Outboard Profiles of Maritime Commission  Vessels

The C1 Cargo Ship, Conversions  and Subdesigns

All Drawings by Karsten-Kunibert Krueger-Kopiske 2007 

Design: C1-A	Pennsylvania SY's Inc., Beaumont, Tx
Breakbulk	MC-138 to 139, 223 to 232, 688 to 697, 1284 to 1303 and 1961 to 1964 (Diesel / 46 Built) Fomalhaut AK-22, Mormacdale, Cape Romano, Cape St.George, Sangay AE-10, Cape Porpoise, Cape Henry, Cape Decision, Cape Spenver, Cape St.Elias, Cape Ugat, Cape Canaveral, Cape Lookout (I), Cape Hatteras, Cape Arago, Cape Barnabas, Cape Blanco, Cape Constantine, Cape Fear, Cape Florida, Cape San Blas, Cape Igvak, Cape Sable (II), Cape North, Cape Pillar, Cape Poge, Cape San Lucas, Cape San Antonio, Cape Palmas, Cape River, Cape Matapan, Cape Lopez, Cape Juby, Cape Trafalgar, Cape Faro, Cape Barrow, Cape Ducato, Cape Gaspe, Cape Frio, Cape Nun, Cape Sebastian, Cape Falcon, Cape Boyer, Cape Texas, Cape Pembroke, Cape Beale
Type C1-A is one of the first three original designs of the Maritime Commission. In total 65 vessel were built, all with Diesel Engine. Type C1-A is a shelter decker, contrary to type C1-B. The C1 cargo vessel had a speed of 15 knots only and were intended for services not requiring excessive speed. After the war most of the diesel-C1's were sold to foreign shipowners under the Merchant Sales Act of 1946, especially to Norwegian Steamship Companies (over 1/3 of the total output.The original names had the prefix CAPE. Typical are the flush deck and the compact superstructure amidship (Drawing shows one Pennsylvania SY's Inc.built C1-A).

One sample for a Pennsylvania SY's Inc.built C1-A is the Netherland flag DELFT. Built as CAPE SABLE II operated as FORT NASSAU under Lend / Lease for the Netherland Goverment during WWII, she was bought in October 1946 by the Netherland Goverment and handed over to Koninglijke Nederlandsche Stoomboot Matschaapij N.V.and was eqipped between Hold 2 and 3 with a heavy cargo boom.

Another Pennsylvania C1-A the CAPE SAN LUCAS was sold in October 1946 to the Netherland Goverment and simultaneously handed over to the Koninglijke Nederlandsche Stoomboot Matschaapij N.V.and was renamed to CONGOSTROOM.

On a request by the JCS for an additional ammunition ship, the CAPE SABLE (I) was selected by Commission for conversion. Delivered incomplete by Pennsylvania SY's Inc.and steamed to Sparrows Point, Maryland for conversion by Bethlehem Steel Co., at their yard. Renamed and designated to USS SANGAY AE-10 and served throughout the war in the Pacific.

The need for a vessel capable of carrying liquefied petroleum gas had been apparent for some time to the Warren Petroleum Corp of Tulsa, Oklahoma when they approached Pennsylvania Shipyards Inc., at Beaumont, Texas to design such a craft. From the ensuing conversion plans and subsequent purchase of the Pusey and Jones built CAPE DIAMOND in 1946 came the world's first ship devoted entirely to the carrying of liquid petroleum gas. There were many difficulties to overcome in conversion, for the rules governing the construction and inspection of vessels did not, at that time, incorporate a liquid gas carrier that would carry petroleum gas in large pressure vessels permanently installed. Careful planning had to be made therefore, to install tanks more than 50 feet long and over 50 tons each in weight. A great deal of piping had also to be fitted for the loading and discharge of the tanks. Altogether 68 tanks were fitted in vertical positions ranging from 8 feet to 1 3 feet in diameter and 25 feet to 48 feet in length. They were stress relieved, all welds tested with magnetic powder, and welds in places over 1 3/8th inches in thickness were X-rayed. They were constructed as unfired pressure vessels for a maximum working pressure of 250 p.s.i.g at a maximum temperature of 1 15°F. The liquid cargo capacity of the ship was 38,053 barrels. After a five months conversion ending in November 1947, she sailed regularly under her new name of NATALIE 0. WARREN from Houston to New York for the Warren Petroleum Corp., until sold to Oivind Lorentzen in 1961 who worked her in the West Indies-Curacao-East coast of South America trade under the name MUNDOGAS WEST until the end of 1966. On 15 January 1967 she arrived at Vigo for breaking up but then moved to Santander for scrapping where she arrived on 30 June 1967.

The Pusey & Jones Corporation of Wilmington, Delaware got an first contract for two diesel-driven C1-A in November 1939. MARINA was built for A.H.Bull & Co.and ADABELLE LYKES for Lykes. The remaining 17 vessels were built for the Commission and operated by various operators under WSA General Agent Agreement during WWII. Drawing shows CAPE RACE in her post WWII configuration between 1947 and 1951, when she was owned by the Ocean Steamship Company of Savannah and was chartered to unknown operator

CAPE CARTHAGE was selected by Commission on a Navy request for conversion to an Motor Torpedo Boat Tender (AGP). Renamed and designated to USS ACONTIUS AGP-12 on 11-22-43, she was delivered incomplete by Pusey and Jones on 12-22-43 and sailed for Baltimore, Maryland for conversion by Maryland SB & DD Co. She operates only at the Pacific Theater of Operations and was decommissioned by the Navy and handed over to the Maritime Commission on 03-22-46 at San Francisco, California. Commission reverted her name back to CAPE CARTHAGE and laid her up at the Suisun Bay Reserve Fleet. Finally sold for scrap in 1965.

Another order in September 1939 also numbered five turbine-driven ships. The first was handed over to the American Mail Lines, the remainder were for the Alcoa Steamship Co. Drawing shows ALCOA PIONEER in post WWII configuration.

Also in Spetember 1939, five turbine-driven ships were ordered for Lykes Bros.Steamship Co., three of which were lost during WWII. Drawing shows THOMPSON LYKES in her post WWII configuration.

Design: C1-B	Bethlehem Steel Co., SB Division, Staten Island, New York
Breakbulk	MC-89 to 93 (Turbine / 5 Built) Alcoa Pathfinder, Alcoa Prospector, Cape Neddick, Cape Cod, Stella Lykes
Part of the large order for steam turbine ships placed in the summer of 1 939, the first two of these five were handed over to the Alcoa SS Co., the next two were operated by the United States Mail SS Co as troopships during the war, whilst the fifth ship was handed over to Lykes Bros SS Co.(Drawing shows CAPE COD while operated by United Fruit Co.).

Consolidated delivered during WWII 49 turbine-driven C1-B's to the Commission. Five vessels were replacement vessels for Moore-McCormack, to compensate war losts and vessels requisitioned by the Navy. Another group of four vessels were also replacement for war lost C1 vessels owned by Lykes and two were replacement for war losts of the Alcoa Steamship Co. The remaining vessels operated by various operators under General Agent Agreement for the War Shipping Administration. After the war, a number of these Commission owned vessels, were sold under the Merchant Sales Act to to U.S.Flag Shipping Companies and a small number was laid-up in reserve (without any further service). Drawing shows one of the Lykes Line C1-B's in an early post war configuration.

One variation of the Consolidated built turbine-driven C1-B, was series of eight vessels converted to WSA Troop transports. Suitable to carry between 1300 to 2000 troops, this vessels were delivered by Consolidated as typical C1-B and transferred for conversion to various west cost yards. All vessels survived WWII, except CAPE JUAN, who was sunk by a japanese submarine (I-21) in November 1943, while she made her second run from San Francisco to Townsville, Australia (Drawing shows CAPE MEARES, converted by United Engineering Co.of San Francisco).

Another conversion from a regular turbine-driven Consolidated built C1-B, was a series of three vessels converted to Hospital Ships for the U.S.Navy. All vessels were converted by Consolidated Steel Crop.at Wilmington, California in 1943. All vessels were transferred in 1946 to U.S.Army and returned in 1949 to Commission for Lay-up. In 1956 COMFORT and MERCY were removed from Reserve Fleet and converted to Training Ships for the Maine (STATE OF MAINE) and New York Maritime Academy (EMPIRE STATE III).Drawing shows USS MERCY in her WWII configugation.

Design: C1-B	Federal SB & DD Co., Kearny, New Jersey
Breakbulk	MC-67 to 71 (Turbine / 5 Built) Joseph Lykes, Zoella Lyles, Reuben Tipton, Fred Morris, John Lykes
The first order for C1 ships was placed in August 1939 when five B-type, full scantling design turbine driven ships were ordered from Federal SB & DD CO., all for Lykes Bros SS Co., to be delivered in the winter of 1940-41. With these vessels the masting arrangement differed from the basic design, there being three goalpost masts, two forward and one aft, with pole topmasts fitted to the forward and after crossbeams. A special feature of this variation allowed the topmasts to be unshipped, thus permitting the ships to pass under the bridges of the Manchester Ship Canal when on service to the United Kingdom.

These five ships, ordered in October 1939, were motor-driven. Three were operated by the American Mail Line and two others were purchased after launching by the Pacific Atlantic SS Co., of Portland, managers of the States SS Co., for the latter's service between the Columbia River and the Orient. The two ships were renamed OREGON and IDAHO. The IDAHO, launched on 26 June 1 941 as CAPE DOUGLAS (I) was the last of the early C1 -B type orders by the Maritime Commission. Drawing shows the former CAPE ALAVA as WAIRIMU owned and operated by Union Steamship Company of New Zealand.

Five Diesel driven C1-B were built by Western Pipe and Steel Co.of San Francisco for the Pacific Service of United States Lines, operated by American Pioneer Line. Drawing shows the AMERICAN PACKER in her original pre war configuration with Neutrality markings and American Pioneer Line funnel.

Design: C1-M-AV1	Kaiser Cargo Inc.(Richmond Yard No.4), Richmond, California
Breakbulk / Navy Cargo Ship	MC-2101 to 2112, 2374 to 2382, 2509 to 2511 (Diesel / 24 Built) Alamosa AK-156, Alcona AK-157, Amador AK-158, Antrim AK-159, Autauga AK-160, Beaverhead AK-161, Beltrami AK-162, Blount AK-163, Brevard AK-164, Bullock AK-165, Cabell AK-166, Caledonia AK-167, Fairfield AK-168, Faribault AK-169, Fentress AK-170, Flagler AK-171, Square Sinnet, Gunner's Knot, Mooring Knot, Spindle Eye, Marlingspike Hitch, Terminal Knot, Reeving Eye,
After WWII six war built and Navy operated C1-M-AV1 were sold under the Merchant Ship Sales Act of 1946 to the Netherland Goverment. One of these vessels was the former USS BLOUNT AK-163, here shown as the Nethlerland HECUBA. Owned and operated by the Koningklijke Nederlandsche Stoombot Mij. N.V.

Design: C1-M-AV1	Walter Butler SB's Inc., Superior, Wisconsin
Breakbulk / Navy Cargo Ship	MC-2113 to 2134 (Diesel / 22 Built) Gadsen AK-182, Glacier AK-183, Grainger AK-184, Gwinnett AK-185, Habersham AK-186, Hennepin AK-187, Herkimer AK-188, Hidalgo AK-189, Kenosha AK-190, Lebanon AK-191, Lehigh AK-192, Lancaster AK-193, Marengo AK-194, Midland AK-195, Minidoka AP-196, Phoebe Knot, Chain and Crown, Cinch Knot, Hawser Eye, Dragon Fly, Sampan Hitch, Jacob's Ladder,
Based on a Navy request for an short-sea, small, inter-island vessel, and to ensure a vessel design for post-war use, Maritime Commission developed type C1-M-AV1. The basic C1-M-AV1 was a single screw , diesel driven with raised poop and forecastle decks, two complete decks, racked stem and cruiser stern and with machinery aft (Drawing shows a typical C1-M-AV1 in his post-war configuration)..

A series of thirtheen originally desgined C1-B were removed from the contract and modified as Landing Ship Infantry Large for use by the Royal under the terms of the Lend / Lease contract. Comparable to the U.S.Navy operated APA's, the C1-S-AY1's were quite smaller, with slower speed and less troop capacity. All vessels survived WWII except EMPIRE BROADSWORD and EMPIRE JAVELIN, both sank during operation Overlord by mine off the coast of Normandy and submarine torpedoes in English Channel.

Eleven C1-S-AY1 ret'd after WWII to the U.S.and were laid up. Two of them were sold in 1960 to China Merchant Steam Navigation Co.Ltd.and transferred to Republic of China Flag and Registry. They were renamed to HAI OU (ex- Cape Compass) and HAI YA (ex- Cape Argos). Drawing shows the HAI OU