The new Sentinel-class Fast Response Cutter (FRC) has been termed an operational “game-changer,” according to senior Coast Guard officials. Based on the Dutch Damen Stan 4708 platform with some mods for U.S. use, Louisiana’s Bollinger Shipyards won a contract for the first unit, USCGC Bernard C. Webber (WPC-1101), in 2008 and has been plowing right along ever since.
A couple weeks ago, the yard delivered the 40th FRC to the Coast Guard, not a bad job in just 12 years.
The newest vessel, USCGC Oliver Henry (WPC-1140), was placed in commission, special status, on 30 July and will remain in Florida while the crew completes pre-commissioning trials and maintenance. The cutter is scheduled to arrive in Santa Rita, Guam, later in 2020, and will be the second of three planned FRCs stationed in Guam, an important upgrade to sea surveillance and patrol capabilities in America’s forward-deployed territorial bastion.
“The Fast Response Cutters are a real game-changer here in the Pacific for the Coast Guard,” said LCDR Jessica Conway, the Coast Guard 14th District’s patrol boat manager. “Already the FRCs stationed here in Hawaii are conducting longer missions over greater distances than the older patrol boats they are replacing.”
FRCs have a flank speed of 28 knots, a state of the art C4ISR suite, a stern launch and recovery ramp for a 26-foot over-the-horizon interceptor cutter boat, and a combat suite that includes a remote-operated Mk38 25mm chain gun and four crew-served M2 .50 cals.
While listed as having a range of ~2,500nm, FRCs have deployed on 4,400nm round-trip patrols to the Marshall Islands from Hawaii– completing two at-sea refuelings from a Coast Guard buoy tender– and have shown themselves particularly adept at expeditionary operations in devastated littorals in the aftermath of hurricanes. Further, the class has deployed to the coast of South America in joint Operations Tradewinds exercises for the past two years.
“Here in the Pacific one of our greatest challenges is distance,” said Conway. “With the FRCs boasting a larger crew size and greater endurance, they are able to complete missions both close to shore and over the horizon, aiding both the people of Guam and our partners in the region.”
In a hat tip to the fact they are so much more capable, the USCG uses the WPC hull designation, used last by the old “buck and a quarter” 125-foot cutters of the Prohibition-era with these crafts, rather than the WPB patrol boat designation of the ships they are replacing.
Most important, later in 2020, Bollinger will be delivering the first of a half-dozen FRCs to the USCG that will be home-ported in Manama, Bahrain, to replace the 1980s-vintage 110-foot Island Class Patrol Boats supporting Patrol Forces Southwest Asia, the service’s largest unit outside of the United States. PATFORSWA is almost continually engaged with Iranian asymmetric forces in the Persian Gulf region.
Possibly one of the scariest weapons ever devised, the Russian 2m39 Poseidon (aka Status-6) NATO: Kanyon, a 65-foot long nuclear-powered intercontinental torpedo with an estimated warhead as large as 100 mega-tons, may or may not ever become operational. Submarine wonk HI Sutton over at Covert Shores has been covering this device for the past couple of years.
To put the strategy behind such a weapon into perspective, Dr. Mark B. Schneider, a Senior Analyst with the National Institute for Public Policy, just penned an essay at Real Clear Defense that paints a grim picture.
“Poseidon is a strategic rather than a tactical nuclear weapon. Calling it a ‘torpedo’ is also a mischaracterization,” says Schneider, pointing out that it is a semi-autonomous nuclear-powered UUV drone.
The role of Poseidon appears to be to terrorize the U.S. and NATO into not responding to the initial Russian low-yield nuclear attack after the seizure of bordering NATO territory. Under its “escalate to de-escalate” or “escalate to win” nuclear doctrine, Russia is going to use nuclear weapons first. Deterrence and defense are necessary. A new generation of weapons is probably necessary to destroy the Poseidon. At a minimum, deterring genocidal nuclear attacks against our major port cities is a critical equity. There is no nice way of deterring genocide.
The 378-foot Hamilton-class Coast Guard Cutter Mellon (WHEC 717) just completed her final patrol.
As noted by the USCG, Mellon and her “150-person crew left Seattle April 17 to conduct missions throughout the Aleutian Islands and the Bering Sea. During the patrol, the crew conducted 38 law enforcement boardings, four search-and-rescue cases, and enforced federal regulations governing Alaska’s $13.9 billion commercial fishing industry.”
She returned to her longtime homeport at Seattle earlier this month and is scheduled for decommissioning August 20, 2020, bringing an epic 52-year career to a close.
Laid down in 1966 at Avondale in New Orleans, she commissioned on January 9, 1968.
A modern ship with her helm controlled via a joystick, she carried a 5″/38 DP mount forward, a half-dozen ASW torpedo tubes, sonar, an 80-foot helicopter deck, and used a then-innovative CODAG engineering suite. Contemporary accounts held that she was able to reach a speed of “20 knots in less than 20 seconds and go from full ahead to full astern in less than one minute.”
Mellon served regular weather station duty on Ocean Station November in the Northern Pacific– and even had a balloon shelter for such work, in addition to SAR, maritime fisheries patrol, and counter-smuggling duties.
Once, she even got involved in responding to a mutiny on the high seas.
She also went to a real-live shooting war.
As noted by the Coast Guard Historian’s Office:
Mellon saw extensive service during the conflict in Vietnam. She was twice awarded the Meritorious Unit Commendation as part of Task Force 115 (U.S. Navy Coastal Surveillance Force) which maintained close surveillance over 1,200 miles of Vietnamese coastline and 64,000 licensed watercraft.
The task force seized large quantities of war material, preventing it from reaching enemy hands. During her service in the waters adjacent to Vietnam, Mellon also conducted numerous naval gunfire support missions, rescue operations, medical civic action programs, and training programs for Vietnamese military personnel.
She saved lives.
Mellon rescued passengers from the burning Holland-America luxury liner MS Prinsendam off the Alaskan coast in 1980 in conjunction with another cutter, pulling 510 passengers and crew members from lifeboats after they abandoned ship. Remarkably, and in vast contrast to the Titanic, this occurred with no deaths or serious injuries, and all passengers and crew from the Prindsendam accounted for.
Added to this tally over the years were mariners from the doomed Italian supertanker Giovanna Lollighetti, the MV Carnelian, and the downed crew of a C-130 surviving among the frozen scrub of Attu Island.
She held the line
A regular on the Bearing Sea Patrol, Mellon’s sonarmen counted more sonar contacts with Soviet subs in the 1980s than many active-duty tin cans.
Updated for the Cold War, she was given frigate-level armament, trading her 5″ gun for a more modern 76mm OTO Melera Mk.75, picking up more modern air search radars, a “Slick-32” EW suite, and improved AN/SQS-26 bow-mounted sonar. She also got a modicum of anti-air protection from a CIWS and an anti-ship armament of 8 Harpoon cans. The idea was that if the balloon went up, the Hamiltons could easily chop over to add a few more hulls to the “600 Ship Navy” and help out with ASW and convoy duty.
Speaking of which, she was the only cutter in USCG history to fire a live Harpoon, during tests off Oxnard in January 1990.
The Coast Guard certainly got their $14.5 million FY65 original costs out of her, and, as with most of her class, will surely go on to serve an overseas ally for another generation or two.
Her motto is Primus Inter Pares (First Among Equals).
Here at LSOZI, we take off every Wednesday for a look at the old steam/diesel navies of the 1833-1946 time period and will profile a different ship each week. These ships have a life, a tale all their own, which sometimes takes them to the strangest places.- Christopher Eger
Warship Wednesday, June 17, 2020: Mohican Motorboat
Here we see the future section patrol craft, USS Chingachgook (SP-35), described in the 1916 photo as a “Submarine Chaser,” flying a Yachting Ensign but with a pair of deck guns installed, presumably as part of the popular civilian preparedness movement, in preparation for service with the new Naval Coast Defense Reserve.
The tradition of the Navy quickly acquiring commercial or consumer vessels in times of war and, after a quick retrofit with a few guns and, perhaps, a coat of paint, placing them back into service as a patrol craft or armed dispatch boat, dates back to the Revolutionary War. The tactic remained through the Civil War and saw a huge resurgence in the brief conflict with Spain in 1898. During the latter fashionable little war, whole squadrons of yachts, readily made available by scions of Wall Street, became plucky auxiliary patrol boats sent willingly into harms’ way.
Fast forward to the Great War and the terrifyingly incremental lead up to America’s involvement in that terrible conflict, and the Navy Department took steps in that period of armed neutrality to expand their reach.
Under provisions of the “Big Navy” Act of August 29, 1916, which established the Naval Reserve Force to be composed of six classes:
First. The Fleet Naval Reserve.
Second. The Naval Reserve
Third. The Naval Auxiliary Reserve
Fourth. The Naval Coast Defense Reserve
Fifth. The Volunteer Naval Reserve
Sixth. Naval Reserve Flying Corps.
The Naval Coast Defense Reserve was to be composed of:
“Members of the Naval Reserve Force who may be capable of performing special useful service in the Navy or in connection with the Navy in defense of the coast shall be eligible for membership in the Naval Coast Defense Reserve.”
The NCDRF, seen today as opening the door for women to serve in the Navy, also started cataloging in at first hundreds and then later thousands of craft like the Chingachgook for future inclusion in the fleet.
Dubbed “Section Patrol” craft, these boats were given SP hull numbers that they typically did not carry while they retained their pre-war civilian names. Reporting to the Naval Districts they were mobilized in, they would be responsible for keeping an eye peeled for spies, saboteurs, submarines, and assorted other strange goings-on. Keep in mind the Black Tom Island explosion had occurred on July 30, just under a month before the Act was put into effect and German cells were active along both coasts to one degree or another.
As for Chingachgook, she was built by the Greenport Basin & Construction Co. of Long Island— best known for fishing craft, tugs, and yachts– in 1916, not as a civilian craft, but in hopes of offering her as a prototype sub-buster along motor yacht lines to the U.S. Government. Some 60-feet long, she could make a reported 40 knots on her two 300hp Sterling gasoline engines.
The below 23 January 1917 image shows Chingachgook, not yet in Navy service, lifted out of the waters of New York’s East River and placed on a truck for transport to the Motor Boat Show at Grand Central Palace. Note her stern gun, “10” pennant number on her pilothouse, and twin screws/rudders. Keep in mind that Bannerman’s military surplus, located in Manhattan, would sell both vintage and modern artillery pieces of all kinds, cash and carry, as the NFA of 1934 was still decades away.
Our hearty little craft, of course, borrows her name from the supporting character of Chingachgook, the fictional Native American warrior featured in four of James Fenimore Cooper’s five Leatherstocking Tales, including his 1826 novel, The Last of the Mohicans.
Chingachgook was purchased by the Navy 25 May 1917 from Theodore W. Brigham of Greenport– six weeks after the U.S. entered the war– and placed in service on 6 June 1917, assigned to the 3rd Naval District (New York) for patrol duty. At least nine other dissimilar Greenport-built motorboats went on to become SP craft including USS Ardent (SP-680), USS Atlantis (SP-40), USS Beluga (SP-536), USS Perfecto (SP-86), USS Quest (SP-171), USS Sea Gull (SP-544), USS Uncas (SP-689), USS Vitesse (SP-1192), and USS Whippet (SP-89).
Chingachgook’s wartime service ended just two months later.
As noted by DANFS: “On 31 July 1917 her gasoline tank exploded, injuring members of the crew and igniting the ship. A survey of 13 October found her hull worthless and beyond repair, and she was subsequently disposed of by burning.”
She was struck from the Navy Register 19 February 1918.
A one-off design, the Navy went much bigger on their 110-foot sub chaser designs which, like the smaller Chingachgook that preceded them, were wooden-hulled gasoline-engined vessels developed by yacht makers that were intended to be mass-produced in small boatyards. The subsequent “splinter fleet” of SCs grew into the hundreds by 1919.
Later, in WWII, the Navy also used hundreds of small trawlers, yachts, drifters, former Coast Guard Cutters and the like in the same role as the Great War’s myriad Section Patrol craft, but typically designated them as Patrol Yachts (PYc), Patrol Craft (PC), Civilian Vessels (ID), or Yard Patrol Craft (YP) which were, perhaps, more descriptive terms, some of which continue to this day.
As for the Greenport Yacht & Shipbuilding Company, which is still in business, they went on to build coastal minesweepers, subchasers, and LCM landing craft in WWII.
Displacement: 13 tons
Length: 60 feet
Beam: 10 feet
Draft: 3 feet
Propulsion: Two 300hp Sterling gasoline engine, two shafts.
Speed: 40 knots (although listed as “22 mph” by some sources)
Armament: One 1-pounder (37mm) and one Colt 30.06 machine gun
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As a kid, I grew up in South Pascagoula, in a house, appropriately enough, on Pascagoula Street just south of Ingalls Avenue. This was in the 1970s and 80s, at a time when Ingalls Shipbuilding (then part of Litton) was cranking out the occasional submarine, squadrons of Spruance/Kidd-class destroyers, Ticonderoga-class frigates, early Burke-class DDGs, and Tarawa-class LHAs. Also passing through at about the same time was the old mothballed battlewagons Iowa and Wisconsin.
A lot of this work was done on the yard’s historic East Bank, which was only a few blocks from my home, and at about 3:30 p.m. it was a mad dash akin to the start of the Indianapolis 500 as the workers rushed to get out of there. Sometimes, you could even see the pace car.
The last large ship I remember being at the East Bank was the 1960s-vintage USS Inchon (LPH-12/MCS-12) when she came back from the Gulf War in 1991 to get patched up after catching an Iraqi mine with her hull. After that, things slowed down as more work shifted to the West Bank which is several miles outside of town in the swamps of Mary Walker Bayou near Gautier.
There I would venture out to work when I was in my 20s, tasked with helping to bend raw steel to form warships as many Goula boys had done before. To be sure, today there are several Burkes and a couple LHDs on active duty with my initials– alongside many others– burned into out of the way inner bottom bulkheads.
Over the past couple of decades the East Bank became deserted although not completely abandoned by now-Huntington Ingalls Industries, and the old graving docks, deep enough to float a battleship, were great places to catch flounder and redfish.
Now, it seems the historic old yard is being dusted off and put back to work with the facility being repurposed to perform maintenance on DDGs. Of note, the damaged USS FitzGerald (DDG-62) has been at Ingalls for some time getting a rebuild after her collision off Japan.
The Royal Armouries this week posted a great 6-minute short film. Shot from the first-person perspective, the viewer bumps into a shotgun-equipped Local Defense Volunteer– soon to be a Home Guardsman– in late 1940.
It is pretty informative, and entertaining.
If you like the above, the National Army Museum has also been doing a similar program as part of the 75th VE Day Festival.
Check out this detail of the 1940s Tommy’s marching kit.
While your best and most effective bet in the majority of hairy self-defense scenarios (barring something laser-guided or belt-fed) is a rifle– preferably a few different ones in a range of calibers– in a pinch a handgun is better than verbal judo, a pointy stick, or the lid off a can of sardines. With that in mind, I made a list centered on pistols and revolvers that are 1) modern, 2) accept common ammunition, 3) have spare parts that are readily available, 4) proven, 5) are simple to manipulate, and 6) easy to maintain.
Sure, each of these has their haters, but most importantly each type has a huge crowd of fans and users that have kept them in regular production for decades.
More in my column at Guns.com
The best tactic to beat the vile threat of U-boats in the Great War was the convoy, be it coastal, trans-oceanic, or whatever.
In WWII, the convoy was brushed off again, with success in the Atlantic, Med, and Pacific. An old tactic, but still a good one.
A staple of Cold War planning, ships like the Knox-, Spruance– and Perry-class frigates and destroyers were created with the purpose of shepherding convoys to Europe for NATO through a sea filled with Soviet attack subs and long-ranging Bear bombers.
Then, with the thaw in the late-1980s, the convoy tactic, with the exception of limited escorts in the Persian Gulf during the Iran-Iraq War, fell out of favor.
In short, convoying is a thing your Dad’s Navy and Grandpa’s Navy did.
With the 2nd Fleet rebooted, the Navy– for the first time since 1989– last week ran a convoy exercise in the Atlantic with a surface warfare asset and escorted mercies.
While MSC regularly tries to do such ops, it is usually just simulated and doesn’t include an actual escort or more than one vessel, so, while the four-ship group is small, at least it is a good sign of working those age-old skills that are sorely out of practice.
Plus, and the photo doesn’t show this, the group was screened over the horizon by the Ike carrier group while Navy P-8 ASW/ASuW aircraft and an SSN was on tap as well.
NORFOLK (NNS) — U.S. 2nd Fleet, on behalf of U.S. Naval Forces Europe, and in conjunction with Military Sealift Command (MSC), is conducting convoy operations across the Atlantic, employing the guided-missile cruiser USS Vella Gulf (CG 72) alongside USNS Benavidez, MV Resolve, and MV Patriot.
Sealift remains the primary method for transporting military equipment, supplies, and material around the world. With the return to peer competition and access to sea lanes no longer guaranteed, it is important that the Navy and MSC train together in order to ensure the successful delivery and sustainment of combat power necessary for the joint force to fight and win anywhere around the globe.
“In a real-world conflict, much of the military equipment must still go by sealift, which makes convoy operations a critical skill set to maintain and practice,” said Capt. Hans E. Lynch, commodore Military Sealift Command Atlantic. “In the last five years, there has been an increased emphasis on including Merchant Marine shipping in large scale exercises to enhance tactical proficiency. Exercises that incorporate convoy operations are an extension of that ongoing tactical training.”
This exercise will simulate an opposed transit, testing the fleets’ abilities to safely cross the Atlantic while testing new ways of conducting a convoy in today’s environment. Convoy operations were critical during WWI and WWII as the primary method for moving troops and military equipment, supplies and material to Europe. After WWII, convoys became less prevalent in the Atlantic theater, although still practiced in other areas of operation.
“The Atlantic is a battlespace that cannot be ignored,” said Vice Adm. Andrew Lewis, commander U.S. 2nd Fleet. “We need to be prepared to operate at the high end alongside our allies, partners and adversaries alike as soon as we’re underway.”
During her operations in the Atlantic, Nimitz-class aircraft carrier USS Dwight D. Eisenhower (CVN 69), along with P-8s from VP-4 and a U.S. submarine, cleared the maritime battlespace prior to the transit of the Vella Gulf-escorted MSC convoy.
“The coordination between NAVEUR, 2nd Fleet, and 6th Fleet are indicative of a seamless Atlantic Ocean,” said Adm. James G. Foggo III, commander, NAVEUR. “This exercise allows us to sharpen our ability to move critical resources across the Atlantic, from the United States to Europe.”
“As I have said before, logistics is the sixth domain of warfare, and a critical part of any successful operation or exercise,” Foggo said. “The transatlantic bridge is just as important today for moving troops and military equipment, supplies and material from the United States to Europe as it has been at any point in history.”
2nd Fleet and 6th Fleet work together to ensure the security of sea-lanes of communication in the Atlantic. If called upon, the Department of Defense’s sealift transportation fleet expects to move approximately 90 percent of required assets from the U.S. to the theatre of conflict. The safest and quickest way to get needed materials to the front lines is via maritime convoy.
“We, as a Navy, are inherently linked with the broader maritime industry and this exercise provides a great opportunity to train like we fight,” said Capt. Andrew Fitzpatrick, commander, USS Vella Gulf. “Practicing convoy operations flexes a blue-water, high-end skill for the first time in many years, enabling us all to operate on, above, and below the sea in a contested environment.”
While dropping in at the USS Alabama Battleship Memorial Park in Mobile on a Wednesday, Saturday or Sunday morning, you are likely to hear the roar of RC aircraft of all sorts. The park, just off the bow of the retired Gato-class diesel boat USS Drum (SS-228), is home to the Lower Alabama RC club, a group that has been around since 1975.
The hobbyists of the LARC club, which requires membership in the Academy of Model Aeronautics (AMA) and to comply with the AMA Safety Code, swoop and swirl their aircraft deftly over the uninhabited marshland, remaining well under 400 feet AGL. They hurt no one, damage nothing except their own planes on accident, and add to the wonder of the park, which is often filled with wide-eyed youth visiting the ships and aircraft displays.
If a kid sees an RC Spitfire or Corsair zipping around while there, that could spark a life-long interest or career in aviation– and with the future of a massive increase in drone flight very real, that is a good thing.
The thing is, the Federal Aviation Administration has a proposed regulation that would require almost every drone, quadcopter and RC aircraft in the sky to broadcast its location over the Internet at all times. Sound innocent, right? However, the rule would probably wipe out the hobby that has been around for generations.
In many cases, it may not even be possible for people to upgrade their existing aircraft to the new standard. The FAA rule states that a compliant drone needs to have a serial number that was issued by the device’s manufacturer in compliance with the new rules. Yet many RC aircraft are built by small companies who never intended to get into the commercial drone business. They might not have the technical resources to comply with the new standards or the legal resources to get FAA approval.
The FAA aims to allow a few RC/drone airfields like the one in Mobile run by “community-based organizations” where the rules could be relaxed on hobby-built craft, but that exemption would only be for a year.
After that, the agency thinks everyone will just kinda hang it up:
At the end of that 12-month period, no new applications for FAA-recognized identification areas would be accepted. After that date, the number of FAA-recognized identification areas could therefore only remain the same or decrease. Over time, the FAA anticipates that most UAS without remote identification will reach the end of their useful lives or be phased out. As these numbers dwindle, and as compliance with remote identification requirements becomes cheaper and easier, the number of UAS that need to operate only at FAA-recognized identification areas would likely drop significantly.
Robert Morris was an Englishman, born in Liverpool in 1734. Coming to the Pennsylvania colony in his teens, by 1775 he was a wealthy merchant and turned his business acumen into buying arms for the colonial militia. This role grew until Alexander Hamilton described him as the “Financier of the Revolution.” One of the signers of the Declaration of Independence and for a time considered the “de facto commander” of the Continental Navy (he even sold the first armed man-of-war to Congress), Morris later turned down the role of the country’s first treasury secretary, suggesting Hamilton for the position instead.
Rather than be remembered on the $10 bill, Morris was honored by four early U.S. Navy vessels that were named after him between 1776 and 1846, and well as a few Coast Guard cutters (which until 1967 was under the Treasury Department).
The first cutter named after Morris was a Baltimore Clipper-style schooner built in 1831 at the New York Navy Yard. Some 73-feet in length and armed with a half-dozen 9-pounders, she was not a commanding vessel but was good enough to bust smugglers and fight pirates. Nonetheless, USRC Morris participated in the Mexican War as part of Capt. John Webster’s nine-cutter squadron and, on her way back to the East Coast, was driven ashore at Key West by a hurricane in 1846.
The second USRC Morris, commissioned in 1848, was a 102-foot topsail schooner constructed of yellow pine, white and live oak, locust, cedar, and mahogany. Armed in 1861 with “1 x 32-pounder pivot-mounted cannon; 1 x brass 12-pound howitzer; 12 Maynard rifles; 12 smoothbore muskets; 12 pistols; 19 cutlasses; 11 boarding pikes and 18 battle axes,” Morris was notably detached to scour the North Atlantic that year in search of the Confederate privateer brig Jefferson Davis.
She was sold in 1868.
The third– and final U.S. vessel named for Morris– was a 125-foot Active-class Coast Guard cutter built in 1927 at American Brown Boveri Electric Corp., Camden, NJ.
We have profiled the 125s, best known as the “buck-and-a-quarter” class, in several Warship Wednesdays (See: Warship Wednesday, Dec. 4, 2019: The Other Tora of Pearl Harbor).
USCGC Morris (WPC-147/WSC-147/WMEC-147) operated first out of New London until 22 November 1928. She then assumed her permanent station at Oakland, California, on 13 January 1929, conducting patrol operations and operating intermittently against rumrunners through 1934. She was then transferred to Seward, Alaska until 1937, before ultimately returning to the West Coast.
Transferring to Navy control 1 November 1941, Morris was designated a subchaser and assigned to patrol and rescue operations out of San Diego during WWII until 1 January 1946. She assumed postwar USCG patrol duties out of San Pedro, which was her permanent station through 1969.
Decommissioned on 7 August 1970 after 43 years of hard service, she was then transferred to Boy Scouts where she was active with the Sea Scout program in Stockton as SSS Morris until recent years. In the early 2000s, she received $2 million in repairs and restoration paid for by Bob French and was donated in 2015 to the Liberty-Maritime Museum, who has had her for sale since 2016, priced at around $250K.
The ad for posterity:
1927 125′ Coast Guard Cutter Morris asking $90,000 obo – an amazing vessel for this price! Major overhaul ($2 million approx.) completed in 2010. Cummins KTAs, Northern Lights gen sets, ARPA radars, bow thruster. All wiring and piping replaced. Hull plating, railings, tanks and decks replaced as needed. Operational but due for a haul-out and one prop repair. Anchored near Rio Vista, recently cruised but surplus to our needs. Suitable as an ocean cruising vessel or live-aboard. State of California registration, current insurance.
What more could you ask for?