Jones ships were converted to PT boat tenders before entering service, including . Some of the diesel vessels were powered by 2, 6-cylinder Nordberg 2-stroke engines (Sulzer type) driving the single shaft via magnetic couplings and a reduction gear-box. They were manufactured by Nordberg Manufacturing Company. The engine speed was 220 rpm and the shaft 110 rpm. This configuration made maneuvering very easy when entering port, as one engine was run in reverse and the other ahead; change of direction was simply performed by energizing the appropriate magnetic coupling. All auxiliary equipment was electric. The engine room was a pleasure to operate and the workmanship outstanding. Pennsylvania Shipyards, Inc., TX: 46 (launched May 1941 — Dec 1944) Pusey and Jones, DE: 19 (Jan 1942 — May 1945) Converted to Troop Ships (MC-301) at Bethlehem Brooklyn 56th Street (MC-300) at Cardinal Engineering Company (MC-141) at Eureka Shipbuilding Company (MC-296) at McNulty Shipyards (MC-303) at Arthur Tickle 4 Modified and redesignated (to United States Navy) Cargo (MC-138) as then then (MC-225) as Motor Torpedo Boat Tender (MC-304) as (MC-891) as C1-B The Type C1-B ships were built in eight different yards, all but 15 in West Coast yards, all but 20 in California, the majority at Consolidated Steel Corporation in Wilmington, California. All but ten of the C1-B ships had steam turbine engines; the diesels were all built at Seattle-Tacoma SB Corp., Tacoma, Washington and Western Pipe & Steel, San Francisco, California, with each producing five ships. The C1-B were full scantling ships with three decks in which the frames hold the same dimensions as the upper deck. Full scantling ships have deck gear sufficient to completely unload their cargoes. A C1-B example and perhaps the most well-known was the . In 1939, under the Long Range Shipbuilding Program, contracts for 38 ships in batches of 2 to 5 vessels were awarded after one round of competitive bidding. Bethlehem San Francisco and Bethlehem Staten Island only produced on this occasion for the Maritime Commission. For Seattle-Tacoma, the C1-B contract prompted the reopening (and rebuilding) of the Tacoma yard. Consolidated Steel entered the shipbuilding business in 1939. Timing makes these ship constructions interesting, as they were on slipways when the U.S. shipbuilding industry was going through the transition of 1940/1941 towards war time production and many ships, whether afloat or building, were reassigned to fulfill new duties. Unsuccessful bids were made by the