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LARC-V
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Key Information
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LARC-V (Lighter, Amphibious Resupply, Cargo, 5 (V) ton), is an aluminium-hulled amphibious cargo vehicle capable of transporting 5 tons. It was developed in the United States during the 1950s, and is used in a variety of auxiliary roles to this day.
In addition to the United States, LARC-Vs have been used by military forces in Australia, Argentina, Portugal, the Philippines, Singapore and Iceland. Approximately 968 were made. About 500 were destroyed, most by scuttling during the American withdrawal from South Vietnam. About 200 have been retained in U.S. military service. Roughly 100 are privately owned and mostly used for tourism.
Operational history
[edit]The LARC-V was fielded in 1963 and were used extensively by the U.S. Army for over the beach supply during the Vietnam War. They supported the logistical and manpower build up at the start of and during the Vietnam war. Two units arrived from Ft. Story, VA. in June 1965. The 344th Transportation Company (Light Amphibious) setup harbor operations in Qui Nhon and the 347th Transportation Company in Cam Ranh Bay. The companies had two platoons of 17 LARCVs each and a separate 3rd echelon maintenance detachment. About December 1965, one of the 344th's platoons moved to Da Nang and was attached to the Air Force wing. There it ran 24-hour/day operations hauling bombs from ships in the harbor to the flight line. Their operation was so crucial to the USAF that if at least 15 LARCS were not operational, any needed parts were flown in by Nonoperational Ready Supply Grounded (NORSG) aircraft from St Louis.[1] 458th Transportation, LARC-V Company, arrived in Cam Ranh Bay Oct 1967. 101st Airborne Division in 1967 and later the 1st Cavalry Division in 1968.[2]
LARC-Vs were used by the Argentine Marines during the 1982 invasion of the Falkland Islands.
In January 2011, during the 2010–11 Queensland floods in Australia, it was reported that C-17 aircraft of the Royal Australian Air Force were to carry two LARC-V vehicles for use in Operation Flood Assist. The vehicles were deployed from Townsville to RAAF Base Amberley.[citation needed]
U.S. Navy service life extension program
[edit]
The United States Naval Facilities Engineering Command has directed the Sealift Support Program Office to supervise a Service Life Extension Program on the LARC Vs used by the Navy. This SLEP involved changing from a mechanical to a hydraulic transmission, updating the electrical system, and improving other on-board systems. These reworked LARCs began delivery in June 2006 for use by U.S. Navy Beach Master Units, Underwater Construction Teams and the Maritime Prepositioned Force ships. A total of 42 LARCs are currently funded to transition through the SLEP process.
Towing capacity on land was improved to approximately 29,000 lb and bollard pull in water was doubled to 7,600 lb. The vehicle operates in all-wheel drive while in land or tow modes. The craft is powered by a 375-horsepower John Deere turbo-charged Diesel engine that is Tier 2 certified. Engine speed is constant, with a hydraulic transmission modifying speed.
Design and manufacture of the SLEP LARC-Vs was carried out by Power Dynamics, LLC of Stennis Space Center, Mississippi.
Operators
[edit]
- Australian Army[3][4]
- Australian Antarctic Division (for resupply purposes to the research station on Macquarie Island)[5]
- German Navy, (amphibious group 1965-1974)
- Singapore Armed Forces
- Singapore Ducktours (those are built in 1973-77 under Singapore Armed Forces from Seletar Camp, withdrawn in 2000 - 2002, converted in batches in 2002 - 2007, de-registering on 2022 - 2026, replaced by 4 electric LARC-EV amphibious vehicles)
_vessels_prepare_to_conduct_launch_and_recovery_training_exercises_aboard_the_amphibious_dock_landing_ship_USS_Tortuga_(LSD_46).jpg)
Specifications
[edit]- Land speed: 29 mph
- Water speed: 7.2 knots
- Capacity: 3 crew + 20 passengers (up to 10,000 lbs.)
- Maximum gradient: 60%
- Fuel capacity: 144 gallons diesel total (2 tanks)
- Unloaded land range: 280 to 335 miles
- Unloaded sea range: 110 miles
See also
[edit]- DUKW
- Duck tour
- LARC-XV
- LARC-LX (BARC)
- Alvis Stalwart
References
[edit]- ^ Cpt.Baker,344TC
- ^ "LARC-V", GlobalSecurity.org
- ^ Morley, Sgt Dave (12 February 2015). "Specialists rest easy" (PDF). Army: The Soldiers' Newspaper (1344 ed.). Canberra, Australia: Department of Defence. ISSN 0729-5685. Retrieved 26 November 2016.
- ^ Cole, Captain G.S. (2014). "Will JP2048 provide Army with an amphibious capability for independent coastal and riverine operations?" (PDF). Australian Army Transport Journal (46): 83–87. Retrieved 26 November 2016.
- ^ "LARC". Australian Antarctic Division. Retrieved 26 November 2016.
- ^ Vandever, Justin. "LARC Survey System". frf.usace.army.mil. Field Research Facility. Archived from the original on 8 June 2017. Retrieved 8 June 2017.
- Doyle, David (2003). Standard catalog of U.S. Military Vehicles. Krause Publications. pp. 250–251. ISBN 0-87349-508-X.
External links
[edit]
Wikimedia Commons has media related to LARC-V.
- LARC-V at GlobalSecurity.org
US military soft-skinned vehicles introduced after 1945 | |
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| 1⁄4–1⁄2 ton vehicles | |
| 3⁄4–13⁄4 ton vehicles | |
| 21⁄2–7 ton trucks | |
| 8–16.5 ton trucks | |
| Tank transporters | |
| Tractor trucks | |
| Tracked tractors & carriers | |
| Specialist vehicles | |
| Amphibious vehicles | |
| All-terrain vehicles | |
LARC-V
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Development
Origins and Requirements
During the early 1950s, the U.S. military faced significant logistical challenges in amphibious operations amid Cold War tensions, particularly the need for efficient resupply in potential beachhead scenarios where fixed port infrastructure might be unavailable or destroyed by nuclear strikes. The LARC program was initiated in 1952 to develop lighter amphibious vehicles for over-the-shore logistics without reliance on established harbors.[10] This initiative led to the conceptualization of the LARC-V (Lighter Amphibious Resupply Cargo, 5-ton) as part of broader amphibious vehicle programs aimed at enhancing rapid cargo delivery across land and water. In 1956, the Chief of Transportation, Major General Paul Yount, directed the U.S. Army Transportation Research and Engineering Command (USATRECOM) to design a vehicle capable of transporting 5 tons of cargo or up to 20 troops, functioning like a truck on land and a boat in water to support surf-zone operations and unimproved terrain. The requirements stemmed from the need for a versatile resupply platform that could traverse 10-foot surf, sand, coral beaches, and rough roads, prioritizing mobility and payload efficiency for expeditionary forces.[11][10][3] Key influences drew from World War II experiences, where limitations of heavier landing craft utility (LCU) vessels and smaller amphibians like the 2.5-ton DUKW highlighted the demand for lighter, more maneuverable alternatives that could integrate containerization and roll-on/roll-off methods for faster beachhead unloading, as seen in the Normandy invasions. These WWII lessons underscored the vulnerabilities of rigid landing craft in dynamic coastal environments, driving the push for a 5-ton class vehicle to bridge the gap between light utility and heavy assault craft in Cold War contingency planning.[11][10]Design and Production
The development of the LARC-V began with the construction of its first prototype in 1959, following initial design work initiated by the U.S. Army Transportation Research Command in the mid-1950s to meet requirements for a 5-ton amphibious cargo vehicle capable of logistic-over-the-shore operations. This prototype, built by the Ingersoll Kalamazoo Division of Borg-Warner Corporation, underwent early evaluations focusing on basic seaworthiness and land mobility, marking the transition from conceptual requirements to physical engineering realization. Subsequent prototypes, including the fifth of seven models designated LARC V 5X, were tested for integration of key systems, with refinements to hull flair and entrance angles to improve seakindliness and reduce water shipping in head seas compared to predecessors like the DUKW.[12][13] Series production commenced in 1963 and continued until 1968, with LeTourneau-Westinghouse securing the initial contract to manufacture 233 units, followed by additional production runs by Consolidated Diesel Electric Corporation. In total, a total of 950 LARC-V units were produced, providing the U.S. military with a fleet for amphibious resupply roles. These vehicles were classified as Standard A by 1960, with full Army acceptance by 1963, reflecting iterative refinements during the prototyping phase that addressed stability and payload integration before scaling to mass output. Production costs stabilized at around $44,200 per unit by 1968, incorporating design efficiencies from earlier models in the LARC family.[3][14][12] Iterative design testing emphasized amphibious transitions, wheeled suspension, and cargo handling mechanisms to ensure reliable performance across land, water, and surf zones. Early trials validated the rigid, unsprung wheeled suspension system—featuring 18x25-inch, 12-ply off-road tires in a 4x4 configuration—which minimized drag (reducing water resistance by eliminating traditional springs and shocks) while supporting soft-soil mobility and obstacle negotiation, though limiting top land speeds to 25 mph due to underdamping effects. Amphibious transition tests, including surf zone evaluations at sites like Monterey, California, confirmed the vehicle's ability to handle 10-12 foot plunging waves using a scaling law for safe wave height proportional to displaced volume, with wheels doubling as rudders for control during water-to-land shifts and coordinated steering systems for seamless mode changes. Cargo handling mechanisms were refined through dynamic load assessments on ramps and winches, enabling self-loading of 10,000-pound payloads on a 265-square-foot wet deck, with stiffeners and hard points tested for torsion resistance on uneven terrain to facilitate rapid unloading in operational environments. These tests, conducted through the 1960s by the U.S. Army Transportation Evaluation Command, incorporated model-based hydrodynamics and field comparisons to optimize buoyancy, stability, and efficiency without excessive weight growth.[13]Design
Structure and Components
The LARC-V employs an aluminum-hulled construction, utilizing welded alloys such as 5086-H32 for enhanced corrosion resistance in marine environments and lightweight buoyancy to support amphibious operations. This stressed-skin design integrates the hull as both a boat and truck body, contributing significantly to structural integrity while minimizing weight. Overall dimensions measure 420 inches in length, 120 inches in width, and 122 inches in height, allowing compatibility with standard transport constraints.[13][10][3] The vehicle's land mobility is facilitated by a rigid 4x4 wheeled suspension system, where power is distributed to all four wheels through a central transfer case, paired with large off-road tires sized 18.00 x 25 inches in 12-ply tubeless configuration. These tires provide shock absorption and traction across varied terrains, with wheels also functioning as rudders during water transit to aid steering in surf conditions.[13] Internally, the LARC-V configures space for a crew of three operators in a forward enclosed cab, equipped with shatterproof glass windows for visibility and control. The aft cargo bay offers equivalent capacity for 20 passengers or 10,000 pounds of general cargo, spanning approximately 16 feet in length, 9 feet 9 inches in width, and 2 feet 5 inches in depth, with tie-down points and hardpoints for securement. Access is enabled by stern loading ramps for efficient self-loading of wheeled or palletized items, while weatherproofing incorporates watertight hatches, self-bailing decks, and optional bilge pumps to ensure functionality in temperate, tropical, and arctic climates, including traversal of 10-foot surf.[16][13][10][3]Propulsion and Systems
The LARC-V employs a Cummins V8-300 diesel engine, featuring a displacement of 785 cubic inches and producing 300 horsepower, to provide the primary power for both terrestrial and aquatic operations. This V8 configuration ensures reliable performance across diverse environments, with the engine coupled to a mechanical transmission that distributes torque to the four-wheel drive system for land mobility.[17] Water propulsion is achieved separately through a single propeller powered directly by the main engine via a dedicated propeller shaft from the central transfer case, allowing seamless mode switching without additional powerplants. Steering in water is controlled by a dedicated rudder positioned aft of the propeller, which works in conjunction with the hull's design to maintain directional stability during transit.[3] The vehicle's electrical system operates on a 24-volt DC configuration with an insulated earth return, supporting essential functions such as instrumentation and lighting. Hydraulic systems, driven by an engine-mounted pump, handle steering assistance, control actuators, and auxiliary operations like ramp deployment. Fuel is stored in two tanks with a total capacity of 144 gallons of diesel, enabling extended missions without frequent refueling. For self-recovery in challenging terrain, the LARC-V is equipped with winches integrated into the hydraulic setup, facilitating extraction from mud or sand.[3][18] This propulsion arrangement integrates with the aluminum hull structure to minimize drag and enhance efficiency during beach transitions, underscoring the vehicle's amphibious versatility.[3]Operational History
Vietnam War Service
The LARC-V was first fielded by the U.S. Army in 1963, but its major deployment began in 1965 amid the escalating Vietnam War, where it performed over-the-beach resupply missions at critical ports including Qui Nhon, Cam Ranh Bay, and Da Nang.[19][20] These operations involved shuttling cargo from offshore ships directly onto beaches and inland areas, bypassing underdeveloped or vulnerable infrastructure to sustain forward units.[21] The vehicle's amphibious design proved essential for transporting ammunition, fuel, and general supplies to inland depots, especially during high-intensity periods of enemy attacks on port facilities, which increased logistical vulnerabilities.[22] By enabling direct offloading from vessels to secure sites, LARC-V units reduced dependence on compromised harbors, maintaining supply lines despite disruptions from sabotage and bombardment. Its 5-ton capacity facilitated these rapid transfers, supporting sustained combat operations in coastal regions.[23] As the U.S. withdrawal accelerated in 1975, many LARC-Vs were destroyed or deliberately scuttled to deny their use to advancing North Vietnamese forces, contributing to significant equipment losses during the final evacuation from South Vietnam.[23]Post-Vietnam Deployments
Following the Vietnam War, the LARC-V saw limited operational deployments, with its availability constrained by significant losses during the conflict, where approximately half of the produced units were scuttled or destroyed to prevent capture.[24] One notable military use occurred during the 1982 Falklands War, when Argentine Marines employed five LARC-V vehicles from the 1st Amphibious Vehicles Battalion as part of Operation Rosario. These vehicles supported the initial amphibious assault on April 2, 1982, transporting elements of 'D' and 'E' Companies from the 2nd Marine Infantry Battalion, along with a platoon from the 25th Infantry Regiment, from the landing ship ARA Cabo San Antonio to the shores near Port Stanley, facilitating the rapid offloading of troops and equipment in challenging coastal conditions.[25] In the United States, the U.S. Army continued to employ LARC-V vehicles for specialized tasks post-Vietnam, including debris recovery operations at missile test sites such as those at Cape Canaveral, where they retrieved failed launch remnants from beaches and shallow waters.[6] Australian forces also utilized the LARC-V for Antarctic resupply missions, with the Australian Antarctic Division employing the vehicles to transport cargo from ships to research stations on ice and rocky shores, a role that continued from the Cold War era into the 21st century.[1] In humanitarian operations, the LARC-V demonstrated its versatility during the 2010–2011 Queensland floods in Australia. Under Operation Queensland Flood Assist, the Australian Defence Force deployed two LARC-V vehicles from the 10th Force Support Battalion, transported via C-17 Globemaster III aircraft from Townsville to affected areas, where they served as amphibious platforms for rescue operations and the delivery of essential supplies across inundated urban and rural zones. This deployment highlighted the vehicle's ability to navigate flooded terrain, enabling the movement of personnel and aid in regions isolated by high water levels. Post-Cold War, the LARC-V's military roles diminished, primarily limited to training exercises among operating forces such as the U.S. Army Transportation Corps and international allies through the 2000s. For instance, units conducted routine amphibious resupply drills off Fort Story, Virginia, to maintain proficiency in logistics-over-the-shore operations, reflecting the vehicle's shift from active combat support to sustainment of doctrinal capabilities.[23]Upgrades and Variants
U.S. Navy Service Life Extension Program
The U.S. Navy's Service Life Extension Program (SLEP) for the LARC-V was initiated and supervised by the Naval Facilities Engineering Command's Sealift Support Program Office to modernize the aging fleet and ensure continued operational reliability in amphibious support roles. This effort focused on enhancing the vehicle's sustainment for U.S. Navy and Marine Corps units, particularly in beach master operations, underwater construction teams, and maritime prepositioning forces, by addressing mechanical wear and improving overall performance without requiring full fleet replacement. Key upgrades under the SLEP included replacing the original Cummins V8 diesel engine with a more efficient 375-horsepower John Deere turbocharged diesel engine, certified to Tier 2 emissions standards, which provided constant engine speed for optimized power delivery.[19] The program also transitioned the drivetrain from a mechanical to a hydraulic transmission for smoother operation across land and water, alongside enhancements to the electrical systems and other onboard components to boost reliability and reduce maintenance needs.[26] These modifications significantly improved the vehicle's capabilities, increasing land towing capacity to approximately 29,000 pounds and doubling water bollard pull to 7,600 pounds, thereby extending the LARC-V's service life into the 21st century.[26] Funding supported the upgrade of 42 LARC-V units through the SLEP, with the first refurbished vehicles delivered in June 2006 for integration into active Navy service.[26] The design and manufacturing of these upgraded vehicles were handled by specialized contractors under NAVFAC oversight, ensuring compatibility with existing amphibious doctrine while prioritizing long-term sustainment for expeditionary missions.Civilian and International Modifications
In the civilian sector, LARC-V vehicles have been adapted for tourism, particularly through the Singapore DUCKtours service, which began operations in 2001 using two surplus Condiesel LARC-V units originally from the Singapore Armed Forces.[27] These vehicles, withdrawn from military service between 2000 and 2002, underwent conversions in batches from 2002 to 2007 to accommodate tourists, including the installation of additional seating for up to 30 passengers and safety enhancements such as life vests, secure harnesses, and reinforced railings to ensure compliance with civilian transport regulations.[28] The modifications emphasized passenger comfort during land and water segments, transforming the cargo-focused design into a sightseeing platform while retaining the vehicle's amphibious capabilities for routes around the Civic District and Marina Bay.[29] As part of broader global trends in repurposing military surplus, approximately 100 LARC-V units are privately owned worldwide for tourism operations, often featuring custom modifications like partially enclosed cabins to shield passengers from weather and reduce noise, alongside air conditioning and multimedia systems that shift the emphasis from heavy cargo to leisure experiences.[30] These adaptations have extended the vehicle's operational life in commercial settings, drawing on durability lessons from military programs like the U.S. Navy's Service Life Extension Program. Internationally, military users have implemented minor modifications to LARC-V vehicles for specialized non-combat roles, such as the Australian Defence Force's use in flood relief operations like Operation Flood Assist, enhancing stability in high-water currents and debris-laden environments while maintaining the vehicle's standard propulsion and capacity for rapid response in disaster relief.[31] The Australian LARC-V fleet is slated for replacement under Land 8710 Phase 1B, with acquisition efforts ongoing but facing delays as of 2025; new amphibious logistics vehicles are expected to enter service after 2026.[32]Operators
United States
The LARC-V was initially adopted by the U.S. Army as its primary operator for logistical support in amphibious operations during the Vietnam War era, with the Army's Transportation Research Command overseeing its design starting in 1956.[3] Following its initial deployment, responsibility shifted to the U.S. Navy for sustainment, particularly through modernization efforts to maintain its viability in expeditionary roles.[26] The U.S. Marine Corps also integrated the LARC-V for amphibious support, utilizing it in landing operations to facilitate troop and cargo movement from sea to shore, as demonstrated in deployments such as those in Lebanon.[33] LARC-V units remain in U.S. military service across the branches, primarily employed in training exercises and auxiliary logistics functions rather than frontline combat roles.[19] Within the U.S. Navy, vehicles have undergone Service Life Extension Program (SLEP) upgrades since 2006 to enhance reliability for expeditionary logistics in support of Beach Master Units and Underwater Construction Teams.[26] These upgraded Navy assets focus on over-the-beach resupply, complementing broader amphibious capabilities while the Army and Marine Corps maintain allocations for specialized training and support missions.[3]International Operators
The LARC-V has seen adoption by several international military forces, primarily through transfers of U.S. surplus vehicles in the 1970s and 1980s, enabling amphibious logistics in diverse operational environments.[34] These acquisitions supported roles in resupply, training, and disaster response, though many fleets have since been reduced or phased out due to aging equipment and modernization efforts. Active operators maintain limited numbers, often supplemented by domestic modifications for specific terrains. In Argentina, the Marines acquired LARC-V vehicles in the late 1970s as part of U.S. military aid, utilizing them for amphibious operations including the 1982 Falklands conflict where they facilitated landings and cargo transport. Post-conflict, the fleet has remained in service for marine training and coastal logistics at bases like Puerto Belgrano, with ongoing maintenance to sustain operational readiness despite the vehicles' age.[35] Australia's Army integrated LARC-Vs into its inventory during the 1970s, employing them for logistics in peacekeeping missions, flood rescues, and Antarctic resupply operations under the Australian Antarctic Division. The fleet supports shore-to-shore transfers in remote areas; as of September 2025, they were used in soldier training exercises, though plans are underway to replace them with newer amphibious vehicles starting in 2026.[34][1][36] Germany's Bundeswehr operated LARC-Vs from the 1970s for amphibious training and logistics exercises, but the entire fleet was divested by the early 2000s as part of equipment rationalization, with no current active usage reported.[37] The Philippine Navy and Marine Corps received LARC-Vs through U.S. excess defense articles in the 1980s, using them for amphibious assaults and humanitarian aid in archipelagic operations. A 2024 rededication ceremony indicates continued relevance for training and reserve roles.[38] Portugal's Marines have maintained a small LARC-V fleet since acquiring them in the 1970s via U.S. transfers, deploying them for landing support and carrying equipment like inflatable boats during exercises. As of 2025, they remain in active service with the Unidade de Meios de Desembarque.[39][40] Singapore's Army continues to operate LARC-Vs, acquired in the 1970s and 1980s from U.S. sources, for resupply across water barriers and casualty evacuation in training scenarios. Additionally, civilian operators like Singapore Ducktours utilize modified ex-military units for tourist excursions, with service expected to continue until 2026 pending fleet renewals.[41]Specifications
General Characteristics
The LARC-V (Lighter, Amphibious Resupply, Cargo, 5-ton) is a wheeled amphibious vehicle primarily designed for over-the-shore logistics, featuring an aluminum hull for corrosion resistance and lightweight construction. Length: 35 ft (10.7 m); width: 10 ft (3.0 m); height: 10 ft 2 in (3.1 m).[13][16] Key baseline specifications include a net weight (with crew and fuel) of 19,000 lb (8,618 kg), and a maximum loaded mass of 30,000 lb (13,608 kg) when fully burdened.[3] This configuration supports a standard payload capacity of 5 short tons (10,000 lb or 4,536 kg) of cargo, enabling transport of supplies, equipment, or personnel across land and water.[3] The vehicle operates on diesel fuel, with a total capacity of 144 US gallons (545 L) distributed across two tanks to provide operational endurance for resupply missions.[13] Operationally, the LARC-V requires a crew of 2 personnel to manage propulsion, navigation, and loading tasks.[3] The open cargo area can accommodate up to 35 personnel including crew, facilitating troop movement or evacuation when needed, though it is optimized for freight rather than personnel transport.[3][16] As a dedicated logistics platform, the LARC-V carries no standard armament and is unarmed in its baseline configuration, emphasizing its role in support rather than combat operations.[3]| Characteristic | Specification |
|---|---|
| Net weight (crew & fuel) | 19,000 lb (8,618 kg) |
| Loaded mass (max) | 30,000 lb (13,608 kg) |
| Payload | 5 short tons (10,000 lb / 4,536 kg) |
| Fuel type/capacity | Diesel / 144 US gal (545 L) |
| Crew | 2 |
| Personnel (max) | 35 including crew |
| Armament | None (unarmed) |
Performance and Capacity
The LARC-V provided reliable mobility across land and water, with a maximum speed of 30 mph (48 km/h) on improved roads and 9.5 mph (15.3 km/h; 8.25 knots) in water under typical loads.[10][16] These capabilities enabled efficient transit from ship to shore or inland, balancing the demands of amphibious logistics without excessive power consumption from its diesel propulsion.[3] Endurance was a key strength, offering a range of 200 miles (320 km) on land with full fuel and approximately 60 nautical miles at sea when unloaded, though loaded water range typically reduced to around 40-60 nautical miles depending on conditions.[42][10] This allowed sustained operations in remote or contested areas, such as beachheads or riverine routes, where refueling points were limited.[16] In terms of capacity, the LARC-V handled a 10,000 lb (4,536 kg) payload of cargo or equivalent personnel—up to 35 troops including crew—while maintaining operational integrity across varied terrains like mud, sand, coral beaches, unimproved roads, and surf up to 10 feet.[10][16]References
- https://www.[globalsecurity.org](/page/GlobalSecurity.org)/military/systems/ship/larc.htm