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USS Canisteo (AO 99) after jumboization.

USS Canisteo (AO 99) after jumboization.
Click on this photograph for links to larger images of this class.

Class: ASHTABULA (AO 51 Jumbo)
Design: SCB Project No. 706.65 (MC T3-S2-A1 conversion)
Displacement (tons): 9,769 light, 36,500 full
Dimensions (feet): 644' oa x 75' x 35.5' full
Armament: (1959) 4-3"/50 single mounts; (1979) 2-3"/50 singles (forward starboard and aft port)
Accommodations: 21 officers, 350 enlisted
Speed (kts.): 18 (15 sustained at full load)
Propulsion (HP): 13,500
Machinery: 2 turbines, 4 boilers, 2 screws

Construction:
AONameOrdBuilderStart midbodyStart shipCompl
51ASHTABULA7 Apr 1965Todd, San Pedro1 Apr 1966mid-196719 Oct 1968
98CALOOSAHATCHEE7 Apr 1965Bethlehem Steel Co., Key Highway, Baltimore8 Jun 19668 May 196827 Sep 1969
99CANISTEO7 Apr 1965Bethlehem Steel Co., Key Highway, Baltimore3 Jan 1966Jan 196712 Oct 1968

Disposition:
AONameTDecommStrikeDisposalFateMA Sale/Depart
51ASHTABULA30 Sep 19826 Sep 199115 Oct 2000Tgt.--
98CALOOSAHATCHEE28 Feb 199018 Jul 199418 Dec 1998MA/T25 Jul 2003
99CANISTEO2 Oct 198931 Aug 199218 Dec 1998MA/T25 Jul 2003

Class Notes:
The history of these ships before jumboization is given with the rest of the ASHTABULA (AO 51) class in the World War II section of this site.

On 24 February 1961 ComServLant submitted to CNO an analysis done jointly with COMSERVPAC of the construction and conversion of fleet oilers that would be required in Fiscal Years 1963-1968. The study showed that the total fuel oil replenishment force could be maintained at 33 ships by jumboizing nine AO-22 class ships and building new ships of the AO, AOR, and AOE types to offset the loss of the remaining AO-22 class ships, all of which would be phased out by 1972. The nine jumboized tankers would have their tank sections replaced and would be thoroughly rehabilitated for extended service life. At the same time, BUSHIPS in February 1961 contracted with the Maryland Shipbuilding and Drydock Co. to assist in developing plans for a jumboized AO-22 based on their extensive experience with jumboizing commercial tankers. By 15 November 1961 both Navy and OSD plans called for two AO Jumbo conversions in FY 1963, three in FY 1964, and three in FY 1965.

The FY 1963 and 1964 conversions were performed on the newest AO-22 type ships, AO 105-109 (see the MISPILLION (AO 105 Jumbo) class). These conversions were pure tanker enlargements, in which a new midbody with a greater capacity was substituted for the original one and the pumps and replenishment gear were upgraded. But on 3 December 1962 the Ships Characteristics Board asked BUSHIPS to see if more could be accomplished with these conversions and if a one stop replenishment capability could be incorporated into the hull configuration of a jumboized AO-22. On 24 July 1963 BUSHIPS reported the results of a complete design study of this conversion, which showed that the desired characteristics could be achieved in what it called a One Stop Replenishment Ship, "AOR JUMBO." The essential features of the proposed design, compared to the AO 105 Jumbo conversion, included conversion of the centerline tanks of holds Nos. 3, 9, and 10 to cargo holds, with the increased load of refrigerated and dry stores in hold No. 10 and the ordnance load equally divided between holds Nos. 3 and 9. The installation of four replenishment stations of the latest type for the delivery of missiles was included. Cargo handling in the holds and on deck was to be by fork lift truck, and the centerline section of the main deck and two new cargo handling areas on the 02 level were enclosed to provide adequate stores handling under adverse weather conditions. In addition the original raised cargo tank hatches and manually operated valves on the main deck were modified or moved to allow the use of that deck space for cargo handling. The helicopter pick-up area was on a platform at the 02 level, requiring the relocation of the forward 3"/50 gun mounts and their local director. The design provided for the installation of four 1,500 KW diesel generators instead of the three in the AO 105 Jumbo in case a fourth was needed. The liquid load capacity was reduced from 150,231 barrels in the AO 105 Jumbo to 142,728 barrels in this initial "AOR JUMBO design."

During later stages of the design process the 02 level cargo handling areas on top of the cargo deck (the 01 level) forward and aft were eliminated, with the small helicopter pick-up area on the forward one being relocated to a position on the forecastle just forward of the two original 3"/50 gun positions. The tall generator exhaust trunk aft, inherited from the AO 105 Jumbo design, was also deleted, and some changes were made to the assignments of the transfer stations. The ships received a new midship house rather than having the old one transferred. Approved characteristics for an oiler (AO JUMBO) "limited conversion," SCB Project No. 706.65 (possibly ex 224-A), were promulgated on 27 February 1964 with a final change on 17 October 1967. The contracts for the three FY 1965 conversions were awarded on 7 April 1965 to Todd, San Pedro (AO-51) and Bethlehem Steel Co., Key Highway, Baltimore (AO 98-99).


Ship Notes:
AONameMANotes
51ASHTABULA717FY 1965 (conversion). Jumboized at Todd Shipyard, Long Beach. New mid-section begun by Todd 1 Apr 1966 and launched 9 Jul 1967. Old bow and stern attached to it in August and September 1967 respectively. Recomm. 19 Oct 1968. Never MSC. To NDRF 22 Nov 1982. Sold by Navy 25 Oct 1995 and withdrawn from NDRF 7 Dec 1995 but scrapping contract cancelled after scrapper defaulted due cost of removing asbestos. Partially dismantled hulk repossessed 27 Sep 1999 and used as target 14-15 Oct 2000, sunk 15 Oct by demolition charges after taking hits from 13 missiles, 4 bombs, and gunfire.
98CALOOSAHATCHEE2560FY 1965 (conversion). Jumboized at Bethlehem Steel Co., Key Highway, Baltimore. New mid-section begun by Bethlehem Steel, Sparrows Point, Baltimore, 8 Jun 1966. Ship arrived at Key Harbor 8 May 1968, stern separated 4 Jun 1968, bow separated 16 Jul 1968, assembled ship undocked 6 Aug 1968, conversion completed and ship recomm. 27 Sep 1969. Never MSC. To NDRF 28 Feb 1991. Withdrawn from NDRF 6 Oct 2003 and arrived Teeside (Hartlepool), UK 12 Nov 2003 for scrapping under sale of 25 Jul 2003 but local protests delayed scrapping of the four "Ghost Ships of Hartlepool" until Able UK secured waste management licensing in August 2008. (The other three were COMPASS ISLAND (AG 153), CANISTEO (AO 99), and CANOPUS (AS 34).) CALOOSAHATCHEE was removed from the MA inventory on 21 Apr 2010 indicating that BU was complete. [wiki] Scrapping of Caloosahatchee commenced in November 2009 and was complete by April 2010.
99CANISTEO2561FY 1965 (conversion). Jumboized at Bethlehem Steel Co., Key Highway, Baltimore. New mid-section begun by Bethlehem Steel, Sparrows Point, Baltimore, 3 Jan 1966. Ship arrived at Key Harbor January 1967, conversion completed 12 Oct 1968. Never MSC. To NDRF 5 Nov 1990. Withdrawn from NDRF 6 Oct 2003 and arrived Teeside (Hartlepool), UK 13 Nov 2003 for scrapping under sale of 25 Jul 2003 but local protests delayed scrapping until Able UK secured waste management licensing in August 2008. CANISTEO was removed from the MA inventory on 8 Sep 2010 indicating that BU was complete [wiki] Scrapping of CANISTEO finally commenced in March 2010 and was completed by August 2010.

Page Notes:
Compiled: 15 Apr 2024
© Stephen S. Roberts, 2024
Special sources: NARA: RG 19 Entry P 62 Box 75 (SCB 224A)