Vietnam Remembered

[BuoyJumper]

USCG 82-foot Point Class Patrol Boats in Vietnam
(From Free Republic.com)

The excerpt presented below provides a glimpse into the organizations, boats, and missions of Coast Guard Patrol Boats and Navy Swift Boats in Viet Nam in 1968. It is presented to help all of us better understand the context of the relationship between the two branches of the service, the boats used in routine patrol and offensive operations, and the change in mission from coastal interdiction to offensive operations that occurred in the latter half of 1968.

SURVEILLANCE TASK GROUP:

The Units
The Coast Guard commander in the Gulf of Thailand wore three hats: he commanded the Gulf of Thailand surveillance group and Coast Guard Division 11, in addition to serving as senior naval advisor to the Vietnamese fourth coastal zone commander. He was responsible to three separate bosses – captains who had differing opinion about mission priorities. He reported to CTF 115, commander Coast Guard Squadron One, and the senior naval advisor. Commander Norman C. Venzke said, “It was an impossible situation. I had to satisfy three four-stipers. I handled the jobs in the following priority: the operations job as task group commander came first. The advisory job was second. And I essentially turned over Coast Guard Division 11 to my chief staff officer. I couldn’t do all three.” When Venzke was scheduled to leave Viet Nam in April 1968, he recommended command of Division 11 be separated from the other two jobs. In ceremonies on 4 April 1968, Cdr. Adrian L. Lonsdale relieved Venzke as CTG 115.4 and senior advisor; Lt. Cdr. Alan C. Peck, who had been Venzke’s chief staff officer, took command of Division 11.

The Boats
In response to queries [in April 1965], the Coast Guard decided that 82-ft. Point-class steel-hulled patrol boats (WPBs) would be best suited for the mission. While they were not as fast as the larger 95-ft. Cape class cutters, and with smaller crews, had less capability, they were considered the best choice because they were newer and with only two main engines, compared with four in the Cape-class cutters, were easier to maintain. Types and manufacture of main propulsion and auxiliary machinery were more consistent throughout the Point-class, easing logistic and support requirements. Air conditioning was an important bonus for the 82-footers, considering Southeast Asia’s climate and the fact that crews had to live aboard, both on and off patrol.



POINT MAST Long Beach, CA, assigned RONONE Division 12                  POINT YOUNG from Grand Isle, LA, assigned RONONE Division 11

The crew for a Point-class patrol boat in the United States was eight enlisted men, with a master chief boatswain’s mate as officer in charge. For Viet Nam, the personnel allowance was changed to include two officers – a lieutenant as commanding officer and a lieutenant (jg) or ensign as executive officer. The two seamen in the crew were replaced by petty officers – a second-class gunner’s mate to maintain the additional armament and a third-class electronics technician to keep the increased electronic gear operating.



The bow mounted "piggyback" 81 mm mortar and a .50-caliber machine gun and the aft mounted .50-caliber machine guns

Please visit GM Master Chief Bill Well's website "The United States Coast Guard's Piggyback 81mm Mortar / .50-cal Machine Gun" to learn more about this very unique weapon.

A highlight of stateside shipyard modifications was a unique “piggyback” gun mount, designed by the Coast Guard, on the bow. The mount combined a trigger-fired 81 mm mortar and a .50-caliber machine gun. Ammunition storage lockers were modified for 81 mm rounds and bow lifelines were lowered to provide clearance for the direct fire mortar. Mounts for four .50-caliber machine guns were installed aft and sound-powered phone circuits were run to all guns. Two extra bunks were installed in the officer-in-charge’s cabin and an extra bunk was put in petty officer berthing. The cutter’s 16-ft. boat was replaced with a 14-ft. Boston Whaler skiff.

Subic Bay shipyard modifications for use in Viet Nam included installation of single-sideband, high frequency transceivers; fabrication and installation of gunners’ platforms around 81 mm mortars; modification of trigger fired mortars to allow depression below the horizon for close range firing; rigging of floodlights for night boarding; installation of small arms lockers on mess decks; and additional sound-powered phone circuits.

On 31 October 1965, two of the Navy’s new class of 50-ft. PCF (patrol craft, fast) arrived at An Thoi. The boats, called Swifts, were part of Boat Division 101. PCF-3 and PCF-4, the first of 17 Swift boats planned for the Gulf, reported to CTU 115.1.9 for Market Time operations with the WPB division. Aluminum-hulled PCF’s were a military version of crew boats used for offshore oil rigs in the Gulf of Mexico. Swifts, which drew 3.5 ft. of water and displaced nineteen tons, were powered by twin diesel engines; they were capable of 25 knots in calm waters. Boats were manned by crews of six: a lieutenant junior grade as officer in charge and five enlisted men. They were well armed, mounting a piggyback 81 mm mortar and .50-caliber machine gun aft, and twin .50-caliber machine guns in a tub on top of the pilot house. The next six Swifts arrived in the Gulf on 24 December 1965.

Manning U.S. Navy Swifts was more complicated than single-crewed Coast Guard WPBs, because three Navy crews were assigned for every two Swift boats. Adm. John B. Hayes, a commander when he was in command in the Gulf of Thailand from 1966 to 1967, said, “One of the problems with Swifts was that a permanent crew was not assigned to a particular boat. I had a lot of problems, as did their division commander. He had a heck of a time with his crews. It was hard to develop much esprit de corps when crews didn’t own their own territory.”

PCF hull design – light weight and shallow-draft with a shor bow – made open sea interdiction operations difficult; boats were severely limited in seaways of six feet and above. In all but calm waters, aluminum hulls did not provide stable platforms for boarding. With small crews of only six men, endurance was also a problem for Swifts. To get maximum patrol time out of PCF’s, and not expend their endurance on transiting, they were assigned 24-hour patrols in areas close to An Thoi. Later, they deployed to the southern end of the area with a destroyer as a mother ship. While limited in open-sea operations, Swiftes proved to be very effective on inland waterways. They were used extensively for incursion operations up rivers and canals in later phases of the war.

The Mission
By 1968, no evidence indicated that significant amounts of arms and supplies were being smuggled to the VC through gulf waters; the infiltration threat had not materialized. Toward the end of 1968, focus of operations shifted from defensive patrolling (coastal interdiction) to offensive actions. Lonsdale said: Incursions from sea just sort of came about… We had a lot of Navy lieutenants, who, on dares, started running up the rivers and seeing if they could get from one place to another. It was contrary to doctrine, but they did it. They went through and found out it wasn’t so bad. When our task force commander found out what we were doing, he said, ‘Let’s start doing more of that. Let’s start taking the territory back.’ So we did. We wrested control of the canals and most of the inland waters, at least along the coast, back from the communists. We were running freely wherever we wanted to. Probably the last [communist] stronghold was the tip of the Ca Mau peninsula.



The Point Marone (CG-82321) proceeds up a canal with caution while the Point Cypress (CG-82326) provides cover for USN Swifts.


Capt. John G. Busavage, who was a lieutenant junior grade when he commanded Point Confort in 1968-69, said, “From the time I got there in August 1968, our patrol area were actually up the rivers and canals. Were only supposed to go offshore to rendezvous for supplies or if there was an indication something was going on.” Busavage went to a patrol boat commanding officer conference at CTF 115’s headquarters in Cam Rahn Bay. At the conference, Coast Guard WPB and Navy PCF skippers questioned the value of going up canals. When one young lieutenant (jg) raised the question with the commodore, Busavage said, “I still remember the captain looking down the table with his cigar and saying, “Son, this is the only war the Navy’s got and we’ve got to make the most of it.’ “

The Action
With the approval of the task force commander, Lonsdale began planning and executing coastal operations. Initially, only U.S. forces were authorized to take part in the actions. Later, CTF 115 approved the use of South Vietnamese Navy vessels and troops. Operations, conducted almost daily, were usually amphibious raids on VC villages and staging area along the coast of the mainland. Some raids, using canal and river systems, penetrated well inland. Lonsdale did not need prior clearance for missions, as long as they took place in “free fire zones.” He said, “I just planned them and did them…We pretty much ran our own show. We made reports afterward…Captain Hoffman was CTF 115. He let us go ahead and do what we thought we could do.” Task group forces also mad landings on the northern coast of Phu Quoc Island. But when little VC activity was found, they were discontinued. Operations usually began with naval gunfire from Market Time ships softening up the objective. Next WPBs and Swifts moved in and provided covering fire while coastal group junks or VNN landing craft put troops ashore. When available, helicopter gunships were used to support landings.
Lonsdale said, “Occasionally, I’d go on operations. But I couldn’t go on all of them; I was too busy planning the next one. Around 1100, I would start on the next day’s operation. In the afternoon, I would get reports on the one we did that morning. I made my reports to Saigon and did press releases. Through the night, probably to midnight, I worked on the next day’s operation.” In preparing for missions, CTG 115.4 requested intelligence information about prospective landing sites from Saigon. “After we sent a request,” Lonsdale said, “It wouldn’t be long before we got a query through intelligence channels asking what we know about activity in that particular area so they could respond.”

NOTE:  Excerpts from “The Coast Guard at War, Vietnam, 1965-1975”, by Alex Larzelere. Copyright 1997. This excerpt is permitted under the fair use provision of the copyright act, and is limited to educational and discussion purposes only. Commercial use is prohibited.

[LTGunner]

Senior Chief Boatswain Mate Paul Andrieu, Chief Machinist Technician Greg Ressio, Chief Quartermaster Steven Tierney and LT Paul Garcia possessing over 90 years of experience, took the twelve-man crew through all Engineering, Navigational, Operational and Damage control training associated with an 82 foot multi-use patrol vessel.

Yeah, and I'll bet the LT brought maybe 6 of those years experience, the other 85 being from the Chiefs!

 

Stan, some of us "Mustang" LTs are very proud of our "Chiefly" roots.  I'm sure CWO3 (Ret) Paul Garcia is too.  We're promoted to the Temporary Rank of LT while retaining our Permanent CWO status until we retire or integrate into the Permanent Officer Corp (usually upon promotion to LCDR). Quite a few CWO to LTs were COs of WPBs.    \

http://www.uscg.mil/hq/cgpc/opm/Register/register.htm

[EX-CG-GM]

Tim, All mustangs should be proud of their roots.  Just about every mustang officer I served with was great, and I believe that was largely due to the fact that they had actually "walked a mile" in the enlisted boots.

My comment about the LT was just an attempt at humor.  I have no idea whether he was a mustang or not and may have made the erroneous assumption that he was just a couple years out of the Academy.

[vftb]

COAST GUARD
NEWS

Release No:  VN142-69                                                                                                                                           Date:  15 December 1969
Contact:  JO1 Chuck Moore, USCG                                                                                                                       Time of Release:  Immediate
 

COAST GUARD CUTTER BLACKHAW-
LAMPLIGHTER OF SOUTHEAST ASIA

The 180-foot Buoy Tender Blackhaw serviced approximately 140 buoys and range lights throughout Vietnam

     REPUBLIC OF VIETNAM – Slightly rusted from the salt air and covered with sea growth, the huge black buoy swayed heavily with the steady motion of the South China Sea, marking the entrance to Qui Nhon Harbor in the Republic of Vietnam. 
     As the black-hulled buoy tender maneuvered closer to the buoy, four crewmembers on deck readied their equipment to lift the 3-1/2 ton buoy and anchor chain for maintenance and repairs.  Their dark, tanned bodies contrast greatly with the bright orange color of the life jackets and the yellow hard-hats they wear in case a sudden lurch of the ship tosses them overboard.
     A large crane, which usually rests its heavy boom across the work space on the ship’s forward deck, has been raised and swung to the port (left) side as the tender prepares to make the hoist.  Directing the movements of the crane and men are Master Chief Boatswain’s Mate W.D. Monts, of Mississippi, resembles a New York  policeman directing traffic to a musical tempo.  Everything is precision and everyone knows what to do.

(L) Approaching the buoy and hook in.  (M) Lift the buoy on deck (R) Paint the buoy, install new batteries and service the lamp

     The Coast Guard Buoy Tender Blackhaw (WLB-390), homeported at Sangley Point in the Republic of the Philippines, has been in Vietnam waters servicing aids to navigation for the past 25 days.  But the ship’s captain, Lieutenant Commander G.M. O’brien knows that the job is never routine.  He carefully maneuvers the ship alongside the buoy tapping it against the bow as it rumbles the short distance down the hull to the buoy deck.
     As the buoy comes within reach of the first man holding a 12-foot pole, a looped messenger line is put through a padeye on the buoy.  A second pole is used to pull the line through the padeye, and a third man takes in the messenger which has the crane’s heavy cable in tow.  Soon the cable is attached and the buoy is then lifted from the water.  The fourth man, using a hook, drags the buoy’s anchor chain into a chain stopper to hold it in place while the tender’s crew rework the aid. 
     An “old hand” at servicing aids to navigation in the United States, it was only natural that the Department of Defense call upon the Coast Guard to establish and maintain aids throughout Southeast Asia in support of U.S. Missions.   The Coast Guard began its’ Vietnam operation in 1967, with the establishment of an Aids to Navigation Detail at Coast Guard Activities headquarters in Saigon.  Now under the direction of Lieutenant Commander Gordon ****man of Wisconsin, the Detail directs the work of the Blackhaw during her deployments to the Republic.
     Today, Vietnam’s 1000-mile coastline boasts over 140 U.S. buoys and range lights; marking dangerous shoals, harbor entrances, moorings, and shifting sand bars.  This job of keeping the aids to navigation functioning properly has been given high priority because hundreds of allied ships, military craft and Vietnamese junks depend on their presence and accuracy when entering the Republic’s ports and harbors.  The Blackhaw’s job is a crucial one, but O’brien explains, “The men know they have a tough job to do and they do it well, sometimes under the worst conditions.
     As with any phase of a war effort, problems occur and Blackhaw is not exception.  When the tender leaves her homeport in the Philippines, she must depend almost entirely on materials she has stocked on board to service the buoys.  Enough food can be stored for her 75 crewmembers, but fresh vegetables and milk must be replenished at the Navy Market Time Bases at Danang, Qui Nhon, Cam Bnah Bay and Cat Lo.  If a buoy top (the section above the waterline) is damaged beyond repair, the tender’s crew must fabricate a new one from materials at hand. 
     Since her initial tour of duty in the Republic in 1968, Blackhaw has been the target of Communist gunners on several occasions.  One such incident occurred during October of this year when Blackhaw came under intense enemy small arms and automatic weapons fire while working a buoy in Qui Nhon Bay.  Enemy gunners, hidden in the foliage some 1000 yards for the tender, fired several short bursts of rounds, splashing the water around the hull.  The only damage to the Blackhaw’s thick hull was the loss of several chips of paint along the bright orange Coast Guard Identifying strips across the tender’s bow.

(L)  The gun crew mans twin .50 caliber machine guns on the foscle as Blackhaw works a buoy close to shore (M) Twin .50 caliber machine guns in the gun tub just aft of the cutter's stack (R) Small arms hang on the starboard bridge wing WTD loaded and ready.

     The Blackhaw was denied permission to return fire because of her close proximity to a moored ammo barge.  The buoy tender’s only recourse was to drop the buoy that was being refurbished and move to safer waters.  The tender’s armament consists of four .50 caliber machine guns and various small arms.
     The Coast Guard in Vietnam does more than service aids.  Eighteen Coast Guard 82-foot patrol craft and five larger high endurance cutters patrol the South China Sea and rivers of the Republic of as part of “Operation Market Time.”  The patrols are aimed at stopping Communist infiltration of supplies and men into the Republic by sea and through the waterways from Cambodia. 
     Although the cutters are involved in a “Vietnamisation” program of their own, maintaining the Republic’s aids to navigation will remain the job of the Blackhaw for some time.

ORIGINAL ARTICLE
CHM
USCG
12/15/69

REVISED JULY 2007 (BuoyJumper)
Photos provided by QM2 Hans Brukhardt
from his album A View From The Bridge     

[vftb]

Stan and I have scratched our heads over the 75 crewmember number before.  That may have been the authorized compliment, but we usually ran short and the average real compliment was around 50.  Also, they keep wanting to say four .50's we had six, several M-60's and assorted grenade launchers and small arms.

[EX-CG-GM]

Hey!  Maybe we used the 75 number to jusitify carrying more beer!

the JO that wrote the article must be a frustrated novelist.  I especially liked the line "...their dark, tanned bodies contrast greatly with the bright orange color of their lifejackets".

Of course we always knew we were pretty much bronzed, godlike, larger then life heroes....

 

[vftb]

Of course we always knew we were pretty much bronzed, godlike, larger then life heroes....

Hey!!  I resemble that remark 

[EX-CG-GM]

Of course we always knew we were pretty much bronzed, godlike, larger then life heroes....

Hey!!  I resemble that remark 

  Yeah, and I USED to resemble that remark! 

 

[LTGunner]

Tim, All mustangs should be proud of their roots.  Just about every mustang officer I served with was great, and I believe that was largely due to the fact that they had actually "walked a mile" in the enlisted boots.

My comment about the LT was just an attempt at humor.  I have no idea whether he was a mustang or not and may have made the erroneous assumption that he was just a couple years out of the Academy.

No problem Stan; I'm just defending the Honor of a fellow Mustang.  Your attempts at humor are always a pleasure to read. Cheers, 

[EX-CG-GM]

If I'd known he was a mustang to start with I would have kept my mouth shut......er, fingers closed, WHATEVER!!!     

"Attempts" at humor?  Hey, I crack me up regularly!

 

See? 

[EX-CG-GM]

Hans and Salba-

Ran across this website that might bring back a few memories:

http://www.pbase.com/wfabianic/cavite

[vftb]

That is great Stan; will definitely be bookmarked.  Hasn't changed to much, maybe a little bigger looking at the stores down the main drag.  Dunkin Donuts  ???

[EX-CG-GM]

And MacDonalds....and Hondas instead of jeepneys!  What the hell have they done to my town!!!!!!!!!! ???

Do a search on Cavite City and look at what ya' get.....its touristy now!

 

[vftb]

I'm bumping this thread so you might be able to scroll up and see the outstanding job Buoy did in re-writing the article on the Blackhaw.  Looks a helluva lot better than the scanned jpeg's I posted.  Thank you Buoy  .

[vftb]

But then there were the real heros; you guessed it, the "Buoyjumpers".  No flak jacket, no helmet, not even a life jacket, it was to damned hot.  These guys were sitting targets many times:

 

                          SN Larry Miller (from Florida)                   SN Mike Leapard (from under a rock  )