Electra, 1934 (WPC-187)

Electra, 1934

WPC-187

A figure in Greek mythology.

Builder: Manitowoc Shipbuilding Company, Manitowoc, Wisconsin

Launched: 30 June 1934

Commissioned: 25 October 1934

Decommissioned: Transferred to USN on 12 November 1935

Disposition: Returned to USCG on 21 November 1945; permanently decommissioned on 23 May 1946

Displacement: 1933: 337 tons

Dimensions: 
                       Length: 165' oa
                       Beam: 25' 3"
                       Draft: 7' 8" (1933); 10' (1945)

Machinery: 2 x Winton Model 158 6-cylinder diesels; 1,340 bhp

Propellers: twin, 3-bladed

Performance: Maximum speed: 16.0 knots
                        Maximum sustained: 14.0 knots for 1,750 statute miles
                        Cruising: 11.0 knots for 3,000 statute miles
                        Economic: 6.0 knots for 6,417 statute miles

Complement: 1933: 5 officers, 39 men

Armament: 1933: 1 x 3"/23; 1 x 1-pounders;

Cost: $242,800

Class History:

The 165-foot "B" Class cutters, sometimes referred to as the Thetis-Class, were a follow on to the 125-foot cutters.  Both types of cutters were designed for the enforcement of Prohibition, but the 165-footers primary mission was to trail the mother ships that dispensed alcohol to smaller, faster vessels well beyond the territorial waters of the U.S.  Hence these cutters had to have excellent sea-keeping qualities, good accommodations for the crew, and long range.  Although Prohibition ended soon after most entered service, their design nevertheless proved to be adaptable to the many other missions of the Coast Guard.

An article written soon after they entered service noted that: "the new cutters are low and rakish, without excessive superstructure or freeboard.  A raking stem, well flared bow and cruiser stern give the appearance of speed as well as contribute to the seaworthiness of the vessels, a quality which has been demonstrated in actual service. The new ships are twin-screw driven by two 670 horse power Diesel engines, furnished by the Winton Engine Co. of Cleveland, Ohio.  The shafting and propellers are arranged and supported in a novel manner.  The ship is equipped with two overhanging rudders on a line with and just aft of the propellers.  The rudders are supported by a streamline rudder post at the forward end which is bossed out for a bearing to take a stub shaft which extends through the propeller.  This method of arranging the rudders has proved remarkably successful.  At full speed, the ships turn a complete circle in two minutes and eighteen seconds, and can be docked with ease under the most difficult conditions.  On trial runs, the Atalanta averaged 16.48 knots at 468 RPM with practically no vibration and the engine under no evident strain.  Due to the arduous service for which these vessels were built, only the finest materials available were used. It is interesting to note that genuine wrought iron pipe was used for practically all the services where resistance to corrosion, vibration, and strain was required.  The fuel oil, lubricating oil, and water service to the main engines and auxiliaries; the fire and bilge system; and the steam heating system were all installed with genuine wrought iron pipe.  At the Lake Union plant this pipe was furnished by the Reading Iron Company through the Crane Company's Seattle office and Bowles Company of Seattle.  The new ships are a distinct contribution to modern shipbuilding and should be of great value to the Coast Guard."

They certainly proved to be of great value to the Coast Guard.  Most saw service as coastal convoy escorts during World War II and two, the Icarus and the Thetis, each sank a U-boat.  Many saw service well into the 1960s and some still service as tour boats in New York City with the Circle Tour Line, testament to their sturdy and well-thought out design.

Cutter History:

The CGC Electra was built by the Manitowoc Shipbuilding Company of Manitowoc, Wisconsin and was commissioned on 25 October 1934.  She was transferred to the U.S. Navy on 12 November 1935 for use as President Franklin Roosevelt's yacht.  She was modified for his use, including the installation of a hand-operated elevator in her dummy rear stack, renamed USS Potomac (AG-25) and was commissioned on 2 March 1936 at Norfolk Navy Yard under the command of LT W. R. Jones, USN, in command.

Serving as the official yacht for President Roosevelt, AG–25 operated primarily in the Chesapeake Bay area, but made occasional cruises to Florida and the Bahamas with the President and first lady on board. She transported the President to Cape Cod where he boarded the cruiser Augusta for the conference with Prime Minister Churchill formulating the Atlantic Charter. In 1941, due to increased equipment added to the superstructure, the ship became top heavy and was condemned as unseaworthy. The Navy recommended that another ship be substituted but the approach of war prevented such action, however, the President ordered the ship not to operate in open waters.

Replaced by Williamsburg, and decommissioned on 15 November 1945, Potomac was returned to the Coast Guard 23 November, and struck from the Navy List 25 February 1946.

She was transferred to the State of Maryland later in 1946, and served with the Tidewaters Fisheries Commission until sold to Warren G. Toone in April 1960 and placed in service as a ferry boat between San Juan, Puerto Rico and St. Thomas, Virgin Islands.  She was subsequently purchased by the Hydro Capital Company, refurbished, and used as a traveling historical museum of the Franklin D. Roosevelt era.  In January 1964 she was purchased by Elvis Presley and given to St. Jade’s Hospital, Memphis, Tennessee.

She eventually ended up in San Francisco where she was seized in 1980 by the U.S. Customs for her role as a front for drug smugglers.  Towed to Treasure Island, she sank at her berth.  The Navy refloated her two weeks later, she was sold to the Port of Oakland for just $15,000.  The Port of Oakland spearheaded a cooperative effort with organized labor, maritime corporations and dedicated volunteers to complete a $5 million restoration.  She has, since 1995, been open to the public.  She is under the care and operation of the Association for the Preservation of the Presidential Yacht Potomac, which now operates this National Historic Landmark as an active memorial to Franklin Delano Roosevelt and the momentous times through which he led our nation.  

                                                                                                                        USS POTOMAC

Tom Beard

July 1986 (Rev. 2021)

A rusty hulk is propped up on dry land today at the Oakland, California waterfront, its lifeless carcass wounded by neglect and hewed by ill directed volunteer and amateur efforts at rehabilitation. The hull plates are rusted through or cut away exposing frames which make the mass look like a huge cadaver of a partially flensed whale with ribs showing. The corroded, steel remains bear little semblance to the once glorious white yacht that served to entertain royalty, where world leaders gathered to form strategies to end a great war, and a president fished.

The fate of the former presidential yacht Potomac is still undecided (at this writing, 1986). The revival back to the splendor days as a yacht to the president of the United States began like many dreams by those coming on the remains of a once glorious vessel: a romantic notion without knowledge of expectations. The pragmatic scheme now charted by the present owners is to establish the physical requirements and cost for restoration before any work begins. It could also mean that knowledge of eventual costs, bringing the yacht back to practical service, could doom the vessel before more time and expense are dedicated. (1)

USS Potomac was built for the U.S. Coast Guard by Manitowoc Shipbuilding Co. in Wisconsin, and launched as the Coast Guard Cutter Electra, 26 October 1934, less than eight months after the keel was laid. The cutter is of riveted steel construction, 165 feet overall in length with a beam of twenty-five feet four inches and hull depth amidships of thirteen feet three inches. Original displacement was 357 tons. CGC Electra was one of a class of ten coastal patrol boats planned for the interdiction of rumrunners. It arrived too late. CGC Electra instead, engaged in patrolling along the US Atlantic seaboard for only a short period.

The US Navy acquired CGC Electra 30 January 1936 and rebuilt the small vessel to navy standards meeting the special needs of President Franklin D. Roosevelt. The former Coast Guard cutter was commissioned as USS Presidential Yacht Potomac on 2 March 1936. Alterations increased displacement to 399 tons. The presidential yacht's weight continued to increase. In 1941 the vessel was finally restricted to service only in Chesapeake Bay. (2)

The wheelchair bound President required a main deck stateroom and meeting spaces. Roosevelt also needed the mobility to get up to the boat deck—he disliked being carried as was necessary on the replaced Presidential Yacht Sequoia.

One convenience added enabling the president going between the main deck and the boat deck was a false stack enclosing a hand-powered elevator. Additional spaces were added for a larger crew, beyond that necessary to navigate the vessel, for presidential catering and security services. (3)

Potomac reverted to ordinary ship work by the Naval Research Laboratory during World War II and was replaced by President Truman following Roosevelt's death with the 245-foot Williamsburg. USS Potomac returned to the Coast Guard inventory who then consigned it to the Maryland Tidewater Fisheries Commission as a patrol and research vessel. It sometimes saw service as the states Governor’s yacht.

In 1960 the former presidential yacht was purchased for use as a ferry boat between Puerto Rico and the Virgin Islands. No records, however, shows it went into this service. It is important to note that at this time the vessel was "certified" by the Coast Guard for 240 passengers and nine crew. This Coast Guard certification, later, would make any ship restoration project on ex-Potomac unique and troublesome.

Elvis Presley bought the ex-yacht in l964, then donated it to St. Jude’s Hospital [conflicting recipients noted in records] for use as a floating restaurant. This project, too, failed and the ship went through a succession of owners when in August 1980 the Potomac was seized in San Francisco in connection with illegal drug smuggling activities. Following this, the ex-Coast Guard cutter was moored at US Navy’s Treasure Island in San Francisco Bay when pilings pierced its hull, sinking it. The Navy Reserves re-floated the vessel, removed both damaged engines, and now the hulk again was offered for sale in 1981.

The ship’s remains was purchased at auction by the Port of Oakland for $l5,000. Port authorities planned to use a restored former Presidential Yacht Potomac as the centerpiece for a waterfront redevelopment project. The yacht was envisioned as a floating museum reflecting the years, 1930-1945. Port authorities justified their decision further by planning to utilize the rebuilt ship as a youth training vessel for high school social studies with the intent of focusing broad attention on the development site. Finally, to fully employ the ship, and as a means of generating income, the Port planned, further, to charter the refurbished yacht to corporations and groups. The Port Authority formed the Association for the Preservation of the Presidential Yacht Potomac (APPYP) to "… supervise renovation effort and manage the vessel's operations. (4)

Volunteers, unskilled at unique shipbuilding tasks, began the rebuilding project in September 1982. A crew from the California Conservation Corps stripped the hull of furnishings and hardware. They were rebuilding the hull with donated materials and volunteer labor until the Coast Guard discovered the Association's intentions of placing the "certified" vessel into passenger service without required Coast Guard inspections and approval.

USS Potomac is a Coast Guard “inspected vessel” subject to CFR 46, Subchapter H, passenger ship regulations. (5)  Then in a move that makes this ship's rehabilitation unique to most projects, the Association stopped all work. They resolved then that continuation must meet three objectives: first, the parameters of the project had to be determined. Next, competent performance was necessary for all work, and finally, cost estimates before proceeding were essential. (6)

The Association hired Ms. Susan Rogers as executive director. Rogers, a former Coast Guard officer, previously worked in the Coast Guard Marine Inspection Office handling Potomac’s case. Then, the firm of Nickum & Spaulding Associates, Inc., Naval Architects & Marine Engineers was consulted in December 1984 to determine the feasibility of restoring the famous yacht as a museum ship and passenger carrying vessel. From their yearlong study, they created detailed plans which could bring Potomac back into service meeting all current U.S. Coast Guard regulations while retaining as much as possible of the details of its historic period. This compromise plan was a rather difficult task requiring significant concessions to history despite the relatively short period of less than a half century from the targeted date. At this writing, shipyards are preparing bids for the rehabilitation work, meanwhile, the decaying hulk awaits a decls1on. (7)

An operating museum ship must be a compromise of two major, often seriously conflicting, considerations: period authenticity and current regulations. The Association, supported with extensive documentation, determine to restore Potomac based on the yacht's configuration as it appeared in August 1939—its career apogee—with the King and Queen of England aboard as President Roosevelt's guests on a voyage to Mount Vernon. (8) Lost, damaged, and irreplaceable equipment, plus changes to marine equipment regulations forced compromises to the vessel’s museum quality. Configuring historic fabric to meet rule requirements from several regulatory agencies can quite often affect the visual impact or even the operating ability of a restored fabric. This is also true for lost technologies or engineering practices that now are cost prohibitive—such as in this case, the riveting of steel plating, a common construction technique only a half century earlier. However, the ship still must produce income to support itself, and the obvious solution is by operating with paying passengers. Compromises for Potomac are now being weighed before the project continues.

To illustrate some examples of major compromise areas on this vessel, the following topics from the Nickum & Spaulding study are briefly reviewed: stability and flooding, access and traffic flow, engines and propulsion, navigation lights, small boats and lifesaving equipment, steam heating plant. These applications are not unique to this particular ship and require consideration in any floating vessel rehabilitation, reconstruction, or restoration projects involving visitors/passengers. (9)

Inability to attain adequate stability was long a problem with Potomac because of alterations to Electra for Presidential service. However, Nickum and Spaulding’s floodable length studies found the ship satisfactory if the forward crew quarter's watertight door is always closed underway. To gain stability, if reconstructed, the original boat deck's wooden sheathing will be omitted, and the l/4-inch steel decking will be replaced with 3/16-inch steel. The new teak main deck will be reduced to two inches from two and a half inches and a l,017-gallon water tank will be made non-serviceable, and ballast added.

An extensive study was made of access to compartments and traffic flow patterns for the ship to be used as a floating museum and for school excursions. Again, Coast Guard regulations placed heavy restrictions on a design duplicating the 1939 version yacht. Each compartment accessible to passengers requires two passages of escape. Neither access may be a watertight door or vertical ladder. Original ladders, too, had vertical slopes of approximately sixty-seven degrees and were narrow. The Coast Guard requires less incline. They finally compromised with the Association on a slope of forty-five degrees. The shallower slope presents a new problem. The ladder’s feet move further into compartments forcing changes to desired, replicated accommodations. A ladder to the boat deck, required by regulation, and not original to the vessel, is to be added necessitating the removal of a stateroom. A traffic flow pattern was designed to eliminate congested areas and cross flows of groups and provide for speedy egress in emergency, however:

Because of the small size of the vessel operational experience may show that the rated passenger capacity of 275 is too high for the museum tours to function smoothly. (10)

Following the yacht's sinking in 198l, the original two, 670 horsepower Winton diesel engines were removed and stored in an open lot without cleaning or preservation. As a result, they were ruined. The propeller shafts and propellers were removed. One shaft was cut. So, only the two propellers, bearings and some shafting were reusable. Two, 440 horsepower Enterprise diesel engines of 1940 vintage were donated to the Association as substitutes. Propellers need re-pitching for the lower power. Much rebuilding is necessary for the rudder installation and since rudders are underwater and not normally in view, the Association agreed to adopt a modern design for their reconstruction, controls, and propeller tail shafts. The engine room, also, cannot meet historic requirements. The solution to not having working machinery meeting original specifications is to exclude the engine room as a museum viewing space. (11)

The navigation lights on the 1934 CGC Electra were simple and few. The Navy added navigation lights to Potomac until twenty-one lights were in the superstructure. This number was reduced to seventeen by 1939, the restoration target date. These lights are still far greater in number and kind than required by law or service today. In addition, the arrangement of the 1939 configuration does not meet the requirements of the 1972 International Regulations for Preventing Collisions at Sea (72 COLREGS). Shifting their positions necessary to comply with COLREGS alters the exterior appearance, compromising the historic integrity against the steadfast demands of the Association. The Coast Guard did, however in this instance, issue a Certificate of Alternative Compliance only after the Association assured them that,

…the vessel will be used mostly in the daytime and that the historic appearance is of major importance to the vessel's use as a floating museum. (12)

Un-needed, and now illegal lights will be wired for possible use as a museum feature at a future date, but the circuits initially will be inactive. (13)

The 1939 Potomac version had two 19-foot surf dories, a 26-foot motor whaleboat and two 18-foot Chris-Craft runabouts. They do not exist with the vessel today. It is possible to build replicas. In the case of the Chris-Craft boats, some craftsmen who built the original boats have agreed to recreate exact duplicates built originally for the Sequoia and Cuyahoga. (14) But again, current regulations will not recognize any of these boats as suitable for life saving service aboard.

For underway lifesaving boats currently, Potomac must have a modern fiberglass rescue boat carried aboard, one dory removed, and changes made to the dory davits to accommodate the rescue boat. These alterations represent a significant and obvious change to the historical configuration (visual) with four canisters, painted red, each containing a twenty-five-person inflatable raft designated for installation on deck.

Another requirement not necessary in the past is that personal flotation devices (life jackets) must be carried on board for the total number of passengers and crew plus fifty percent of that number in children's size. This percentage is higher than required by Subchapter H regulations, but the additional number was directed by the Coast Guard in this case because of the great number of youths intended as passengers aboard. These life jackets require accessible storage, also not a part of the historic ship. (15)

The ship's steam heating system was just one example of the many arguments examined and solved with sound engineering practices and economic considerations while meeting the Association's strict demand retaining the desired historic image. The steam space-heating radiators are kept for historic appearance but will be nonfunctional. The steam boiler is removed, again because of the burden of meeting Coast Guard regulations, heavy maintenance requirements, and the extra qualified manpower needed for its operation and maintenance. Diesel-electric generators can provide ship-service power and heat more effectively. (16)  Modern, technical solutions, however, must retain the appearance of the targeted vessel but replacement outfitting equipment is still seldom available, so,

…some of the outfit items were selected for their period appearance and not because they were 100% authentic. Fortunately, for this project, a number of equipment manufacturers are still making items much as they did 50 years ago. (17)

For other parts, manufacturers still have patterns and can recreate hardware used on the 1939 ship. One example is electrical supplies. (18)

At this writing, shipyards are returning "expressions of interest," and while no bids have been received, the estimated cost of the first phase of rehabilitation which includes just the external restoration and putting the ship into service, is estimated to be about $3.5 million. Building a totally new reconstructed duplicate ship might cost between $2.5 and $3 million. An example of the extent of work necessary for this phase is: all the rivet fastened steel hull plating must be removed from the sheer strake down and replaced. New hull plating will go back as welded construction, no rivets, again leaning to the economies of restoration where the visual image is not critical. (19)

The second phase in bringing back the Potomac would be to complete the interior joiner work to make the vessel habitable. Much of this work can be done dockside, not necessarily in a shipyard, and with volunteer help. The third and final stage would be low cost but labor intensive. This is where the vessel becomes the museum ship. The ship's boats are replicated and installed. The vessel is put in the image seen in the 1939 vintage photographs of President Roosevelt on his yacht Potomac with all its fancy rope work, wicker chairs, canvas awnings an, shining metal trim. (20)

Funding for the project is meeting some success. About a half million dollars has been raised. Also, a matching grant of $2.5 million has been acquired from the Maritime Administration with the lenient provision that matching resources can be in materials and services. An application is being prepared to seek a listing on the National Register of Historic Places. (21)

Complying with the regulatory process can be a restrictive factor in the restoration of historic fabric to its authentic state. This is particularly so for commercial watercraft, aircraft and other public conveyances that must present their period appearance yet still operate under current safety and standards regulations. In the case of Potomac, exceedingly difficult engineering and aesthetic arguments were resolved in compromises that may always be open to criticism. There will come a juncture, too, in the near future where all the chosen compromises will be weighed against the final costs and the ultimate historical value. Not yet considered are the probable future costs to maintain the rehabilitated vessel and the determination of potential income to offset them. The yacht may return to a near appearance of its former glory or be scrapped based on these judgements. But strangely, the fact that the project exists at all and has a chance to succeed is that these same regulations forced a pragmatic and researched study that interrupted a prolonged misguided, costly, and likely unsuccessful rehabilitation attempt born from romantic notions.

NB (2021): Spearheaded by the Port, Potomac was preserved and restored during a 14-year collaborate effort by President Roosevelt's son, James, multiple organizations, and many dedicated volunteers.

The Potomac, now a National Historic Landmark, is maintained by the Association for the Preservation of the Presidential Yacht Potomac. It resides today in Oakland, California, and has been open to the public since 1995.

“Like many nonprofits across the country, the past few months have been the most difficult we have experienced in our 25+ years serving the community. The ship has maintenance and upkeep expenses which must be paid for in order to have an operational vessel when we return. We are having great difficulty covering these expenses because all events and cruises have been cancelled until further notice. This has resulted the loss of all revenue to cover our continuing expenses. 

“At this point we are working very hard to find ways to bring the Potomac back. We are optimistic that we will re-open to serve the students and residents of the Bay area as well as our visitors sometime during the 2021 sailing season.” (23)

Footnotes:

(1) John W. Waterhouse, Telephone interview February 1986; Susan Rogers, Telephone interview February 1986.

Tom Beard. "USS POTOMAC," July, 1986 (Revised 2021)

Cutter History File.  USCG Historian's Office, USCG HQ, Washington, D.C.

Donald Canney.  U.S. Coast Guard & Revenue Cutters, 1790 - 1935.  Annapolis, MD: Naval Institute Press, 1995.

Robert Scheina.  U.S. Coast Guard Cutters & Craft of World War II.  Annapolis, MD: Naval Institute Press, 1982.

For further information, see: www.usspotomac.org