(AMc-98: dp. 195; 1. 97'1"; b. 22'; dr. 8'6"; s. 10 k.; cpl. 17; a. 2 .50 eel. ma, 4 .30 eel. ma; cl. Acme)
Progress (AMc-98) was laid down 28 May 1941 by Anderson and ristofani, San Francisco, Calif., Iaunehed 6 September 1941, sponsored by Miss Marilyn T ewis, and placed in service at Mare Island Navy Yard 24 January 1942.
Progress was immediately assigned to the 14th Naval District and reported for duty 11 March 1942 at Pearl Harbor. She patrolled Hawaiian waters throughout World War II.
Progress decommissioned at Pearl Harbor 3 July 1946 was struck from the Naval Vessel Register 31 July 1946, and was turned over to the Maritime Commission 19 December 1946.
Dictionary of American Naval Fighting Ships
Lebanon--a single-screw, steel-hulled freighter built in 1919 under a United States Shipping Board contract at Hog Island, Pa., by the American International Shipbuilding Co.--was acquired by the Navy on 2 December 1921. Renamed Vega and given the classification of AK-17, she fitted out for Navy service and commissioned at the Boston Navy Yard on 21 December 1921, Lt. William H. Newman, USNRF, in command.
Assigned to the Naval Transportation Service, Vega served the pre-World War II Navy from Atlantic to Pacific on cargo runs which included calls at both east and west coast ports, as well as visits to the Far East and the Caribbean. During the first three years of her naval service, Vega completed six round-trip voyages from San Francisco to Asiatic waters before returning home in October 1924. In successive summers from 1925 to 1928, the cargo vessel operated between Seattle, Wash., and Alaskan ports, carrying supplies and stores to naval radio stations at St. Paul and Dutch Harbor. In addition, Vega and sistership Sirius (AK-16) carried general freight, heavy guns, and ordnance parts in support of Marine peace-keeping activities in Nicaragua. Among Vega's cruises were voyages in 1928 carrying supplies for the Bureau of Fisheries, Commerce Department to seal rookeries on Pribilof and other Alaskan islands. She returned with seal skins garnered during supervised killings.
Vega operated in unglamorous but vital logistical duties into the 1930's as the tide of war crept closer toward the United States. On 6 December 1941, Vega arrived at Honolulu, Hawaii--her holds laden with ammunition for the Naval Ammunition Depot, Pearl Harbor, and an Army derrick barge in tow--moored to Pier 31 and commenced unloading her cargo at 0100 on 7 December. When Japanese planes swept over Oahu, Vega went to general quarters as civilian stevedores continued the arduous job of unloading her dangerous cargo. Since the Japanese were after bigger game, the Hog Islander and her vital cargo emerged from the attack unscathed.
Vega remained in the Hawaiian Islands until 3 January 1942, when she got underway with a cargo of civilian automobiles and pineapples. She arrived at San Francisco 10 days later and soon entered Mare Island Navy Yard for refit. She returned to Hawaiian waters on 10 March. After detaching her tow, Progress (AMc-98), and unloading construction gear, the cargo vessel loaded another cargo of pineapples and civilian dependents' gear and got underway for the west coast on 20 March.
Transferred to the operational control of Commandant, 13th Naval District, Vega departed San Francisco for Tacoma, Wash., on 9 April. From then until 9 January 1944, the cargo vessel operated out of Tacoma and Seattle, carrying vital construction materials and supporting American operations against the Japanese invaders in the Aleutian Islands. On one run, Vega delivered a cargo of naval stores and ammunition, as well as some 20-millimeter antiaircraft guns for the garrison at Dutch Harbor--only a few days before the devastating bombardment of that base by a Japanese cruiser task force in early June 1942.
The ship returned to San Francisco early in 1944 and was soon assigned to Service Squadron (ServRon) 8. During the next year, the cargo vessel supported three major amphibious operations--in the Marianas, the Western Carolines, and at Okinawa--carrying vital supplies and construction materials to assist the famed "Seabees" in establishing the advance bases so necessary to the smooth operation of the Fleet. She picked up her first load of pontoon barges at Pearl Harbor and got underway for the Gilbert Islands on 31 January. However, her orders were changed en route, sending her to the Marshalls. She arrived at Kwajalein atoll on 6 March, unloaded the barges, and returned to San Francisco for another load. Departing San Francisco on 18 May, she unloaded at Guam before steaming back to the Russells to pick up another load at Banika Island.
On 23 October 1944, Vega commenced loading empty brass powder cans at Ulithi in the Carolines, while her embarked "Seabee" battalion--the 1044th--assembled self-propelled barges brought out in SS Claremont. Subsequently, the cargo vessel sailed for Eniwetok where she took on board another load of brass casings, heading for Pearl Harbor on 30 December, en route to the west coast. She made port at San Francisco, a familiar terminus for the ship, on 18 January 1945. Vega departed the west coast with another load of barges on 9 March bound, via Eniwetok and Ulithi, for the Ryukyus. Dropping anchor off Okinawa on 13 June, Vega began assembling pontoon barges and, three days later, during a Japanese air raid on her anchorage, the cargo vessel downed a twin-engined bomber before its pilot could drop his bombs.
Departing Okinawa on 6 July, the cargo vessel sailed, via Pearl Harbor, for the west coast and arrived at San Pedro soon thereafter. Offloading empty brass picked up at Pearl Harbor, Vega transported a cargo of dry stores to San Francisco before proceeding on to Oakland, Calif., where she was decommissioned on 15 January 1946. Struck from the Navy list on 12 March, she was turned over to the Maritime Commission on 1 July. The veteran cargo vessel was sold on 6 August to the National Metals and Steel Corp. for scrapping.
Progress AMc-98 - History
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Anderson & Cristofani bygget troppetransportskibe af APC-1-klassen lille kystnære transporter design. Skibet havde en forskydning på 100 ton lys, 258 tons fuldt lastet med en længde på 103 fod (31 m), en bjælke på 21 fod (6,4 m), et dybgang på 9 fod (2,7 m) og en tophastighed på 10 knob (19 km / t 12 mph). Besætningen var sammensat af 3 officerer og 22 hvervede mænd og kunne transportere op til 66 tropper. Skibene havde en stor bom med en kapacitet på 3 tons. De var bevæbnet med fire enkelt 20 mm AA-kanoner. den APC-1 klassen havde et brændstof kapacitet på 145 tønder (6.100 US gal) af dieselbrændstof . De blev drevet af en Atlas-motor 6HM2124 dieselmotor med en enkelt propel, der skabte 400 hk. For elektrisk udstyr havde de to diesel 30 kW 120V DC servicegeneratorer. Skibet flyttede tropper i Stillehavskrigen . Et bemærkelsesværdigt skib var USS APc-25 .
The Ford GPA Amphibious “Seep”
With the Willys Jeep proving to be such an astounding success, fertile minds were busy thinking of more possible uses for it, sort of like the people who busy their minds finding more and more uses for WD40 or duct tape.
By 1942 Pearl Harbor had happened and the Japanese had demonstrated a remarkable level of military coordination by attacking not only Pearl Harbour, but also Hong Kong, the Philippines, Malaya and Thailand all on the same day.
The United States understood that the war with Japan was going to involve operations at sea and the islands of South-East and East Asia. The military was going to need amphibious vehicles of which the DUKW was a good example. It was decided to make an amphibious Jeep, sort of like a smaller version of the DUKW.
In collaboration with the US military Ford approached Roderick Stephens Jr. of Sparkman & Stephens Incorporated, who were yacht builders, with a view to using the standard Ford (Willys) parts to create an amphibious version of the Jeep: a “Sea Jeep” which would be called the “Seep”. The amphibious Jeep was created, perhaps in too much of a hurry given the pressure of wartime needs, and put into production.
The resulting vehicle turned out to be too heavy and this gave it a much lower than desirable free-board, with the result that it was not useful in anything other than calm waters. These amphibious Jeeps were withdrawn from US service and most were shipped to the Soviet Union where they proved to be very useful for crossing frozen lakes and rivers, situations in which the lack of free-board was not a big issue.
If crossing a frozen lake or river in a normal vehicle, if the ice breaks, the vehicle sinks into the icy water and the crew either drown or die of hypothermia: neither of which is desirable. But if in a Ford GPA Seep if the vehicle breaks through the ice the occupants are kept safe from a cold and miserable fate, and will live to sip a Vodka or two again. The Soviets were so happy with their amphibious Jeeps that they created their own version, the GAZ-46.
As a side note the Ford GPA had considerable potential as was demonstrated by Western Australian Ben Carlin who modified one, named it “Half Safe” and proceeded to take it on an around the world journey which took him five attempts and ten years.
But he did it, and his modified Ford GPA can be seen if you are visiting down in Perth, Western Australia, in the foyer of Guildford Grammar School. Half Safe is a reminder that intelligent determination can help you to achieve things that other people think are impossible.
The Jeep in a Post-War World
At the end of the Second World War the Willys Jeep, as built by Willys and Ford, had proved itself to be a huge success. General Eisenhower described it as one of the six most important vehicles of the war, while General George Marshall described it as “America’s greatest contribution to modern warfare.”
It had earned its laurels, and would continue to do so in the Korean War, and in Vietnam. Returning soldiers, coming home to rural America also had developed a great respect for the diminutive little four wheel drive automobile. One even had a Willys Jeep fitted with custom luxury car coachwork in Europe: it made it into Life Magazine. Perhaps it should have been an inspiration for Willys?
The Jeep had been such a success that Willys were determined to put the car into production for the civilian market they could see it would do well in. This was the world’s first four wheel drive production car and it would be attractive to farmers, mining companies, fishing enthusiasts and sporting hunters.
Willys also had a marketing advantage that many companies would just about kill for: all over the world the US and Allied military either sold or gave away vast numbers of war surplus Willys Jeeps. The Willys Jeep was already poised to be the world’s number one four wheel drive. All that was needed was for Willys to position themselves to take advantage of those world markets with dealerships, parts supply, and workshops.
Willys had seen that coming and had filed to trademark the “Jeep” name in 1943. This quite rightly went to litigation: American Bantam were the ones who had actually created the “Jeep”, and then the US Department of War had supplied all the Bantam “Blitz Buggy” blueprints to Willys and Ford with the instructions to imitate and improve, which they duly did.
So it was in 1948 that the Federal Trade Commission forbade Willys from claiming that they had created the Jeep: it had been created by Bantam with further input by Willys, Ford and Spicer. This didn’t alter things for long however as American Bantam went bankrupt in 1950, and Willys was then awarded the rights to the Jeep name that same year.
None of these things had stood in way of Willys striking while the iron was hot and getting their civilian version of the Willys Jeep into production and out into the dealerships in 1945. Despite being quick into action the work on the vehicle that would take what could have been the Jeep’s markets in the British Commonwealth nations was quietly underway.
Over in Britain at luxury car maker Rover, the Chief Engineer, Maurice Wilks, was at work on Britain’s four wheel drive “Jeep”. Maurice based his new “Land Rover” on the Jeep design, in fact he built his first prototype on a war surplus Jeep chassis, and by 1948 Rover showed their car at the Amsterdam motor show and orders for the Land Rover came in faster than the factory could make them. The British “Jeep” legend had just been born.
The Complete List Of Muscle Cars
There are many different definitions of what qualifies as a muscle car. The broadest definition is any car with a large and powerful engine and a beefed up suspension. Upgraded interiors, fancy paint schemes and nicer wheels and tires are also usually part of the package. Using this definition, huge cars like the 1970 Impala and even compacts like the 1964 Chevy Nova made the list. There is even room for pony cars like the Camaro and Mustang. The mighty Corvette qualifies as well.
Purists narrow that definition considerable and only include midsized cars as muscle cars. These cars include the Chevrolet Chevelle, the Dodge Charger, Plymouth Road Runner and the classic Pontiac GTO. Other performance oriented car categories include: pony cars and American sports cars. Pony cars include the Ford Mustang, Chevrolet Camaro and Dodge Challenger. American sports cars include the Chevrolet Corvette and the Dodge Viper.
Below is a list of the American performance cars broken down by category and years manufactured. Note that we used the “Muscle Cars” label for both the full sized, compact and, of course, midsized cars. For this list we have expanded the strictest definition a little. We have also included a list of pony cars and sport cars. Taken together, this lists represents the best performance oriented cars ever produce by American manufactures.
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‘Vikings’ To End After Season 6, Followup Series In Works At History From Michael Hirst & MGM Television
EXCLUSIVE: History’s flagship scripted series Vikings will be ending its run after the upcoming 20-episode sixth season.
As the hit drama is wrapping, History, Vikings creator Michael Hirst and studio MGM Television, are looking to extend the Vikings franchise with a new series. I’ve learned that the network is in talks with MGM and Hirst about a new series from the same creative team as the original series, which would continue the Vikings saga. If the offshoot project, which is in early stages, moves forward, Hirst will be joined by feature writer Jeb Stuart (Die Hard, The Fugitive).
Vikings, which will end its run after a total of 89 episodes, is currently halfway through airing the back 10 episodes of its 20-episode fifth season, with the finale slated for Jan. 30. The series recently wrapped production on the final sixth season, which is expected to debut later this year, with the last episodes likely airing in 2020. A rep for History confirmed to Deadline that Vikings is coming to an end, providing no further details.
'Clarice' Silenced: A Negotiations Stalemate Dooms CBS Series' Move To Paramount+
Created and executive produced by Hirst, who has written every episode, Vikings has been a legacy show for History. It marked the network’s first foray into ongoing scripted series. Vikings was a breakout ratings hit when it debuted in 2013 and remains History’s #1 scripted series of all time, successfully overcoming a number of cast changes, including the exit of original lead, Travis Fimmel, whose character Ragnar Lothbrok’s story arc came to an end in Season 4. Its most recent episode finished No.2 in 18-49 and No.3 in total viewers among all cable originals last week with 2.7 million total viewers, 895,000 of them adults 18-49 (L+3).
Vikings originally set out to follow the adventures of Ragnar Lothbrok (Fimmel) and tell the sagas of Ragnar&rsquos band of Viking brothers and his family. Because it was based on actual historical figures and events, Vikings had a finite number of stories to tell, and had been building towards an end, set by Hirst as the creative mastermind behind the series.
History has been beefing up its scripted roster over the last couple of years. Its next scripted drama, Project Blue Book from Robert Zemeckis and A+E Studios, premieres January 8. Knightfall returns for a second season in the spring.
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