I grew up by the lighthouse and Coast Guard station in Marquette, Michigan. Ever since I was six or seven, I watched what took place around the Coast Guard station and lighthouse. We could observe what took place from our dining room windows. The whole area eventually became our playground and I'm sure we became pests.
My fascination with the Coast Guard station continued as I grew. Whenever something happened around the station, I was there. Very little got by without me noticing it. I just stood and watched. I wanted to be a part ot it. When the distress bell rang, I was the first one at the boathouse. One chief told me he wished his crew were that prompt.
I learned early on about that big white lifeboat that filled almost half the boathouse. When launching for a drill or an emergency, three guys would climb aboard from the stair platform, the door would be opened by another guy and then another would remove the safety lock and release the line holding the boat rail cradle. When she rolled down and hit the water with a big splash, the engine was running and off they'd go. This took less than a minute. In a few minutes the boat would round the breakwall and hit the wild waves of Lake Superior. All you could see was the white boat appear and disappear with spray flying as it forged ahead to where it was going. A sight that can only be appreciated if you see it.
This action took place all over at all lifeboat stations time and again. The boat and crew were ready to go in a moments notice at all times no matter what. I'd watched this many times and in the fall of 1952 at the Portage Station I became a part of this familiar action. It ended when the last 36 was removed from service. But the picture remains fixed in the memory of all those who were a part of it. This is what the lifeboat stations were all about ... and they were good at it. It is now history, at least as far as this boat, crew and launching procedure goes.
As l grew older, l worked on the local fish boats doing anything they wanted me to do, painting and scraping the boats, repairing nets, cleaning fish, setting nets, or steering the boats. When I was fourteen I joined the Sea Scouts. Our boat was a 36-foot double-end former Stannard Rock lighthouse launch. In the Sea Scouts we had several Coast Guard Chiefs who took part in training us. We also had a former Coast Guard 26 foot motor surfboat that was from the Marquette station. Right after World War II the Marquette Coast Guard Station had a small crew, so the Sea Scouts helped on their boats during local boat races and other like activities. Those of us who grew up where we did became familiar early in life with the Coast Guard and lighthouse business.
When I graduated high school I sailed one season on a lake freighter, the Pittsburgh Steamer, Cornell. Then I joined the Coast Guard. My Sea Scout training helped me coast through boot camp. I went through engineman's school and then Aids to Navigation school. I figured this would get me a shore station or lighthouse duty. It did. After six months at the Portage Lifeboat Station, I spent almost three years at the Keweenaw Lower Entry Light Station. I was fortunate to have fulfilled so many dreams so early in my life. I'm now retired and live on the Keweenaw Peninsula on Lake Superior.
The stories you can read on this website are a selection of articles I have researched and written over the past twenty years, and the pictures I have taken or collected throughout my life. Some of my articles and pictures have appeared in newspapers, magazines, or other publications. Until recently I had rejected the idea by my wife and others to put them together in book form, but now that we have a website, I thought this would be a good way to get information out to future generations to let them know what it was like "back then."
The content of the articles have always been of great interest to me, and the real enjoyment was in the research. Maritime history is about real people, what they did, and what they had to put up with to help give us what we have today. Some became heroes. But most were just plain people, like you and me. They did whatever they had to do and in most cases it was just a job or occupation that was available at that time for them to make a living.
Researching to try and come close to what really took place is difficult. I've tried to reason to what is near correct to the best of what was available to me and therefore is my interpretation.
I'm dedicating this website to history and those who were a part of it. My grateful thanks goes to those who personally gave me information and/or old pictures. Without them this would not have been possible, nor would it have been very interesting. A very special thanks goes to my wife, Barb, who had to transcribe my writing, make corrections and spend endless hours on her computer laying out and formatting the content, then writing the html code. Without her, none of this would have been possible.
I've tried to put the content in simple, understandable language that is easy to grasp. I only hope that you will enjoy reading this and be enlightened half as much as I've enjoyed researching, writing and trying to picture what a little of past maritime history was about, and those who were a part of it.
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| Typical TR model 36-foot MLB |
The life boat, just by it's designation, was probably the most important boat on the water. It was a boat that saved lives. That was it's only purpose, as it was designed for that reason. They are carried on all large vessels to be used only in time of emergency. In the latter 1800s, it became the mainstay of the U.S. Life Saving Service, which became the U.S. Coast Guard in 1915. Their purpose was to go out and rescue survivors from boats and vessels in trouble, no matter what the weather conditions. These boats evolved from the most primitive oar and sail power boat to today's high speed, high technology motor life boat.
The life boat was created back in 1784 in England by a coach-builder named Lionel Lukin. He was obsessed by the fact that when a ship got in trouble out on the seas, the crew and passengers would take to the small boats carried aboard to escape the sinking or burning vessel, only to lose their lives in the small boat when it would overturn or sink in rough weather. He redesigned a 20-foot Norwegian yawl he obtained, by installing water-tight chambers filled with cork in the double-ended (pointed) bow and stern. He then installed a heavy cast iron keel to make it right itself if it would turn over in heavy seas. He then installed a deck inside with holes (scuppers) on the sides above the water line. This would make it self-bailing. He called it an "unimmersible" and named it The Experiment. His concept was successful and the true life boat was born.
His patent design concept was later stolen from him and he would not get credit as the creator of the life boat until after his death on February 16, 1834. His tombstone is so-inscribed, as a monument to the first link in the chain to today's motor life boats.
Besides being used as a life boat carried on larger vessels, a rescue boat on-shore to go out when a ship was in distress was also needed. The first American rescue life boat came on line in 1851. It was 30 feet in length, typically with air chambers, weighted keel, self-bailing, and self-righting. These were manned by volunteers who would function like today's volunteer fire department. As time went on, need increased and it was necessary to begin to maintain full time crews. The U.S. Life Saving Service was born.
In 1873, the first boat was ordered from England. It was the latest and best. 34 feet long with all the life boat amenities. It would require eight oarsmen and a coxswain (captain), have two removable masts, four sails, a jib, and centerboard. These hardy Surfmen (warriors of the surf) would go out and risk their own lives to save others.
Studies were ongoing for improving the life boat. In 1899 at the Marquette Life Saving Station on Lake Superior in Michigan, the first motorized life boat was born. A 34-foot life boat was brought in from a Life Saving Station in New Jersey, and, under the watchful eyes of Captain Henry Cleary and the Lake Shore Engine Company of Marquette, a 2-cylinder 12 horsepower Superior engine was installed. This proved successful and the process of equipping other life boats began.
By 1909 the engines were increased to 35 and 40 horsepower. 44 boats were now Motor Life Boats (MLBs). They would still have provisions for sails and rowing. Newer boats were soon being built (E Class) and the length was now 36 feet. After 1915 when the U.S. Life Saving Service became the U.S. Coast Guard, the new improved H Series MLB came on line. It now had an enclosed engine room amidships, but masts and sails were still stowed aboard for emergencies. It closely resembled the new TR model. The proven double-ended hull was typical of all the early life boats to handle trailing seas from the stern.
In 1937 reliable engines were now available, along with other improvements. The 36-foot TRS model came off the drawing board. It was 36'-10" long, 10'-9" wide, with a 2-ton lead keel (later to be of bronze). It was double-diagonal planked cypress with oak frames, and was powered by a 100 horsepower Sterling Petrel gas engine. Later models built of the same design were diesel powered. The first model hulls were covered below the waterline with copper sheeting for ice protection. Later models had sheet iron. It would require a three-man crew with room for 20 survivors, and it had a speed of 9 knots with a 200-mile radius. This TRS model 36-footer was the mainstay of the Coast Guard Life Boat Stations.
There were other boats utilized in the service, such as the pulling surf boats and later the motorized surf boats. These were less than 27 feet long and used for lighter duty and on stations that had to launch from the beach or be trailered a great distance to a wreck site. These were all discontinued during World War II.
Prior to WWII, a 38-foot all wood picket boat was introduced for harbor patrol. They were first powered by a Kermath gas engine and later by GM 6-71 diesels. They were fast (about 20 mph) with a speed hull not designed for heavy seas. They were later stationed at most all Life Boat Stations and became the boat of choice (even in rough seas) due to its speed over the slow 36 MLB. However it didn't perform well for this purpose. It was a patrol not rescue boat. By the early 1950s, the 38 was replaced by the 40-foot all steel twin GM 6-71 diesel-powered boat that was even faster, but still could not replace the old 36-footer in heavy seas. The 40-foot rescue boat was replaced in 1973 by the 41-foot utility aluminum hull boat. This was equipped for fire fighting and Search and Rescue (SAR) duty. This twin Cummings diesel powered boat has speed to 30 mph and is still in active duty today.
By 1963, a newly designed 44-foot all steel MLB with two diesel engines began replacing the aging 36 TRS MLB. The 44-footer was now the MLB of choice. It proved itself but still had the one and same problem of the past MLBs – that was speed. It had a maximum of about 14 knots. A new design was needed – one that was self-righting, unsinkable, able to withstand heavy seas, and yet be fast. In 1991 this new design was completed. The all aluminum 47 foot MLB prototype was launched for testing at the MLB School near the mouth of the Columbia River in the state of Washington. It was tested under the worst conditions, able to withstand waves to 20 feet high, and has a speed of 27 knots plus. Gradually the 44 foot MLB has been replaced by this 21st century 47 foot MLB with 105 proposed.
Many former Coast Guardsmen looked at these 36-foot boats with pride. It was the TRS series, the improved model of the 36-foot TR series. The TRS (updated) model was built from 1937 to 1956 with 138 built (numbers 36416 to 36554). The 36 TRS MLB was the mainstay of the Coast Guard Life Boat Stations throughout the United States. It was the boat of choice when any emergency arose – no matter how fierce the winds or waves would be. The life savers knew when they went out, this boat would bring them back. It was self-righting, self-bailing, and unsinkable. The pilot (coxswain) location aft gave good vision for rescue operations and also a better ride in rough seas. Its large power propeller and big rudder allowed quick response and control during tight rescues. The controls were handy and simple. On the down side, besides being relatively slow, the engine exhaust ports were outside below the rear pilot station well. This was noisy and at times exhaust fumes filtered in. It could take almost anything Mother Nature could throw at it. The crewmen would take a beating, but they had the security of this boat. History has recorded countless stories of valiant rescues performed, lives saved that surely would have been lost if not for this boat and its crew. The last of these boats to be retired was No. 36535 in 1987, and it was put on display at the Mariner's Museum at Newport News, Virginia.
All things being said, it is doubtful that even with these ultra-modern MLBs that none will be remembered or have the notoriety that was obtained by the old 36 foot TRS MLB. It was a different time, under different conditions, but thousands of people owe their lives to this boat and their gallant crews. These old woodies out-performed what the designers had planned for them. None were lost to Mother Nature's fury and it will probably go down in history as the most heroic of all MLBs. When they went out – they came back.
There are a number of these old 36-footers being preserved, scattered around coastal communities as reminders to the people of the future of what a great boat it was.
 Early 34-foot sail/oar powered lifeboat |
 34-Foot oar-powered lifeboat during drill at the Marquette, Michigan station. circa 1890s. Note 26-foot surf boat on left. |
 Type H 36-foot MLB at Eagle Harbor Station, Michigan, circa 1913 |
 36-Foot MLB, Type E, at Mackinac Island, Michigan, circa 1921 |
 Boathouse at Hammond Bay Coast Guard Station in Lake Huron, 36 foot (H series) Lifeboat and Crew, circa 1930s |
 Captain Tucker and crew on Type H 36-foot MLB at Eagle Harbor Life Saving Station in Michigan. Circa 1913 |
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| Bois Blanc Island, Lake Huron, MLB Type H 36 foot lifeboat being burned after being wrecked, circa 1939 | |
 Painting of typical type TRS 36-foot MLB in action |
 MLB No. 36521, breaking ice in front of Mackinac Island Station, circa 1960 |
 MLB No. 36482, at the Marquette Station, Michigan, circa 1958 |
 MLB No. 36528 preserved at Munising, Michigan by Park Service. Served at Grand Marais Station in Michigan |
 Pilot control station of MLB No. 36528 at Munising, Michigan |
 MLB No. 36527, preserved at Duluth, Minnesota, circa 1981 |
 MLB No. 36470, at Duluth, Minnesota (prior to being moved to Eagle Harbor, Michigan), circa 1981 |
 MLB No. 36470 at Eagle Harbor after being acquired from Duluth, by the Keweenaw County Historical Society |
 MLB No. 36522, preserved at Superior, Wisconsin Update: According to Jeff Shook of the Michigan Lighthouse Conservancy, 36522 was shipped to Virginia 11-19-04 to the Eastern Shore of Virginia Barrier Islands Center |
 MLB No. 36504, preserved at Michigan Maritime Museum in South Haven, Michigan |
 MLB No. 36392 TR model on right, preserved at Marquette Maritime Museum, Michigan. No. 40552 on left. |
 MLB No. 36495 preserved at Cape Disappointment MLB School, Ilwaco, Washington |
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| MLB No. 36429 preserved at Sault Saint Marie, Michigan | |
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A 36 foot Coast Guard Motor Life Boat at the former Sleeping Bear Dunes Coast Guard Station in Lower Michigan near Glen Haven. It is now a museum operated by the Michigan State Park system. This former rescue boat is being restored. The boat number and history is presently unknown. | |
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In keeping with my mission of preserving the history of the greatest MLBs in the Coast Guard, I've chosen CG-36498. With informational help of the Port Orford, Oregon Historical Society, this article was made possible.
CG-36498 was built at Curtis Bay, Maryland (as all 36s were) in 1946 for $23,133, and first assigned to the Port Orford Lifeboat Station. She remained there until the station was closed in 1970. From there it was transferred to the Bandon, Oregon Coast Guard Station for several years, and moved on to Umpqua River, Oregon Coast Guard Station where she served with distinction until taken out of service in 1979.
It was moved to the Coos Bay, Oregon Station and removed from the water for the last time in 1981. Like most 36s removed from service, they are left to the elements or destroyed. It remained at Coos Bay until 1989 and moved to the Bandon Station. In 2000, it came home to Port Orford in pretty sad shape according to emails from Rick Francona. Restoration of CG-36498 is on-going to preserve a piece of Coast Guard history of boats that served with distinction. Click here for more on the Port Orford Life Boat Station and boats.
I recall my first rescue mission on a 36-footer. It was the fall of 1952. I had been at the Portage Station about 2 months. A phone call came in that a commercial fish boat was several hours overdue coming in off Eagle Harbor.
We launched the 36 MLB (36456) and departed.
The veteran chief was at the helm, a seaman with several missions under his belt and I as engineman 3rd class as engineer on my first mission. It was about 1:30 PM, a north wind of 20 to 25 mph with seas running 3 to 5 feet. The 36 could take this with ease.
We proceeded northeast toward Eagle Harbor at about 800 rpms (8 mph) as this was the best speed for the 36 under these conditions. This was the location that the commercial fish boat was supposed to be working. We traveled about a half mile off the rocky shore in case the overdue boat had gone ashore. We observed in all directions for any sign.
Everything was going well, the reliable Sterling Petrol engine was purring like a contented cat in the engine room and we were making good time with clear vision. The type TR 36456 was about 18 years old, well used but in top condition. All white with varnished gunnels and lots of polished brass. What a beauty of a boat and I was proud as a peacock to be aboard.
The seaman was in the forward well deck and I and the Chief in the after pilot well. The Chief at the helm was cool and calm. His every move had a purpose as he worked the steering wheel to take each wave. I asked him what the procedure would be when we get to the missing boat. He calmly said first we must find it and what condition it's in. What we do then will be determined by all the conditions at the scene. There is no preset procedure we will do whatever has to be done. We had plenty of tow and throw lines, a portable pump, fire extinguishers and extra life jackets aboard. I listened intently to the chief with more questions. He was well seasoned with over 18 years of experience, mostly on the 36 MLBs. I was getting the best of training and information.
About three hours out we received a radio transmission from the Eagle Harbor Light Station that the missing fish boat had engine problems and limped into a private dock at Eagle Harbor. Our mission was over, the Chief smiled as he turned the wheel hard left and turned around. He said, "These are the type of missions I like, uneventful and everything's OK. Let's head for the barn." He called the seaman back and said, "You're striking for boatswain mate, so take the wheel and get us home." A wise and thoughtful chief.
We arrived at the station dock, tied up the 36 and turned it over to the waiting crew. They refueled it, checked it all over and winched it back into the boathouse ready for another mission. We went to the station day room where the cook had hot coffee and sandwiches waiting for us. We talked about what took place as was always done. But afterwards I thought to myself, this was an uneventful mission with no excitement that turned out, one might say, perfectly. But to me I got an education of how cool and calm a boat coxswain should act and he told me things I will never forget on how a rescue mission should be conducted. I was a wiser person and had my first mission now behind me.
The last of the 36-foot MLB was launched in August 1956 as 36554. This was the end of an era of 36-footers, being replaced by the 44-foot steel twin screw MLB. The era began in 1907 with the first launched. Improvements and changes continued through the Type E, Type H, Type T, Type TR and finally the TRS that came on-line in 1937. The type TRS was very similar to the Type T with not many visible changes. The main thing visible was a cowl in place of the TR and TRS windshield and that it had a reserve mast and sail rigging as standard equipment (a carryover from earlier motor life boats) secured in the center, forward to the cabin. It's inconceivable that these sails were needed or ever used while in service. However they did remain as standard equipment on the Type T MLB.
All T, TR and TRS boats were launched with a 6 cylinder Sterling Petrel gas engine of 90 HP. In later years, many TRS types were re-engined with 4 cylinder diesel engines, mainly the GM 4-71 to continue their service. Maximum speed was 9 knots at 1000 RPMs and it had a cruising range of 280 miles at 800 RPMs. A standard crew of 3 could rescue 30 persons. The basic hull design and construction was superb and never changed. It was strong and could take most any sea and pounding, however it limited its speed.
During their history it has proved beyond expectation their ability. It is the longest of any hull design to remain active in Coast Guard history and in my opinion is the best. Many of the Type T boats continued in use well into the 1940s and TR types well into the early 1960s and early 1970s. The last of the TRS 36-footers was retired in 1987 and was 36535. The 5 digit numbering started with 36479. Prior to that, they were 4 digit, but after 1941 were renumbered to 5 digit showing the length as the first 2 numbers, which became standard on all Coast Guard boats. Type T boats were built by various boat builders. All TR and TRS boats were built at the Coast Guard Yard in Curtis Bay, Maryland.
Numbers Built Type Quantity Years Average Cost T 41 1929 to 1931 $15,250 TR 69 1931 to 1937 $15,700 TRS 108 1937 to 1956 $18,900 No data is available on the E and H series 36-footers.
| About the Author | Motor Life Boat | The Argo | The 36500 | The 40300 | The 36454 |
| The Bull | The End of the 36482 | Other Coast Guard Rescue Boats | Converted Coast Guard Boats |
| Steinbrenner Rescue Mission | Pulling Surf Boat Drill | Other Links |
CG-36554
The Last 36 Foot MLB (Woody) To Be Built
On August 7, 1956, history was made or ended at Curtis Bay, Maryland Coast Guard Base where all the 36-foot MLBs were built. A total of 218 Types T, TR, TRS were built starting in 1929. Number CG-3389 was the first T Type built when they were using 4-digit boat numbers. The last to roll out the door on August 7, 1956, was CG-36554 destined to the Pacific Northwest coast where the most constant and wildest storms and seas exist in the United States.
Many reasons persist as to why this was to be the last. The hull design originated in England in the 1880s with sail and oar power and they were 34 feet long. The USLSS adapted the hull design and through the years improved and modified the boat, and motorized it in 1899 at the Marquette, Michigan Life Saving station. Improvements continued, but the basic double end-hull design remained through the E and H Types and eventually the T Types that would remain until 1956. There was a reason ... they couldn't improve it's ability in the wildest of seas. Another reason was that good straight grained white oak and cypress was very scarce. But times and technology change. Steel and fiberglass, design change, and speed was becoming the norm.
The 44-foot steel MLB was being designed as the MLB of the future. The 36 wood design served outstandingly for over 95 years ... longer than any other Coast Guard rescue life boat. In 1967, the first of 109 twin-screw diesel 44-footer came out as CG-44200. 105 for the US Coast Guard and 4 for foreign countries, mainly England. The last 44 was built in 1972, slowly replacing the old reliable 36-footer. Was this a good replacement? The speed was increased by about 4 knots, but only those who used them can answer that question.
In 1990 a new design was on the drawing board ... the 47-footer which is now replacing the 44-footer, 27 years after it replaced the 36. The 47-foot MLB is a high-tech computer controlled and expensive aluminum boat with speeds to 30 knots. How well that MLB design lasts ... only time will tell. Remember high speed is no good when seas are running 15 feet or more. All things being considered and said, the old reliable 36-foot woody will be hard to replace in the hearts and minds of the crews who manned them.
In 1987, CG-36535 was the last 36-footer removed from active service. CG-36554 was the last built and is preserved at the Westport, Washington Coast Guard station, as a memorial to the last of the greatest MLBs. No other Coast Guard boat is in more demand by museums and historical societies. There must be a reason.
CG-36454, CG-25326, and CG-44363
Click this link. It will take you to some very interesting stories about some Coast Guard boats. Many thanks to Tom Dye for furnishing the pictures of the Get Away (formerly CG-36454), CG-44363 and CG-44393, CG-25326 and much of the information that made these articles possible. He's a great guy, devoted to boats, the sea and the rescue business. To write to Tom Dye by email, contact him here.
MLB CG-36535
Showing the capabilities of the 36-foot MLB
busting through the surf near shore, circa 1982.
This was the last 36-footer to be taken
out of service by the Coast Guard.
Thanks to Fred's Place for this photo.
MLB CG-36217
Preserved at Grand Haven, Michigan ... Coast Guard City, USA
The 38-Foot Picket Boat
Another boat familiar to the Lifeboat Stations from the 1930s to the 1950s was the 38-foot wood picket boat. 538 were built from 1931 to 1943. 68 were built prior to WWII and were mostly used on coastal water and ports as a patrol boat with an average cost of $7,250 plus the cost of the engine. All picket boats were launched with a 6 cylinder gas engine. Prior to WWII they were Hall Scott Invaders or Sterling Viking 6 cylinder gas engines. The rest were powered by 225 HP Kermath gas engines with an average cost of $10,000. Many were re-engined with GM 6-71 diesel engines to prolong their life and increase the speed from 20 to 26 MPH.
A fleet of 38-footers at the beginning of WWII
painted the grey war-time colors
They were designed as a police and patrol boat with some having fire fighting capabilities. During WWII it was a primary port security boat with accommodations for eating and sleeping in the after cabin. Its basic crew was 3 and was used on all coasts and the Great Lakes. Not designed as a sea boat, they were used for rescues in many cases due to its speed over the slow 36-foot MLB. All boats had a 4 digit number until the later war years, when 5 digit numbers were assigned, with length being the first two digits. All Coast Guard boats became numbered this way. During WWII they were painted grey but at war's ending they were repainted white and used at virtually all lifeboat stations as a companion boat to the 36-foot MLB. In the early 1950s they were phased out and replaced by the 40-foot steel, twin screw, diesel utility boat.
Most government boats and ships are designed for a specific purpose and use. Trying to use them as is for most any other purpose doesn't work very well. Coast Guard vessels are no exception. In recent years most new ones are designed for multi-purpose uses. In past years as Coast Guard boats became obsolete for any reason, they were disposed of by either being destroyed, given to another government agency, or being captured by a museum for preservation if it was somewhat unique. In some cases a private individual has been able to purchase one. For use by an individual doesn't work well as they just aren't suitable for private use. Well not in all cases. Recently I received an email from Daniel Luttgens of Linden, New Jersey, who, by seeing my website, sent a picture and information on his Model 36-TR former Coast Guard motor life boat.
Dan is a former Navy Quartermaster who purchased it in 1980 from another private citizen, who had lived on board and made numerous trips on it from New Jersey to winter in Florida. The boat was re-engined in the early 1960s from a Kermath 6 cylinder gas to the present GM 4-71 diesel. When he purchased it, he virtually stripped her down and rebuilt it to what it is today. It took him four years to complete. The history of the boat has been lost, but its service was surely somewhere along the central eastern sea lanes. What little information and one name plate that Dan has, states that it was built in 1938. Dan lives in New Jersey and moors it at Staten Island. He says the hull is as strong today as the day she was built.
He has modified everything aft of the front cabin to make it fully suitable for a pleasure boat. As you can see by the picture, the forward well is enclosed and part of the front cabin. The engine room cabin has been removed and a pilot house built above at deck level. The aft cabin has also been removed giving a large open well deck. An excellent job of modifying has taken place here and it is well maintained.
Dan states that this boat has served him well, and he just loves to take her out after a hurricane or big storm to ride the big waves remaining. Anyone who has ridden a 36 knows just what he means. So you can modify these old government boats to private use and still retain most of the integrity. Dan has done this and now has himself one great boat. I usually don't like to see them modified (and I have seen a number of other types of boats that have been poorly modified), but this one is an exception.
In my opinion, this was the most impressive and reliable small rescue boat in Coast Guard history. Starting with the oar-powered 34-footer through the E and H class 36s to the infamous TRS series 36-footers. I would like everyone to know how great they were and how many are still around, no matter what their present condition.
 Rear view of pilot house |
 Inside of pilot house with original wheel |
 Stern view showing set of wings on rudder post. Reduces squatting and increases speed from 9 to 10 knots. |
 Riding the ocean waves |
 Inside where aft cabin once was. Note the 1-3/4-inch square ribs showing the strength of the boat's hull. |
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In 1938 the Coast Guard was looking to improve the TRS 36-foot wood life boat. The high grade straight grained oak was getting difficult to locate. The Coast Guard yard at Curtis Bay, Maryland, began design work on this new all-steel 40-foot life boat.
It varied from the traditional model by having a slightly squared stern and a mid-ship pilot station. Launched as CG-5357 in July 1940, it was fully enclosed except for an open-well center pilot station with partial collapsible canvas cover. It was powered by the standard life boat engine of 120 horsepower, six-cylinder Sterling Petrel gas engine in the aft cabin. It served up and down the East Coast at various stations to evaluate the good and bad aspects of the boat for three years.
In August 1943, she was shipped to the Plum Island Life Boat Station at Door County, Wisconsin, where they had severe ice conditions. It was now numbered 40300. This boat outperformed the 36-foot woody in ice and other conditions. Its speed was 10 knots, just slightly more than the 9 knots of the 36-footer.
It was the boat of choice there and got rave reviews by many who used it. However some didn't like the center pilot station which obscured rescue vision, and claimed the ride was "strange." Others weren't ready to accept the steel construction. They preferred wood. It was re-powered with a GM 4-71 diesel engine in 1951 and an enclosed pilot house was added. Due to WWII and the demand of war-time boats and ships, this design was not continued. After WWII, design work began for the 44-foot twin diesel MLB. CG-40300 (formerly CG-5357) became a one-of-a-kind, even though 86 of the proven TRS 36 MLBs were built after it, until 1956 when the last was built. 40300 was the link between the 36- and 44-footer.
In 1979, after 39 years of service it was taken out of service, much longer service than any 36. Its career consisted of three years of sea trials at various stations on the East Coast, 33 years at Plum Island and three years at the Escanaba, Michigan Aids to Navigation Station.
In 1983 it was transferred through the GSA to the Eastern Upper Michigan Transportation Service at Sault Ste. Marie, Michigan, and used as a utility boat and for ice breaking. Even after 39 years of excellent service, it was in exceptionally good condition. At last word it is now out of service and on display in that area.
A recent email from Herb Blue has given me an update on 40300 along with a few pictures. For the past many years it has been owned and used by the Eastern Upper Peninsula Transportation Authority (EUPTA) as a backup to the Neebish Island Ferry to cross the St. Mary's River at the Soo (Michigan) Island when the ice gets bad, etc. At present it is out of the water, on a trailer, and I'm told is for sale and looking for a new home.
This next photo is showing her busting her way through heavy ice during her days while serving at the Plum Island Coast Guard Lifeboat Station off Door County, Wisconsin.
Parked at the Neebish Island ferry dock on the island side.
The amazing thing about this boat is that it is now 63 years old, has served well and taken a lot of rough service and is still going strong. There is a lot of life left in this one-of-a-kind MLB.
When launched in 1940 it was a prototype steel MLB to replace the 36 MLB woodies. WWII prevented it going into production. Maybe the Coast Guard missed the boat (so to speak) on doing so. However the 36-foot TRS MLBs continued to make history and do a great job until discontinued and replaced by the 44-foot twin screw steel MLBs.
Herb Blue emailed me that he visited Neebish Island and found out the former 40300 has a new owner and a new name, Picket Bay, and a new white paint job. It's new home port will be Menonimee, Michigan near the home waters she spent most of her Coast Guard career. The new owner is sprucing her up and getting her ready for the trip to her new home. The boat is 64 years old, but has many years of life ahead. It's good to hear that this one-of-a-kind old Coast Guard motor life boat is in good hands. It's a great boat with a great and proud history.
Even though this website is devoted to the life boats of the Life Saving Service and Coast Guard, I couldn't help writing about one type of Coast Guard ship, the 180 foot buoy tender known as the Black Hulls.
My personal opinion is the 36 foot motor life boat was the greatest of all the motor life boats. It's also my opinion that the 180 foot buoy tender was the greatest of all Coast Guard ships. I'm going to start this article with the recent decommissioning of the CGC WLB 404 and follow with a little history of this great ship. Most Coasties, at one time or another (including this writer), served on one of the thirty nine that were built.
On May 27, 2004, the 180-foot buoy tender Sundew was decommissioned in Duluth, Minnesota and transferred to the Duluth Entertainment and Convention Authority as a permanent static display, the only one open to the public of this type of Coast Guard vessel.
The Sundew was the 36th of 39 of these 180-foot buoy tenders built. It was commissioned on August 11, 1944 by the Marine Iron and Shipbuilding Corp. of Duluth, Minnesota. All were painted wartime gray for WWII. After the war they were painted black and white and became known as the "Black Hulls."
All the 180s were the workhorse of the Coast Guard, doing duty of every known type, far surpassing what the designers ever dreamed possible in every theater that the Coast Guard serves. In 1977 and 1978, the Sundew was refitted at Curtis Bay, Maryland Coast Guard Yard and also had a more powerful power train (almost twice of the originals), making it the most powerful of all the 180s.
There are only a very few of these remaining in service and soon will all be replaced by the new 225 foot Juniper Class high technology buoy tenders. The Sundew will be replaced by the USCGC Alder in late August/early September 2004, now being outfitted and going through sea trials. The 180s served since 1942, over 60 years, longer than any other Coast Guard ship. The new 225s will have a challenge to compete or even match what the 180s have done. They have an unbelieveable history of doing the almost impossible.
USCGC Alder WLB 216 The most memorable and almost disastrous mission the Sundew participated in took place on November 18, 1958 on Lake Michigan during one of the wildest storms seen on the lake. The lake freighter Carl D. Bradley broke in half and sank. The Sundew, with a partial crew, departed Charlevoix, Michigan on what would be the wildest mission with seas so great that the Sundew, numerous times, almost rolled over and sank. The crew could do nothing but hang on, pray and put their lives in the hands of God and the skill of the ship's captain, Harold Muth, at the helm. They did miraculously reach the scene of the Bradley sinking and did recover the only two survivors and numerous bodies.
The last of the 225s, Alder will replace the Sundew to serve on Lake Superior
in August or September 2004 at Duluth, Minnesota
The 180 Foot Coast Guard Buoy Tender
When the Coast Guard took over the responsibilities of the U.S. Lighthouse Service (USLHS) in 1939, they also inherited a small fleet of mostly old lighthouse and buoy tenders. Integrating these two services wasn't easy. They each had their own rules and regulations, so the process was slow, but would eventually be run the Coast Guard way. Most of the lighthouse tender officers were taken into the Coast Guard along with many of the crew. They were needed badly to teach the Coast Guard the lighthouse and buoy tending business.
The USLHS had a new tender on the drawing board. The Coast Guard looked at these and were impressed. They incorporated their ideas, added their own, and the design was finalized by the Marine Iron & Shipbuilding Corporation (MI&SC) of Duluth, Minnesota. The 180-foot tender was born.
This vessel not only had to service lighthouses and buoys but also had to have search and rescue (SAR), ice breaking, fire fighting and law enforcement capabilities. World War II having started, some would be used where enemy contact was possible. This vessel, 180 feet long, 37 foot beam, 14 foot maximum draft, was powered by two 550 HP Cooper-Bessemer diesels connected to two Westinghouse generators that powered an electric motor driving a single propeller - very unique for its time, with a maximum speed of almost 12 knots and a cruising radius of 12,000 to 27,000 miles depending on speed. All have a 20-ton electric hoist boom. The complement was 6 officers and 47 crewmen. This would vary over the years.
The keel was laid for the first vessel on March 31, 1941 by MI&SC. The Cactus (WLB270), first to be launched, was assigned to station Boston, Massachusetts. 13 vessels were contracted at this time (A-Class), six to be built by MI&SC and seven by the Zenith Dredge Company (ZDC) also of Duluth. The vessel numbers were the keel numbers as they were built. The second contract (B-Class) for six had improvements and increased speed and total horsepower to 1200 (1942-43). The third contract (C-Class) for 20 (1943-44) again had improvements and increased speed to 13.5 knots. In all, 39 180-foot tenders were built; 38 in Duluth (15 by MI&SC and 23 by ZDC), and one vessel, the Ironwood (WLB297) was built by the Coast Guard Yard in Curtis Bay, Maryland.
The basic vessel cost varied from $782,000 to $1,390,000 not including outfitting. All vessels were outfitted at Coast Guard Yard Curtis Bay before assignment. Those assigned ocean duty also had armament for possible enemy contact.
Over the years, all have received renovation and upgrading depending on assignment location. Bow thrusters were added where needed. Many had duty all over - the Pacific, Atlantic, Philippines, Alaska, Hawaii and Caribbean - wherever needed. The 180-footer turned out to be the most versatile Coast Guard vessel built, called upon in every area of need imaginable. Their log books would read unbelievably at times and would herald a history the Coast Guard can be proud of - an extremely seaworthy workhorse that performed beyond the expectations of their designers. Of course the Coast Guard is known for doing this type of thing, as they are called upon to do the impossible at a moments' notice.
All 180s were initially painted wartime gray. After World War II, they took on the black and white. The Iris (WLB395), station Galveston, Texas, was painted all white for a time. The Evergreen (WLB295) was converted in 1963 to an oceanographic research vessel and also painted white. In 1982 it became a medium endurance cutter, hardly resembling her sister ships.
In June of 1995, the first of 16 buoy tenders of the 21st century was launched at Marinette, Wisconsin by Marinette Marine Corporation. The Coast Guard Cutter Juniper No. 201 is 225 feet long and looks similar to the 180 from a distance, and will in time be its replacement. This new tender will be loaded with all the latest electronics and advancements in technology. It will be the most versatile vessel the Coast Guard has with a mission of multi-use and with a much smaller crew.
Following in its wake is the 175-foot keeper class coastal buoy tenders, the Ida Lewis No. 501, launched in October 1995 at the same Marinette Wisconsin ship yard. These two types of 21st century buoy tenders will be the workhorses of the Coast Guard. As this fleet grows, the old 180s will be retired after more than 60 years of service, called upon to do the impossible and having surpassed the duty-call that it was designed to do.
These new vessels and others in the Coast Guard make it possible for all other ships and boats to function safely on the waters by tending navigational aids, containing oil spills, breaking ice, law enforcement, fire fighting, and coming to the rescue of those in trouble - truly the most valuable and needed vessels afloat. The Coast Guard motto Semper Paratus (Always Ready) has rung true. When duty calls, they have to go out.
Following are the names and hull numbers of all the 180 foot buoy tenders. Only a few remain in service and are soon to be replaced. When launched, they were WAGL.
180 foot Buoy Tender Acacia
Acacia W406 at Portage Entry, circa 1990s
Still in service at this writing
Back in 1925 the U.S. Coast Guard authorized the construction of supply boat No. 2613 for service at the Coast Guard Station at Plum Island, Wisconsin, in Port Des Morts Passage between Green Bay and Lake Michigan. This 36 x 11 x 5 foot boat fitted with snug cabin and dependable 30-36 H.P. Kahlenberg Diesel, soon was dubbed "the Bull" by the men who used her for long duty trips in severe storms and through ice in the winter because she was always ready to fight her way wherever duty called, winter or summer.
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In addition to MLB Number 36482, being destroyed at the Marquette Station, MLB Numbers 36456 and 36505 were also intentionally burned at the Portage Station in the 1960s. It was a loss suffered by so many 36s, even though they were still good, serviceable boats. What a shame they weren't preserved in museums for the people of the future.
I received an email and some pictures from MK3 Dustin Lawrey of the Depoe Bay, Oregon Coast Guard station of the 30 foot SRB (Surf Rescue Boat). It peaked my curiosity as I knew nothing about this boat other than seeing one at the Cape D MLB school in 1992. I decided to dig in and inquire about this boat.
According to the Coast Guard published "U.S. Coast Guard Cutters and Crafts, 1946-1990," only 20 of them were built starting in 1979 with CG-30201 and ending in the latter 1980s with CG-30220. It was designed for close-in rescue under moderate to heavy sea and surf conditions. This boat was designed and built at Curtis Bay, Maryland to satisfy the demand of small boat pleasure and fishing boats that get caught in the surf. It was a fast boat (31 knots), powered by an 8V-71 GM Diesel to get in and out quickly. It was also self-righting and self-bailing.
The hull design and coxswain's flat in the aft for a better ride leads me to call her the little sister to the infamous 36-foot MLB. It could get to the rescue scene quickly with its speed. From the chine down, it was solid glass reinforced plastic. Above the chine, it was form core reinforced plastic. It was a fantastic quick response surfboat from what I've discovered.
UPDATE
In requesting more information from former and present Coasties, new information and pictures have been forwarded to me by MK3 Dustin Lawrey, stationed at the Depoe Bay Station and retired BMCS Tom Dye.
First, another of these series of 30-foot SRBs were built on the west coast by the Willard Company of Fountain Valley, California, numbering 30600 and up. How many, I don't really know. More information is needed. According to Dustin, the CG-30607 is the last of this type boat remaining in active service. It is in excellent condition and was re-engined in June of 2002 with a 6V-92 TA GM engine from CG-30618 of Yaquina Bay Coast Guard Station that was removed from service. The new 47-foot MLB is powered by two of these engines. What puzzles me and many other Coasties is why this boat is being eliminated with only one left. From all the information I've received, this was and is a fantastic boat that has the speed, power and seaworthiness to get to the scene in close-to-shore in heavy seas and shallow water make a rescue and tow much larger boats (to 40 feet) to safety. No other boat left in the Coast Guard service, including the 44-footer and 47-footer have this flexibility. Weather-wise and sea conditions haven't changed and the need still exists. What don't we know? The 30-foot SRB has gotten nothing but praise, especially since the old reliable 36-foot MLBs have been removed from service.
What's a little scary is that the Depoe Bay MLB Station was the home port of CG-36535 which was the last 36-foot MLB to be removed from service in 1987, shortly after being inspected and evaluated that it had a good 10 years more of service left in her. Could the same thing happen to CG-30607? As I've said, there's nothing left for close-in surf rescue. Just who are making these decisions?
These boats were primarily used in the northwest coastal stations or other areas with the need for heavy surf rescue needs. The only addition I would have suggested would have been to add a spray shield and canopy to protect the crew on the coxswain flat. Tom Dye stated you better be hanging on when you hit full throttle or it would knock you over the stern.
I would welcome more comments on this boat from any present or past Coasties with experience on the boat.
Following are pictures of 30-foot SRB in action and what it looks like inside and out...
CG-30607 SRB Ready To Go
CG-30607 SRB Ready To Go
Coxswain's Area
Forward Compartment
Aft Compartment
Engine Looking Forward
Engine Looking Aft
Depoe Bay MLB Station
The Hole in the Wall Station
The Depoe Bay Cost Guard MLB Station is located in the 13th District in the state of Oregon between the Yaqunia Bay and Suislaw River MLB Stations.
It has been nicknamed the Hole in the Wall Station because the entrance is virtually indistinguishable until you're practically in front of the entrance, which is 42 feet wide and 300 feet long, due to the large rocky wall shoreline. It is narrow with concrete breakwalls as it enters the small bay, 500 feet wide and 1,000 feet wide under a large bridge for Highway 101.
When going to and entring Depoe Bay, you better know where you're going and where the entrance is located. And once you start, you better keep going, especially when a sea is running, which is much of the time. When leaving, you have to power up, so coxswains must be experienced. It is a valuable rescue station with a talented crew for the many missions it's called upon to respond.
CG-30607 SRB at Depoe Bay,
looking out to the hole
The SRB entering
the hole behind a 44-footer
The Hole
 25 foot Coast Guard Lighthouse launch used throughout the Great Lakes |
 This was our 25-footer in the old boathouse at the Keweenaw Lower Entry Light Station |
 38-Foot Picket Boat and 25-Foot Lighthouse Launch. Marquette Coast Guard Station, circa 1948 |
 38-Foot Coast Guard Picket Boat, May 29, 1945 disaster. Marquette Station. This is what happens when the rope gets tangled in the prop. Total loss of two boats. |
 No. 40552, Marquette, Michigan, circa 1956 |
 No. 40552, at the time of being taken out of service. Now at the Marquette Maritime Museum in Michigan. Circa 1986 |
 30-Foot Former Coast Guard Utility Boat. A smaller version of the 40-footer. Detour, Michigan, circa 1989 |
 30-Foot Steel Coast Guard Utility Boat |
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| No. 52314, 52-Foot Steel Motor Life Boat, Triumph II, at Cape Disappointment, Washington. In service. Circa 1991 | |
 No. 40586 |
 No. 40560 |
| Two preserved 40-foot Coast Guard Boats | |
 22-Foot Coast Guard Boston Whaler, Ludington Coast Guard Station, Michigan. Circa 1990 |
 41-Footers, Sturgeon Bay, Wisconsin. In service. Circa 1987 |
 Pilot Station on 40-Footer |
 Pilot Station on 44-Foot MLB |
 No. 44374, 44-Foot Steel MLB, formerly stationed at Portage Station, Michigan |
 30-Foot Coast Guard Rescue Boat at Marquette. In service. Circa 2001 |
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No. 47200, 47-Foot Prototype, MLB School at Cape Disappointment, Washington. In service. Circa 1991 |  |
Old Coast Guard boats sometimes convert well into the private sector once they have served their time. So many are melted down or scrapped as they were designed for a specific use and not workable elsewhere. Following are two that converted well:
Ken Loofboro of Fairport, Ohio purchased and restored an old 30 foot UTM #30435. Many of you older Coasties will recall this boat as the little sister to the well known 40 foot UTB. It was powered by a single GM 6-71 diesel and was a little faster than the 40. It served a lesser duty than the 40 and was specifically built for harbor and river missions. Ken said when he got it, she was practically complete with all the original Coast Guard equipment, which is very unusual. He overhauled the engine, fixed other things and had it repainted. He also said when he took her out, it really got the attention of other boaters and onlookers. We know why. Nice work Ken. He said he recently sold it to a very willing buyer.
 A picture of the bow |
 A look into the cockpit |
 A view of the stern |
 A look at the stern quarter |
I never cease to be amazed by the emails I receive generated by this website from former Coasties and others. Many come with historical information and some with pictures. I recently received one from Andy Bertocci of Maine. He said he purchased a modified former Coast Guard 36-foot motor life boat and asked if I had any suggestions on tracing its history. I emailed him back requesting a picture and any information that he now has. Following is a picture and information he supplied of a unique transformation of an old 36. First we must remember the hull of the 36-foot woodies is probably the strongest and best made wood hull ever built. They don't rot and are virtually indestructible.
Andy found this nearly abandoned boat at Kittery Point, Maine in the year 2000. He was attracted to it and purchased it. What he learned was it was purchased many years ago and converted first to a commercial fishing dragger and later converted to a fish carrier. It had laid idle for a few years but Andy envisioned cleaning it up, repainting and converting it to a unique personal pleasure craft for his own use. The front cabin had been shortened and the center engineroom cabin removed. It was re-decked and a sturdy pilot house built where the original open pilot well was. The boat was originally a Type TRS with the bronze 2-ton keel and had been re-engined by the Coast Guard with a GM 4-71 diesel, which is still powering it. One thing I can say here is that GM sure made a fine engine with the 71 series type. This one is at least 50 years old and still going strong. Many other old 71 series engines are still in use in many boats and other applications.
Andy now has a unique boat and expects to get years of pleasure with it. He has it moored as shown in the picture at Princes Point, Yarmouth, Casco Bay, Maine. He is continuing to seek out its history.
Many thanks to Andy for allowing me to share this with all you visitors to this website.
Again I am amazed at what happens to the old 36-foot MLBs when the Coast Guard disposes of them. The way they were built serves no use to private pleasure boaters. The following pictures were sent to me by Bob Olsen after visiting this website. He said his dad converted a 36-foot MLB into a motor sail boat back in the 1970s.
Bob has little other information to offer and assumes it is still in use today somewhere. Maybe someone out there can shed some light on it. One might see it and never realize that it was once an active Coast Guard MLB due to the modifications, especially the bow. There is no reason it wouldn't make a good sail boat as the hull is virtually indestructable and has a 2-ton keel.
Prior to 1899, the 34-foot lifeboats were all sail and oar powered. Few changes were made to the basic hull when they became motorized in 1899 except to lengthen to 36 feet and reinforce.
Many thanks to Bob for sending these pictures of a modified 36-foot MLB. Keep an eye out for this one, maybe someone, somewhere can give us an update.
Another old rescue boat that was converted after its rescue duty was over is a 44 foot MLB. This one is from the UK (England). The Coast Guard built 109 of the 44s, starting in 1963. Four of these went to foreign countries, as this one did.
Bobby Ide and his dad were former lifeboat men around Dover and had lots of experience on the 44 and swear by its ability. As you can see by the picture, this 44 has been modified for use as a sport fishing boat for hire. The after cabin has been removed to give more deck space and the pilot house has been closed in for protection from the elements. Bobby says even in its new life, this boat, over 40 years old, is still going strong.
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| CG-36535 at Nehalem River, Oregon MLB Coast Guard Station, circa 1975 |
In the spring of 1951, CG-36535 was completed at the Coast Guard Yard at Curtis Bay, Maryland where all TR and TRS 36-footers were built. 36535 was shipped to Point Adams Motor Lifeboat Station on the south side of the Columbia River entrance near Hammond, Oregon. It was moved across the river to Cape Disappointment (Cape D) upon the closing of the Point Adams Station in the 1960s as a backup to their 36. From there it served at different times at the Tillamook Bay MLB Station, Nehalem River MLB Station, Neah Bay MLB Station, Quillayute River MLB Station, and at the Depoe Bay MLB Station in Oregon. It did move around.
Her career lasted until August of 1987 when it was removed from active service as the last 36-footer to serve the Coast Guard after 36 years of active duty, saving lives and rescuing boats in trouble. Other than being the last to see active duty, one might think that this was the typical story of a typical 36-footer MLB. But this was not to be. She was a Gold Medal boat like many other 36-footers, but they were never recognized or given the credit they so well deserved.
I did some research and received numerous emails about the history of this boat. To me and many Coasties, a 36 was a 36. It was a great rescue boat ... the best. They all had a history. It was the life-blood of the MLB stations for over 85 years and the crews maintained them in top condition, ready to go out on a mission, no matter what the weather and sea conditions, at a moment's notice. They were always ready, crewed by veterans and new guys who would soon become veterans.
CG-36535 taking the wave head-on
off Nehalem River MLB Station, circa 1975
CG-36535 in the wave
off Nehalem River MLB Station, circa 1975
CG-36535 surfbusting the wave like a rocket
off Nehalem River MLB Station, circa 1975
A good landing through the wave
off Nehalem River MLB Station, circa 1975
CG-36535 served at stations in Washington and Oregon, which experience some of the worst weather conditions in the United States. There are many stories about her great rescues in seas that would frighten even the best of sea faring rescuers. She's been rolled, bounced on the bottom and damaged on several occasions. The crew put her back in top shape, many times on their own time when the brass wanted to survey it (dispose of it). I wish there was space to tell of at least a few of the many great rescues performed by CG-36535.
That's devotion to a particular boat that puzzled me. I've had experience on three 36s and the one that I sort of favor was CG-36456, only because it was a Type TR with varnished gunnels, etc. and lots of brass, including the stanchions, and really looked sharp. The other two were Type TRS with white gunnels and much less brass, so I guess it's the looks that stick with me and the first I served on. Two of the three had Sterling Petrol gas engines and one with the new 4-71 GM diesel. Both engines were good and reliable, but the diesel was noisier and the fuel oil fumes and noise from the exhaust ports were very prevalent. The exhaust ports were just below the coxswain pilot's flat which to me was not a good place to be.
Much of the history of 36535 came from Tom Dye BMCS, Ret., David Duren BMCM and Thomas McAdams BMCM, both retired with lots of time and experience on 36535. These are just three of many Coasties who loved this boat. Tom made a statement to me that really sticks and is something to think about. There are many people alive today who wouldn't be here if their fathers-to-be hadn't been saved by 36535 and the many other Coast Guard rescue boats.
Going back to 1959, the Coast Guard command felt it necessary to consider replacing the aging 36-foot woodies. Times were changing (but remember, not the seas). They wanted a new steel MLB, more powerful, faster and with the capabilities of the 36 to self-right in a roll over and be self-bailing. By 1961 they settled on the design of the 44-footer with a pair of 370 HP V653 GM diesels for its twin props. The prototype 44300 was built and put through sea trials in the spring of 1962, off the Columbia River Bar. They quickly learned it was not an easy boat to operate and didn't meet the expectations of the designer. The major problem was it didn't have the speed. At a maximum of 13 to 14 knots, it wasn't much faster than the 9 knots of the 36, even though it had a planing-type hull. Like the 36, adding engines of more horsepower wouldn't increase the speed much due to the hull design. They also discovered that special training would be required to operate this new design of boat.
In January 1969, they opened the Motor Lifeboat Training School at Cape Disappointment in Ilwaco, Washington inside the Columbia River where constant seas and sand bars were present. On the old 36-footer, you could learn on the job and it was not a complicated boat to operate. Even so, they continued to build the 44s through 1972 with 109 built. As the 44s came to an MLB station, a 36 was removed from service or moved on to another station to replace an older 36 that was removed.
By the early 1980s there were few 36s remaining and many of those were on standby for use as necessary. Strangely at many of these stations, they found several of the coxswains were using the 36 in preference to the 44. At Depoe Bay, Master Chief Dave Duren came in charge and they had two 44s. He soon made a request to exchange one of his 44s for his old faithful 36535 from another station. Amazingly his request was honored. Happy to have it back, he had his crew keep 36535 in top shape and so it continued active service. The 36 could get closer to shore in heavy seas and make rescues the 44 could not. If the 44 got too close-in during heavy seas or high waves or bounced on the bottom, it was on its way to the beach. The 44 was a high boat with a forward coxswains station that caught the wind and rolled easily from side to side badly, which the 36 would not. It was not the boat they hoped it would be. But the Coast Guard command was determined this was to be the new MLB and with proper training at Cape D, it would do the job. The 36s were slowly all being pulled from service until only one remained ... 36535 at Depoe Bay. Duren fought to keep it in service.
In the words of MCBMC Dave Duren, the double-end 36-footer had it all over the 44 and other square or semi-round sterns, as they had a lot more area for waves to push the boat when going with the sea and winds. This you don't want, especially when coming into port, docking or making a tight rescue. The northwest coast is notorious for heavy westerly seas and high winds. At Depoe Bay (the hole-in-the-wall station), the entrance is 48 feet wide and with the wind and sea pushing you hard, it was difficult maintaining steerage. The double end 36 was not affected by this. [I will go into more detail about this and other advantages of the 36 over the 44 and 47 in the Summary Section on this website.]
In the spring of 1987 the District Inspector came to Depoe Bay and analyzed and checked all aspects of 36535 and determined that it was in top condition and had a good 10 years of service left in her. Surprisingly, two months later in August, orders came down that the last 36, CG-36535, was to be removed from service. The 44 was the MLB of the future and they better get used to it. The Officer In Charge and his crew were not at all happy, but there was nothing they could do. Orders were orders.
Soon the final day came. No big ceremony took place, but the 13th District Commander, Duren, showed up and made a few respectful words to the Depoe Bay Officer in Charge and the crew at the dock with the boat. They finally shook hands and started the 4-71 Jimmy. A crew departed the dock and out the "hole in the wall" of Depoe Bay for the last time. CG-36535 with the Coast Guard ensign and American flag flying high, made her last trip to the Yaquina Bay Station where it was removed from the water.
Brief ceremonies of decommissioning on her
last day of service. August 1987
CG-36535 makes her last trip out of Depoe Bay
on her way to be removed from the water.
The last 36 foot MLB to see service. August 1987
The end of an era.
It was now official. The last 36-foot MLB was out of service and the woodies were now history. An era lasting over 100 years of the double-end wood lifeboats, going back to Life Saving Service days, was over, taking with it a history of rescue and life saving that was unbelievable at times and would never be matched again.
In my and many other former Coasties opinion, this was a sad day for the Coast Guard. As I understand it, 36535 remained there for some time out of the water, but was eventually shipped to the Mariners Museum in Newport News, Virginia, where it was displayed and occasionally trailered to special events. In 1999, according to Craig Bruns, Collection Manager of the Independence Seaport Museum in Philadelphia, Pennsylvania, they accepted 36535 on loan from the Coast Guard where it was placed in storage in a warehouse, where it remains at the time of this writing, April 2004. It is not on display or available to be viewed. There are no intentions of displaying it according to Craig who also states that they will only be able to store it for a little bit longer, when another storage area will have to be found. It is my understanding that the boat is in excellent condition. It would be a shame that this historic boat should remain in storage.
My suggestion and hopes (along with others who have used this boat) is that it be shipped to a west coast museum (near where it faithfully served for its career of 36 years) and be displayed inside. A good suggestion would be the Coast Guard Museum in Seattle, Washington, or even the museum near Astoria, Oregon. Gail Fuller, Curator of Coast Guard Collections at 7945 Fernham Lane, Forrestville, Maryland 20747 (301-763-4008) who has the responsibility of decision-making would be the contact person. I hope she addresses this issue. CG-36535 is an historic rescue boat and should be preserved and displayed well into the future.
The pictures shown in this article came from my personal collection and Coast Guard history books, and from Tom Dye BMCS, David Duren BMCM, and Thomas McAdams BMCM, all retired Coast Guardsmen who piloted and praised this, along with a few other sources. I credit the same for much of the information.
