LST-325, currently "home-ported" in Evansville, IN, has been added to the National Historic Register. :super:
http://www.indystar.com/article/2009...toric+register
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LST-325, currently "home-ported" in Evansville, IN, has been added to the National Historic Register. :super:
http://www.indystar.com/article/2009...toric+register
Here are some links:
USS LST-325 - Wikipedia, the free encyclopedia
(yeah, I know it's Wiki, but still . . .)
The USS LST Ship Memorial (USS LST 325)
http://www.lstmemorial.org/history/default.htm
I worked with a guy who was salilor on an LST. 325 was sailed back from Greece by a vollenteer group of original WW11 crewman of LST's. He boarded at New Orleans and came up the Miss. river on 325. LST's were given away by the US after the war, to various countries. This one was as close to original as they (LST Vets group) could find. They had a deal for one in China but it fell thru. Imagine all those old farts bringing it back across the Atlantic!
The Coast Guard was very, very displeased with them for doing that. :nono:Quote:
Originally Posted by Dave
Well, I don't think the coast guard has world wide authority and by the time they got back here "the deed was done"! I do remember reading that, tho.
A funny story about the building of these ships. They were built at several places, one was in Ill., a small town along what is now Rt. 80, west of Joliet, on the Ill. River. Chicago Bridge and Iron had the contract. (They build oil storage tanks for refineries, among other things). They put the ways (proper word?) at 90degree angle to river, two sets so they could work on 2 ships at once. So the ships were constructed parrallel with the river. Now the day came when they annouced the first one completed would be launched, in all the local papers. On the day hundreds of locals gathered on the river shore opposite the ship yard.
The ship came down the ways, side ways, and created a wave you could have surfed on. The people back stepping on the other side but not fast enough. Many were swept off their feet and all got muddy but no injuries. Needless to say, if any launch was watched again, it was from a more distant location!
If it's got a US flag hanging on it, is being driven by a Skipper with a US-issued license, or has a manifested cargo destined for a US port and/or owned by a US entity....then the US Coast Guard has jurisdiction ANYWHERE in the friggin' world!
The Cap of the LST knew he was risking his Ticket, but didn't really give a damn. What the Coasties had their panties most in a wad over was the age and lack of current sea experience in the crew, and that they were, IIRC, attempting to sail without a licensed Chief Engineer. The general fitness of a US-licensed crew is also the Coast Guard's responsibility.
Keep in mind....regardless of what you see on "Deadliest Catch", the Coasties are basically highly bureaucratized cops, not soldiers or sailors, and just LOVE sticking their noses into other peoples' business looking for revenue-generating "rule-breaking" that they can then write-up to justify their phony-baloney jobs...whether it makes a lick of sense or not!
Excellent news, thanks for that.Quote:
LST-325, currently "home-ported" in Evansville, IN, has been added to the National Historic Register. :super:
I had an uncle who served on LST-625.
And my Grandpa built/bought his boat! LST-625 was built at CB&I's Seneca, IL shipyard, and my Grandpa was the US Navy BuShips Acceptance Inspector there!Quote:
Originally Posted by Youngblood
I get down to the river a few times a year to visit the ole gal. The 325 was made in Philly. They built several here in Evansville though. Right now they are in a bit of a tough spot. The capt. that brought the ship back is in a ****ing match with the local volunteers. The local guys walked off after they got in a tiff. Hope they can work through the mess. Now there are two factions. The locals(mostly ex Navy) and the Board of directors that is made up of folks not local. They just had the hull "pinged" by the Coast Guard and it passed. Come on down and visit her during the National Military Vehicle Preservation Association's convention during Aug.
Hooser D, you going to make KC this fall?
My (deceased) father in law was a sailor on the LSM-100, was in the SoPac from '43 to '45. I got a few stories out of him.
As I understand it the "capt" was in the Navy and never made it past Lt. Junior Grade.
He has no papers and they need to hire a licensed pilot every time they leave the pier.
They need to dump that bunghole.
I could just imagine the stink if the Coast guyard had tried to prevent sht ship from returning. Can you just see the headline?
Government agency tries to stop famous ship from D Day returning to the U.S.!
The feces would bury the CG. ANd can you just see their appropriations from congress?
Well, John,Quote:
Originally Posted by John Kepler
There's more than one CG - it was put together from the lighthouse service, revenue marine and the lifesaving service, over the years. I served in two of the Coast Guards - I was a blue water sailor on 3 different high endurance cutters, and spent about ten months at Bodega Bay lifeboat station. The cuttermen are **sailors**, that's all you can say. I did some things I'm pretty proud of during my enlistment.
there's been a lot of "mission creep" over the last 30 years, what with the war on drugs, immigration cases, etc. and the lifesaving and support to navigation missions have sort of moved to the back burner. Also, I think a lot of obnoxious habits may be rubbing off from other federal agencies, now that CG is part of Homeland "Security."
I was proud, though, during Katrina. The only federal agency that responded in real time to the emergency was CG. Everyone else, FEMA, the states, whoever, was waiting for someone to tell them what to do. The east coast District Commanders and Officers of the Watch started moving planes and crews down as soon as things started looking serious.
When you get the call you have to go out. They used to say "You gotta go out. You don't have to come back, but you gotta go out."
jn
PS
I thought it was great what those veterans did with LST 325, and I doubt you could find a cutterman who would think otherwise!
Knob Creek wouldn't miss it. I have the same site at the KOA as always. Drop by for a beer.
Pat I agree with your take on the capt. I met him after the D-Day thing and he had the personality of a rock.
We're all prisoners of our own experience, and it's obvious that CG does great, dangerous work....everywhere but on the Great Lakes!Quote:
Originally Posted by jon_norstog
Q: How many CG assets responded to the "Mayday" call from the SS Arthur M. Anderson concerning the "disappearance" of the SS Edmund Fitzgerald on November 10, 1975?
A: None. All the CG did was make radio calls to other commercial vessels having their own problems with the storm to respond and give aid. They did, the CG didn't!
Q: When did the FIRST USCG personnel arrive at the scene of the sinking?
A: 12 hours AFTER the vessel sank...an over-flight by a C-130! The first CG VESSEL didn't arrive until 25 hours AFTER the sinking, claiming that the lake was "too rough" to get there any sooner! The far less capable and equipped Canadian Coast Guard beat the USCG to the scene by 13 hours from the same starting point (Sault Ste. Marie). Stout fellows those Canucks! Nothing rotary for another day....seems their only helos were in the body and fender shop for "routine maintenance" in November, historically the most treacherous month on the Lakes, and when they were most likely to be needed! The longest you can expect to find live crew in survival suits and covered inflatable life-rafts in November on Lake Superior is 12 hours...by the time the Coasties got there, all they were going to find were corpsickles.
Q: What was the distance from the nearest CG Station to the wreck site?
A: 45 miles (USCGS Sault Ste. Marie), and it took'um over a day to make the trip!
Little known factoid: Of the available aids to navigation maintained by the USCG on the night of the sinking (ancient WW II-era RDF), NONE were functional! The only functioning RDF station on Western Lake Superior that night was ONE on the Canadian side of the lake...it requires a minimum of 2 to be of any use...to my personal knowledge, the USCG RDF station on Whitefish Point hadn't worked for at least 2 years prior to the sinking of the Fitz. Tough to avoid shoal-water with no radar and no functioning aids to navigation.
FWIW. The USCG had LORAN chains all over the flippin' world in 1975 (Guam, Wake, Marcus Island, the entire Aleutian Chain), and had had both coasts and the Gulf covered by the mid-1960's. The USCG didn't install ANY LORAN on the Great Lakes until 1976, when after the Fitzgerald disaster and the subsequent Coast Guard whitewash of the foundering, the Lake Carriers Association threatened to install a private LORAN chain and sue the CG in Federal Court for nonfeasance and dereliction of responsibility for failing to provide adequate aids to commercial navigation per their mandate!
Sorry to offend and I apologize for that...but even after 34 years....it still rankles. I lost friends on the Fitz.
ANY officer commanding a ship is the 'Captain" and is called by that title, whatever his rank.Quote:
Originally Posted by P. Greaney
Hiring a pilot is a pretty standard practice as I understand matters.
Tommy
Being a "Captain" on a commercial vessel isn't just a title, it HAS to be backed up by multiple certifications and licenses issued by the USCG based on demonstrated competency via "real world" testing for the size and horsepower of the vessel. In the case of the LST, the "Captain" was a freshly-minted cap for that size/horsepower....up-graded from a small-craft charter boat license. Not exactly a major "confidence-builder"! It worked, he got the vessel back to the US without significant incident....but I can understand why even the bureaucrats were somewhat nervous....driving a 350' twin-screw steel ship isn't quite the same as pushing a 28' Bayliner!
Unless the vessel captain is also a licensed pilot for the specific waters the vessel is entering, then a Licensed Pilot is required by law.
Yep, and I hear you there! :thup:Quote:
Originally Posted by John Kepler
Tommy
Not meaning to hijack at all, but this story reminded me of how the CAF B-29 was saved from destruction.
Back in the early 70's a group of aging CAF pilots located one of the last remaining B-29s that had been abandoned in the desert for many years and they ferried it back to Harlingen, TX before the air force destroyed it.
They were able to procure just one from the US government and allowed to get it into condition to ferry it back to Texas. I doubt this would be able to happen today, but it remains the only flying B-29 in existence because they saved it.
Several years ago I talked to the pilot who flew it back and his tales from the adventure were 'interesting' to say the least.
He passed away from natural causes (old age) in his sleep this year.
below is a link to the story if anyone is interested.
B-29 "FIFI" History
https://www.milsurps.com/images/impo...dland036-1.jpg
Sir;Quote:
Originally Posted by M1Tommy
I joined the United States Navy in 1982.
I am still in the Navy.
I know who and what a Captain is.
Jornlin never made it to Lieutenant (O3).
A Lieutenant (O3) in the Navy and Coast Guard is the equivalent of a Captain (O3) in the Army, Marine Corps, and Air Force.
I meant to imply that he was probably an idiot, an incompetant, a bufoon, a cretin, mentally unstable, or any number of things that would render someone unsuitable to advance in Naval service.
Once commisioned an officer in the Navy, almost anyone can make O3 (Lieutenant). All you have to do is your job or just make sure you have a capable Chief to make your people do their work and make you appear you know what you are doing.
Jorlin did not acheive that.
There was something wrong.
To paraphrase an often quoted sentiment in the service:
I have spent more time on a Navy crapper than he spent in the Navy.
I feel compelled to add that most Naval officers who are qualified to stand OOD, Officer of the Deck at sea and that includes XO and CO aren't qualified to get their "papers" to do the same job on a commercial vessel.
We got to see Fifi actually flying some years ago at the Indy airshow. :super:Quote:
Originally Posted by cafdfw
At the time she was still in the paint scheme they had used for filming, I think, "The Right Stuff".
Sir, You joined the Navy 5 years before I did. You stayed in; my thanks for your service and dedication, particularly during the 90's.Quote:
Originally Posted by P. Greaney
I understand your points, and agree. I know a little about OOD duties, even though I never officially stood that watch, and how there are some real 'cases' out there. Then it is very possible he just rained on the wrong person's parade. Politics are strong, you know.
The ship's passage was survived, albeit not without incident, and shouldn't be repeated that way again... agreed!
Thanks for the reply.
Sincerely,
Tommy (TMT2 USN/USNR '87-93) :beerchug:
It's quite a sight seeing her flying.Quote:
Originally Posted by Quarks
Yes, 'FIFI' was in that movie wearing a Korean war era paint scheme.
It is a sight, it's a memory that will stay with me always.Quote:
Originally Posted by cafdfw
Takeoff of a B-29 is, to my eye anyway, kind of like the lift-off of a Saturn 5 rocket. So agonizingly slow, you're sure they've reached the end of the runway & are going to crash & burn. Then all of a sudden she's clawing her way skyward & you're standing there scolding yourself for doubting that it was ever going to happen.
Thanx for the trip down memory lane! :wave:
Quarks,
I hve a close friend who lives near me and he flew the FIFI on tour for five years. He told me that flying it was like slow motion too. All the huge control surfaces are operated with pulleys, cables, and brute strength.
He claimed that you don't really fly the B29 - You just 'will it' to where you want it to go and it eventually gets there.