Sun Shipbuilding and Drydock Co.

Gettysburg

Source: Provided by Mr. Auke Visser on 17 December 2005.

Bunker Hill

Source: U. S. Coast Guard report

Caddo (ii)

Harlem Heights

Trenton

Corsicana (ii)

From Dictionary of American Naval Fighting Ships:
The second Pecos (AO-65) was laid down 20 April 1942 by the Sun Shipbuilding and Dry Dock Co., Chester, Penn., as Corsicana (MC hull 325); launched 17 August 1942; acquired by the Navy 29 August 1942; sponsored by Mrs. B. Abrams; and commissioned 5 October 1942, Comdr. P.M. Gunnell in command.

After operations along the Atlantic coast, the oiler transited the Panama Canal and sailed 18 February 1943 for Fanui Bay, Bora Bora, mothering a brood of 11 subchasers, five yard minesweepers, numerous LCI(L)'s, and one net tender. Four motor torpedo boats nested in cradles in the forward and after well decks. Pecos fueled each small craft every four days. Throughout the voyage, groups of boats came alongside the tanker for fuel; then, replenished, gave place to others.

Pecos next supported the landings at Tarawa, Gilbert Islands, refueling the bombardment and transport groups. She returned to the West Coast late in 1943 and departed San Pedro, Calif., on New Year's Eve after undergoing repairs and loading with oil and supplies.

Pecos departed Majuro Atoll 2 February 1944 to escort Washington into the anchorage after the latter's bow had been shorn off in collision with Indiana. For over three hours the officers and men of Pecos worked at the delicate task of getting the huge battleship alongside, then maneuvering her into the atoll. She performed the whole operation in the dark, and acted as anchor for Washington overnight.

Less than two weeks after Kwajalein Atoll fell to the Americans, the tanker steamed into the lagoon and refueled warships in the Marshall Islands until returning to Pearl Harbor early in March for oil and supplies. She then headed for the southwest Pacific to support strikes against the Palaus in late March and early April.

For ten hours on 10 July, shells from marine "Long-Tom" cannons flew over Pecos as she lay at anchor off Saipan, refueling cruisers, destroyers, and an LST full of high explosives. The oiler next began fueling operations running between Eniwetok in the Marshalls and Manus in the Admiralty Islands. In September, she participated in the Palau invasion, fueling the bombardment and transport groups.

On 2 January 1945, Japanese aircraft attacked the tanker as she steamed from Leyte Gulf toward Mindoro. The following day seven general quarters alarms announced Japanese planes. A bomb exploded so close astern that the oil feed pump fuses blew temporarily stopping the main engine.

On the evening of 4 January, three enemy planes attacked the anchorage in Mangarin Bay, Mindoro. One bomb, a dud skipped from the water and smashed into the Pecos' after port cargo boom, bending it almost double. A plane crashed into an ammunition ship lying less than a mile away, causing it to explode in a single, blinding flash. Pecos' guns splashed one attacker.

Pecos shot down two more Japanese planes during a raid in the Sulu Sea off Negros Island.

A single engine Japanese plane dove out of the sun on the ship's starboard quarter 7 January 1945, releasing a bomb that struck the water 100 feet off her port bow before a tanker ahead of Pecos shot this plane down.

During the next weeks, Pecos fueled the huge task force steaming up the South China Sea for the Lingayen landings. General Quarters became as routine an affair as fueling, as enemy planes continued to operate in the Mindoro area.

The veteran oiler next steamed to Mangarin Bay to supply aviation gasoline for an Army Air Force unit based there 18 February. Previously, fuel for the squadron's P-38 fighters had been flown in by transport aircraft, but the planes now were virtually grounded for lack of gasoline.

At the month's end, Pecos departed the Philippine area for Ulithi Atoll in the Western Caroline Islands to prepare for the war's final major landing operation at Okinawa, She spent April and May at sea in the fueling area off Okinawa transferring oil and gasoline to 3rd Fleet ships.

Pecos spent two hectic days outside of Hagushi Anchorage, adjoining the war torn city of Naha, fueling destroyers on the perilous picket lines. On the evening of 20 May, in a major Japanese air raid, kamikaze pilots hit five of the picket ships. but the tanker was untouched. Pecos sailed for the United States on 28 May, after seventeen consecutive months overseas.

With overhaul completed, Pecos departed San Francisco 14 August 1945--as word was received of the end of hostilities. By 26 September she was anchored in Sasebo Ko, Kyushu Island, Japan, which had just been occupied by American naval forces, fueling the vessels in the harbor.

Pecos decommissioned 14 March 1946. She was transferred to the Maritime Commission 1 April 1947 and struck from the Navy List 23 April 1947. By directive dated January 1948 Pecos was reacquired by the Navy. She was reinstated on the Navy List 20 March 1950. She was then taken over by the Military Sea Transportation Service 18 July 1950 to be operated by a merchant crew.

Source: http://www.navsource.org/archives/09/19065.htm and also http://www.ibiblio.org/hyperwar/USN/ships/dafs/AO/ao65.html

Stillwater

From Dictionary of American Fighting Ships:
Cache (AO-67) was launched 7 September 1942 as Stillwater by Sun Shipbuilding and Dry Dock Co., Chester, Pa., under a Maritime Commission contract; sponsored by Mrs. J. Cook; acquired by the Navy 28 September 1942; converted at Maryland Shipbuilding and Dry Dock Co., Baltimore, Md.; commissioned 3 November 1942, Lieutenant Commander P. Anderson, USNR, in command; and reported to the Atlantic Fleet.

From 11 December 1942 to 25 February 1943, Cache carried oil from Gulf ports to Norfolk, Va., and Argentia, Nfld. She cleared Norfolk 19 March for Baytown, Tex., where she loaded diesel oil for Bora Bora, Society Islands, and Noumea. She returned from the South Pacific to San Pedro, Calif., for repairs 26 May.

Returning to Noumea 8 July 1943, Cache operated between Espiritu Santo and Guadalcanal until 4 August. Duty as station tanker at Efate and Espiritu Santo continued into December, when she sailed to refuel ships at sea. While returning to Espiritu Santo on 22 January 1944, Cache was struck in the port side by a submarine torpedo. One man was killed, and Cache was severely damaged, but was able to make port under her own power. After temporary repairs, she sailed for San Pedro, Calif., for permanent repairs.

Cache returned to duty at Eniwetok 20 June 1944, to begin almost continuous participation in the operations that forced the Japanese back across the Pacific to their homeland and ended the war. First came the Marianas operation, including the capture of Tinian, for which she fueled ships at sea in July and August 1944. Based at Manus from 26 August, Cache provided essential fuel for the attacks on, and invasion of, the western Caroline Islands, then based at Kossol Roads and Ulithi to support the ships which brought the war back to the Philippines in the assaults on Leyte and Luzon in fall and winter 1944-45. Continuing to operate from Ulithi, she fueled TF 51 for the invasion of Iwo Jima, then put to sea for the great task force raids which prepared the way for, and supported, the Okinawa operation. Later she operated in Okinawan waters, bringing fuel through the hazards of kamikaze attacks unscathed. She ended her war service in July 1945 as she sailed with the mighty 3d Fleet in its final stunning blows against the Japanese home islands. After carrying fuel to Tokyo Bay in September, she returned to the west coast, and on 14th January 1946 was decommissioned at San Francisco.

Cache was transferred to the Maritime Commission in June 1946, but reacquired by the Navy 10 February 1948. Assigned to the Naval Transportation Service, she carried oil from Bahrein to Japan and the west coast until 1 October 1949, when she was transferred to the Military Sea Transportation Service. She continued to operate in a noncommissioned status through 1960.

Cache received eight battle stars for World War II service.

Source: http://www.navsource.org/archives/09/19067.htm also http://www.hazegray.org/danfs/auxil/ao67.htm also Victory Ships and Tankers

Monmouth

Source: Miramar Ship Index

Cherry Valley

Source: Miramar Ship Index

Newtown

Guilford

Fort Lee

Vera Cruz

Churubusco

San Antonio

Pueblo

Shiloh

Cross Keys

Seven Pines

Chickamaugua

Murfreesboro

Gaines Mill

Perryville

It would seem that she served through the latter half of World War II without incident and following the end of the war she was sent into layup along with thousands of other oil and general cargo ships around the U.S. coasts. At some point thereafter she was sold into the private merchant marine and ended up sailing for Paco Tankers Inc., of Wilmington, Delaware as Perryville by the end of the 1950s.

By the early 1960s many T2 tankers were nearing the end of their respective careers. A select few though were fortunate to be the recipients mid-life refits, service extensions and some of entirely new hulls. Such was the case for Perryville and early in 1961 she was taken to the Todd Shipyard Corporation drydock in Alameda, California where her original stern and midship section was joined to a new oil tanker forebody. The new hull had been built at the Mitsubishi Heavy Industries drydock in Yokohama, Japan during 1960 and towed across the Pacific to California late that year.

When Perryville emerged from the drydock and re-entered service her dimensions had stretched to 585' x 80'3" x 33'5" and her tonnages had increased to 25,083-dwt, 14,445-grt and 10,666-nrt. She retained her original General Electric steam turbine engine which was capable of producing up to 7,300 horsepower. It turned a single fixed pitch propeller and moved the ship along at speeds in excess of 14 knots.

Following her return to service her owners were listed as the Keystone Shipping Company of Wilmington, Delaware, U.S.A. and this remained unchanged through the late 1970s. Around October 24th, 1979 it was reported that Perryville ran aground off Honduras in a position 15.50 N, 82.21 W. She was subsequently re-floated on October 30th of that year.

She kept busy through the 1970s and early 1980s hauling crude oil and petroeum based products between various U.S. ports on the Atlantic & Pacific Ocean as well as along the shores of the Gulf of Mexico. The end was drawing near though by the end of 1981 and early the following year Keystone Shipping decided that the costs of repairing the ship exceeded its total value. As a result she was sold for dismantling. On August 8th, 1982 she arrived at Chittagong Roads, Bangladesh and subsequntly ran herself aground on the scrapping beach. There over the weeks that followed Perryville was reduced to memories..

Information courtesy Marine News - The World Ship Society
Lloyds Registers - Lloyds of London and the American Bereau of Shipping

Brandy Station

White Plains

Valley Forge

Princeton

Mr. Milton Bell wrote about the "Esso Manhattan" to Mr. Auke Visser, stating the following:

Launched 1942 by Sun Shipbuilding Co, Chester, Pa as the T-2 tanker PRINCETON but completed as the ESSO MANHATTAN. She highlighted the problem of the construction of these ships when on 29th Mar.1943 she left New York in fine weather and a slight sea, and suddenly broke in half. It was originally thought that she had struck a mine, but after the two halves were towed to port, it was found that the damage was not caused by explosion. She was later repaired and sailed again on 11th June. ( I imagine that it was not easy to find a crew! ). After completing her service as a tanker in 1959, she was converted to a self unloading bulker, by Gibbs Corp, Jacksonville, Fla, and was equipped with two 30-ton cranes. The bridge housing was moved aft just ahead of the funnel and she was renamed MARTHA MAC and operated by Gulfcoast Transit Company of Tampa, Fl in the phosphat-coal trade between Florida and Louisiana. 1965 MARINE PROGRESS, Marine Nav. Co, USA, 1966 MARINE ENTERPRISE, same owner, 1970 transferred to Panamanian registry renamed ENTERPRISE. 1974 scrapped at Kaohsiung.

Source: Provided by Mr. Auke Visser on 17 December 2005.

Ticonderoga

Bennington

Fort Stanwick

Source: Miramar Ship Index

Brandywine (i)

Source: Provided by Mr. Auke Visser on 17 December 2005.

Germantown

Source: Victory Ships and Tankers, Sawyer and Mitchell

Broken up Brownsville 21 May 1979.

Source: Miramar Ship Index

Caribbean

Source: Ebay seller (slide photo description)

Vincennes

Conastoga (ii)

From Dictionary of American Naval Fighting Ships:
Millicoma (AO-73) was laid down as King's Mountain under Maritime Commission contract by Sun Shipbuilding & Dry Dock Co., Chester, Pa., 4 August 1942; subsequently renamed Conestoga; launched as Millicoma 21 January 1943; spons ored by Mrs. M. G. Hogan; acquired by the Navy 30 January 1943; converted for Navy use by Maryland I)rydock Co., Baltimore, Md.; and commissioned at Baltimore 5 March 1943, Lt. Comdr, George E. Bly in command.

For more than 2 years Millicoma provided valuable at-sea logistics support as the might of American seapower moved westward across the Pacific to crush the warring Japanese Empire. Refueling and replenishment operations sent her throughout the Pacific to the islands of Polynesia, Melanesia, and Micronesia as well as to the home islands of Japan. During her Pacific service she refueled scores of ships ranging in size from battleships and aircraft carriers to destroyers and auxiliaries. She tra nsferred thousands of barrels of oil and thousands of gallons of gasoline to the fighting ships of the fleet and thus helped the Navy press to a successful conclusion a sea war of the aggressor's own making.

Departing Norfolk, Va., 20 April 1943, Millicoma steamed via the Dutch West Indies and the Panama Canal to carry a cargoof fuel oil and gasoline to the Fiji Islands. During the remainder of 1943 she continued to carry vital liquid cargoes to Am erican bases in the South Pacific. Operating out of San Pedro, Calif., she made several runs to the Society Islands, the New Hebrides, New Caldonia, and New Zealand. Thence, after completing a round trip to Hawaii and back, she departed San Pedro 13 Jan uary 1944 to begin supporting the Navy's series of brilliant island-hopping campaigns.

Millicoma refueled ships off the MarshalIs prior to and during the invasion; thence, arriving Majuro 4 February, she served as station oiler in the Marshalls until sailing for the New Hebrides 2 March. Between 31 March and 15 April she cruised north of the Solonions and refueled ships of TF 58 following intensive air strikes in the western Carolines. After returning to San Pedro 9 May, she underwent overhaul and on 20 June sailed to resume fleet oiler duty in the Marshalls.

Early In July she cruised for similar duty in the Marianas, and during the next month she supported fleet operations off Tinian, Guam, and Rota. She returned to Eniwetok 12 August, and between 26 and 31 August steamed to the Admiralties for duty with the At Sea Logistics Support Group (TG 30.8). Early in September she refueled ships of the fast carrier task force during sweeping, hard-hitting strikes from the Palaus to the Southern Philippines.

Millicoma returned to the west coast 19 October. Departing San Pedro 1 December, she steamed via Pearl Harbor and Eniwetok to Ulithi where she resumed duty with TG 30.8. She sortied 3 January 1945 and during the next 3 weeks cruised the repleni shment areas in the western Pacific and refueled the fast carriers during far-reaching operations against Japanese installations on luzon, Forinosa, China, Indochina, and the Ryukyus.

Millicoma served out of Utithi during the remainder of World War II as she continued a busy pace of fleet replenishment operations which carried her to the heart of the Japanese Empire. In late February and early March she replenished ships dur ing the conquest of Iwo Jiiiia. Besides fuel, she provided ships with foodstuffs, medical supplies, ammunition, and mail. Thence, begining 13 March, she sailed on the first of four major fueling operations in support of the invasion and conquest of Okin awa. She carried out additional deployments 30 30 March[sic], 22 April, and 30 May, and each of the four runs lasted about 2 weeks. While cruising with TG 30.8 on the fourth deployment, she battled typhoon seas 4-5 June. Sixty-foot waves and winds In e xcess of 100 knots destroyed her fueling booms and cracked her foremast. She returned to Ulithi 11 June for repairs, thence departed for Okinawa 28 June to begin shuttling fuel to the newest of the American bases in the western Pacific. She completed tw o round trips to the Ryukyus and returned to Ulithi where she received news of Japanese capitulation.

Millicoma steamed to Japanese waters 8 September and refueled minesweepers and support ships off Sasebo, Kyushu. She replenished more than 60 ships in less than 2 days. She arrived Sasebo the 29th to continue logistics support of minesweeping operations, and between 22 and 25 October she refueled ships in the Yellow Sea along the of Korea.

Millicoma arrived San Francisco 19 November, and decommissioned there 21 February 1946. Her name was struck from the Navy list 12 March, and she was transferred to the Maritime Commission in June. Reacquired by the Navy in February 1948 for us e as a naval tanker, she was transferred to MSTS 1 October 1949. Her name was reinstated on the Navy list 28 April 1950.

Since 1949 Millicoma has supported the worldwide shield of American seapower and the defense of the free world. Manned by a civilian crew, she has operated under MSTS on a contract charter basis to carry liquid cargoes along the coasts of the Un ited States and to American bases overseas. Between June 1952 and June 1954, she bolstered the sea supply lines between Japan and South Korea. Since the Korean conflict she has continued wide-ranging fueling runs under MSTS, primarily in the Atlantic and the Caribbean. Into late fiscal year 1969, she maintained her schedule of chartered runs out of east coast ports.

Source: http://www.navsource.org/archives/09/19073.htm and also http://www.hazegray.org/danfs/auxil/ao73.htm

Cowpens

Hobkirk's Hill (i)

Source: Victory Ships and Tankers

Eutaw Springs

Palo Alto

Buena Vista

Cerro Gordo

Contreras

Molino Del Rey

Chapultapec

Jalapa

Perote

Bull Run

From Victory Ships and Tankers:
Greater container capacity was provided by skilled ship-surgery performed by Todd Shipyards, when the afterbodies of the T2 tankers Bull Run, Roanoke and Petrolite were joined to the forebodies of the C4 container ships Anchorage, Baltimore and Seattle.
Matching dissimilar hulls of the T2 tankers and C4 ships proved an intricate exercise, the problems mainly concerning the beam and depth - 71ft 6in and 43ft 6in respectively for the C4 type and 68ft and 39ft 3in for the T2 ships. The following description of the work involved is generally applicable to all three conversions.
The T2 was cut at about frame 47, the C4 at frame 145, with the cut staggered over a length of 90ft. In essence, therefore, a 143ft afterbody was joined to a 328ft forebody, this producing a ship capable of carrying 217 x 35ft containers below deck and 131 above deck, the latter being stowed three high between box-section buttress posts.
Work on the scarph joint included construction of a new bulkhead and sloping transition between the maindeck of the C4 and the raised poop of the T2. Extensive bracketing unified the vertical C4 framing to the longitudinal framing of the ex-tanker. Riveted straps on the C4 hull (fitted at an earlier conversion) were extended 30ft aft of the new bulkhead, and 70ft doubling plates were added from the main deck via the new slope to the poopdeck. The existing bridge structure was retained, although refitted to modern standards, and the wheelhouse level raised by the addition of part of the T2 bridge.
During hull conversion the main machinery received complete overhaul and modification, so increasing its rating from 6,000 to 8,000 SHP and speed to 15 knots. On each ship the rudder was strengthened and doubling plates added to the stern to allow for greater power and the increased turning movement of the hull. (See also Sun yard numbers 390 and 416.)

Source: See http://www.navsource.org/archives/09/19156.htm and Victory Ships and Tankers.

Ball's Bluff

Appomattox

Monocacy

Front Royal

Source: Miramar Ship Index

Latest News: Port Said, Mar 28 2007 -- Grain storage vessel Observer (17614 gt, built 1943), ex non specific tanker, which was laying alongside the quay at Port Said Harbour, caught fire at about 0930, this morning. S.C.A Tugs extinguished fire and the Canal is clear. -- Lloyd's Agents.

Source: Mr. Tony Terry by email on 28 March, 2007.

Winchester

Sharpsburg

Fredericksburg

Chancellorsville

Petersburg

Spottsylvania

Vicksburg

Source: Provided by Mr. Harry Marshall on 31 December 2005

Chantilly

Harpers Ferry

Source: Provided by Capt. Richard Johnson via web feedback on 14 March 2006

Manassas

Malvern Hill

Broken up Gadani Beach, 22 November 1977.

Source: Miramar Ship Index

South Mountain

Information sources - Fairplay Internet Ship Register, Lloyds Registers & Marine News - The World Ship Society

Source: http://www.wellandcanal.ca/salties/t/texacomississippi/mississippi.htm

Williamsburg

Corinth

Kenesaw Mountain

Mill Spring

Fairfax

Mcdowell

Lookout Mountain

Missionary Ridge

Opequon

Louisburg

Fort Necessity

Source: Matt Zwingraf via web feedback on 29 April 2006.

Fort Duquesne

Fort Niagara

Charlestown

Bloody Marsh

Great Meadows

Lake George

Crown Point

Kittanning

The SS Kittanning after being hit by three torpedos fired by the U-539 off of the port of Cristobal, Canal Zone, was still afloat on 5 July 1944 when the crew of the Panama Canal tugboat Tavernilla volunteered to go to the assistance of the Kittanning. The crew of the Tavernilla consisted of the Master William J. Connard, Chief Engineer Hermanus A. Kleefkens and the engine room oiler (name unknown). I have a copy of the letter of appreciation from the Acting Commandant 15th Naval District Cpt. Ellis S. Stone to Governor Mehaffey of the Canal Zone as well as addendums of congradulations to the crew of the Tavernilla from S. A. Manahan, Marine Superintendent and F. M. O'Leary, Port Captain Cristobal. The letter from Cpt. Stone states: As Acting Commandant I desire to express to you my very deep appreciation of the hearty cooperation of the Marine Superintendent, Captain Manahan, in sending the Panama Canal Tug Tavernilla to the assistance of a disabled tanker off Cristobal on 5 July. But for the timely arrival of Tavernilla and the seamanlike manner in which the master took the tanker in tow and returned her to port the tanker would very possibly have been driven onto a lee shore and further damaged if not lost Please express to the master and crew of Tavenilla the commendation of the Acting Commandant for their splendid performance. With thanks and all good wishes, I am Cordially yours, Ellis S. Stone Captain, U.S.Navy Acting Commandant 15th Naval District and Acting Commander Panama Sea Frontier The addendum from F.M. O'Leary states: To William J. Connard, Master, Tug Tavernilla: The enclosed letter from the Acting Commandant is forwarded with sincere congradulatios. Your action in taking tanker in tow under difficult and dangerous conditions reflects great credit on yourself, Chief Engineer Hermanus Kleefkens, and the crew of the Tavernilla. In spite of heavy seas and poor maneuverability of the damaged tanker the Tavernilla brought her safely into port. Please deliver the basic letter with endorsements to the crew of your ship. F.M.O'Leary Port Captain, Cristobal July 11, 1944

Broken up at Bilbao 8/1965

Fisher's Hill

The 1943/67-built, 27,615-dwt, 15,022-grt oil tanker American Trader is seen in this photograph while she was underway in the harbor at Seattle, Washington during September of 1976. She was originally built at the Sun Shipbuilding & Drydock Company yard in Chester, Pennsylvania for the United States Maritime Commission as Fisher's Hill. She was one of the 202, T2-SE-A1 class tankers that were built at that yard for service during World War II and she entered service during December of 1943. Following the end of the war she along with hundreds of other tankers, cargo ships and troop transports were laid up at ports all around the United States. By 1948 Fisher's Hill had been sold into the private merchant marine.

National Bulk Carriers purchased the ship and shortly following the sale, her original Westinghouse turbo-electric plant was removed and a pair of re-built Joshua Hendy Iron Works steam turbine engines were installed in July of 1948. As a result of the conversion her horsepower was increased from 7,420 to 9,350. In 1953 she was renamed Neches by the Sabine Transportation Company of Port Arthur, Texas and in August of 1957 she was lengthened by 41 feet at the Alabama Drydock & Shipbuilding facility in Mobile, Alabama. Her length increased from 503 feet to 544 feet overall and her tonnages increased from 10,196-grt and 16,500-dwt to 11,406-grt and 18,417-dwt.

In 1964 she was renamed American Trader by the American Trading & Production Corporation. Late in 1967 American Trader entered the Newport News Shipbuilding & Drydock Company facility in Newport News, Virginia where her original cargo section and bow were cut away from the stern. A new forebody was welded in its place and her wheelhouse and accomodations block which once sat in the middle of the ship was removed, moved aft and welded atop the original stern accomodation structure. She re-entered service early in 1968 measuring 633'6" x 74'2" x 43'6". Her previous dimensions were 544' x 68'2" x 39'2". Her tonnages increased to 15,022-grt and 27,615-dwt.

American Trader's original hull and bow was of no use and it was subsequently sold for scrap. On January 13th, 1968 the old hull - likely around 400 feet long, arrived at Castellon, Spain under tow where it was later broken up for scrap. The ship continued sailing through the 1970s and into the mid 1980s for the American Trading & Transporation Company. On June 11th, 1985 she entered layup at East London and ended up staying there until August 12th. She had been sold to Benship International Inc., U.S.A. however shortly thereafter the aging ship was re-sold to Khalil & Sons Ltd. for scrapping. American Trader arrived off Chittagong, Bangladesh late in September of 1985 and on October 2nd crews began dismantling her hull.

Source: Information courtesy Marine News - The World Ship Society, Lloyds Registers - Lloyds of London The American Bureau of Shipping and Victory Ships & Tankers - L.A. Sawyer & W.H. Mitchell http://www.wellandcanal.ca/salties/a/americantrader/trader.htm

Source: Provided by CAPT Richard Johnson via web feedback on 15 January 2006

Cedar Creek

Sources: http://www.history.navy.mil/danfs/c5/cedar_creek.htm and also http://www.navsource.org/archives/09/19138.htm

Five Forks

Kernstown

Santiago

Boundbrook

Fort Schuyler

Sag Harbor

Hegra

Blackstocks Ford

Hanging Rock

1969: Converted to container ship by Todd Shipyards Corp., San Francisco. Aft section joined to fore and midship sections of Seattle (ex-Mobile 1964, ex-Dorothy 1962, ex-Marine Fox 1961, C4 hull by Sun - yard number 347). Name Seattle retained (measurements 497ft oa x 72ft, 11,499GRT, 8,749DWT). (See also Sun yard numbers 287 and 416). April 1971: A 165ft section of the old forebody of Petrolite joined by Willamette Iron & Steel Co., Portland, OR to afterpart of Oregon Standard (Kaiser yard number 97). Remaining section of Petrolite scrapped, Richmond, CA.

Source: http://www.navsource.org/archives/09/19164.htm and Victory Ships and Tankers

Frenchtown

Esso Springfield

Lyon's Creek

Port Royal

Karsten Wang

Catham

Source: Provided by Auke Visser via web feedback on 23 March 2006

Mauvilla

Tampico

Sandy Creek

Tullahoma

Paoli

1966: New fore and midship sections built by Bethlehem Steel Co., Baltimore (measurements: 612ft oa x 80ft, 11,149GRT, 23,584DWT). Renamed Marine Floridian.

The Marine Floridian arrived at Baltimore under tow for conversion to a liquid sulphur carrier on 2 March 1966. Conversion was completed in June 1967. To keep the sulphur liquified, her five cargo tanks were fitted with steam-heated coils which, with glass-fiber insulation of the tanks, were able to keep the cargo at a temperature of 265-270 degrees.

The Marine Floridian was owned by Marine Navigation Sulphur Carriers, Inc., a subsidiary company of Marine Transport Lines Inc., of New York, and carried shipments of liquified sulphur from Beaumont, TX to other Gulf and US East Coast ports.

A sister ship, Marine Texan (see Alabama yard number 335) was converted in 1963 for the same specilized traffic. She was owned by Marine Sulphur Carriers Corporation, another subsidiary of Marine Transport Lines, Inc.
Renamed Belofin Floridian in 1997
Final Disposition, sold to Indian breakers for scrapping in 1997

Source: http://www.navsource.org/archives/09/19157.htm and also Victory Ships and Tankers

Rum River

Source: Miramar Ship Index

Chadd's Ford

Port Republic

Marne

Esso Portland

Esso New Haven

This is one of the modern mysteries of the sea. The entire crew of thirty-nine was lost and claims totalling some $20 million were filed by their relatives. The loss of the vessel became the subject of a legal judgement and, after severe criticism of many concerned, a Federal Court decision, made some seven years after the loss, awarded a multi-million dollar settlement for the lives and cargo lost.

The MARINE SULPHUR QUEEN was put into service in 1961 and made a total of sixty three voyages before her disappearance. After several days of searching, only a few lifejackets, life rings and minor debris were found in a position south-east of Key West.

Source: Victory Ships and Tankers: The History of the Victory type cargo ships and of the Tankers built in the United States of America during World War II, by Leonard Arthur Sawyer and W. H. Mitchell. Published by Cornell Maritime Press, Cambridge MD.

James Island

Whitehorse

Source: http://home.earthlink.net/~pcpcall/id8.html

Fort Cornwallis

In early 1968 Parkersburg was bought by the Marine Navigation Company, Inc., and sent to the Newport News SB & DD Company for conversion to a chemical carrier, specifically designed for the carriage of refrigerated anhydrous ammonia, a chemical intermediate used as an ingredient for fertilizers which has to be transported at a constant temperature of -28 degrees F.

New fore and midship sections were built and the resultant ship measured 615ft x 80ft (15,133GRT, 25,900DWT). Renamed Marine Eagle, she engaged in the US coastal trade on long term charter to the Du Pont Chemical Company.

April 1969: Discarded fore and midship section of Parkersburg converted by Norfolk SB & DD Co., Norfolk, VA to oil barge (measurements: 385ft bp x 68ft, 7,843GRT). Renamed Detsco No. 3. In April 1971, sold for use as a storage vessel in Yugoslavia. (See also Glorieta and Black Jack, Sun yard numbers 417 and 422.)

Source: http://www.navsource.org/archives/09/19163.htm and Victory Ships and Tankers

Catawba Ford

Fort Cumberland

Source: Victory Ships and Tankers

Esso Camden

Esso Scranton

Esso Memphis

Scrapped Kaohsiung, August 1971. (See also Marinship yard numbers 13 and 15 and Sun yard number 412.)

Source: http://www.navsource.org/archives/09/19162.htm and Victory Ships and Tankers

Esso Roanoke

1969: Aft section joined to fore and midbody od Baltimore (C4 Type) by Willamette Iron & Steel Corp., Portland, OR and converted to a container carrier (measurements: 497ft x 72ft, 10,498GRT, 9,036DWT). Renamed Baltimore (see Sun yard numbers 287 and 390).

Source: http://www.navsource.org/archives/09/19155.htm and also Victory Ships and Tankers

Glorieta

Hobkirk's Hill (ii)

Blackwater

Turkey Island

Source: Provided by Mr. Auke Visser on 17 December 2005.

Drewry's Bluff

Black Jack

Prairie Grove

Pine Bluff

Yellow Tavern

La Mesa

Waxhaws

Spring Hill

Chesapeake Capes

Bushy Run

Averysboro

Allatoona

New Market

Somme

Source: Miramar Ship Index

Chateau-thierry

Esso Utica

Musgrove Mills

Moor's Fields

Source:
Kevin L. Souers
St. Louis, Mo
30 September 2000, by email

Lake Erie

Point Pleasant

Cedar Mountain

Source: Miramar Ship Index

Ridgefield

Kettle Creek

Rich Mountain

Groveton

Diamond Island

Valverde

Chrysler's Field

Edge Hill

Lone Jack

Lone Jack (T-AO-161) was laid down under Maritime Commission contract by Sun Shipbuilding & Dry Dock Co., Chester, Pa., 11 July 1944; launched 21 October 1944; sponsored by Mrs. Julia W. Bruwier; and delivered to Cities Service Oil Co. of New York City 31 October 1944.

During and after World War II Lone Jack steamed the sealanes as a merchant tanker. Prior to 1956 she was acquired by the Maritime Administration as a "trade in" ship and placed in the National Defense Reserve, Fleet at Beaumont, Tex.

After the opening of hostilities between Great Britain, France, and Israel on one side and Egypt on the other late in October 1956, the United States moved to stabilize this dangerous threat to world peace in the Middle East. The mighty 6th Fleet steamed to the eastern Mediterranean, and following the closing of the Suez Canal 1 November, the Maritime Administration reactivated Lone Jack for emergency tanker service. Acquired by the Navy 28 November, she was transferred to MSTS at New Orleans, La., 15 January 1957.

Lone Jack was operated under General Agency Agreement by Marine Transport Lines, Inc., of New York City. From January to October 1957 she carried oil shipments from ports in the Persian Gulf to American bases in Japan and the western Pacific. During April and May she circumnavigated the globe while carrying fuel to the Mediterranean and the Far East. Transferred to the Maritime Administration 7 October, she entered the Maritime Reserve Fleet at Olympia, Wash. On 10 June 1966 she was transferred to the Army for use as a floating power station along the coast of South Vietnam.

Source: http://www.history.navy.mil/danfs/l7/lone_jack.htm

Other Notes:
46 - Cities Service Oil Co., New York
55 - U. S. Dept. of Commerce, New York
56 - U. S. Navy (T-AO-161)
58 - U. S. Dept. of Commerce, New York
66 - U. S. Army - outfitted as floating power station for service in Vietnam

Fate: Broken up at Kaohsiung, April 1971

Champion's Hill

Wauhatchie

Source: Victory Ships and Tankers

Originally there were 4 electric cargo pumps that were driven by the main generator, which could be disconnected electrically from the main propulsion motor. The motors were in the engine room, and the shaft to the centrifugal pumps passed through the forward engine room bulkhead into the pump room. This system worked very well. However, the cargo pumps on the refurbished Esso Glasgow were duplex steam reciprocating engines, which were designed as vertical steam pumps but were installed horizontally! They were a problem every time they were used!

In December 1959 the Esso Glasgow, which had just loaded with aviation fuel in Galveston, Texas, was sailing at a slow speed down the Houston Ship Channel in thick fog. An empty American tanker came up the Channel at high speed, and hit the Esso Glasgow, causing it to turn around in the Channel. There was damage to the bows, and as there was no room to turn around safely the ship had to go astern all the way to Houston, where emergency repairs were made prior to sailing for Purfleet, on the Thames Estuary in the UK.

Source: Provided by Ken Philp on 10 December 2005.

Hubbardton

Source: Miramar Ship Index

French Creek

Source: http://www.navsource.org/archives/09/19159.htm and Victory Ships and Tankers

San Pasqual

Carnifax Ferry

Salmon Falls

Trevilian

New Hope

Meuse-argonne

Cantigny

47 - Cities Service Oil Co., New York
62 - Tankships, Inc., New York [Cities Service Oil Co.]
62 - lengthened and widened by new bow and cargo section built by Burmeister & Wain A/S, Copenhagen #788, 15,344 grt, 614.8 x 75.2'
76 - International Ocean Transport Corp., New York (formerly Cities Service Tankers Corp.)
79 - Grand Bassa Tankers, Inc., New York [International Ocean Transport Corp.]
80 - FRIO Sabine Towing & Transportation Co., Inc., Baltimore

Broken up at La Linea 1984 by Cia. Española Para la Fabrice de Acero Inoxiadable, arr. Algeciras 23.8.84, work began in the Crinavis Shipyard in Oct 1984, employing several subcontractors.

Sedan

Source: Provided by Mr. Auke Visser on 17 December 2005.

Saint Mihiel

Amiens

Logan's Fort

1966, acquired by the US Army for use as a floating power plant in South Vietnam. Converted to floating power station for the US Army by Newport News SB & DD Co., for use at Cam Ranh Bay, South Vietnam. Sold for scrapping at Kaohsiung, January 1972. (see also Fort Cumberland, Sun yard number 412).

Source: http://www.navsource.org/archives/09/19160.htm and Victory Ships and Tankers

Royal Oak

Redstone

Roxbury Hill

Rye Cove

Fort Cheswell

Fort Massiac

Source: Provided by Mr. Auke Visser on 17 December 2005.

Heron's Bridge

Atlantic Trader

Orchard Knob

Winter Hill

In tandem tow, the MENIHEK LAKE and LEON FALK JR arrived at Vigo, Spain on September 25, 1985. The MENIHEK LAKE was scrapped at Vigo, and the FALK was towed to Gijón, Spain for scrapping.

Source: http://search.boatnerd.com/

Clarke's Wharf

Drapers Meadows

Fort Caspar

Source: Miramar Ship Index

Honey Hill

Source: http://search.boatnerd.com/

Santa Paula

Hammerfest

Cobble Hill

Camp Charlotte

Source: Miramar Ship Index

Castle's Woods

Source: Miramar Ship Index

Turner's Gap

Atlantic Refiner

Atlantic Mariner

Fort Jupiter

J.l. Hanna

Source: Miramar Ship Index

Atlantic Ranger

Trimble's Ford

47 - National Bulk Carriers, Inc., Wilmington, Del. [Daniel K. Ludwig, New York]
48 - lengthened and re-engined by Bethlehem Steel Co., Baltimore 11,670 grt, 545.0ft 1ST (aft) (engine built 1942)
61- ROCKY POINT Kulukundis Maritime Industries, Inc., New York

Broken up at Hirao, Aug 1963, arr. 14.12.62, work began 25.8.63

Fort Mercer

Broken up at Chittagong 1983 by Steel Enterprise, Ltd., arr. 14.8.83, work began 25.8.83 at Bhatiyari Beach

Fort Mifflin

Traded in to U. S. Maritime Commission, re-sold, Broken up at Santander 1969, arr. 20.4.69 in tow

J.h. Macgaregill

H.d. Collier