boat. To make the prototype of the ramped Eureka boat, Andrew Higgins had his workers cut the front end off of an LCP L under construction, and add a ramp to it. While not the most efficient way to build the prototype, it was expedient. In feedback to Higgins, the Navy was concerned about the location of the engine, the coxswain's location on top of the stern that left him exposed to hostile fire, and the lack of provisions for machine guns like the LCP L did.
Roberts, Jr. The date of the drawing is and it is for a U. The drawing shows an LCV with rounded chine on the stern. It continued to be utilized even after the LCVP became the dominant landing craft later in the war.
The most obvious is the coxswain's station, which on the transom of the LCV. It was moved into the boat on the LCVP. Note the ramp winch is also located in an exposed position on the port side of the LCV.
In the LVCP it was moved down into the boat to protect the crewman operating it from hostile fire. Engineering drawing courtesy of C. Robert Gillmor added The engine shown is a Hall-Scott Invader six-cylinder gasoline powered engine. Note that it was neither checked nor approved. The two drawings below for a Hall-Scott Invader installation for fresh water cooling and both fresh and salt water cooling are most interesting.
If I am reading the drawings correctly, the Hall-Scott engine is in the rear of the boat with the drive end of the engine facing towards the bow of the boat. The driveshaft runs into what I assume is a transfer case that supplies the power to the propeller at the stern. These drawings are dated September and October , months before the drawings above that are dated It appears that the LCV was originally intended to have the engine in the stern of the boat and a transfer case to provide power to the propeller.
The drawings of above show the engine amidships with the drive end of the Hall-Scott Invader engine facing the rear to for direct drive to the propeller. All of the photos I have seen of the LCV show the engine amidships directly supplying power directly to the propeller. There is mention in the literature of the navy being unhappy with the original location of the engine in the LCV. This may be the reason for the sudden change.
If this is so, then there is the question of why a operator's manual has obsolete drawings in it. This and the drawing below both have the soft chines on the rear of the boat. In August , tests were performed by the Amphibious Command of the U. Also, the first line of data comes from Mr. These drawings have provided the information below. The data is incomplete, but does provide more than was known before. Date of Drawing Title of Drawing U. It came with rounded chines on the stern, but was later changed to a sharp chine.
Three US Navy contract numbers are listed, along with the 6, Registry numbers built under the contracts, although not all boats on contracts and may have been built by the end of hostilities. Also, it shows that Higgins apparently changed back and forth on the type of chines it installed on the stern of the LCVPs.
The original LCVPs were built with the round chines, but Higgins later changed to the sharp chines when other manufacturers began production. This was apparently because the other companies could not do the rounded version. This may or may not be true. The other companies may have requested this because it was easier and cheaper to build. This would have also made for faster LCVP production. The data shows that in Higgins had sharp chines on the prints, then in rounded chines, and then in it returned to the sharp chines.
It is unknown why the company was switching back and forth. Navy from through Between and fiberglass versions were built from to This, along with the Jeep. That raises the question of why were there new LCVPs built. No doubt because they those that were kept in service after World War Two were wearing and rotting out.
Replacements were needed. This then casts doubts on museums and individuals that have LCVPs and do not have any C- number to identify who or when it was made. What is interesting about this replica is that it is not like any of the known LCVPs I have looked at or the known Higgins boats shown below. See the photo below for more details. Note that towards the bow the side of the boat is not flat and there is a sharp angle were it changes.
This one does not have any armor plate and the molding along the edge of the side of the boat and the gunwale is a lot different than on those that I have seen. In looking at the LCVPs below, note they all have flat sides.
Assuming for a moment they are, and that is doubtful based on lack of documentation or C-numbers, Higgins did not built them all. The one shown below is owned by three members of the Ohio Motorpool in OH. This LCVP sat in a barn from to Because it was put in storage, and never used as a tourist or fishing boat, unlike many others on display, it is original.
Nor was it kept by the Navy and then modified. The first set of photos below show it in its original condition before restoration. This is a real Higgins Industries built LCVP looking no doubt very much like it did in when it was shipped from Mississippi to a farmer in Illinois. There is no need for extensive restoration, as it was in a barn for 65 years. The boat's registry number of is imbedded in the wooden structure. The Gray Marine name can be seen on the heat exchanger in front of the Detroit Diesel engine.
When it was not available, in many cases the replacement was a gasoline marine engine from a manufacturer in Detroit. He told me that they visited it before the Ohio Motorpool, and couldn't figure out how to get it out the front of the barn, as there were interferences. So, they left. The Ohio Motorpool went to Illinois and determined if they took the back of the barn off, they could take it out that way. It would have to go across the neighbor's property and some trees on that property would have to be cut down.
The neighbor agreed, and the Ohio Motorpool ended up with, in my estimation, the most important original LCVP in existence because it was built by the same company that designed it. The rounded soft chines on the stern indicate this is a Higgins-built boat.
Needs TLC. By using this site, you agree to our Terms of Use. She is the only one known to exist of this year and model. The number produced of this year and model is obscure because a hurricane wiped out most those records back in in New Orleans and Katrina struck the final blow. The Andrew J. Contact was made with award-winning restorer Dan Nelson of Nelson Boatworks to appraise this fine craft and the determination was made to begin restoration in Higgins Inc.
There are only about Higgins pleasure boats remaining and a small handful of military craft. The minute you step on to The Andrew J you will see the expert craftsmanship and detail that brought her to the concourse condition she is in. A custom made trailer is included. She rides easily at 60 mph over the road. I pull it with my Ford F Go to www.
Reason selling? Arthritis setting in.. This vintage 14 foot wooden hull fishing boat has been well cared for and stored indoors and under cover for most of its life. Restored lovingly in the 's with layers of paint. It comes with a sun canopy not original to the boat , power anchor, 2 fish finders, 2 deluxe fishing seats with backs, and s Evinrude outboard motor, trailer, boat cover with aluminum frame.
It is part of an estate that is being dissolved, and has provided many happy memories. They don't make them like this anymore and it can be yours.
The engine is in excellent condition. It has not been in service for a few years but has been started a few times to test to be sure it runs for this sale. It is a great Fathers Day gift with lots of time left in the season! Make Chris-Craft. Model Ranger Sea Skiff. Per the Seller: The unit is very clean and has been very well-maintained.
All the electronics are reported to be in working order. There are no distinct smells or odors. All photos are current and taken by the seller and provided to the listing representative responsible for managing the listing. The breakdown of the boat's specs and features are available below the photo gallery of the listing for review. Stock Absolutely beautiful inside and out, classic Chris-Craft ready for it's next cruise!
According to the "Essential Chris Craft Guide," there were only thirty 30 hulls of these boats ever manufactured! The overall history of this boat is a bit thin. She was located in Georgia, near Lake Lanier, when the current owner purchased her in and transported to Michigan, where she currently rests. It is unknown whether the boat ever saw saltwater or exactly how many owners she has had. Since it is confirmed that she was only used in the freshwaters of Michigan: Higgins Lake and Grand Traverse Bay.
Removed and replaced water pump impeller 2. The boats dont have the anal retentive finish and detail that the ACBS dictates today.
I bet those people just used their boats. Soon I am going to have to take a sabbatical from shore leave and give Squirt a proper makeover.
I am sure I will miss it. Great story. I have always loved the Dodge boats. What a beautiful boat. Our museum has some movies of one of the races. We have a Sits 6 people with motor at back. The boat has been garage kept for 10 years and needs a new home. Can you tell me more about it? Rick � Contact the Dodge Boat Owners Association, they will be able to provide you with the info you require. Official Museum Of WoodyBoater. Pennsylvania Exclusive partner. Amazing new touch to classic design.
Our Exclusive Paint Supplier. Hand lettering by the best. Vintage Duplex Marine Oil Container. RiverRat Love that lapstrake cruiser.
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