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Bucyrus is a city in Ohio.
(AK-234: dp. 4480; 1. 455'; b. 62'; dr. 29'2"; s. 15.5 k.;
cpl, 99; a. 15", 13"; cl. Boulder Victory)
Bucyrus Victory (AK-234) was launched 31 October 1944 by Permanente Metals Corp., Yard No. 1, Richmond, Calif., under a Maritime Commission contract; sponsored by Sergeant Eleanor Fegley, USMC; transferred to the Navy 29 November 1944; and commissioned the same day, Lieutenant Commander F. A. Geissert in command.
Bucyrus Victory arrived at Pearl Harbor 3 January 1945. She returned to San Francisco on the 20th, having rescued three survivors of an airplane crash enroute. Heading westward again in February, she steamed to Eniwetok and Ulithi, before proceeding to Okinawa. Between 3 April and 30 June 1945 Bucyrus Victory carried supplies to the assault troops on Okinawa and to the 3d and 5th Fleet units supporting them.
With the cessation of hostilities she served on Far Eastern occupation duty until departing for the United States 16 November 1945. Upon arrival she underwent pre-inactivation overhaul and was decommissioned 24 February 1946. She was returned to the Maritime Commission 24 April 1946.
Bucyrus Victory received one battle star for her World War II service.
A stroke of the pen and history is changed. In 1938, British prime minister Neville Chamberlain, determined to avoid war, signed the Munich Accord, ceding part of Czechoslovakia to Hitler. But the following spring, Hitler snatched the rest of that country, and England, after a fatal act of appeasement, was fighting a war for which it was not prepared. Now, in this thrilling alternate history, another scenario is played out: What if Chamberlain had not signed the accord?
In this action-packed chronicle of the war that might have been, Harry Turtledove uses dozens of points of view to tell the story: from American marines serving in Japanese-occupied China and ragtag volunteers fighting in the Abraham Lincoln Battalion in Spain to an American woman desperately trying to escape Nazi-occupied territory—and witnessing the war from within the belly of the beast. A tale of powerful leaders and ordinary people, at once brilliantly imaginative and hugely entertaining, Hitler’s War captures the beginning of a very different World War II—with a very different fate for our world today.
BONUS: This edition contains an excerpt from Harry Turtledove's The War that Came Early: West and East.
Introduced the company-wide quality control (QC) program.
Signed a technology tie-up agreement for the diesel engines with Cummins Engine Co., Inc. of the United States.
Entered technology license tie-up with Bucyrus-Erie of the United States concerning hydraulic excavators (terminated in March 1981).
Opened Komatsu's first overseas liaison office in India.
Received the Deming Prize for quality control.
Reached agreement for a joint venture with International Harvester of the United States (terminated in January 1982).
Began production of wheel loaders.
Completed construction of the present Tokyo Head Office (Komatsu Building). mpleted construction of the present Tokyo Head Office (Komatsu Building).
Established N.V. Komatsu Europe S.A., Komatsu's first overseas subsidiary in Belgium.
Began production of hydraulic excavators.
Completed construction of an integrated production facility for diesel engines at the Oyama Plant.
Komatsu-made KD60 snow vehicles reached the South Pole.
Bucyrus Victory AK-234 - History
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City of Bucyrus - 12,092 7.43 square miles
(Approximate center of city square)
Altitude 1,000 feet above sea level
Mean annual temperature = 49.7 degrees F
Average annual rainfall = 34.98 inches
56 (approx) Mayor / City Council
representing Catholic and
most Protestant denominations
Air - Airport is municipal-owned with a 4,000 foot paved runway and is located 1.5 miles from downtown. Lighted runway has 200 foot grass overruns at each end, and approved instrument approach. The airport can handle most twin-engine aircraft and executive jets. Hanger space and limited shop facilities are operated by a full time manager. Commercial airlines are located in Mansfield 25 miles away, while Columbus International Airport is only 60 miles away.
Rail - Conrail main line, Fort Wayne Division. Norfolk & Southern Railroad North-South Line between Norfolk, Virginia and Sandusky.
Taxi - One taxi service is in operation.
Highways - State Routes 4, 19, 96, 98, 100 and U.S. 30. New 4 lane U.S. 30 to be completed in 2003.
Radio - WBCO 1540 AM and WQEL 92.7 FM
Print Media - Bucyrus Telegraph-Forum
Television - Access Television Communications serving Bucyrus. Total Victory Communications TV 54 and 22 Ohio's first regional community TV station.
Telephone - Sprint Telephone of Ohio
Water - Municipal Water Works. The city uses an average of 1,700,000 gallons per day. The plant has a capacity of 6,000,000 gallons per day. Ample water supplies for industrial expansion is available. The community has completed its 4th and largest reservoir. Outhwaite Reservoir encompasses 180 acres and increased the community's water supply by 1,600,000,000 gallons. The reservoir insures the availability of resources necessary for continued economic development and offers the community another area for recreational activities.
Natural Gas - Columbia Gas of Ohio
Electricity - American Electric Power Company
7 public city schools, 2 parochial schools. Number of pupils in public city schools - 2,031 parochial schools - 331. Number employed in public schools - 246 parochial schools - 32. There are 3 other area wide school districts.
One library with a total of over 45,000 volumes circulation of 114,144 and subscribes to 136 periodicals.
Total street mileage - 82, with 58 paved. Miles of sewer - 90. Number of water meters is 5,575 light meters, 6135 gas meters, 5325 Capacity of water works is 6,000,000 gallons, with daily average pumpage of 1,700,000 gallons 59.2 miles of water mains.
Bucyrus Historical Society
PO Box 493 Bucyrus, OH 44820
Bucyrus Bratwurst Festival
Bucyrus has a number of festivals throughout the year, but they are best known for their annual Bratwurst Festival. The festival celebrates Bucyrus' German heritage with more than just bratwurst. It has more than 100 delicious foods made from local family recipes that have been handed down from generation to generation dating back to "the old country." The 3 day festival is held during the third week in August.
The Bucyrus Bratwurst Festival is one very large block party on the downtown streets of the town (with Sandusky Avenue being the main drag.)
Some considered the state of Wisconsin as the authority on the bratwurst with annual celebrations held in Sheboygan and Johnsonville. However, it has been reported that in the early 1970s, Bucyrus took on Sheboygan in a "Battle of the Brats" and won the title of Bratwurst Capital of America. What was used as a measuring stick, is not known. But the folks in Bucyrus still make the claim as being the "Bratwurst Capital of America." However, if bratwurst is not your thing, there's plenty of other options for your dining pleasure.
Bucyrus Victory AK-234 - History
Motion Models - Auxiliary & Service Vessels
Please compare these spectacular models level of detail
compared to what other companies are selling as "museum quality".
These are just samples of models built for other customers. We can make your ship too.
Available in standard scales or CUSTOM SIZES to fit your needs
(See class listings further down this page)
Call 1-800-866-3172 or email us.
|Order #||Model Description||Price||Scale||Length|
|Special Order||AD-16 USS Cascade||call||call||call|
|Special Order||AD-19 USS Yosemite||call||call||call|
|Special Order||AD-26 USS Shenandoah||call||call||call|
|Special Order||AD-31 USS Tidewater||call||call||call|
|Special Order||AD-43 USS Cape Cod||call||call||call|
|Special Order||AE-17 USS Great Sitkin||call||call||call|
|Special Order||AE-34 USS Mount Baker||call||call||call|
|Special Order||AG-47 USS Manhasset||call||call||call|
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|Special Order||AGB-5 USS Staten Island||call||call||call|
|Special Order||AGF-3 USS La Salle||call||call||call|
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|Special Order||T-AH-20 USNS Comfort||call||call||call|
|Special Order||AK-13 USS Capella||call||call||call|
|Special Order||AK-27 USS Almaack||call||call||call|
|Special Order||AK-78 USS Deimos||call||call||call|
|Special Order||AK-97 USS Serpens||call||call||call|
|Special Order||AO-24 USS Platte||call||call||call|
|Special Order||AO-27 USS Kaskaskia||call||call||call|
|Special Order||AO-61 USS Severn||call||call||call|
|Special Order||AO-97 USS Allagash||call||call||call|
|Special Order||AOE-10 USS Bridge||call||call||call|
|Special Order||AOG-10 USS Nemasket||call||call||call|
|Special Order||AOG-10 USS Nemasket (1944)||call||call||call|
|Special Order||AP-127 USS William S. Sims||call||call||call|
|Special Order||AR-5 USS Vulcan||call||call||call|
|Special Order||AR-6 USS Ajax||call||call||call|
|Special Order||ARL-7 USS Atlas||call||call||call|
|Special Order||ARS-6 USS Escape||call||call||call|
|Special Order||ARS-8 USS Preserver||call||call||call|
|Special Order||ARS-43 USS Recovery||call||call||call|
|Special Order||AS-11 USS Fulton||call||call||call|
|Special Order||AS-12 USS Sperry||call||call||call|
|Special Order||AS-18 USS Orion||call||call||call|
|Special Order||AS-34 USS Canopus||call||call||call|
|Special Order||AS-36 USS L.Y. Spear||call||call||call|
|Special Order||AS-37 USS Dixon||call||call||call|
|Special Order||AS-41 USS McKee||call||call||call|
|Special Order||ATF-84 USS Cree||call||call||call|
|Special Order||ATF-160 USS Popago||call||call||call|
|Special Order||ATR-45 Rescue Tug||call||call||call|
|Special Order||AVP-26 USS Half Moon||call||call||call|
|Special Order||AVP-49 USS Orca||call||call||call|
|Special Order||Liberty Cargo Ship||call||call||call|
|Special Order||SS Atlantic Refiner||call||call||call|
|Special Order||SS Bushy Run (T-2 Tanker)||call||call||call|
|Special Order||SS George K. Fitch||call||call||call|
|Special Order||SS Robert Neighbors||call||call||call|
|Special Order||Victory Ship||call||call||call|
|Special Order||SS Westminster Victory||call||call||call|
|Special Order||USS Mahoning (Tug)||call||call||call|
Note: Models are also available in either smaller or larger scale than listed above.
To order this or any other model, please call 1-800-866-3172 from 10 AM to 5:30 PM EST weekdays or send email to Joel Rosen at [email protected]
Ask us to make any of the following Tenders and Repair Ship (AD-AR-AS) models for you!
Repair Ships (AR)
|AR-1 Medusa |
|AR-10 Alcor |
|AR-19 Xanthus |
AR-28 Grand Canyon
Battle Damage Repair Ships (ARB)
|ARB-1 Aristaeus |
|ARB-5 Midas |
|ARB-9 Ulysses |
Cable Repair / Cable Laying Ships (ARC)
T-ARC-6 Albert J. Myer
Internal Combustion Engine Repair Ships (ARG)
|ARG-1 Oglala |
ARG-7 Culebra Island
|ARG-8 Leyte |
ARG-9 Mona Island
|ARG-15 Masbate |
ARG-16 Kermit Roosevelt
ARG-17 Hooper Island
Heavy-hull Repair Ship (ARH)
Landing Craft Repair Ships (ARL)
|ARL-1 Achelous |
|ARL-17 Numitor |
|ARL-33 Chimaera |
Salvage Lifting Vessels (ARSD)
Salvage Craft Tenders (ARST)
ARST-1 Laysan Island
Aircraft Repair Ships (ARV)
Aircraft Repair Ship, Helicopter (ARVH)
ARVH-1 Corpus Christi Bay
Crane Ships (ACS)
|T-ACS-1 Keystone State |
T-ACS 2 Gem State
T-ACS 3 Grand Canyon State
T-ACS 4 Gopher State
|T-ACS 5 Flickertail State |
T-ACS 6 Cornhusker State
T-ACS 7 Diamond State
T-ACS 8 Equality State
|T-ACS 9 Green Mountain State |
T-ACS 10 Beaver State
Cargo Ships (AK)
|AK-1 Houston |
AK-3 Newport News
AK-9 Long Beach
AK-11 Robert L. Barnes
AK-91 Cor Caroli
|AK-124 Azimech |
AK-223 De Grasse
AK-224 Prince Georges
AK-227 Boulder Victory
AK-228 Provo Victory
AK-229 Las Vegas Victory
AK-230 Manderson Victory
AK-231 Bedford Victory
AK-232 Mayfield Victory
AK-233 Newcastle Victory
AK-234 Bucyrus Victory
AK-235 Red Oak Victory
|AK-236 Lakewood Victory |
T-AK-237 Greenville Victory
T-AK-238 Haiti Victory
T-AK-239 Kingsport Victory
T-AK-240 Private John R. Towle
T-AK-241 Pvt. Francis X. McGraw
T-AK-242 Sgt. Andrew Miller
T-AK-243 Sgt. Archer T. Gammon
T-AK-244 Sgt. Morris E. Crain
T-AK-245 Capt. Arlo L. Olson
T-AK-246 Col. William J. O'Brien
T-AK-247 Pvt. John F. Thorson
T-AK-248 Sgt. George Peterson
T-AK-249 Short Splice
T-AK-250 Pvt. Frank J. Petrarca
T-AK-251 LT. George W. G. Boyce
T-AK-252 LT. Robert Craig
T-AK-253 Pvt. Joe E. Mann
T-AK-254 Sgt. Truman Kimbro
T-AK-255 Pvt. Leonard C. Brostrom
T-AK-256 Dalton Victory
T-AK-267 Marine Fiddler
T-AK-274 LT. James E. Robinson
T-AK-275 PVT. Joseph F. Merrell
T-AK-276 SGT. Jack J. Pendelton
T-AK-277 Schuyler Otis Bland
T-AK-284 Northern Light
T-AK-285 Southern Cross
T-AK-1005 Austral Rainbow
T-AK-1014 Cape Nome
T-AK-2016 Pioneer Commander
T-AK-2018 Pioneer Contractor
T-AK-2019 Pioneer Crusader
|T-AK-2033 Buyer |
T-AK-2035 Gulf Shipper
T-AK-2036 Gulf Trader
T-AK-2039 Cape Girardeau
T-AK-2049 Green Valley
T-AK-2050 Green Wave
T-AK-2062 American Cormorant
T-AK-2064 Green Harbour
T-AK-3000 CPL Louis J. Hauge Jr.
T-AK-3001 PFC William B. Baugh
T-AK-3002 PFC James Anderson Jr.
T-AK-3003 1ST LT Alex Bonnyman
T-AK-3004 PVT Franklin J. Phillips
T-AK-3005 SGT Matej Kocak
T-AK-3006 PFC Eugene A. Obregon
T-AK-3007 MAJ Stephen W. Pless
T-AK-3008 2nd Lt. John C. Bobo
T-AK-3009 PFC Dewayne T. Williams
T-AK-3010 1st. Lt. Baldomero Lopez
T-AK-3011 1st. Lt. Jack Lummus
T-AK-3012 Sgt. William R. Button
T-AK-3015 1st. Lt. Harry L. Martin
T-AK-3016 LCPL Roy M. Wheat
T-AK-3017 GYSGT Fred W. Stockham
T-AK-4296 Capt. Stephen L. Bennett
T-AK-4396 Maj. Benard F. Fisher
T-AK-4496 LTC. John U. D. Page
T-AK-4544 SSG Edward A. Carter, Jr.
T-AK-4638 A1C William H. Pitsenbarger
T-AK-4729 American Tern
T-AK-5005 Cape Adventurer
T-AK-5006 Cape Aide
T-AK-5007 Cape Ambassador
T-AK 5009 Cape Ann
T-AK-5010 Cape Alexander
T-AK-5011 Cape Archway
T-AK-5012 Cape Alava
T-AK-5013 Cape Avinoff
T-AK-5015 Cape Agent
T-AK-5022 Cape John
T-AK-5026 Del Viento
T-AK-5029 Cape Jacob
T-AK-5036 Cape Chalmers
T-AK-5037 Cape Canso
T-AK-5038 Cape Charles
T-AK-5039 Cape Clear
T-AK-5040 Cape Canaveral
T-AK-5041 Cape Cod
T-AK-5042 Cape Carthage
T-AK-5043 Cape Catoche
T-AK-5044 Gulf Banker
T-AK-5045 Gulf Farmer
T-AK-5046 Gulf Merchant
T-AK-5049 Del Monte
T-AK-5050 Del Valle
T-AK-5051 Cape Gibson
T-AK-5056 Cape Breton
T-AK-5057 Cape Bover
T-AK-5058 Cape Borda
T-AK-5059 Cape Bon
T-AK-5060 Cape Blanco
T-AK-5061 Cape Fear
T-AK-5070 Cape Flattery
T-AK-5071 Cape Florida
T-AK-5073 Cape Farewell
T-AK-5074 Cape Catawba
T-AK-5075 Cape Johnson
T-AK-5077 Cape Juby
T-AK-5089 LTC Calvin P. Titus
T-AK-5091 SP5 Eric C. Gibson
T-AK-9204 Jeb Stuart
T-AK-9301 Buffalo Soldier
T-AK-9651 American Kestrel
T-AK-9653 Noble Star
T-AK-9655 Green Ridge
Cargo Ship Dock (AKD)
T-AKD-1 Point Barrow
Dry Cargo/Ammunition Ships (AKE)
T-AKE-1 Lewis and Clark
T-AKE-3 Alan Shepard
Light Cargo Ships (AKL)
|AKL-1 Camano |
|AKL-9 Ryer |
AKL-17 New Bedford
|AKL-28 Brule |
AKL-45 Palm Beach
Net Cargo Ships (AKN)
On January 9, 1952, the States Steamship Company freighter SS Pennsylvania with 46 crew aboard sinks during a fierce storm in the North Pacific. The ship had departed Seattle on Saturday, January 5, en route to Yokohama, Japan, laden with grain and general cargo. Four days into the voyage, the ship encounters a storm in the North Pacific with gale-force winds, snow flurries, and heavy seas. Approximately 465 miles due west of the northern tip of Vancouver Island, a long crack develops on the port side of the Pennsylvania's hull. On Wednesday afternoon, January 9, Captain George P. Plover (1910-1952) transmits an SOS distress call before ordering the crew to abandon ship. No vessels are nearby, however, and the Pennsylvania founders before any assistance can be rendered. A massive search by sea and air is launched and will continue for eight days in extremely bad weather, but no trace of the vessel or her crew will be found.
War and Peace
The freighter SS Pennsylvania, originally named the Luxembourg Victory, was built in 1944 by the Oregon Shipbuilding Corporation of Portland, Oregon, for the U.S. Merchant Marine fleet. She was one of 534 identical Victory-class merchant vessels built by the U.S. Maritime Commission to transport troops and vital military equipment overseas during World War II (1941-1945). The 7,200-ton, steel-hulled vessels were 455 feet in length, with a 22-foot beam and a 28-foot draft. Victory ships were powered by a single steam-turbine engine that delivered 8,500 shaft horsepower to their single screw, and could make up to 17 knots (approximately 19.5 mph). After service in both World War II and the Korean conflict, the Luxembourg Victory was acquired by the States Steamship Company (States Line) in 1951, renamed the SS Pennsylvania, and put to work as a commercial freighter.
On Saturday morning, January 5, 1952, the Pennsylvania departed Pier 37 in Seattle with a crew of 46, heading to Yokohama, Japan. She was laden with 5,875 tons of feed barley and 2,098 tons of general cargo for the U.S. Army, including two Army trucks and 18 trailers that were secured on deck. The master of vessel was Captain George P. Plover of Portland, Oregon, who had been a U.S. Merchant Marine ship captain during World War II, serving in both the European and Pacific theaters.
A Worsening Situation
On Wednesday morning, January 9, 1952, Captain Plover radioed the U.S. Coast Guard to report that the Pennsylvania was in heavy seas in the North Pacific and a 14-foot-long crack had developed down the port side of her hull. He stated that the ship was not in immediate distress and was returning to Seattle. At 10:40 a.m. a message was received that the engine room and Hold No. 1 were taking water, but the pumps were able to handle the emergency unless the problem worsened. Then, shortly before noon, Captain Plover radioed that the Pennsylvania was down by the bow and having trouble with steering. Mountainous waves breaking over the ship had washed the deck load of cargo overboard and ripped the tarpaulins off the forward hatch covers. If conditions didn't abate, the ship would need assistance.
The 254-foot Coast Guard cutter Klamath (WHEC-66) was immediately dispatched from Pier 91 in Seattle to locate the Pennsylvania and escort her to safe harbor. The voyage would take three to four days, depending on the weather, and a lot of bad things could happen during that time. The Coast Guard put the ship's reported position approximately 465 miles due west of the northern tip of Vancouver Island in British Columbia.
At 2:16 p.m. the Pennsylvania radioed that conditions were getting worse, the forward hatch covers had gone overboard, and the crew would probably have to abandon ship. By mid afternoon, the Pennsylvania was being swept by 45-foot seas, the ship's condition had deteriorated markedly, and it was apparent that she was doomed. The ship was down by the bow and her rudder was nearly out of the water. At 4:18 p.m., a message was sent by the Pennsylvania advising that the crew would have to abandon ship.
The last brief radio messages received from the ship were sent at 4:27 p.m. and 4:30 p.m. The first said: "45 persons aboard four boats." The final message said: "Leaving now" ("No Trace of Stricken Vessel . "). Whether Captain Plover joined his 45 shipmates in the lifeboats or chose to remain aboard his ship was left unsaid, and since the lifeboats weren't equipped with emergency radios there was no way to determine if the crew had successfully abandoned ship.
The closest vessel to the scene was the American freighter SS Cignett III, which was 125 miles away from the stricken ship. In the storm, it would take 24 hours to reach the foundering Pennsylvania. Other ships in the vicinity were the American freighter SS Shooting Star, 150 miles distant, the Canadian Coast Guard weather vessel Stone Town (K-531), 180 miles distant, and the Japanese freighter Kamikawa Maru, 215 miles away.
At 7:15 a.m. on Thursday, January 10, 1952, a Martin PBM Mariner amphibious aircraft from Coast Guard Air Station Port Angeles reached the Pennsylvania's last reported position, approximately 600 miles west-northwest of the airfield. The pilot reported the weather was extremely bad and there was no sign of the vessel or lifeboats. The PBM began flying a search pattern downwind and dropping red flares, hoping for a reply signal.
Meanwhile, the vessels responding to the Pennsylvania's SOS began arriving in the area to begin looking for the four drifting lifeboats. Two Navy PBMs from Naval Air Station Whidbey Island, two Air Force B-17 Flying Fortresses from McChord Air Force Base, and a Coast Guard B-17 soon joined the search efforts. Low visibility, strong winds, and icing conditions hampered the aerial search, and high seas made life difficult for the vessels scanning the water's surface for the lifeboats. After flying search patterns for several hours, the aircraft had to return to the mainland to refuel. The ships stayed in the area, however, and continued to search for survivors. By the end of the day, the sea-and-air rescue craft had covered a 7,000 square-mile area without finding any evidence of the lifeboats, or even flotsam that would indicate the Pennsylvania had sunk.
On Friday, January 11, 1952, the weather remained stormy with high seas, 40- to 45-mph winds, and snow flurries hindering rescue efforts. At daybreak the Coast Guard returned with 12 military aircraft under its command to expand the search area to 11,000 square miles. Other military planes were standing by to relieve those forced to return to base for fueling. Included were two British Lancaster bombers from the Canadian Air Force base at Sandspit in British Columbia's Queen Charlotte Islands. This allowed the operation to maintain constant air cover during daylight hours. That evening, the three commercial freighters, SS Shooting Star, SS Cignett III, and SS Kamikawa Maru, were released by the Coast Guard to proceed to their scheduled destinations. The American freighters SS Netherlands Victory and SS Bucyrus Victory and a Panamanian freighter, the SS Rio Mar, took their places.
On Saturday, January 12, 1952 the weather had moderated, replaced by thick fog blanketing the area yet to be searched. Since it was impossible for the airborne observers to see the water, the Coast Guard cutter Klamath, overseeing aerial operations, ordered all aircraft to return to base. Five surface vessels remained in the search area, using radar in an attempt to find the Pennsylvania's four metal lifeboats. A hatch cover, some lumber and other flotsam were found adrift in the ocean, some 35 miles south of the Pennsylvania's last reported position, but nothing could be conclusively linked to the missing ship.
On Sunday, January 13, 1952, another bad storm moved into the North Pacific from Alaska, halting aerial operations for the entire day. The following day, better weather conditions allowed 12 aircraft to take off before dawn and continue the search. The winds had moderated considerably and the seas were running from 10 to 20 feet. A short while later, several additional military aircraft joined the hunt, expanding the area searched to 24,000 square miles. The hunt for Pennsylvania's crew had become the largest search-and-rescue operation conducted in the North Pacific up to that time.
On Tuesday, January 15, 1952, a capsized lifeboat was sighted separately by observers in two different aircraft, drifting approximately 125 miles south southeast of the Pennsylvania's last reported position. The Klamath and the Coast Guard cutter Yocona (WMEC-168) out of Astoria, Oregon, proceeded at once to the reported position. Both cutters searched for the overturned boat, but neither radar sweeps nor lookouts were able to find it in the dark. On Wednesday morning, a single Coast Guard PBM Mariner returned to assist the Klamath and Yocona in the search for the derelict, but it had disappeared.
The Search Ends
At 7:30 a.m. on Thursday, January 17, 1952, officer in charge of the air-sea rescue mission, Commander Albert E. Harned (1911-1993) of the 13th Coast Guard District in Seattle, officially ended the search for the Pennsylvania and her crew. On Saturday, January 19, the cutter Klamath returned to Seattle and moored at Pier 91, and the cutter Yocona returned to Astoria and moored at City Pier. During the eight-day operation not one scrap of evidence that could be positively linked to the Pennsylvania had been recovered.
Commander Ross P. Bullard (1914-1978), captain of the Klamath, described the weather conditions as the worst he had encountered in his entire career at sea. He described sailing through fog, sleet, and snow, buffeted by gale-force winds and lashed by 45- to 50-foot waves. Although the mission was unsuccessful, Commander Bullard was thankful that no equipment had been lost or search personnel seriously injured in the violent seas.
On Monday, February 4, 1952, Rear Admiral Norman H. Leslie (1898-1953), commandant of the 13th Coast Guard District, convened a marine board of investigation into the disappearance of the SS Pennsylvania. The inquiry determined the ship was in good condition on the day she sailed from Pier 37 in Seattle, and the cargo properly stored. Captain Stanley T. Lovejoy (1897-1967), the ship's Puget Sound pilot, testified that the Pennsylvania handled perfectly on the trip to Port Angeles, where he left the vessel. It was revealed that a crack had appeared in her starboard deck plates during her last voyage to Japan, but the damage had been successfully repaired at the Kaiser Shipyard in Portland, Oregon. No other difficulties had been reported.
The Coast Guard concluded that the large crack that developed down the port side of her hull was likely caused by metal fatigue, a problem which had plagued the hulls of numerous Liberty and Victory ships mass produced during the war years. The States Steamship Company was not held liable for the accident, which was triggered by the abnormal weather conditions. The question of whether Captain Plover and the crew of the Pennsylvania safely abandoned ship before she foundered was unresolved, and the only clue encountered during the long and dangerous search was the brief sighting of one overturned and unidentifiable lifeboat.
Remembering the Lost
On Thursday, February 24, 1952, joint memorial services were held by six maritime unions for the 46 merchant seamen who lost their lives in the sinking of the SS Pennsylvania. The unions were the Master, Mates and Pilots Association Sailors Union of the Pacific Marine Cooks and Stewards Marine Firemen's Union the American Radio Association and the Marine Engineers' Beneficial Association. The public ceremony was held at the Marine Firemen's Union building in Seattle.
Seattle Office of Arts & Culture
The Seattle Times, January 9, 1952, p. 1
The Seattle Times, January 10, 1952, p. 1
USCGC Klamath (WHEC-66), near Alki Beach, Seattle, ca. 1952
Victory-class cargo vessel SS Red Oak Victory (built 1944), ca. 2001
Bucyrus Victory AK-234 - History
The SS Georgetown Victory leaving Sydney Harbor, Australia.
The S.S. Georgetown Victory was among the last casualties of the Second World War. The 7,000-ton Victory-class troopship was the 53rd in her class built at the Bethlehem-Fairfield shipyard at Baltimore, and launched April 28, 1945. The Victory-class ships were an improvement on the famous Liberty ship design, providing greater tonnage, speed, and comfort. After the war, many were converted to other purposes. For example, the Seton Hall Victory was converted for service as a radar ship during the Apollo program the Notre Dame Victory became a Great Lakes bulk carrier and the Vasser Victory became the Spanish liner Begoña. A few Victory ships were used by the military as late as the Viet Nam conflict.Entering service near the end of the war, the Georgetown Victory and others like her were given the happy task of transporting the troops for demobilization. Even so, the photo above showing the ship leaving Sydney harbor for Glasgow, just a year after her launching, shows a battered and war-weary vessel nonetheless, she must have seemed beautiful to the 1,400 boys aboard, who were on their way home. Alas, she didn't complete the final voyage. On April 30, 1946, she ran aground off Killard Point, County Down, Ireland. All 1,400 men were rescued by lifeboats and breeches buoy. The Illustrated London News noted that the ship was so close to land, that a number of men waded ashore through heavy oil and were cared for in nearby homes. The newspapers blamed heavy fog, but an authoritative history of the Victory ships says she was running at full speed on a fine clear evening. Undoubtedly, everyone aboard was anxious to reach port. In any case, by daybreak the next day, the vessel had broken her back on the ledge, and deteriorating weather conditions made her breakup seem imminent. Later, all remaining portable gear not already taken by looters was removed and the ship abandoned. Winter storms later separated the wreck into two parts. These sections were finally salvaged in 1951 and consigned to the ship-breakers at Troon.
The SS President Garfield. Victory type, built in 1945 by Oregon Shipbuilding Co., Portland, Oregon. Hull No. 1234, O/N 247,654. LOA=455'3", LBP=430'6", B=62'0", D=38'0", Draft=28'6 3/4". Displacement=15,199 LT., Deadweight=10,626 LT., Gross tonnage=7,659. Cargo capacity: 483,309 CuFt., Passengers: 4, Speed: 16 1/2 knots. Machinery: Single screw, geared steam turbine, 9,350 shp. Two CE boilers. Originally Williamette Victory. Renamed President Garfield January 19, 1951. Traded in to the Maritime Administration February 28, 1958. Renamed Williamette Victory March 4, 1958. Sold to Grain Storage Co., Washington, DC on June 26, 1973 for nontransportation use.
The SS Lincoln Victory (No. V-13) being constructed.
Detachment F of the 70th Division aboard the SS Central Falls Victory the ship brought home 72 officers, 1,863 enlisted men, and 1 civilian. She's shown docking at Pier 8, Hampton Roads Port of Embarkation, 1945.
The SS Dominican Victory is shown in stream off Pier 8, Hampton Roads Port of Embarkation, shortly before debarkation. The ship was carrying units of the 91st Infantry Division ("Powder River Division"), which was activated in Oregon in the vicinity of the Powder River. This vessel left Naples, Italy, 20 August 1945, transporting 1,931 troops (92 officers and 1,838 enlisted men).
This excellent view at Pier 2, Hampton Roads,Virginia, shows two contrasting types of ships. On the left (south side), is the Victory Ship SS Zanesville Victory. It is 455 feet long, 62 feet wide, has a cruising radius of 20,000 miles, speed of 16.5 knots, and gross tonnage of 7,608. On the right is a Hog Island Ship Shickshinny, the World War I equivalent of the modern Liberty Ship. This ship has an overall length of 401 feet, is 54 feet wide, has a cruising radius of 12,000 miles, speed of 11.5 knots, and gross tonnage of 5,103. Both ships use oil for fuel. The former was built in 1945, the latter in 1919.
Troops of the 10th Anti-Tank Battalion, 10th Mountain Infantry Division, are shown on board the SS La Grande Victoryat the north side of Pier 8, Hampton Roads, during debarkation. The soldier holding the Texas flag is Pvt. Harold S. (Lone) Star, 18214640, Dallas, Texas, a member of Company B, 10th Mountain Infantry Division, Anti-Tank Battalion. His mother gave this flag to him when he entered the Army, and he had worn it within his shirt, throughout combat.
Overall view of troops of the 423rd AA Gun Battalion (Shipment RE-7360-L) debarking from the SS Mahoney City Victory on the south side of Pier 8 at Hampton Roads. This vessel left Marseilles, France on October 16, 1945 carrying 133 officers and 1,855 enlisted personnel (1,988 total).
Gangplank scene as the 101st Ordnance MM Company (Shipment 22021) debarked from the SS Cody Victory. This vessel transported 2,032 troops from Leghorn (August 18, 1945) and Naples, Italy (August 20, 1945). Photo taken at Pier 8, Hampton Roads.
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