Captain Cutter Quotes

In constructing the Coast Guard, Hamilton insisted on rigorous professionalism and irreproachable conduct. He knew that if revenue-cutter captains searched vessels in an overbearing fashion, this high-handed behavior might sap public support, so he urged firmness tempered with restraint. He reminded skippers to “always keep in mind that their countrymen are free men and as such are impatient of everything that bears the least mark of a domineering spirit. [You] will therefore refrain . . . from whatever has the semblance of haughtiness, rudeness, or insult.” So masterly was Hamilton’s directive about boarding foreign vessels that it was still being applied during the 1962 Cuban missile crisis.

It was a damned near-run thing, I must admit,' said Jack, modestly; then after a pause he laughed and said, 'I remember your using those very words in the old Bellerophon, before we had our battle.' 'So I did,' cried Dundas. 'So I did. Lord, that was a great while ago.' 'I still bear the scar,' said Jack. He pushed up his sleeve, and there on his brown forearm was a long white line. 'How it comes back,' said Dundas; and between them, drinking port, they retold the tale, with minute details coming fresh to their minds. As youngsters, under the charge of the gunner of the Bellerophon, 74, in the West Indies, they had played the same game. Jack, with his infernal luck, had won on that occasion too: Dundas claimed his revenge, and lost again, again on a throw of double six. Harsh words, such as cheat, liar, sodomite, booby and God-damned lubber flew about; and since fighting over a chest, the usual way of settling such disagreements in many ships, was strictly forbidden in the Bellemphon, it was agreed that as gentlemen could not possibly tolerate such language they should fight a duel. During the afternoon watch the first lieutenant, who dearly loved a white-scoured deck, found that the ship was almost out of the best kind of sand, and he sent Mr Aubrey away in the blue cutter to fetch some from an island at the convergence of two currents where the finest and most even grain was found. Mr Dundas accompanied him, carrying two newly sharpened cutlasses in a sailcloth parcel, and when the hands had been set to work with shovels the two little boys retired behind a dune, unwrapped the parcel, saluted gravely, and set about each other. Half a dozen passes, the blades clashing, and when Jack cried out 'Oh Hen, what have you done?' Dundas gazed for a moment at the spurting blood, burst into tears, whipped off his shirt and bound up the wound as best he could. When they crept aboard a most unfortunately idle, becalmed and staring Bellerophon, their explanations, widely different and in both cases so weak that they could not be attempted to be believed, were brushed aside, and their captain flogged them severely on the bare breech. 'How we howled,' said Dundas. 'You were shriller than I was,' said Jack. 'Very like a hyena.

The original flagship for the company was the MS City of New York, commanded by Captain George T. Sullivan, On March 29, 1942, she was attacked off the coast of Cape Hatteras, North Carolina, by the German submarine U-160. The torpedo struck the MS City of New York at the waterline under the ship’s bridge, instantly disabling her. After allowing the survivors to get into lifeboats the submarine sunk the ship. Almost two days after the attack, a destroyer, the USS Roper, rescued 70 survivors, of which 69 survived. An additional 29 others were picked up by USS Acushnet, formerly a seagoing tugboat and revenue cutter, operated by the U.S. Coast Guard. All these survivors were taken to the Naval Base in Norfolk, Virginia. Almost two weeks later, on April 11, 1942, a U.S. Army bomber on its way to Europe spotted a lifeboat drifting in the Gulf Stream. The boat contained six passengers: four women, one man and a young girl plus thirteen crew members. Tragically two of the women died of exposure. The eleven survivors picked up by the U.S. Coast Guard Cutter CG-455 and were brought to Lewes, Delaware. The final count showed that seven passengers died as well as one armed guard and sixteen crewmen. Photo Caption: the MS City of New York Hot books by Captain Hank Bracker available at Amazon.com “Salty & Saucy Maine,” is a coming of age book that recounts Captain Hank Bracker’s formative years. “Salty & Saucy Maine – Sea Stories from Castine” tells many sea stories of Captain Hank’s years at Maine Maritime Academy and certainly demonstrates that life should be lived to the fullest! In 2020 it became the most talked about book Down East! “The Exciting Story of Cuba -Understanding Cuba’s Present by Knowing Its Past” ISBN-13: 978 1484809457. This multi-award winning history of Cuba is written in an easy-to-read style. Follow in the footsteps of the heroes, beautiful movie stars and sinister villains, who influenced the course of a country that is much bigger than its size! This book is on the shelf as a reference book at the American Embassy in Havana and most American Military and Maritime Academies.

You’re cute when you’re pissed off.” He shrugs, which makes him look cute, too. But I keep that to myself. “Careful, Cutter. Sounds like you might be catching feelings.” I situate myself behind the puck to take a shot at the goal. When I glance back at him, he’s still wearing the same wicked, crooked grin. I lift a questioning brow. “There are many kinds of feelings, Laney. Go ahead and take your shot, then maybe I’ll show you the kind I’ve got.

Acting Captain Warms’ reasons for not requesting help from the cutter are equally unsatisfactory. He had not anticipated that the Tampa would carry such gear. Even so, he declared later, it would not have been feasible to ferry it across in such weather.

Portland, Maine was the site of one of the northernmost skirmishes of the Civil War! Called the Battle of Portland Harbor, it happened in the waters off Portland harbor involving two ships flying the Confederate flag. On June 24, 1863, having been attacked by these ships, the Union Revenue Cutter Cushing was abandoned by her twenty-four crewmen. Captain Charles Reed a Confederate Navy Lieutenant Reed and the Captain of the Confederate raider, the CSS Tacony, ordered the Cushing torched, causing its munitions to explode. Late on June 26, 1863, Reed and an armed party came ashore dressed as fishermen and raided the city. Knowing that there was no chance of escaping, Captain Reed and his raiding party surrendered to Mayor McLellan and were held as prisoners of war at Fort Preble in South Portland. Because public sentiments were hostile against Reed and his men, they were taken to Boston and held at Fort Warren for the remainder of the Civil War.

Adm. James Loy, commandant, U.S. Coast Guard: Maybe the fourth or fifth day, it dawned on me that the church at the end of Wall Street, Trinity Church, was within spitting distance of the Tower site and was part of the rest of the city that was deluged in debris. I sat in my office for a second and said, “Alexander Hamilton is buried in that cemetery.” He’s considered the founder of the modern-day Coast Guard because he established its predecessor, the Revenue Cutter Service. I couldn’t stand the notion that he and his headstone were probably inundated with debris. I called Master Chief Vince Patton into the office and I said, “Vince, I need you to get some senior enlisted folks from the captain of the Port of New York’s office. I know they’re up to their ass in alligators right now, but we’ve got to go fix that.” He got a senior chief in New York on the phone. They went and began the cleanup of the entire Trinity Church yard. The word got out to the Trade Center site, and people, after finishing their unbelievably difficult work for a 12-hour cycle, came over and joined with these Coast Guard people to finish the job. I was damned if I could go to sleep that night without doing something about it.

engine the ability to plow through ice. But the real secret? Look at that prow!” It was treble thick, fortified by oak and ironwood, and capable, said the proud marine architects who devised it, “of breaking its way through any ice it faces.” At that moment, at the beginning of the Bear’s life at sea, it was thought that the ship would serve some routine purpose, but later, when it was dragooned into a rescue operation, it achieved fame on front pages across the world: the American arctic explorer Adolphus Greely had gone bravely into the northern waters of the Atlantic, lost his ship in a crushing ice pack and nineteen of his men in the ensuing attempt to walk back to civilization. All rescue efforts by normal ships having failed, the Bear was purchased by the American government for the huge price of a hundred thousand dollars and hurried to the supposed scene of the disaster. Now an entirely different kind of ship was in the arctic, and its double-stout construction enabled it to break its way through ice fields that no other could have penetrated and, to great acclaim, to rescue Greely and six other survivors. In the aftermath, while the world was applauding this extraordinary ship, someone had the clever idea of transferring it to the revenue cutter service in Alaska, where it would be most useful. Around the Horn it went in November 1885, arriving in San Francisco after only eighty-seven days at sea. By chance, when the Bear docked, Captain Mike Healy was available for a new command, and without much forethought he was given this well-regarded ship which already had a reputation as exalted as his own. It was a remarkable wedding of man and machine, for when he moved his gear into the captain’s quarters and arranged a perch for his parrot and a hiding place for

The MS City of New York commanded by Captain George T. Sullivan, maintained a regular schedule between New York City and Cape Town, South Africa until the onset of World War II when on March 29, 1942 she was attacked off the coast of Cape Hatteras, North Carolina by the German submarine U-160 commanded by Kapitänleutnant Georg Lassen. The torpedo struck the MS City of New York at the waterline under the ship’s bridge instantly disabling her. Surfacing the U-boat circled the crippled ship making certain that all of the crew had a chance to abandon ship. In all four lifeboats were lowered holding 41 passengers, 70 crewmen and 13 officers. The armed guard stayed behind but considering the fate of those in the lifeboats did not fire on the submarine. At a distance of about 250 yards the submarine fired a round from her deck gun striking the hapless vessel on the starboard side at the waterline, by her number 4 hold. It took 20 minutes for the MS City of New York to sink stern first. The nine members of the armed guard waited until the water reached the ships after deck before jumping into the water. The following day, a U. S. Navy PBY Catalina aircraft was said to have searched the area without finding any survivors. Almost two days after the attack, a destroyer, the USS Roper rescued 70 survivors of which 69 survived. An additional 29 others were picked up by USS Acushnet, formally a seagoing tugboat and revenue cutter, now operated by the U.S. Coast Guard. All of the survivors were taken to the U.S. Naval Base in Norfolk, Virginia. Almost two weeks later, on 11 April, a U.S. Army bomber on its way to Europe, located the forth boat at 38°40N/73°00W having been carried far off shore by the Gulf Stream. The lifeboat contained six passengers, four women, one man and a young girl plus 13 crew members. Two of the women died of exposure. The eleven survivors and two bodies (the mother of the child and the armed guard) were picked up by the U.S. Coast Guard Cutter CG-455 and were brought to Lewes, Delaware. The final count showed that seven passengers, one armed guard and 16 crewmen died.