Although intended to be fast cargo ships, the Victories were readily adaptable for conversion.
The Victory ships of World War II were the most versatile vessels ever designed.
Although intended to be a fast cargo ship, the Victories were readily adaptable for conversion to military transports, containerships, bulk carriers, satellite communication ships, passenger ships, livestock carriers, research, oceanographic and survey ships, as well as refrigerated store ships and guided missile range instrumentation ships.
A number were lengthened to become bulk carriers or even a Great Lakes ore ship, while others were shortened for specific trades. Most of them burned bunker “C” fuel, a number of them also burned diesel and coal.
At the start of 1943, most of the 2,710 Liberty ships were under contract and the U.S. government recognized the need for a mass-produced faster and more efficient ship. The
military needed these fast ships to serve as transports and for conversion to the various kinds of auxiliary-type ships. Additionally, the U.S. anticipated a postwar demand for an expanded liner fleet.
Two design characteristics were entrusted to the Bethlehem Steel Co. and George Sharp. The ships were to have a similar deadweight to the Liberties and be able to maintain a speed of 15 knots. A length of 455 feet was determined and, due to the dimensions of most of the U.S. building methodologies, a beam of 62 feet was agreed upon. After much consideration, steam turbines were selected as the power source. Additionally, they were designed from the keel up for welded construction, eliminating the need for riveting.
The U.S. Maritime Commission awarded building contracts to Bethlehem Steel, Fairfield Shipyard at Baltimore; Oregon Shipbuilding of Portland; Kaiser Co. in Vancouver, Wash.; California Shipbuilding at Los Angeles; and the two Permanente Shipyards in Richmond, Calif.
Caption:The Bluefield Victory, as built. Note the guns on the bow, bridge wings and stern.
At the war’s end, 531 Victories were built: 414 cargo ships and 117 military transports. Due to the supply of turbines, 272 were completed with 6,000-horsepower engines and were designated as the AP2 class. Their average speed was 15 knots. The remaining 259 were completed with an 8,500-horsepower engine and their average speed was 17 knots.
Caption:The Alcoa Cavalier was one of the last three Victories built and is seen here during sea trials in 1947.
In 1947, three incomplete Victory hulls were finished by the Alcoa Steamship Co. as passenger cargo liners. Thus, 534 Victory ships were built in total.
As anticipated at the war’s end, many of the Victories were sold to U.S.- and foreign-flag shipowners. One of the largest of these was States Marine Lines of New York, which owned 10 and ran them in its worldwide services. Most American companies, both subsidized and unsubsidized, filled out their liner and tramp fleets with these versatile 10,000-ton ships.
By 1948, 72 Victories were sold to U.S. owners and another 98 were sold to foreign owners, including Cunard, Holland America Line, Argentina State Line, South African Marine and many others. Twenty Victories were loaned to the U.S. Army and the remaining to the Navy.
Left:The Appingedyk (formerly Coaldale Victory), a Dutch-owned Victory ship that was adapted for commercial service after the war. Note the gun tub still located on the stern.
Right Top: The Hong Kong Delegate, which was built in 1944 as the Pomona Victory, was converted to a containership in 1972.
Right Bottom:The Castel Bianco (formerly the Vassar Victory) was converted by Sitmar Line for passenger service and was further modified to accommodate 940 passengers.
The Victories helped fill the need for tonnage from 1945 to 1970 when trade patterns were changing and maritime transportation became more specialized in the form of containerships, bulk carriers, and not passenger, but cruise ships.
McNamara, who is retired as president of the National Cargo Bureau, currently serves as chairman of the Maritime Industry Museum at Fort Schuyler, N.Y., and remains active in the maritime industry.
