N3LV1d NOLLVOINaWs:

EXHIBIT 5

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56



MAJOR

U.S, SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
LOA-- Beam length
SW--Shipway in feet
Name and location GD--Graving Drydock Remarks
FD--Floating Drydock Longest
MR--Marine Railway | Total linear
feet
General Ship Corp. 680 x 90 GD* NAA. ship repairs and overhaul.
East Boston, MA Construction up to 200' in
length.
2/270
*GD is located in the Boston
Marine Industrial Park in the
former Boston Naval Annex and
is leased by General Ship Corp.
Jackson Engineering Co., Inc. 425 x 82 FD 653 |2/Ship repairs and conversion.
Staten Island, NY 550 x 82 FD 2600 2y
=/192
Jacksonville Shipyards (2) 660 x 90 FD* 680 Ysnip repairs and conversion.
Jacksonville, FL 900 x 140 FD 4184 Construction of small vessels.
400 x 53 FD* 2/
"2,690
*Leased from the Navy.
Newport Ship Yard, Inc. 320 x 60 MR 500 | 2/smai1 vessel construction,
Newport, RI 2515 conversion, and repairs.
2/180
Perth Amboy DD Co. 400 x 68 FO 400 ship repairs and conversion.
Perth Amboy, NJ 2130 2/
2/140
Puerto Rico OD & 632 x 83  GD* 1000 —|4/ship repairs.
Marine Terminals Tose 2
San Juan, PR 2/90
*Leased from Navy.
Rodermond Industries 425 x 80 FO 842 2/ship repairs.
Jersey City, NJ 350 x 60 FD Bae 2)
300 x 57 FD ="130
Savannah Shipyard Co. 536 x 64 GD 382 2/ship repairs and conversion.
Savannah, GA 1563 2
=" 400
Todd Shipyards Corp. 700 x 85 GD 1152 2/ship repairs and conversion.
Brooklyn, NY 755 x 95 FD 7653
2/388



The five building positions at Quincy include three assembly
basins and two new construction basins. Especially noteworthy is
the ingenious construction schedule for the LNG carriers. Since
Basins No. 11 and 12 can only accommodate ships up to 860 feet
(262 m) in length and 144 feet (44 m) in beam, and since the LNG
vessels were 935 feet (285 m) LOA, hull erection in Basins No. 11
and 12 excluded the bow section. Following float-out from No. 11
or No. 12, the ships were floated into Basin No. 7 for bow
erection and sphere installation. Basin No. 7 can accommodate
a maximum ship size of 936 feet by 143 feet (285 m by 44 m). The
900-ton (817 metric ton) bow units of the LNG's were constructed
at the inboard end of Basin No. 6 and were lifted by the 12,000-
ton (1089 metric ton) Goliath crane over into No. 7 where they
were attached to the hull. The spheres were barged into the out-
board end of No. 6 and lifted into No. 7 for installation.

Basins No. 6 and 8 can each accommodate ships 870 feet by 123
feet (262 m by 37 m).

The yard also has extensive capability to do topside and
inboard repair work. Four piers and a wet basin are available
with a total dockside accessibility of 4,600 linear feet
(1402 m). Each pier and the wet basin is serviced by adequate
crane capacity for outfitting and general repair work. The
building basins can be used as drydocks for repair work when not
in use for new construction or conversion. In addition to ship
construction, the yard also manufactures and fabricates a large
range of industrial products and non-ship components.

The totai workforce at Quincy at mid-1981 was 2,700, down
from about 3,650 a year earlier.

Exhibit 14 is a current layout of the Quincy Shipbuilding
Division's plant and facilities.

15. Ingalls Shipbuilding Division/Litton Systems, Inc.

The Ingalls Shipbuilding Division is actually two separate

ard ocated on the Gulf of Mexican at Pacrana

>

shipyards. Located on the Gulf of Mexico at Pascagoula, MI,
Ingalls is a diversified shipbuilding comp lex experienced in the
construction, conversion and overhaul of commercial ships and Navy
combatants and auxiliaries. In addition, the yard participates
in ship systems analysis and effectiveness
analys
Ingalls in the appl dular construction
in the U.S. Shipbuilding industry.

Although the construction of combatant ships for the U.S.
Navy was the company's principal activity during 1981, Ingalls
as of October of this year had 13 offshore drilling rigs on order

2
2

nm


* 1981 *

REPORT ON SURVEY OF U.S.
SHIPBUILDING AND REPAIR FACILITIES

Office of Ship Construction
Division of Production

Issued December 1981


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116


EXHIBIT 14

WAREHOUSES
\ inal
\

\ PREOUTFIT

\ \, BUILDINGS. °
{PIPE [7
\ SHOP
oe
Cc s fs
.y
a gee
ay

FORE RIVER,

NORTH PLATEN
r t
By 130° 8!

(Ss eesasw'”

7

pert. ak rt ALL BASINS CAN BE

&D ( Ty #7 BASIN ‘ USED AS DRYDOCKS
4

NO. 6 867" x 132°
NO. 7 950’ x 150”
NO. 8 867° x 132’
NO. 11 874’ x 150°
NO. 12 874’ x 150°

MAIN
OFF.
BLOG.

NEW
OFF.
BLDG.

WELD SCHOOL &
GRAPHIC ARTS

(CI) J | eter E> sussrerawt GENERAL DYNAMICS
“de QUINCY SHIPBUILDING DIVISION

65


ser t_) | EXHIBIT 25
2a TTT
| | NORFOLK SHIPBUILDING AND
PIER 1 | | | DRYDOCK CORP.
030 950'x 192"
Hl | BERKLEY PLANT
Uo
oo (lok /
of
VF aaceourny PLATE AND
SHOP { BOILER SHOP
weipme / |] , WAREHOUSES
[plete U7"
AER 2 -150'_| PARKING AREAS
— ade MAIN
iE < “SHOP. aps LIBERTY ST.
MARINE RaiLway SH, ~ tla Qe ET | |
200'x 60" 21 SB oO Maine r et || 1
SHOP 5
mn Se) a ; |
IW ST. —_
ar [aa Sy

12'8 \ “ay | L_ PARKING J
PAINT
1
PIER 42 800 SS ‘SHOP 7
ap) OM agyge | nee /
eB cpg /
PIER 8 - 630 . conenesson v
euzAeeTH RIVER inl JOINE} ~ im a

SOUTHERN BRANCH

= Be et Vieaen
(a>) ee a SHOP

PIER 6 - 008 Te a wd \
so ‘SHIPBUILDING PLATEN

Max. Ship Size 640'x88) Hf]

YY ~ 76


In addition to the two upgraded building positions, Bath
Operates one other shipway that can accommodate a ship 650 feet
(198 m) in length with a beam of 88 feet (27m). For drydock
work, there is an 8,400-ton (8534 metric ton) floating drydock
that can handie ships up to 550 feet by 88 feet (168 m by 27 m).
Two wharves and a pier provide a total of 2,900 linear feet

1200 4

(884 m) for outfitting and repair work.

BIW operates a supporting facility, the Hardings plant,
located three miles (4.8 km) from the shipyard at East Brunswick,
where the initial steel fabrication takes place. At this plant,
steel is blasted and sprayed, cut, straightened or shaped. The
steel is then transported to Bath by truck or rail where it is
joined together into subassemblies for final erection at the
shipway. The plant has been highly mechanized and computerized,
and much of the work is automated.

BIW plans to begin construction in early 1982 on a new
-7 million ship repair and overhaul facility in Portland, ME.
w shipyard, which will include a 24,000-ton (24384 metric
oating drydock, will be used initially for repair and out-
of Navy and commercial vessels and is expected to employ

5D
5
“> O

het Hos

As
work for

Employme

administrative and production
est employment since World War Il.

300

6 is a current plot plan of the Bath Iron Works

6 Bay Shipbuilding Corporation

Bay Shipbuilding Corporation, located in Sturgeon Bay, WI,
is the largest shipbuilder on the Great Lakes. Its parent company,
the Manitowoc Company, Inc., purchased Sturgeon Bay Shipbuilding
and Dry Dock Company in 1968 and the adjoining Christy Corporation
Property in 1970. These two facilities were com ed to form the
Bay Shipbuildirs Corporation. The present plant has channel access
from both Lake .ichigan and Green Bay and provides ample dock space
for Great Lakes vessel repair and for new construction.

Bay Shipbuilding has built more modern self-unloading ships
than any other shipyard in the United States. From 1978 through
1979, the following self-unloading ore carriers were completed:
the CHARLES E. WILSON, H. LEE WHITE, SAM LAUD, ST. CLAIR,

JOSEPH L. BLOCK, BELLE RIVER, BUFFALO, LEWIS W. FOY, EDWIN H. GOTT,
FRED R. WHITE JR., and INDIANA HARBOR. Four of these were 1,000-
foot (305 m) self-unloading vessels. These were constructed in

12


MAJOR U. 5

Berths /Piers
Usable
length
in feet .
Name and location GD--Graving Drydock Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
Lockheed SB & Construction Co.|(2) 650 x 88 SW 800 E/Ship construction, conversion
Seattle, WA 690 x 90 SW $500 and repairs - all types of
400 x 46 FD Is
530 x 80 FD
643 x 96 FD
Na al n . 980 x 170 GD 1090 !/ construction, conversion and
San Diego, CA 690 x 90 SW 7075 repairs - all types of vessels
(2) 900 x 106 SW >
397 x 52 FD* =/6 775
687 x 90 GD*
*Leased from Unif
District of San Diego as needed.
Todd Pacific Shipyards Corp. |(2) 800x 84 SW 680 L/ship construction, repairs
San Pedro, CA 700 x 86 FD F255 and conversion - all types
470 x 82 FD of vessels.
2/5 241
Todd Pacific Shipyards Corp. 600 x 96 SW 1137 /ship construction, repairs
Seattle, WA 650 x 83 FO 7850 and conversion - all types
420 x 62 FD of vessels.
2/4780
Triple A Shipyards 715 x 82 GD 600 2/ship repairs, overhaul and
Hunters Point 996 x 107 GD 24000 conversion. Has ship con-
San Francisco, CA 1088 x 136 GD struction capability.
(2) 416 x 56 GD oy
416 x 71 GD =/450
All graving docks are part
of the inactive Hunters
Point Naval Shipyard and
are leased from the U.S.
Navy.
WEST COAST
REPAIR YARDS WITH
DRYDOCK FACILITIES
California SB & DD Co. 400 x 52 FD 600 ship repairs and conversion.
tong Beach, CA 700 2/
=180



Industrial Welding & Machine, Inc.

Portland, ME

J-Y Industrial Corporation
Brooklyn, NY

Jackson Engineering Co., Inc.
Hoboken, Nd

Jonathan Corporation
Norfolk, VA

Kurt's Marine Diesel, Inc.
Ft. Lauderdale, FL

Marine Contractors Co., Inc.
East Boston, MA

Marine Electric Corporation
Brooklyn, NY

Meier & Oelhaf Company, Inc.
New York, NY

Merrill-Stevens DD Company
Miami, FL

Metro Machine Corporation
Norfolk, VA

A. Moe & Co., Inc.
Philadelphia, PA

Moon Engineering Co., Inc.
Norfolk, VA

Munro Drydock, Inc.
Chelsea, MA

Neptune Machine Works, Inc.
Brooklyn, NY

Newport Ship Yard, Inc.
Newport, RI

Nordic Diesel & Machine Co.
Brooklyn, NY

Norlantic Diesel, Inc.
Fairhaven, MA

131

North Fiorida Shipyards
Jacksonville, FL

Phillyship
Philadelphia, PA

Promet Marine Services Corp.
East Providence, RI

Reynolds Shipyard Corporation
Staten Island, NY

Rollinson Electric Contractors
Savannah, GA

Sandblasters, Inc.
John's Island, SC

South Portland Shipyard & Marine
Railway Corporation
South Portland, ME

Stephen Ransom, Inc.
Port Newark, Nd

Surless Ship Repair Corporation
Brooklyn, NY

Thames Shipyard & Repair Co.
New London, CT

Tickle Engineering Works, Inc.
Brooklyn, NY

Todd Electric Company
Norfolk, VA

Tony Stamis Engineering Co.
Ridgefield, Nd

Williams Brothers
Division of Gowen, Inc.
Portland, ME

Williams &Manchester Shipyard
Newport, RI

Wilmington Iron Works, Inc.
Wilmington, NC


EXHIBIT 20

-4
vauy Lsv1a GNYS
“Ld £2 — Hdd YaLVM ne
e—_—_—_— Tv 0 ..9-, okt 2 2
‘L/S 00°08 ln
,0SL X ,OOLL Im38
3ZIS dlHS "XV a
| 9 GvIs ~~~
ONILLIA S3DUVE NOIHHAC “LOSL — Z |
-1LNO NSHSIMVHO L0Ol — y |
of avis - TO
FIMEIVE! =
4-45: vauv
4 —4-4 asvia
j “Oda SSNOHIHVM : \ aNvs
— = = = = — = = A
- a) —— HH (
(a q dOHS
vauy I Z# avis ‘Bdld [e# GELS
‘avd 1ANVd 1
| | —<Hvauv 35VuOLs
| mime
a) A pure, a6es07S$ 1393S
J
abeuois
———
19935 ICO
ee :
}
4
5 |
“<I aay aBevors fi} 207 Surxsed

——
LL
_——

NOISIAIG 3NREVN S19
09 NVINUNOLST NOHLVUVIN

71



20. National Steel and Shipbuilding Company

National Steel and Shipbuilding Company (NASSCO) is a
wholly owned subsidiary of Morrison-Knudsen Company, Inc., and
is located in San Diego, CA. NASSCO, the largest shipbuilding
complex on the West Coast, has had experience in both commercial
and Navy construction.

The company was established in 1905 as an iron works and
entered the marine field in 1945 with the construction of small
fishing vessels. During the next 12 years, NASSCO produced a
series of 65-foot (20 m) passenger/cargo vessels, tugs, mine-
Sweepers, cable tenders, and oceanographic research vessels.
Rapid expansion was required in 1957 when this San Diego yard
entered the "big ship" market, building 13 large cargoliners,
17 Navy tank landing ships (LST's), and seven combat supply
ships (AFS's).

From 1973 through 1980, the yard completed two San Clemente
class oil/bulk/ore carriers (OBO's), six Coronado class tankers,
13 San Clemente class tankers, and four San Diego class tankers.
In 1976, NASSCO delivered a large fleet replenishment oiler
{AOR-7) to the Navy. In May 1980 the first of four Gompers class
destroyer tenders (AD-41) was completed, and a sistership (AD-42)
was delivered in June 1981. Ajiso completed in 1981 were two Carlsbad
class product tankers for Union Oil Company of California.

As of October 1, 1981, the following merchant ships were
under construction or on order: one Carisbad class product tanker,
five Ingram class product tankers, and also three La Jolla class
product carriers. Under construction for the Navy were two Gompers
class destroyer tenders (AD-43 and AD-44) and a cable repair ship
(T-ARC-7).

Since San Deigo is the home port for the major portion of
the Pacific Fleet, NASSCO obtains a significant amount of Navy
repair and overhaul work; but over the years the yard's military
and commercial work has been about equal.

In 1976, NASSCO completed a major facilities expansion and
modernization program. In the new building dock, the shipyard
can now produce ships up to 980 feet by 170 feet (299 m by 52 m),
compared to a previous maximum of 900 feet by 106 feet (274 m by
32 m). Also included in the program was a new modern digital
controlled mold loft, a new 1,090-foot (332 m) outfitting pier,

a new semi-automatic panel line that welds steel plate into panel
sections, additional heavy-duty whirley cranes, land development,
and an advanced production control system.

In addition to the new building dock, the yard operates
three inclined shipways, two of which can accommodate a maximum

29


SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

OBC

Tankers

Crt X $06
900‘ 09T

901 * 988
000*08|

Bt X HOTT
OLL*06E

84T X QOTT
000*s9z

OvT X QOTT
000°Szz

OvT X 266
wsng oo'szy

SEL * 026
000 02T

SOT X 468)
000° 63}

06 * $g9
000‘ 8¢

GLX 029
000° SZ

faximum

Ship Size

M

lay

Shipw
or
Basin

yard

LPy

a

85

475 x

Norfolk SB & DD

oonon

cone

o0006
ones
Con
cones
cones
oonon
nana

HANNO

745 x 129
745 x 129

1000 x 195

Sun Ship

700 x 195

TOTAL EAST COAST

eoo00o

ecc000

200008
eooces
eooceS
200008
200008
200008
o00008

oooena

68
68
68
68
90

523 x
523 x
523 x
523 x
620 x

ami

Alabama D/D & S/B

a

one

wm

1200 x 126
1020 x 174

Avondale

100

96

800 x

Beaumont

Beth.

700 x 120

Galveston S/B


The first phase of the most significant facility expansion
in the company's recent history was completed in 1978. The
centerpiece of the program was a new 900-foot by 150-foot
(274 m by 46 m) graving dock with all necessary ancillary
equipment and services. This drydock, leased from the Tampa
Port Authority, is used only for repair and overhaul work.
With its expanded repair facilities, Tampa has become a major
ship repair operation not only in the Gulf but also for the entire
Eastern United States.

Phase II of the company's overall expansion program is
underway and is scheduled for compietion in early 1982. Two
existing slips, each measuring 1,200 feet by 80 feet (366 m
by 24 m), are being reconstructed into a combination wet berth/
graving dock facility. A finger of land is being removed to
create two large wet berths. Two gates will be placed on
each side of the remaining portions, thereby creating two
additional graving docks for construction or repair of smail
ships and large barges simultaneously. The new facility,
which is within the company's main complex, will increase
Tampa Ship! s ship-handling capability up to nine vessels at

rrently operates one sliding way which can

ximum ship size of about 500 feet by 105 feet

.« This building way is serviced by three 40-ton

gantry cranes. In addition to the large graving
ny maintains a graving dock that can handle
2

feet by 72 feet (165 m yO 22 m). Usable

vard totale abou
he yard totais about 1,8

ws ane
2BRAWHA
SNAAMG
No
3 3
o3a34
Su ctct oO
ac

tM
a

> Oe

ot
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feet (549 m).

S

ha
ni

s
Jul

-

ro

o
o

yard was dow

3

OO

a
°
3S
<7
oa
-o
w
zs

Exhibit 27 is a gener
drydocks, piers, a
e

well as existing faciliti

located approximately one-half

plant, it is not shown on this pla
the graving docks, is leased from

docks, 1s leased

3
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25. Texas Gulfport Shipbuilding Company (formerly Gulfport
Shipbuilding)

This Port Arthur, TX, shipyard, formerly the Gulfport Division
of Levingston Shipbuilding Company, became a wholly owned subsidiary
of the newly formed corporation, Levingston Industries, Inc., in
May 1981 and has been renamed Texas Gulfport Shipbuilding Company.
The yard has the capability of building ships up to about 550 feet

36


EXHIBIT 10

dOHS

HLIWSNOV 18 dOHS
Wan
jan aNIHOVW
dOHS
wal a8n0H
vA
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Sasnou aN at 48
TTT dOHS woog .08
UOT GE
han Jong a
un a NBL Id a
og TE “ NALV Id vol
uo} ‘9q poev-2 4a f
NIA
820'1-1 Yald woog 06
09z'l-f wald wo08 108 uoL 0s
,OS1'I-% Yald BAN woog ,¢/
may oul
| \ OX 692 YL %22
woog 08 2 AVM
vol gz

YBAIY OISdVLVd

QUVA LNIOd SMOYNVdS

NOILVYOdHOD 1351S WSHSTHLIG

dOHS

ANIVd
J

isv7e

L,

WOO .0€!
NOL 002

=
7

ONIAVYS

61


swing of 124 inches (3150 mm) di
to 68 feet (21 m) between center

o A large pipe fabrication facility with machines capable
of bending pipe up to 12 inches (305 mm) in diameter,
horizontal boring mills, automatic welding machines,
cleaning equipment and nondestructive and hydrostatic
testing capabilities;

o A large sheet metal facility capable of manufacturing
sheet metal components required for outfitting ships
and other similar applications;

o Electrical switchboard and panel shops capable of
manufacturing large as well as small electrical
switchboards and panels; and

o A computer center, testing laboratories, and a 106,000
sq. ft. (9847 m2) automated material storage facility.

The total labor force at Newport News increased from 22,900
in mid-1980 to 24,000 in mid-1981.

Exhibits 23 and 24 are current general arrangement drawings
showing major facilities in both the South yard and the North yard.

22. Norfolk Shipbuilding & Drydock Corporation

Norfolk Shipbuilding & Drydock Corporation (Norshipco) is
comprised of three plants, the Berkley Plant, Brambleton Plant,
and the smalier Southern Plant. The yards are located on the
Southern and Eastern branches of the Elizabeth River in Norfolk,
VA. One of the largest ship repair facilities on the East Coast,
Norshipco is also capable of constructing large oceangoing vessels.

This company has sophisticated new construction experience,
as demonstrated in the construction of two U.S. Coast and Geodetic
Survey (now National Ocean and Atmospheric Administration) vessels
in the late 1960's and a Navy patrol frigate in 1975. Modern modular
construction techniques are used in all construction and conversion
work, including oceangoing vessels, barges, dredges, and fabricated
midbodies,.

Under construction at Norshipco is the barge portion of an

integrated tug/barge, being completed for the Maritime Administration
following removal and transfer from the now-closed Seatrain Ship-
building Corporation. Delivery of this RO/RO barge is scheduled

for January 1982. Norfolk Shipbuilding is also building for their
own use a 2,800-ton (2845 metric ton) floating drydock.

32


EXHIBIT 13

ONIGTINGdIHS NOLSSATV9'

*dATa WIYLSNGNI 140d

LNNQ UG  oHoHs HS \ AY

_—__% \

s00E X ,0ZL
dOHS

NOILVOINSVS

7431S

SAAT

BEEPOES

==
OM
RS B1GVu9 UasSNvEL vay
Wal | /ONINOOW
Ast —1
AMLNYD ISET ~ T vz Phu
L00t — 1 uivday
LOEL— 1b
LOvL—Z
»20GAud
'S4NVUO 3TIGOW 4L4TTOWHONAS
NOL-008

AVE NOLSIATVD

64



SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

Tankers

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Todd-Galveston


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
m Ship Size Usable
length
~-Shi feet
Name and location oh Geevine pryaock in fee Remarks
FD--Floating Drydock | ___Longest _
MR--Marine Railway | Total linear
feet
GULF COAST
REPAIR YARDS WITH
DRYDOCK FACILITIES
Bender Shipbuilding & Repair 420x 45 FD 617 construction of vessels up
Company 420 x 55 FD 2300 to 260' in length. Also
Mobile, AL 300 x 51 FD ship repairs.
2/740
Delta Shipyard 300 x 56 700 1/construct ion and repair of
Houma, LA (Syncrolift) JOO vessels up to 300' in length.
300 x 88 FD 2/
I=" 240
Bergeron Industries, Inc. 300 x 72 MR 100 1/ construct ion and repair of
St. Bernard, LA 600 barges, dredges, and floating
drydocks.
\2/700
Equitable Shipyards, Inc. 325 x 90 MR 500 IL/ construct ion and repair of
New Orleans, LA 654 small vessels and barges.
2/1200
Gretna Machine & Iron Works, |(2) 300 x 100 GD 340 L/ construct ion and repair of
Inc. 465 x 75 GD 340 barges.
t y A
Harvey, Li e/60
Gulf-Tampa DD Co. 348.x 47 FD L/ship repairs and overhaul.
Tampa, FL 2/
|’ 285
Ingalls Iron Works Co. 590 x 85 6D 500  2/construction and repair of
Decatur, AL 500 barges.
ie’ 350
McDermott Shipyard 325 x 106 FD 225  L/Ship construction, repairs
Morgan City, LA 225 and conversion.
2/520

123


This shipyard also has a thriving ship repair and overhaul
operation that annually works on some 500 commercial and naval
vessels.

The yard continues to modernize with the recent addition of

ayae

a dynamic balancing mac ine, water r d spray p iting facility,
and a valve and pump repair and test facility. Contracts have
been let for major improvements to be in place by mid-1982, and
include a 1,000-foot (305 m) pier, 44,000-ton (44704 metric ton)
floating drydock to replace a smaller floating drydock ed
in 1980, and a 150-ton (137 metric ton) whirley crane.
the Seattle Division has added a stow-speed diesel repair
including service agreements with both Sulzer and B&W.

The la ng way at Todd-Seattle can handle a ship up
to 600 feet (183 m by 29 m). It can also be used as a
dual launchw truction of two ships with beams of 50
feet (15 m) or less, it u A small side-launch building
way was added in 1934. The shipyard currently has two floating
drydocks, the largest of which is capable of accommodating vessels
up to 650 feet by 83 feet (198 m by 25 m). Between March 1980 and
March 1981, 64 vessels were drydocked for repairs. The new floating
drydock, which will be transferred from Todd-San Francisco in 1982,
will accommodate vessels up to 900 feet by 135 feet (274 m by 41 m),
large enough to dock major naval combatants and auxiliaries.

Two wharves and four piers provide a total of about 4,850
feet (1478 m) of berthing space for ng and repair. The
yard is serviced by nine 45-ton (41 metric ton) whirley traveling
cranes and a number of smaller portable units.

w
oO

Triple A Shipyards, Division of Triple A Machine Shop, Inc.

Triple A Machine Shop was in business in San Francisco, CA,
from 1945 to 1976 as a smal] ship repair facility, engaging in
overhaul and topside work on Navy and commercial vessels.

In 1976, the company leased the shipbuilding and ship repair
facilities at the Hunters Point Naval Shipyard which had been
closed and idle for almost two years. Triple A, since leasing
the Hunters Point facility, has become a full-service repair yard
and the predominant ship repair organization in the San Francisco
Bay Area.

42


EXHIBIT 33

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9 ‘ON ADOGAYG
SON NIOGAHG


consideration that is ignored in Table 1 is the common shipbuilding
practice of laying a keel on a building position already occupied

by another ship. For example, in a 700-foot (213 m) basin, a com-
plete 610-foot (186 m) containership and the stern section of a
second ship could be constructed simultaneously. This production
procedure, analyzed periodically by SPAMM, maximizes the use of
shipbuilding facilities, minimizes the construction period, and
increases the number of ships that can be produced in a given period
of time.

Table 2 is a somewhat different presentation of the data,
meaningful to many requesting information from the annual survey.
In lieu of actual ships, maximum ship length is used to determine
the number of shipways or basins available. In this tabulation,
the emphasis is on the number of individual facilities available
and not on the number of ships that can be constructed. Again
using Sparrows Point as an example, Table 2 lists the 1,200-foot
by 192-foot (366 m by 59 m) basin as one facility regardless of
what type of ship is constructed in it. Table 1 indicated that
there are six building positions for a ship 475 feet (145 m) LOA
at Sparrows Point, whereas Table 2 indicates that the yard has
three individual shipways capable of constructing a ship 475 feet
(145 m) in length. Exhibit 37 is a histogram displaying the
reduction inthe number of available shipways as the maximum ship
length increases.

Following is a brief description of 30 major U.S. commercial

shipyards capable of constructing oceangoing or Great Lakes merchant
ships, with a minimum size of 475 feet by 68 feet (145 m by 21 m).

1. Alabama Dry Dock and Shipbuilding Company

Alabama Dry Dock and Shipbuilding Company (ADDSCO) has been in
operation for 65 years. It is located on Pinto Island across the
river from Mobile, AL, approximately 30 miles from the Gulf of
Mexico. During World War II, this shipyard constructed 102 tankers
and 20 cargo ships and has since built a variety of ships, barges
and drilling rigs. For several years, the yard has been predominantly
a repair and conversion facility. During the past three years, the
company has continued its facility improvements, mainly the upgrading
and modernization of existing drydocks, piers, shops and equipment.

Supplementing its booming ship repair and overhaul business,
ADDSCO, as of October 1, 1981, was building three semisubmersible
offshore drill rigs for Diamond M Company. The yard is aggressively
seeking other construction contracts, especially for offshore drill
rigs. In October of this year, ADDSCO completed a $21 million con-
tract for the overhaul of the destroyer tender YOSEMITE (AD-19).


Employment
Material Shortages .. . oe
Shipyard Pollution Abatement
Ship Repair Facilities

Major Drydocking Facilities . 2 e+ - + + + + ee eerie
Major Topside Repair Facilities . . + + +++ e+ sees
Active Shipbuilding Base . er
Exhibit 1 - Shipbuilding Industry in the United States (Map)
Exhibit 2 - Alabama Dry Dock - Yard Plan

Exhibit 3 - American Ship, Lorain - Yard Plan

Exhibit 4 - American Ship, Toledo - Yard Plan .....-s-
Exhibit 5 - Avondale Shipyards - Yard Plan... . + eee e
Exhibit 6- Bath Iron Works - Yard Plan

Exhibit 7 - Bay Shipbuilding - Yard Plan

Exhibit 8 - Bethlehem, Beaumont - Yard Plan

Exhibit 9 - Bethlehem, San Francisco - Yard Plan

Exhibit 10- Bethlehem, Sparrows Point - Yard Plan .....
Exhibit 11 - FMC Corporation - Yard Plan

Exhibit 12 - Fraser Shipyards - Yard Plan ....

Exhibit 13 - Galveston Shipbuilding - Yard Plan

Exhibit 14 - General Dynamics, Quincy - Yard Plan .....
Exhibit 15 - Ingalls/Litton (East Bank) - Yard Plan

Exhibit 16 - Ingalls/Litton (West Bank) - Yard Plan .
Exhibit 17 - Levingston Shipbuilding (Orange, TX) - Yard Plan
Exhibit 18 - Lockheed (Plant 1) - Yard Plan we ee
Exhibit 19 - Lockheed (Plant 2) - Yard Plan .......
Exhibit 20 - Marathon, Gulf Marine Division - Yard Plan
Exhibit 21 - Maryland Shipbuilding - Yard Plan

Exhibit 22 - National Steel - Yard Plan an

Exhibit 23 - Newport News (South Yard) - Yard Plan

Exhibit 24 - Newport News (North Yard) - Yard Plan sone
Exhibit 25 - Norfolk Shipbuilding (Berkley Plant) ~- Yard Plan
Exhibit 26 - Sun Ship, Inc. - Yard Plan

ii

Page

44
44
45
46
49
49
50
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77


27. Todd Shipyards Corporation - Houston Division

This shipyard, located on the Houston (Texas) ship channel,
has since 1949 specialized in the design and construction of
barges, towboats, dredges, crewboats, drilling structures, and
other equipment for the offshore petroleum industry. During
this 32-year period, more than 600 barges and vessels of diversi-
fied types have been built at Todd-Houston. Although ship and
barge construction has been the principal business of this
shipyard, it has also been active in conversion and repair work.
As of October 1, 1981, the new construction backlog consisted of
a large cement barge and three sets of caissons for submersible
drilling rigs under construction at Vemar, Inc. According to
Todd management, the outlook for new construction in the months
ahead appeared encouraging. In addition to the continuing demand
for vessels to support the offshore industry, there is an in-
creasing need for towboats and barges for the inland waterways
trade.

In mid-1982, Todd-Houston plans to put in operation a
14,000-ton (14224 metric ton) floating drydock. This is part
of a major facilities improvement program scheduled for the
yard.

The Houston Division has one side-launch building way on
which ships or barges up to 475 feet by 125 feet (145 m by 38 m)
can be launched. However, for construction of longer vessels,
the hull can be launched in two pieces and joined in the yard's
floating drydock which can accommodate vessels as large as 600
feet by 96 feet (183 m by 29 m). This is the maximum size ship
or barge that can be constructed at Todd-Houston. Servicing
the launchway are two 100-ton (91 metric ton) crawler cranes
and a smaller crawler crane.

In gddition to warehouses, there are 212,800 square feet
(19769 m*) of covered shops and manufacturing space. The three
piers in this Todd facility are serviced by three rail-mounted
revolving gantry cranes with lifting capacities of up to 60
tons (54 metric tons). Usable pier space totals approximately
3,200 linear feet (975 m).

Todd Houston's total work force in July 1981 was 492, about
the same as a year earlier.

Exhibit 30 is a general arrangement plan of the yard.

39


EXHIBIT 19

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ANVdWN0S NOILONYLSNOD GNV ONIGTINGdIHS G33H1907



28

EXHIBIT

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‘09 SNIGTINGdIHS LYOdd1NI SVX3L

79





TABLE 2

MAJOR U.S. PRIVATE SHIPYARDS

NUMBER OF SHIPBUILDING WAYS BY LENGTH

(MAXIMUM SHIP SIZE)

3
&


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers

Maximum Ship Size Usable
LOA--Beam length
SW--Shipway in feet
Name and location GD--Graving Drydock Remarks
¥D--Floating Drydock Longest
MR--Marine Railway | Total linear
feet
GREAT LAKES
SHIPBUILDING YARDS
(Maximum size ship that can
exist St. Lawrence Seaway
locks is 730' x 78')
American SB Co. 708 x 78 GD 900 L/ship construction, repairs
Lorain, OH 1021 x 121 GD TS00 and conversion.
2/100
American SB Co. 680 x 78 GD 800 1/ship construction, repairs
Toledo, OH 540 x 68 GD T600 and conversion.
2/90
Bay SB Corp. 750 x 105 SW 900 L/ship construction, repairs
Sturgeon Bay, WI 650 x 66 FD 7050 and conversion.
1100 x 136 GD 2y
1,500
Fraser Shipyards 825 x 82 GD 900 YVship construction, conversion
Superior, WI 620 x 61 GD and repairs.
2/390
GREAT LAKES
EPAIR YARDS WITH
DRYDOCK FACILITIES
American SB Co. 694 x 73 GD 850 Yship repairs and conversion.
Chicago, IL T300 2/
30
Peterson Builders 360 x 36 FD 550 construction and repair of
Sturgeon Bay, WI B15 small ships and boats.

295



CONTENTS

Introduction... ... ee
General 2...
Major Shipbuilding Facilities ............04
Alabama Dry Dock and Shipbuilding Co. ........
American Ship Building Company - Lorain, Ohio... .
American Ship Building Company - Toledo, Ohio .....
Avondale Shipyards, Inc. ............004
Bath Iron Works Corporation. ..........
Bay Shipbuilding Corporation ............
Bethlehem Steel Corporation - Beaumont Yard .......
Bethlehem Steel Corporation - San Francisco Yard
Bethlehem Steel Corporation - Sparrows Point Yard. .
FMC Corporation - Marine and Rail Equipment Division ..
Fraser Shipyards, Inc. .........
Galveston Shipbuilding Company .............
General Dynamics Corp. - Electric Boat Division. ...
General Dynamics Corp. - Quincy Shipbuilding Division ..
Ingalls Shipbuilding Division/Litton Systems, Inc. .
Levingston Shipbuilding Company - Orange, Texas ..
Lockheed Shipbuilding and Construction Company ....
Marathon LeTourneau Company - Gulf Marine Division . .
Maryland Shipbuilding & Drydock Company .....
National Steel and Shipbuilding Company .......
Newport News Shipbuilding & Dry Dock Co. .......
Norfolk Shipbuilding & Drydock Corporation .......
Sun Ship, Inc. . 2... 2. eee eee ee ee
Tampa Shipyards, Inc. ee ee ee we ee ee
Texas Gulfport Shipbuilding Company/Levingston ..
Todd Shipyards Corporation - Galveston Division .....
Todd Shipyards Corporation - Houston Division. ....
Todd Pacific Shipyards Corporation - Los Angeles Division
Todd Pacific Shipyards Corporation - Seattle Division

Triple A Shipyards/Division of Triple A Machine Shop, Inc.


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106


18. Marathon LeTourneau Company - Guif Marine Division

Marathon Manufacturing Company, the world leader in pro-
duction of offshore drilling rigs, launched its new Gulf Coast
shipyard, the Gulf Marine Division, in 1972 with a commitment of
several millions of dollars. This shipyard is located in the
Port of Brownsville, TX, and has a 2,500-foot (762 m) frontage
on the ship channel. In addition to the construction of offshore
drilling rigs, the yard has the capability of fabricating and
launching drillships, barges, work boats, tugs, supply vessels,
and large merchant ships. Marathon's Vicksburg, MS, plant and
another in Longview, TX, serve as support facilities for the
Brownsville yard.

As of October 1, 1981, the Gulf Marine Division was building
a total of 12 jackup drilling rigs. Three were delivered during
the first nine months of this year.

The Brownsville yard operates one shipbuilding way with
a maximum ship size of 1,100 feet by 150 feet (335 m by 46 m)
on which oceangoing ships could be constructed in the event of
national emergency. Modular construction techniques are combined
with conventional shipbuilding methods. Large module sections
are fabricated on a forming and subassembly slab about 400 feet
by 200 feet (122 m by 61 m), which is actually an extension of
the yard's building way. A 250-ton (227 metric ton) gantry crane
travels on rails which run the full length of the slab and building
way. The crane lifts the subassembly sections from the slab to
the launchway, and the sections are joined to form the completed
vessel which is then side-launched. Usable berthing space for
outfitting and repair totals 1,100 feet (335 m). Estimated steel
throughput at this shipyard is from 750 tons (681 metric tons)
to 1,000 tons (908 metric tons) a month.

At mid-1981, the total work force at the Brownsville plant
was 1,300, slightly higher than a year earlier.

Exhibit 20 is a plot plan of the yard's construction facilities.

19. Maryland Shipbuilding & Drydock Company

Maryland Shipbuilding & Drydock Company, a subsidiary of
Fruehauf Corporation, is located on the south bank of the
Patapsco River in Baltimore, MD. This yard, which has been in
business for 59 years, offers full facilities for ship construction,
conversion, overhaul, and repair. Although primarily a repair and
conversion yard, Maryland built the following vessels during the
1960's and 1970's: two containerships, one oceanographic research
vessel, one hydrofoil, one tug/barge, and two trawler/factory ships,

27


EXHIBIT 35

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EXHIBIT 30

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81


nine miles upstream of New Orieans, LA. Avondale has developed
into one of the largest and most diversified shipyards in the
country. The yard has constructed dry cargo ships, tankers,

Navy ships, Coast Guard cutters, offshore drilling rigs and

drill ships and has the distinction of being the oniy American
shipyard to have constructed LASH vessels. A total of 22 have

been delivered to various U.S. shipowners, and all 22 were built
with the aid of construction-differential susbidy. Ships completed
during the first nine months of 1981 were: one LASH ship, three
integrated tug/barge chemical/oil tankers, one 42,000-dwt. product
tanker, one oceangoing diesel-propelled hopper dredge, and two
fleet oilers (AO's) for the U.S. Navy.

As of October 1, 1981, commercial ships in production or on
order at Avondale were: three large containerships for American
President Lines, one 42,000-dwt. Ogden Marine product tanker, three
42,500-dwt. product tankers for Exxon, two oceangoing diesel-
propelled hopper dredges, and a large cement barge. Also under
construction were three fleet oilers (AO's) for the Navy.

In 1975, Avondale completed a multimillion-dollar facilities
improvement program primarily for the construction of large LNG
ships. The shipbuilding area previously used for series production
of Navy destroyer escorts was restructured and expanded into two
large positions to accommodate vessels of up to 1,020 feet (311 m)
in length by 174 feet (53 m) in beam. The major part of one ship
can be erected along with the stern section of a second ship on
Position No. 1 while a third hull is being finalized on position
No. 2. Avondale's large floating drydock is 900 feet (274 m) long,
260 feet (79 m) wide and 78 feet (24 m) high, with 220 feet (67 m)
clear width inside the wing walls. It can accommodate ships as
large as 1,000 feet (305 m) in length by 216 feet (66 m) wide, and
the lifting capacity is 81,000 long tons (82296 metric tons). The
dock is serviced by gantry cranes of up to 200 tons (182 metric tons)
capacity which are mounted on the supporting wharf, two 50-ton (45
metric ton) gantry cranes on the drydock floor, and a 600-ton (610
metric ton) floating lifting device. In addition to its use as a
launching platform for new construction, this drydock has given the
company the capability of performing a variety of conversion and
major repair work. Additional buildings and equipment to supplement
the yard's mechanized material-handling, fabrication and blasting/
painting systems are also part of Avondale's recent expansion program.

Besides its "upper yard" building positions, Avondale has a
side-launching construction area that can accommodate ships as large
as 1,200 feet by 126 feet (366 m by 38 m) with a light weight of
approximately 16,000 long tons (16026 metric tons). Up to five
large vessels, greater than 600 feet (183 m) LOA, can be under con-
struction simultaneously in this "lower yard" area.


0 Ship repair work grew by approximately 3,000 production
workers from early 1980 through 1981; and

o Several shipyards experienced declines in employment
followed by employment surges that were apparently needed
to complete long-term projects on schedule or recently
acquired short-term projects.

51


TABLE 1

SHIP CONSTRUCTION CAPABILITY

BY SHIP TYPE

93


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The yard's principal activity, however, is ship repairs and
overhaul, and its work is about equally split between Navy and
commercial work, Norshipco's shipyards are among the best
equipped on the East Coast. Available ship repair functions
include tank cleaning and coating, machinery, electrical, car-
pentry, steel, piping, nondestructive testing, blasting and
painting. The company also offers a full range of repair
service for ships located away from its yards. Norshipco also
has experience and expertise in all types of conversions. Its
steel throughput is approximately 50 tons (45 metric tons) per
day.

A multi-faceted expansion program emphasizing repair opera-
tions was completed in 1979 at the Berkley Plant, the company's
main facility. The centerpiece of the project is a steel
floating drydock, among the largest and most modern in the
world. The drydock is 950 feet (290 m}) long, 192 feet (59 m)
wide and 160 feet (49 m) between the wingwalls. The drydock
has a lifting capacity of 54,250 long tons (55118 metric tons).

A new concrete pier, 1,030 feet (314 m) in length, to be
used for repair and servicing of ships as long as 1,200 feet
(366 m), was completed in 1977 at the Berkley Plant. This new
pier is used for mooring the new floating drydock. A giant
Kroll K-1800 hammerhead jib trolley crane is located on the
new pier and spans the width of the floating drydock. The crane
is also able to service the outboard side of the new pier.

For major ship construction, the company's Berkley Plant
operates a building way which can accommodate ships as large
as 475 feet (145 m) in length by 85 feet (26 m) wide. The
vessels are constructed on the flat building position and end-
launched in one piece hydraulically into a floating drydock.
In addition to the new floating drydock, there are two older
floating drydocks, the largest of which can handle vessels up
to 650 feet by 83 feet (198 m by 56 m). The largest of the
company's marine railways, located in the Brambleton plant,
can accommodate a vessel 441 feet by 60 feet (134 m by 18 m)
with a lifting capacity of 5,500 long tons (5580 metric tons).

total of 12,170 feet (3709 m) of berthing space is
available at several piers for outfitting and repair.

Norshipco's payroll totaled 3,381 in July 1981, up from
2,544 a year earlier.

Exhibit 25 is a current plan of the Berkley Plant, the
largest of the company's three plants.

33


In November 1981, the steel industry was operating at about
60 percent of capacity, down from 80 percent a
Supplies were adequate and are expe ted to con
in the foreseeable future. Lead times for mos
remained generally stable during 1981.

vear earlier
year eariier.

tinue to be plentiful
t ba

sic materials

n
b

Lead times for finished ship components, with a few exceptions,
were also stable during the year. However, several marine-related
manufacturers reported delays in procurement of valves, pipe tubing,

and large forgings. A continuation of the recession in shipbuilding
will inevitably result in a diminishing of the industry's component
supply base. As shipbuilding contracts continue to decline, some
manufacturing industries allied with shipbuilding and ship repair
will shift emphasis to non-marine work in order to maintain a stable
workload. There are already some signs of a gradual erosion of the
existing supporting industrial base.
is continuing to request DO-A3 priority ratings for
t with the aid of construction-differential subsidy (COS).
ty rating system, under the Defense Priority System and
nse Materials System, continues to be an integral part of
onal defense-related ship construction program, given the
unpredictable nature of material and component procurement in the
shipbuilding industry.

Shipyard Pollution Abatement

ng the past year, the shipbuilding and ship repair industry
to strive for pollution abatement. The efforts of the
n this endeavor are to an extent monitored and coordinated
ty of Naval Architects and Marine Engineers (SNAME) and
ipbuilders Council of America (SCA).

OK os

i
oc

SNAME contributes to these efforts by means of its Shipyard
Fa i s and Environmental Effects Panel, SP-1, of its Ship
Production Committee. SCA contributes to these efforts via its
Environmental Control Committee and its Ad Hoc Committee on
Asbestos. The committees and panel focus their attention toward
the control within shipyards of pollutants such as oil, sewage,
solid waste, toxic and hazardous materials, noise, and hydrocarbon
air emissions. Part of the complexities of the deliberations of
these committees is a. result of the number of organizations impacting
on shipyard pollution abatement. These include organizations within
local and State governments as well as the Federal Government.

Fiscal Year 1981 saw within the committees a continuation of
1980 activities. Inaddition during the past year, many shipyards
tested spent abrasives and then analyzed these materials using EPA
guidelines to determine whether the abrasives and abraided materials

45


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114


Active Shipbuilding Base

The Active Shipbuilding Base comprises the 26 privately
owned U.S. shipyards currently engaged in or seeking contracts
for the construction of naval ships and/or major oceangoing or
Great Lakes merchant ships. Exhibit 38 identifies and geograph-
ically locates these 26 yards. Exhibit 39 tabulates the number
and contract value of commercial vessels and barges, large and
small, under construction or on order as of September 30, 1981,
in these shipyards; and Exhibit 40 indicates when each of the
yards in the Active Shipbuilding Base needed new contracts, as
of October 1, 1981, in order to maintain an adequate backlog
for available facilities and work force. Estimates of need for
new business are determined by the Maritime Administration based
on methodologies developed for the Shipyard Production and
Mobilization Model (SPAMM). Most of these yards presently have
building facilities available to expand employment levels if
new contracts could be secured.

The principal purpose of monitoring employment in the Active
Shipbuilding Base is to provide a single universal data base for
use by MarAd, the Naval Sea Systems Command (NAVSEA), and the
shipbuilding community for assessing the current status of ship-
building and for forecasting future requirements.

Employment projections for equivalent production workers
is shown by Exhibit 41. This data is generated by overlaying
Navy and private projected five-year shipbuilding programs
onto the estimated work force required to complete the work on
order. Work force levels have been steady but are expected to
decline through mid-1983, followed by a modest upturn in shipyard
employment through 1986. This projection is contingent upon
future economic conditions and other factors.

Exhibit 41 also indicates that in 1980 the industry experienced
a short but pronounced drop in employment before recovering late in
1980 and early 1981. Employment has been fairly stable as a whole
in the first three quarters of 1981. This entire development differs
from previous forecasts where a slow, steady drop had been predicted
through 1981. Investigation of this has yielded several causes for
the steep drop and even steeper recovery:

o During the third quarter of 1980, one major shipyard
was affected by a strike of approximately 3,000 production
workers;

o In one coincidental case, one major shipbuilder had
rapidly declining employment through 1980 before employ-
ment leveled off, while another large shipbuilder had a
large increase in employment late in 1980;

50




were hazardous wastes. In all instances, and in all shipyards
conducting these studies, all results were negative.

Ship Repair Facilities

The ship repair industry is a composite of Many organizations
of varying capabilities. More than 200 privately owned American
firms repair ships, but only 71 yards are capable of drydocking
vessels 300 feet in length or over. For ships this size, the U.s.
shipbuilding and repair industry is currently Operating a total of
85 floating drydocks, 54 graving docks, and several marine railways.
However, some of these graving docks are committed to new construc-
tion. The large organizations which have drydocks generally use
extensive waterfront acreage and are capable of all types of ship
repair and maintenance. Major shipyards usually combine repair,
overhaul, and conversion with shipbuilding capabilities, and employ-
ment usually numbers in the thousands. It is difficult to draw a
sharp line between shipbuilding yards and ship repair yards, as
many of the two engage in both types of work.

The smaller repair organizations, usually referred to as
topside repair yards, have no drydocks and usually have only shops
and pier facilities. These yards can perform many types of above-
water ship and barge repair, and if necessary, can generally trans-
port labor and material to the work site. Topside yards often
employ iess than 100 people.

The Maritime Administration currently holds master repair
contracts with 82 ship repair facilities.

With the scarcity of shipbuilding orders, several shipyards
have in recent years expanded or upgraded ship repair and conversion
facilities to improve their efficiency and competitive posture.

The following are examples of recent, current, and planned plant

expansion and modernization programs:
o Newport News Shipbuilding:

A major on

of

ogram is highlighted by construction
ock and support facilities for the
and refueling of nuclear-powered
submarine r improvements inciude replacement

of outfi i » construction of a new paint and
blast fa installation of larger capacity
cranes.

0 Norfolk Shipbuilding & Dry Dock Corporation:

An expansion program, completed in 1979, consisting of

=~
a


EXHIBIT 24

Newport News Shipbuilding

NORTH YARD

JAMES RIVER

7TN
OUTFITTING BERTH No 1 L oi
(16707) \ J
N.S
30 TON
177° BOOM
ABRASIVE
CLEANING
&
COATING STEEL PRODUCTION
FACILITY
mae
ar
J oo
eo

STEEL FAB. SHOP

PLATE
PREP.

POST FABRICATION

OUTSIDE
STORAGE

PRE-ASSEMBLY PLATEN

FINAL ASSEMBLY PLATEN

INTERMEDIATE GATE

‘900 TON

30 TON
177" BOOM

NY
[

oo N
| 200 TON |
170 LIFT

-——)
x

T
|
1

WAY 12 GRAVING
1,600’ X 250°

OUTFITTING LAYDOWN

75



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EXHIBIT 34

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28. Todd Pacific Shipyards Corporation - Los Angeles Division

Todd's Los Angeles Division is located on San Pedro Bay. This
facility was formerly the Los Angeles Shipbuilding and Ory Dock
Company and was purchased by Todd in 1947,

Since reentering the ship construction field in the late
1950's, the yard has built two guided-missle frigates and seven
destroyer escorts for the U.S. Navy, as well as five large break-
bulk cargo ships and four Product tankers. The Los Angeles
Division also completed the major reconstruction of several
commercial and naval vessels.

In 1977, the Los Angeles and Seattle Divisions were combined
to form Todd Pacific Shipyards Corp. Rebounding from several
disastrous tanker cancellations in the mid-1970's, Todd-LA in 1976
won its first contracts under the Navy's current guided-missle
frigate (FFG) Program. On October 1, 1981, the yard had on order
or under construction a total of 12 of these sophisticated guided-
missile frigates (FFG 7 class) which will provide employment to
mid-1985. Three frigates have been delivered to the Navy with the
remaining 12 to follow at about 4-month intervals. Todd-LAa
generates about 80 percent of its revenues from naval construction
and the balance from repair and overhaul of Navy and commercial
vessels.

The yard has undergone a major upgrading and expansion of
its facilities in recent years. New equipment includes two 175-
ton (159 metric ton) whirley cranes, totally contained sandblasting
facilities, automated cutting and burning Operations, and a
sophisticated production line for fabrication and movement of
modules from automatic welding units to the building ways area.
There were also improvements to the existing building ways, dry-
docks, piers and shops. Looking ahead, the parent organization
is continuing to make substantial capital investments to further
improve the effectiveness of this shipyard.

For the Los Angeles Division, construction has begun on a land
level ship repair facility which will use a syncrolift platform
655 feet (200 m) Tong by 105 feet (32 m) wide having a lifting
capacity of 21,942 long tons (22293 metric tons) to raise vessels
to land level where they will be transferred to a work bay via a
rail system. The completed facility will accommodate a minimum of
five vessels simultaneously. Several other capital improvements
are in the planning stage.

The yard presently has two conventional inclined shipways,
each capable of launching a ship as large as 800 feet by 84 feet
(244 m by 25 m). The panel line, platens and shipways are serviced
by two 175-ton (159 metric ton), and six smaller whirley cranes.
There are two floating drydocks, one of which can accommodate a

40


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers

Maximum Ship Size Usable
(LOA-- Beam: length
Name and location ahGravie, prydock in feet Remarks
FD--Floating Drydock Longest
MR--Marine Railway | Total linear
feet
Campbe11 Industries (2) 360x 46 FO 640 |2/construction of fishing
San Diego, CA 2280 boats. Also ship repairs.
2/750
Graving dock is leased from
Unified Port District of
San Diego as required.
Dillingham Marine & Mfg. Co. 260 Yship repairs and conversion.
Portland, OR 20 2/
=320
Leases drydocks and berths
~ from Port of Portland as
required.
Dillingham Shipyard 385 x 52 FD 650 YVship repairs and overhaul.
Honolulu, HI 850 2/.
283
Kaiser Steel Corp. 304 x 51 FO 500 Vueavy steel fabrication and
Napa, CA 364x 51 FD 500 erection. Construction and
repair of small ships and
barges.
2/1 ,400
Lake Union DD Co. 340 x 56 FD 1000 |2/Ship repairs and conversion.
Seattle, WA G35 2/
2115
Marine Power & Equip. Co. 400 x 57 FD 832 1/construction of small vessels
Seattle, WA 400 x 60 FD 2700 and barges, Also ship repairs.
400 x 101 2/
(Synocrolift) £/600
Pacific DD & Repair Co. 320 x 52 FD 600 YVship and barge repairs
Oakland, CA Tiss

2/0

Northwest Marine Iron Works
Portland, OR

500 x 100 SW
(Barge construc-
tion only)

ship repairs, conversion and
barge construction.

2/1 ,275

Leases drydocks and berths from
Port of Portland as required.

126



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MAJOR

U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
LOA. length
Name and location eral Drydock in feet Remarks
FD--Floating Drydock Longest
MR--Marine Railway | Total linear
feet
EAST COAST
REPAIR YARDS WITH
DRYDOCK FACILITIES
Beth. Steel Corp. 490 x 81 FO 964 ship repairs and conversion.
Baltimore, MD 775 x 106 FO 13000 2/
900 x 136 FD =" 300
585 x 71 GD
Beth. Steel Corp. 690 x 92 FD 1020 _|4/Ship repairs and conversion.
East Boston, MA 533 x 86 FD Snr 2
2/500
Beth. Steel Corp. 433 x 69 FO 923 ship repairs and conversion.
Hoboken, Nd 685 x 106 FD 3000 2
549 x 90 FD 2/540
640 x 96 FO
1064 x 138 GD* ‘Military Ocean Terminal,
Bayonne, NJ - leased by Beth.
Boston Marine Industrial Park 1145 x 119 GD* N.A. *GD #3 is a public drydock in
Boston, MA former Boston Naval Annex,
owned by Economic Development
Industrial Corp. of Boston
and leased to ship repair
companies.
Caddell DD & Repair Co. 400 x 63 FD 550 Y ship repairs and conversion.
Staten Island, NY T400 2)
='180
Coastal DD & Repair Corp. 340 x 60 GO 1200 ship repairs, overhaul, and
Brooklyn, NY 456 x 80 GD 7700 conversion.
706 x 112 GD 2s
(2) 1094 x 143 GD 1,070
761 x 100 GD
All facilities are part of the
former Brooklyn Naval Shipyard
and are leased from the City
of New York.
Colonna’s Shipyard, Inc. 300 x 40 MR 950 |2/General ship repairs.
Norfolk, VA 360 x 65 MR 2201 2/
=151
Detyens Shipyards 560 x 82 FD 300 | 4/ceneral ship repairs.
Mt. Pleasant, SC 300 x 82 FD 600 2/400

119


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
Beam: length
SW--Shipway in feet
Name and location GD--Graving Drydock Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
Platzer Shipyard, Inc. 300 x 70 MR 300 2/construct ion and repair of
Houston, TX T1000 barges.
I2/240
Port Allen Marine Service, Inc.| 300 x 54 MR 390 2/construct ion and repair of
Port Allen, LA 350 boats and barges.
2/75
Saucer Marine Service, Inc. (2) 300 x 56 FD 200 /Repair of barges, dredges,
New Orleans, LA 600 and drill rigs.
2/79
SBA Shipyards, Inc. 480 x 74 6D 1000 2/construct ion, conversion, and
Jennings, LA 2000 repair of boats and barges.
\2/200
Southern SB Corp. 350 x 54 GD 200 2/ construct ion and repair of
Slidell, LA 300 vessels up to 350’ in length
and not drawing over 15' of
water.
2/250
Todd Shipyards Corp. 696 x 86 FD 1725 L/ship repairs and conversion.
New Orleans, LA 643 x 80 FO 4956 ay
350 x 60 FD i" 455
WEST COAST
SHIPBUILDING YARDS
Beth. Steel Corp. 600 x 90 SW 813 L/ Barge construction, ship
San Francisco, CA 700 x 94 FD 3200 repairs and conversion.
950 x 144 FD Can build C3 and C4 type
vessels.
2/500,
FMC Corp. 750 x 130 SW 1100 ~— construction of barges and
Portland, OR TI00 vessels up to 750' in length.
2/300
Leases drydocks and berths from
Port of Portland as required.

124




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EXHIBIT 12

FRASER SHIPYARDS, INC.
SUPERIOR, WISCONSIN

INTERSTATE

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prraue

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63



Figures compiled by the Shipbuilders Council of America
illustrate the continuing growth of the ship repair business
in private U.S. shipyards. For commercial vessels, the dollar
volume of work has grown from $484 million in 1972 to an estimated
total of $960 million in 1981. For naval ships, the increase is
from $387 million in 1972 to an expected total of $1.2 billion in
i981.

Major Drydocking Facilities

Major drydocking facilities are defined in this report as
those yards engaging primarily in repair, overhaul, or construction
and having at least one drydock that can accommodate vessels 300
feet (91 m) in length or over. These yards do not usually engage
in new construction of large oceangoing vessels, although the
capability often does exist if the situation would demand it.

Appendix B tabulates information updated through i981 on 50
of these repair yards on a coastal basis. Additional data is
available in the Office of Ship Construction.

Major Topside Repair Facilities

Major topside repair facilities are those that have the
capability to provide repair service to oceangoing ships when
the work can be accomplished without taking the ships out of
the water. The topside yards continue to get a substantial
share of large ship business. These facilities usually lease
pier space on a job basis and do not have any type of drydocking
installations. Services rendered by these firms vary froma
simple repair job to a topside overhaul. It is common
practice for a shop to send its personnel and
provide voyage repairs e ip is ata
cargo at a commercial marine There a Ss
trend worldwide to send ship repairers to the p t
to bring the ship to the ship thus callin ° er
mobility of ship repair persor This is particula appli-
cable to highly skilled technicians as against the hull trades.
Several yards which normally build or repair only smaller vessels
and barges are also capable of performing topside repair work
on oceangoing ships

Appendix C is a list of 138 major topside repair facilities,
62 of which are located on the East Coast. No attempt has been
made to tabulate their machinery and equipment due to the
variance of the type of work an individual firm will engage in.
Detailed data for most of the facilities has been obtained during

the MarAd annual shipyard survey and is available in the Office
of Ship Construct



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98



or in production. Fabrication and assembly of railroad cars has
also been a thriving business at Ingalls. From 1979 until July 1,
1981, a total of 2,463 chemical and grain hopper cars had been
delivered.

Three guided-missile destroyers, the KIDD (0DG-993), the
CALLAGHAN (DDG-994), and the SCOTT (DDG-995) were completed in
1981; and the CHANDLER (DDG-996) was slated for delivery in

January 1982. Aliso under construction at Ingalls as of October 1,
1981, were one Spruance class destroyer, and two Ticonderoga class
guided-missile cruisers, each to be equipped with the Aegis weapons
system.

The older of the two Ingalls yards is referred to as the
East Bank yard. It has been in operation for 43 years, engaging
primarily in new construction of commercial cargo ships and
tankers, and in 1974 compieted a series of highly productive
containerships, the last commercial ships built at Ingalls. The
yard maintains six inclined shipways. Maximum ship sizes which
can be accommodated are: four ways 650 by 90 feet (198 m by 27 m),
one way 690 feet by 85 feet (210 m by 26 m), and one way 550
by 80 feet (168 m by 24 m). The East Bank plant has one small
graving dock which has been used for construction of nuclear-
powered submarines but is currently being used mainly for repair
work. A wharf and four piers serviced by cranes with a 50-ton
(45 metric ton) maximum capacity provide a total of 3,700 feet
(1128 m) of berthing space for outfitting and topside repair.

The newer West Bank yard, completed in 1970, was designed
and equipped for series production using modular construction
methods. yard i to assembly-line construction of
large Na s. The West Bank plant does not have
conventi ilding ways. Instead, fabricated
steel and minor subassemblies are brought from the fabrication,
panel and shell shops to the subassembly area where they are
erected into major subassemblies, which in turn move to the module
assembly area. These areas are divided into five bays, each of
which can produce 6,000-ton (5447 metric ton) modules After
modules are completed in the module assembly area, they e mo
to the integration area where they are erected into a complete
ship. The completed ship is then moved onto a JTaunch pontoon
(floating drydock) which is subsequently floated and moved to
a deep water area where it is sunk and the ship launched. The
West Bank yard can launch a maximum ship size of 800 feet by

t (244 m by 53m). It is estimated that the various
nd subassembly areas are the equivalent of six con-
nclined ways in terms of the number of ships that
e delivered annually. Approximately 4,400 feet (1341 m)
of berthing space, serviced by cranes up to 200 tons (182 metric
tons) are available for outfitting.


Fraser-Nelson Shipbuilding & Dry Dock Co. took over the
plant in 1955, and the present name was adopted in 1964. In
August 1977, the yard was sold to Reuben Johnson & Son, Inc.,

a Superior, WI, contracting and construction firm, but business
continues under the Fraser name.

Since World War II, this complete shipbuilding and ship
repair facility has specialized in vessel repair and ship
modernization including lengthenings, repowering and engine
room automation, and self-unloader conversions. In the past
nine years, Faser has performed most of the major ship lengthening
work on the Great Lakes. At this shipyard, general ship repair is
also an important source of revenue.

In early 1981, Fraser completed the $14.2 million conversion
of the CHARLES M. BEEGHLY from a straight-deck bulk carrier to a
self-unloading bulker for Interlake Steamship Company. Currently,
Fraser Shipyards has a contract to convert three ships of U.S.
Steel Corporation's Great Lakes fleet -- the ARTHUR M. ANDERSON,
CASON J. CALLAWAY, and PHILLIP R. CLARKE -- to self-unloaders,
with deliveries scheduled for 1982.

Fraser operates two graving docks suitable for ship construction,
repair and conversion work. One basin can accommodate a vessel
825 feet by 82 feet (251 m by 25 m), and the other a vessel 620
feet by 61 feet (189 m by 19 m). A small graving-type drydock was
added in 1973 to build new midbody sections for the buik ore
freighters under contract for lengthening. There is 4,450 feet
(1356 m) of pierside berthing. Fraser's 10 mobile cranes, ranging
from 15 tons (14 metric tons) to 150 tons (136 metric tons) can
service any building dock and outfitting and repair berths and
also can be floated on a crane lighter for work afloat. The
company also operates an “outside” repair fleet, totaling 12
units -- tugs, work launches and floats -- capable of performing
repairs on vessels while they are loading or unloading cargoes in
Duluth-Superior harbor and adjacent ports.

The yard's work force totaled 390 at mid-1981, up from 211
a year earlier.

Exhibit 12 is a current plot plan of Fraser's shipbuilding
and ship repair facilities.

12. Galveston Shipbuilding Company

Galveston Shipbuilding Company, formerly a division of Kelso
Marine, Inc., covers 25 acres of waterfront on Galveston Island's
bay side adjacent to the Intracoastal Canal in Galveston, TX.

19


SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

aw
5
2
a

Cul ® 866
000‘ 097]

901 * 98g
000°:

Bt _X HOZT
022 ‘06€]

821 X OOTT
000‘ S92

Owl * OOIT
ano‘ szz

orl x 2E6
rung 000‘ SZ]

SET * 026
000‘ 0ZT

SOT ® voy!
000" Hs!

06 * 889
000‘ se

SL ® 029
000° Sz

B
a
a
a

z
ae
Se

8

Re;

96

600 x

Todd-Houston

Pal

at

ol

ol

al

sl

sl

TOTAL GULF COAST

90

600 x

Beth. San Francisco

WEST

0
(0)

750 x 130

FMC Corporation

coco

cooo

oooS
2008
oooS
o008
ooed
coos
oona

aaaM

88
88
90

650 x
650 x
690 x

Lockheed S/B

ooc000

HOoOOn

oo00S
20008
000s
nooon
noon
moans
saan

Nain

90

980 x 170
900 x 106
900 x 106

690 x

National Steel & SB

102

e00

200

84
84

800 x
800 x

Todd, LA

96

600 x

1A

Todd Seattle


feet (488 m) long, 250 feet (76 m) wide, and 44 feet (13 m) deep.
In this graving dock, one ULCC or large LNG and part of a second
can be built simultaneously. A two-position intermediate gate is
being utilized to further expand the multi-ship construction
capability of this dock, permitting simultaneous ship construction
and repair. A 900-ton (817 metric ton) 23-story Goliath gantry
crane, one of the largest in the world, can handle completely
outfitted assemblies. This crane services the graving dock and
the final assembly platen and has a height of 234 feet (71 m)
overall, a girder clearance of 200 feet (61 m) and a span between
rail centers of 540 feet (165 m). The North yard has one
1,670-foot (509 m) outfitting berth and one 950-foot (290 m)
outfitting berth.

The South yard has four inclined shipways, the two largest
of which can accommodate a maximum ship size of 940 feet by 125
feet (287 m by 38 m). The South yard has six graving docks. Two
are serviced by a 310-ton (281 metric ton) gantry crane and can
accommodate ships up to 1,100 feet by 130 feet (335 m by 40 m)
and 960 feet by 118 feet (293 m by 36 m). The remaining three
docks can be used for new construction, repair, or conversion.
The largest of these can accommodate a maximum ship size of 862
feet by 108 feet (263 m by 33 m). Eight piers for outfitting
and topside repair are available with a combined berthing space
of approximately 12,000 linear feet (3658 m). These piers are
serviced by cranes with capacities of up to 50 tons (45 metric
tons) and are supplemented by locomotive cranes and floating
derricks with capacities to 67 tons (61 metric tons).

Newport News Shipbuilding also has the following facilities
which are utilized in ship construction and repair, manufacturing,
and industrial work:

o A steel fabrication shop where various types of
steel and other metals ranging in thickness from
1/8 inch (3 mm) to six inches (152 mm) up to 45
feet (14 m) long and weighing as much as 17% tons
(16 metric tons) are cut and shaped to design
specifications employing automated processes;

o A fully-equipped wood pattern shop facility;

o One of the largest foundries in the Nation where
steel castings weighing as much as 145,000 Ibs.
(65772 kg) and alloy steels, copper, nickel,
aluminum, brass and other nonferrous alloys are
poured;

o A machining complex with over 250 machines including
a 42-foot (13 m) boring mill, and lathes with maximum

31


9404

US:

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(padoyen
-epun Bulpnjou}) WLOL

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asf NI

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380g $807) STVIUSLVN GNV SINAN

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01 Buipuag oxe/d .o¢ “B-o ‘ez! id om“winwixew us So uOdus! 118 40
O43 40 yons 4y8144 3817) LNSWdINDS GNV S1001 3NIHOVW JO SIN3LI YOrVN

112


Franklin Machine Works, Inc.
San Francisco, CA

Sco,

Fulton Shipyard
Antioch, CA

General Engineering & Machine Works

San Francisco, CA

Inc
Marin -» ZqInc.

Wilmington, CA

Kettenburg Marine
San Diego, CA

Marine Ways Corporation
Portland, OR

Marisco, Ltd.
Honolulu, HI

Pacific Dry Dock
Oakland, CA

ra
=
cy

3
2
y
°
°

Pacific Marine & Supply Co.
Honolulu, HI

Palau Corporation
San Francisco, CA

Rowe Machine Works, Inc.
Seattle, WA

San Francisco Welding &
Fabricating, Inc.
San Francisco, CA

Service Engineering Co.
San Francisco, CA

Southwest Marine of SF
San Francisco, CA

Tacoma Boatbuilding Co., Inc.
Tacoma, WA

Triple A South
San Diego, CA

Western Maritime, Inc.
Tacoma, WA

133

Westinghouse Marine Repair
- Seattie, WA

- Portland, OR

- Emeryville, CA

~ Anchorage, AK

West Winds, Inc.
San Francisco, CA

Wilmington Iron Works
Wilmington, CA

Wilmington Welding & Boiler Works

Wilmington, CA
GREAT LAKES

oiler & Tank Co.
> WI

Propeller Company

Toledo, OH

Diversified Piping Company
Avon Lake, OH

Erie Machine & Iron Works
Toledo, OH

G&W Industries, Inc
Cleveland, OH

Edward E. Gillen Co
Milwaukee, WI

Hans Hansen Welding Co., Inc.
Toledo, QH

Merce Boiler & Welding Co., Inc.

Toledo, OH

Niagara Industries
Erie, PA

Inc.

>

Nicholson & Hall Corporation
Buffalo, NY

Nicholson Terminal & Dock Co.
River Rouge, MI


EXHIBIT 4

TOLEDO

stab lof
MILL FABRICATING SHOP

SMITH —bo

1 f=40,

CRAWLER. CRANES
f

all) (io

33'x72'
PLATEN AREA

= Fa aTEN AREA

PLATEN AREA

MOLD LOFT

FOUNDRY

—_——_————_———_——___

MAUMEE RIVER

(

LOCKER ROOM

Ss

WA

DRYDOCK NO. 2, 638'x82'
SERVED BY2-50T

YL
lam

wa

cm

fn /

FRONT STREET

TOOL ROOM
é
a

a

AG

Wh

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ON

KN
a

y
D

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\

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¢
2
a

om
—_* /

—

] paint
SHOP

SHEET

METAL

SHOP

HIND
CHINE @
ATTERN SHOp
oY

55


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109


EXHIBIT 22

73

443H9 SVTTOHD

NOILVLS IVAUN ‘S'N

liana” 3SNOH
-auvM

‘OD DNIGIINGdIHS oe XQ
GNV 143.LS 1WNOLLVN >,


with the technical assistance of Japanese shipbuilding experts.
As of October 1, 1981, two offshore jackup drilling rigs were
also in production.

An expansion and modernization program was completed this
year at the Orange, TX, yard, to increase steel throughput from
about 25,000 tons (22695 metric tons) per year to approximately
50,000 tons (45390 metric tons) per year. Some of the improve-
ments incorporated in the program were: a new flat panel fabrication
line, numerically controlled plasma-arc cutting equipment, an
automatic blasting and paint shop, a new subassembly construction
area, and a new gantry crane. In 1982, the company plans to extend
the craneway in order to extend the panel line flow to a 3-
dimensional unit by installing webs, frames, and bulkheads.

A ship approximately 700 feet by 100 feet (213 m by 31 m)
can be constructed on Levingston's side-launch building way,
which measures 1,100 feet (335 m) in length. A 200-foot (61 m)
extension to this shipway is feasible and is being considered.
In addition, there is a small conventional shipway and three
floating drydocks, the largest of which can accommodate a vessel
420 feet by 122 feet (128 m by 37 m). Total usable berthing
space is about 2,400 feet (732 m).

In July 1981, the total work force at the Orange plant was
2,014, about the same level as a year earlier.

Exhibit 17 is a current general arrangement drawing showing
construction facilities at Levingston's Orange, TX, yard.

17. Lockheed Shipbuilding and Construction Company

Lockheed Shipbuilding and Construction Company, a wholly
owned subsidiary of Lockheed Corporation, is located in Seattle,
WA, on the southern perimeter of Puget Sound's Elliott Bay.

This 92-year-old company was known as Puget Sound Bridge and
Drydock Company when acquired in 1959 by Lockheed. In 1965,
the yard's name was changed to Lockheed Shipbuilding and Con-
struction Company. It is now the largest privately owned
shipyard in the Pacific Northwest.

A wide variety of vessels have been constructed, including
light cruisers, destroyers, patrol frigates, ammunition ships,
amphibious transport docks, oil drilling vessels, a hydrofoil,
a large bulk carrier, a roll-on/roll-off ship, and several
ferries. In 1976 and 1977, Lockheed delivered two U.S. Coast
Guard icebreakers, the POLAR STAR and POLAR SEA, the world's
most powerful non-nuclear icebreakers.

25


EXHIBIT

SHIPYARD STATUS: NEED FOR NEW BUSINESS

MARITIME ADMINISTRATION

DEPARTMENT OF TRANSPORTATION
NO

TIM

W

w

ACTIVE SHIPBUILDING BASE

{980 198

qin

roe

{982 1983

ALABAMA 0D & SB MOBILE.AL
AMERICAN SB LORAIN.OH
AVONOALE SHIPYARDS N.O. LA
BATH IRON WORKS BATH. ME
BAY SHIP STURGEON BAY. WI
BETH STEEL SPARROWS PT.. HO
BETH STEEL SAN FRANCISCO. CA
GEN DYN E.8. GROTON CT

GEN DYN QUINCY. MA

HALTER MARINE N.Q. LA
INGALLS/LITTON PASCAGOULA. MS
LEVINGSTON SHIP ORANGE. TX
LOCKHEED SHIP SEATTLE.WA
MARYLAND SB BALTIMORE. MD
MARINETTE MARINE MARINETTE. WI

NASSCO SAN DIEGO.

Wi SB & OD VA
NORFOLK SB & OD VA

PETERSON BLORS STURGEON BAY. WI
SUN SHIP CHESTER.PA

TACOMA BOAT WA

TAMPA SHIP FL

TODO SHIPYAROS GALVESTON. TX
JOOD SHIPYARDS HOUSTON.TX
TODD SHIPYARDS SAN PEORO.CA
TOOD SHIPYARDS SEATTLE.WA

tee ae

‘SHIPYARDS ENGAGING PRIMARILY IN REPAIR WORK

NOTE ENO OF BAR EXCEPT FOR YAROS MARKED WITH AN ASTERISK INDICWIES WHEN YARD NEEOS
NEW CONTRACTS IN ORDER TO MAINTAIN ADEQUATE BACKLOG FOR AVAILABLE FACILITIES AND
WORKFORCE. ASSUME 8-MONTH ADMINISTRATIVE ANO PRE-FAB TIME (LEAD TIME BEFORE KEEL

LAYING }.
09/30/81

91

40


Alabama Dry Dock operates four side-launching shipways, each
of which can accommodate a maximum ship size of 523 feet by 68
feet (220 m by 21 m) and one sliding way which can handle vessels
as large as 620 feet by 90 feet (189 m by 27 m). ADDSCO also
operates two floating drydocks, the largest of which can accommodate
a ship size of 750 feet by 100 feet (229 m by 30 m). There are
also 9,370 feet (2856 m) of berthing space available at seven
finger piers for topside and inboard repairs. There are 19 revolving
gantry cranes with capacities up to 65 tons (59 metric tons) avail-
able to service the shipways and berthing areas. A 275-ton (250
metric ton) Goliath bridge crane, which straddles the slip between
piers K and L, is used for repair work and outfitting. A twin-boom
luffing derrick with 300-foot (91 m) high booms and a capability of
handling 1,500 tons (1400 metric tons) at a working radius of 175
feet (53 m), which is located on the bank of the Mobile Ship Channel,
is used for new construction and ship repair.

ADDSCO, as of July 1981, employed a labor force of 2,019, down
from 2,300 a year earlier.

Exhibit 2 is a current general arrangement of the yard's
facilities.

2. The American Ship Building Company - Lorain, Ohio

Since it was founded in 1899 in Lorain, Ohio, The American
Ship Building Company has been a leader in the design and construction
of ships for the Great Lakes. Under its present organization, the
company's AMSHIP Division consists of three yards, in Lorain and
Toledo, Ohio, and Chicago, Illinois. The TAMPA Division consists of
only Tampa Shipyards, Inc., and the NABRICO Division consists of only
Nashville Bridge Company. These are the divisions involved in
shipbuilding.

During the World War II period, the company built an impressive
variety of vessels for the Navy, Army, Maritime Commission, and
private interests. Since World War II, American Ship continued its
leadership in the shipbuilding industry on the Great Lakes, special-
izing in the construction of ore carriers, besides building seven
Coast Guard cutters, two naval auxiliaries, and a fisheries research
vessel.

AMSHIP yards possess a high degree of sophistication in
production methods. In 1971, the company completed an extensive
modernization and improvement program at its Lorain shipyard,
including new computer control programs and management information
systems. This yard has large machine shops which can accommodate
almost any type of machining operation within the marine industry.
These shops can handle industria! as well as marine work. The


Newport News Shipbuilding EXHIBIT 23

SOUTH YARD
CONSOLIDATED
WAREHOUSE PIER 1 (225')
+ = E PIER 2 (982) La)
OUTFITTING as [7] Pienaar) | 7 aa
SHOPS =. — ) 83
z 7 \ PIER 4 (982')* ar
ELECTRICAL — r |
L ae Zien s veo)“ [ “~
MACHINE SHEETMETAL -
SHOPS
WOODWORKING
2
cm
ga
8e~
sme
388
228
PIER 8 (800') 2<9O
BR
&
PATTERN- ag
MAKERS ag
2
FOUNDRY

~ a8
we Ff

WAY 6 649'x90"

PIPE SHOP

daAIY S3WYr

MOLD LOFT

\ prybock 4} 525° x 72°

WAY 8 882'x128" 4-18 TON 120° LIFT

Sd WAY 9 882'x128" J+ 4-18 TON 120° LIFT

ASSEMBLY

3
sHops |” §

“f N
WAY 10 960'x128") = <
GRAVING DOCK,"

x

3
Cc q WAY 111,100%x140°y— YS
- |RAVING DOCK ‘
Ped tha Yanan

74


EXHIBIT 29

a

t
10 TONS
OS ert"
wowaie woes] [Vere Co
_ Lo }40 TONS 45 TONS |
— a OPER D 4a-157 : ]
STEEL oRyDOcK Ned zag |
Tosa fon rs capaci
eee rons | | | ouvesron
[) 42'ne72' ) - | SHIP CHANNEL
LABOR & 271"
i}
10 rons f
TT PigaR S42" «i542 oO”)
al Y 30 TONS, |
za WAN?
o [PieRA — Saree Bence TT |
.
J. WAREHOUSE € REC'VING
° 3 © Pesvsiateg OFFKLE
e: [3 SHEETHETAL SHOP
ss 4 BOILER #COMP HSE
a8 ® $1 @euecree soe
Bs Cl
Ww
ad *oormee 7. PIPE SHOP
8 t 8. INSTRU. FCONTROL
fe SHOP
9. WASTE OL STOR,
10, PRINT STORAGE
A
SOUTHWEST LOMILES /
PLANT | J

_|

sronaae

A- SLIP , I@O'COVERED ¢ 40' OPENx
8G’, SERVICE BY QOOT CRANE CAPaciITY

SANDBLAST

Bosup B- SLIP,OUTSIDE 42° xR

SUPPORT ARGA,

MAIN SHOP AREA

GALVESTON SHIP CHANNEL

80



The statistical data accumulated by the survey is a major
input into the Shipyard Production and Mobilization Model (SPAMM),
a quantitative assessment of the Nation's ship construction and
ship repair capability. This capability is periodically compared
with Department of Defense scenarios involving various contingency
attrition rates and emergency civilian shipping requirements to
assess the adequacy of the shipbuilding mobilization base, including
ship repair and reactivation of the Maritime Administration reserve
fleet and the U.S. Navy reserve fleet.

The survey also provides a data base that is used to evaluate
the feasibility of proposed shipbuilding programs. Determinations
are made as to which existing shipyards might construct proposed
ships consistent with ship size and delivery date requirements.

The need for construction of new facilities to meet the demands

of proposed shipbuilding programs can also be identified. The data
gathered by the annual survey is also used extensively in MarAd
responses to queries received from a variety of interests, including
members of Congress, the Secretary of Transportation, the Department
of Defense, the Office of Management and Budget, and other Government
agencies.

Each year in late spring, Standard Form 17, “Facilities
Available for the Construction or Repair of Ships," is mailed to
some 220 U.S. shipyards and ship repair facilities. The survey
form was developed jointly by MarAd and the Navy. A completed
Form 17 represents a detailed description of a shipbuilding or
ship repair facility. The information requested, and available
for official use, can be reviewed on a blank Form 17 shown herein
as Appendix A. A graving drydock characteristics summary and a
floating drydock characteristics summary are appended to Standard
Form 17 to better identify the characteristics of the facilities.

Upon receipt of a completed Form 17 from a shipyard, MarAd
forwards a copy to the Office of the Coordinator for Ship Repair
and Conversion which maintains records of available facilities
and capacities of various shipyards and repair plants so that the
Department of Transportation and the Department of Defense can use
such facilities to the best advantage. Form 17 also serves as a
primary data input to the Industry Evaluation Board Summary Analysis
conducted by the Office of Industrial Resource Administration
(Department of Commerce) with MarAd. The Federal Emergency Manage-
ment Agency (FEMA) in the General Services Administration also
receives this information.

General

The annual shipyard survey of 1981 has been completed; and
the information collected has been organized and condensed in


APPENDIX A

STANDARD FORM 17
FACILITIES AVAILABLE FOR THE CONSTRUCTION

OR REPAIR OF SHIPS

108



EXHIBIT 27

warehouse

(36m “and
a

forage. — — 7— -
i

ct
+

fe

valuold ‘vdwvi
(OD 430g Aya aNY BIVd3a dIHS VawvL AVaaW4O4)

“NI SGUVAdIHS WdWVL

[ _

ceangny) Vv uaa “|



1

TABLE

SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE
SUMMARY

ORY BULK

90T X 006
000 00T,

SOT X 009
000‘TS'

GL X 04S
00 * Tz

GENERAL CARGO

9OT X 16
4aulezuog

OOT x €68
HSW1

201 X 89
0u/0u

06 xX O19
JaULezU0)

90T X #2Z
obued *qow!

89 X Gly
obuey *uay)

REGION

OnnN
4

wan)

annn
a

24
16

6
3

33
23

8
3

21
15

6
3

48
40
22

9

East Coast
Gutf Coast
West Coast
Great Lakes

© hl X 864
“ 000091
lo)

3
Oo
5 901 x 989

000‘ og
+ 822 X 0ZT|
° OLL‘06¢|
BLT X OOTT
000 s92|
2 OvT X OOTT
000‘ sz
© Obl x 266
“ w°n9000° ¢2T
nn
2
&
=| eet x 026
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15
15

5
4

27
18

8
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33
24
15
6

East Coast
Gulf Coast
West Coast
Great Lakes

25

56 37 10 10

78

TOTAL POSITIONS
ALL YARDS

104



EXHIBIT 38

L86L SOE 4aquaqdas

aaa

89


BATH IRON WORKS CORP.

EXHIBIT 6

|
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_j

. eee
He)
KK oS
“NS aa Al
33 pe8 (|
* aff CHL LT os,
fe : Li

220 TON af
131' RAD.

| lee
f ;
\

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z we ae NBs
‘Nar eee)
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57


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OHS
p—— UBUN3aaYD |

pf

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jos
a x (Be \
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09 SNIGIUNGdIHS 3 YOOGANG VWYEY IV


8. Bethlehem Steel Corporation - San Francisco Yard

Bethlehem's San Francisco shipyard, which traces its
beginning back to 1849, is the oldest yard in the United States
from standpoint of continuous service. One of the largest and
most versatile repair yards in the country, it offers a complete
range of ship repair and reconditioning services and can handle
conversion and jumboizing work, as well as wide range of industrial
work. It is also capable of constructing large oceangoing ships.

During World War I, as a subsidiary of Bethlehem Steel,
this shipyard delivered destroyers at the rate of three a month.
In the huge shipbuilding, repair and conversion programs of
World War II, the yard, with the help of facilities leased from
the Navy, built 72 ships including 52 Navy combat vessels. In
addition, about 2,500 Navy and commercial vessels were repaired
or converted at the yard during the World War II period.

In the 1950's, ship repairs, conversions and special industrial
work were followed by construction of two destroyer escorts, five
C4 Mariner class cargo ships, a wine tanker, and four medium-size
oil tankers.

Bethlehem-San Francisco demonstrated its flexibility in the
1960's. Shipbuilding continued with the construction of four C4
cargo ships, two Navy destroyer escorts, and a number of oil and
rail barges; but the yard's management believes its greatest
accomplishment was the fabrication of 57 sections of trans-bay
underwater tube for the San Francisco Bay Area Rapid Transit (BART),
the longest sunken-tube tunnel in the world.

In the 1970's, the yard's specialty was barge design and
construction. In 1976, activity was highlighted by the completion
of a three-year program to build 22 large 400-foot by 100-foot
(122 m by 31 m) barges. During 1977 and 1978, in addition to
repair work, the company converted four LASH vessels to full
containerships for Pacific Far East Line.

In July 1980, the yard completed the last of six combination
grain/petroleum barges for Crowley Maritime Corporation; and in
1981, two large deck cargo barges were delivered to a subsidiary
of Crowley. Currently, the barge AGATTU is being rebuilt for
another Crowley subsidiary, with delivery scheduled for early
1982.

Bethlehem-San Francisco operates one building way, a con-
ventional end-launch type that can accommodate ships up to 600
feet by 90 feet (183 m by 28 m). The yard's larger floating
drydock with a maximum vessel size of 950 feet by 144 feet
(290 m by 44 m) has a lifting capacity of 65,000 long tons

15


nt during the past five years in privately
ding and ship repair yards (Bureau of Labor
s shown in the following table:

1977 Average 174,100

1978 Average 172,000

1979 Average 171,600

1980 Average 170,400

1981 January 173,000

1981 Februar 174,200

1981 March 175,300

1981 April 180,500

1981 May 178,700

1981 June 177,900

1981 July 176,500

1981 August 178,100

1981 September (Preliminary) 179,800
The Marit / nist s employment in the 26
major U.S. privately owned the Active Shipbuilding

Base (as identified in Exh monthly basi

As shown in Exhibit 41, the most rece
Projection, prepared by MarAd's Office of

presents a gloomy outlook for employment
in the Active Shipbuilding Base through mi
it is anticipated that several thous

be laid off. However, beginning :

7

ether factors.

Material Shortages

Q

n

d-

t
h

i
t

1

and producti

As
Oct
3 oct ms

otn

983

a
<

er noc

3

in mid-1983 and conti
1986, shipyard employment is expected to show an overa
This projection is contingent upon future economic cond

3
<

3.

The

TSOOF
3 +O

+ a5
sas
Ons. SG
a

mw SuVseKcor

alfa

nui
1

30

itio

The shipbuilding and repair industry is heavily dependent
its supporting industrial base for timely delivery of quality p
ducts and materials. Depending upon the type of ship, from 40
percent to 70 percent of its cost is represented by products, materials,
and services procured from the supporting industries.

on

up
up
ro

a4


Todd's Houston Division, in mid-1982, will put in
Operation a 14,000 displacement ton (14224 metric
ton) floating drydock. This is part of a major
facilities improvement Program scheduled for the
yard.

Todd has unveiled plans for installation of a multi-
million dollar syncrolift drydocking system at its
Los Angeles Division. This 13,500 displacement ton
(13760 metric ton) system will allow the yard to
perform up to five drydockings with one lifting
system.

Todd's facility upgrading program also calls for
the transfer of a 40,000 displacement ton (40640
metric ton) floating drydock from its San Francisco
Division to its Seattle Division where it will be
modified to accommodate naval combatants and auxil-
jiaries, as well as commercial ships.

The ship repair market has taken on added importance as orders

for new ships have declined, and a number of large yards are seeking
to increase their repair business. Ship repair is considered
within the industry as generally more profitable than ship con-
struction, and it is also seen as a means to maintain a skilled
labor force. The repair yard often commands excellent prices for
urgently needed repairs and can control its overhead closely.
Ship repair yards over the last few years have also been actively
soliciting non-ship industrial work requiring skills such as steel
fabrication, welding, boiler repairs, and motor overhauls, typical
in ship repair.

Repair of naval ships has become a matter of vital importance
requiring the highest skill and dedication; and as the complexity
and sophistication of warships grow, so’must the capabilities of
U.S. repair yards. This country's privately owned ship repair
industry is an essential national resource in the planning and
execution of the maintenance and upkeep of these complex naval
ships. Private U.S. shipyards are continuing to receive at least
30 percent of the funds available for repairs, alterations, and
conversion of naval vessels. Projected ship alteration and repair
programs essential to maintain these ships at a high level of
material readiness are expected to result in a future workload
increase for both naval and private shipyards. However, because
of the large size and the complexity of Navy combatant ships,
participation in this Navy work will be restricted to a limited
number of private yards.

The ship repair business in the United States is relatively
strong with the exception of certain areas of the country. Some
firms in the industry are readying their yards for greater future
participation in both naval and commercial repair markets,

48


EXHIBIT 26

1000T 100T

0

feet

GUvA WHLN39

rapeos burp

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B9L3J0 ULPW “6

doys adig *8

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asnoy a403s °9

doys uoLqzedtuqey °S

Burp_ing asodundi3ipny *y
AyLiLoey quLeq pue yseLg “Ee
Ling quawabeuey bulyaeurbuz *z
BuLALazay pue abeuoys = *T

a 7
- —T
§
_
1621 X 1902 ~£
B AYN Wood sh ST
NOL $2 ~s
‘ woos .5 ,
Nol os <4 > +
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162 X S¥L7 - 7
9 AVM TN LS 1
< ah ~ VaBY 30VUOLS N3d0
WoL tz. Ty 4s SE aT Yioos .008
NOL 12 woog .0€ = st sot x spool WoL 052 1
\ Nj
NOL sey avis 1361 X .002
$61 X ,00L‘L a avis ;
yOOGANG YAId ONTLLISLNO OOL*L

UAATY JUvMV 7390

“ONI dIHS NAS

QuWA HLYON

77



GULF COAST

American Marine Corporation

New Orleans, LA

Atlantic Sandlasting & Coatings, Inc.
Tampa, FL

Boland Marine & Manufacturing Co.
New Orleans, LA
Buck Kreihs Co., Inc.
New Orleans, LA
Coastal Iron Works, Inc.
Corpus Christi, TX

Coastal Marine Service of Texas
Port Arthur, TX

Dixie Machine Welding & Metal Works
New Orleans, LA

Farmer's Marine Copper Works, Inc.
Galveston, TX

Florida Ship Repair
Tampa, FL

General Engineering Co.
New Orleans, LA

Hahn & Clay

Houston, TX

Harrisburg Machine Co., Inc.
Houston, TX

Hendry Corporation
Tampa, FL

International Ship Repair & Marine
Services, Inc.

Tampa, FL

Marine Repairs, Inc.

Houston, TX

Marine Maintenance Industries
Houston, TX

132

McDonough Iron Works

Galveston, TX

Misener Industries, Inc.
Tampa, FL

Modern Diesel Power, Inc.

New Orleans, LA

National Marine Service
Harvey, LA

Newpark SB & Repair, Inc.

Houston, TX
Port Houston Marine, Inc.
Houston, TX

Runyan Machine & Boiler Works
Pensacola, FL

Sherman Shipyard
Panama City, FL
WEST COAST

Atkinson Marine Corporation
National City, CA

Cavanaugh Machine Works
Wilmington, CA

Coastal Marine Engineering Co.
San Francisco, CA

Colberg, Inc.
Stockton, CA

Dockside Machine & Ship Repair
Wilmington, CA
Duwamish Shipyard, Inc.
Seattle, WA

Electro-Mechanical Co.
Portland, OR

Ets-Hokin & Galvan Electric Co.
San Diego, CA


Avondale employs a unique transfer method, whereby large
sections of a ship, or entire ships, are move horizontally to
different building positions. A ship might be situated and
worked on in four different building positions between keel
laying and Jaunching. For relatively small vessels, e.g.,
destroyer escorts, the yard perfected a rotating jig to allow
for the maximum use of downhand welding of the hull. Modern
construction methods and steel processing facilities have made
Avondale one of this country's most productive shipyards. No
U.S. shipbuilder has had more success with series production
of commercial ships. The yard offers approximately 3,800 feet
(1158 m) of berthing space, serviced by gantry cranes. Use of
the 600-ton (610 metric ton) floating lifting device is avail-
able along the entire length of the berths.

Scheduled for construction, with a completion date of June
1982, is a 1,710-foot (521 m) extension to the downriver end of
wet dock No. 3. Avondale will soon begin construction of an
additional floating drydock 650 feet (198 m) long by 150 feet
(46 m) wide and a lifting capacity of 23,000 tons (23368 metric
tons). This new drydock is scheduled to begin operation in late
1982.

Avondale's nearby Westwego, LA, facility is capable of
building vessels 450 feet (137 m) long by 90 feet (27 m) in
beam. A floating drydock with a lifting capacity of 3,800 long
tons (3861 metric tons) is available at Westwego for repair of
small ships, river boats and barges.

In July 1981, the total labor force was 7,300, compared to
about 7,500 a year earlier.

Exhibit 5 is a current arrangement plan of Avondale's main
plant.

5. Bath Iron Works Corporation

Bath Iron Works Corporation, a subsidiary of Fibac Corporation,
is located on the Kennebec River in Bath, ME. The small iron
foundry which was established on this site in 1826 become Bath Iron
Works, Ltd. in 1884, and the first shipbuilding began in 1889.

This experienced shipyard has engaged in both Navy and commercial
ship construction, as well as Navy overhaul and repair work. The
yard has a history of proven diversity, having constructed various
types of ships including roll-on/roll-off cargo vessels, container-
ships, tankers, barges, fishing vessels, destroyers, and guided-
missile frigates. Bath has built a total of 168 destroyers for

the Navy. In the late 1960's and early 1970's, six containerships
were delivered to American Export Lines; and in 1975, the yard

10


Oldman Boiler Works, Inc.
Buffalo, NY

Perry Shipbuilding Corp.
Erie, PA

Purvis & Foster
Détroit, MI ,

Soo Drydock Company
Sault Ste. Marie, MI

Ste. Marie Yard & Marine, Inc.
Sault Ste. Marie, MI

Sen-Wel Industries, Inc.
Buffalo, NY

Twin City Drydock & Marine, Inc.

Sault Ste. Marie, MI

William Farrel, Inc.
Toledo, OH

134

U.S. GOVERNMENT PRINTING OFFICE: 1982-361-428: 1491


a

EXHIBIT 1

opalol-gs ued! vauy

E are ONTOTIAG uledoy-9s ue3Laauny
BIRO WO HIONIT WT 193F SCP SdTHS = AL TOWAYO a BuOT-ES ue9| dau
SOuvAdTHS “S77 YOCWH spaefdiys 4aseag

81 39PaS-PpoL
§S_P9ayx207
uo1ye4oduog IWy
vo tdlay

SHIVIS GSLINN SHL WI AMLSNON] SNICTINGdIHS

“Oe

oostueay ues-yi9g
YI-PPOL

OOSS¥N

neausno1a7} UoyzeIeH
+o gs uoysanleg

uo Sanye9-pPpoy
uo7sno}-ppoy
quowneag-u3ag
(q4odying) uoqsburnay
(XL fa6ue4g) u0ys6up0e7
spaeddiys alepuony

yor aL1/stLesuy

gS 2 a0 eueqely
souekdiys eduey

ad B 8S 4L0J40N

as smay qodmay

Gd ¥ Qs pueLAveW

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souy ‘dius uns

qeog *23,3 - ‘Ukg *Ua9g
Aauinj-"uskg *ua9,
SysoH UOaT Yaeg

02

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52


Exhibit 2

Exhibit

Exhibit 29

Exhibit
Exhibit
Exhibit
Exhibit
Exhibit

Exhibit

Exhibit

Exhibit

Exhibit
Exhibit

Exhibit
Exhibit

wow
Noe

ww wo
Bw

a

37

38
39

40
41

Tampa Shipyards - Yard Plan. ....
Texas Gulfport Shipbuilding Company -
exas Po pbuilding Comp

Cc any

<-

Todd, Galveston Division - Yard Plan ..
Todd, Houston Division - Yard Plan ...
Todd, Los Angeles Division - Yard Pian .
Todd, Seattle Division - Yard Plan ..

Triple A, Hunters Point - Yard Plan...
Shipbuilding Program (Title V) .....

Ship Financing Guarantee Construction . .
Program (Title XI)

Merchant Vessels Building or on Order. .
(As of January 1)

Major U.S. Private Shipyards -

Number of Shipways by Maximum Leng
Active Shipbuilding Base (Map) .....
Orderbook, Commercial Vessels ......

Active Shipbuilding Base
Active Snipbuitding Base

Shipyard Status - Need for New Business .
Shipbuilding Industry Workload Projection

th Cana
th Capa

Table 1 - Ship Construction Capability by Ship Type .

Table 2

Appendix

Appendix
Appendix

- Major U.S. Private Shipyards -

A

B
Cc

Number of Shipbuilding Ways by Length

- Major U.S. Shipbuilding and Repair Facilities

Standard Form 17 - Facilities Available .
for the Construction or Repair or Ships

Major Topside Repair Facilities ....

or

od
Ne
won


EXHIBIT 18

wer Saad

=
nonaadn
7 "M's BONBAV Misi TL >
pH ¢ 4

aie puma

AVMUBLVM 182M

NOLDNIHSV M ‘A'TLLVGS “A'S AAV WOT 6262

3NO INV1d
ANVdiW09 NOILONYLSNOD ONY ONIGTINGdIHS G33HxIO7

69


The company has an ongoing capital investment and improve-
ment program to continually upgrade its facilities to utilize
the latest available technology.

Ingalls Shipbuilding Division at mid-1981 employed a total
labor force of 12,700, compared to 11,170 a year earlier.

Exhibits 15 and 16 are current general arrangement plans
of facilities in the Ingalls East Bank and West Bank yards.

16. Levingston Shipbuilding Company

Levingston Shipbuilding Company, one of the leading producers
of offshore drilling rigs, was founded in 1933. This 100-acre ship-
yard is strategically located on the Sabine River at Orange, TX,
approximately 30 miles (48.3 km) inland from the Gulf of Mexico.
Gulfport Shipbuilding, in Port Arthur, TX, was purchased in 1970
by Levingston to supplement Levingston's construction and repair
facilities at the Orange plant. From 1975 to 1980, Levingston was
a wholly owned subsidiary of Ashland Oi1, Inc., and tug and barge
construction was effectively abandoned for the building of larger
vessels and offshore drilling rigs.

In May 1981, Levingston officials announced the formation of
a new corporate organization, Levingston Industries, Inc., head-
quartered in Orange, TX. Wholly owned subsidiaries are Levingston
Shipbuilding Company, Orange, TX; Texas Gulfport Shipbuilding
Company (formerly Gulfport Shipbuilding), Port Arthur, TX; and
Levingston Marine Corporation.

Levingston combines commercial ship construction with its
traditional offshore industry work, with a solid base of ship
repair and some industrial fabrication. Levingston has built
more than 700 vessels of all types since it started steel ship
construction in 1933. Of this total, 164 were for the offshore
industry -- including drillships, semisubmersibles, jackup rigs,
and barges and tenders of various types. The company has also
built 167 vessels for the U.S. Government, including frigates, a
surface-effect ship, and 162 tugs and coastal vessels. For the
commercial marine industry, Levingston has built a total of 373
vessels (mostly barges) as well as tankers, small roll-on/roll-off
ships and ferries.

In May 1981, Levingston's Orange, TX, plant delivered the
36,000-dwt. bulk carrier PRIDE OF TEXAS to Asco-Faicon I Shipping
Company; and two more of these 612-foot (187 m) ships are also
presently under construction with the aid of CDS. The PRIDE OF
TEXAS was the largest ship ever built at this yard and the first
ship to be built in the United States to a Japanese design and

24


SENVEO AMINVD SOCad
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9

EXHIBIT

ave 7
OOSIONVE NYS
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9.06
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s#uald



scale fabricated steelwork, weldments, and a variety of specialized
assemblies.

To provide the capability for construction of supertankers
at Sparrows Point, millions of dollars were invested in facilities
improvements: establishing new production and materials-handling
methods, installing new and sophisticated systems and equipment,
and developing new design concepts and engineering techniques.
The major components of this program, completed in 1974, were
the building basin for construction of ships as large as 1,200
feet by 192 feet (366 m by 59 m) and a 68,000-square-foot
(6317 m2) panel shop for fabrication of steel. This fabrication
shop is capable of constructing panels weighing up to 200 tons
(182 metric tons). Other improvements included the structural
strengthening of pier No. 1, a numerically controlled gas plate-
cutting machine, automated plate and shape blasting-painting
equipment, and expanded machine shop and pipe shop capability.

Complementing the large construction basin, which is served
by four 200-ton (182 metric ton) tower cranes, Sparrows Point
maintains two active building ways, each of which can accommodate
a maximum ship size of 900 feet by 108 feet (274 m by 33 m).

Two smaller sliding ways are being used as platen areas and would
require extensive refurbishing to reactivate. The yard does not
have drydocking facilities except for the building basin which is
currently used for construction work. Four outfitting berths are
available with a combined length of 3,970 linear feet (1210 m)

of space serviced by four tower cranes with lifting capacities up
to 50 tons (45 metric tons). Several locomotive cranes of various
capacities are also available.

The total labor force at the Sparrows Point yard was 2,964 at
mid-1981, up from 2,866 a year earlier.

Exhibit 10 is a current plot plan outlining the company's
construction facilities.

10. FMC Corporation - Marine and Rail Equipment Division

FMC Corporation's Marine and Rail Equipment Division, origi-
nally known as Gunderson Bros. Engineering Corporation, is located
on the Willamette River in Portland, OR. This facility, also a
major manufacturer of railroad freight cars, is an experienced
builder of tankers, tugs, barges, ferry boats, small military
craft, and wide range of marine structures.

In 1977, FMC completed a series of five gas turbine-powered
electric-drive tankers. These “handy size" product carriers are
under charter to Chevron Shipping Company, a wholly owned sub-
sidiary of Standard 0i1 Company of California.

17


23. Sun Ship, Inc.

Sun Ship, located in Chester, PA, is a complete ship-
building and manufacturing complex bordering on the Delaware
River. In its 62 years of Operation, the yard has designed
and constructed more than 650 vessels, mainly commercial ships.

In recent years, the yard has specialized in the design and
construction of RO/RO ships and medium-size tankers. In addition
to its shipbuilding, conversion, and repair capabilities, the com-
pany also is experienced in the manufacture of a wide variety of
heavy industrial equipment.

In January 1981, Sun announced its decision to phase out
its new ship construction business and concentrate on ship
repair and conversion, in addition to the manufacture of a
wide range of heavy industrial equipment including welded
Pressure vessels, plate work, machinery, oi1 refinery equipment,
and bridge structures.

The only major construction contracts underway as of October 1,
1981, were three RO/RO containerships for Waterman Steamship Cor-
poration, one of which is being built for Sun at General Dynamics,
Quincy, MA. Sun Ship is also converting the Matson trailership
LURLINE from a full RO/RO to a combination container RO/RO vessel.

New construction commitments subcontracted by Sun to other
shipyards were: one oceangoing sugar barge for C&H Sugar Company
to Bath Iron Works and one diesel-propelled dredge for the U.S.
Army Corps of Engineers, also to Bath Iron Works.

In 1976, Sun completed a major capital improvement program
which enhanced the shipyard's ability to fabricate larger, more
sophisticated ships. This expansion and modernization program
Provided Sun Ship with a new level shipbuilding platform, a
two-section floating drydock capable of lifting 75,000 long tons
(76200 metric tons), a 1,100-foot (335 m) outfitting pier, and
other shipbuilding support facilities. The new level shipbuilding
slab has two sections. On Slab "A", a ship 1,000 feet by 195 feet
(305 m by 59 m) can be built; and on Slab "B", a ship 700 feet
by 195 feet (213 m by 59 m) can be built. At Sun, a ship as large
as 1,100 feet (335 m) in length and 195 feet (59 m) wide can be
constructed. This is the maximum limit of the floating drydock
into which ships built on the two-section shipbuilding platform
are launched. Two halves of a large ship can be built on this
platform and each half can be rolled individually to the drydock
and then welded together. The ship is brought to the pier for
outfitting completion. Sun's drydock, which is capable of handling
vessels up to about 400,000 dwt., is one of the world's largest

34


EXHIBIT 3

dOHS:
SNIHOVIN

i Ya4dSNVYL

SDIAYaS

ONIGgTING ~ y

YaAIY 1OV1E

k= _.WOO8 ort
gzo'C NOL SP

zt 2

ol

ISNOH3YV!

a5VHOLS
BEEPS

a

“aAV OaVHO109

GuvA NIVYOT

"09 SNIGTING dIHS NVOWINV

54



This Gulf Coast yard began operations in 1966 and has been
primarily a builder of barges and tugs, although it has the
capability of building medium-size tankers. Galveston Ship-
building has probably built more oceangoing deep-notch barge
units than any other yard in the country, including some of
the most sophisticated vessels serving the petroleum and chemical
industries.

During the first nine months of 1981, this shipyard completed
five large oceangoing barges, including a 55,000-dwt. deep-notch
petroleum barge for Belcher Oil Company. On October 1, 1981,
four barges were under construction -- two deep-notch petroleum
carriers, one dry-bulk barge, and one deck barge.

Galveston Shipbuilding has one building way (side-launching)
on which oceangoing ships or barges can be built, the maximum vessel
size being about 700 feet by 120 feet (213 m by 37 m). A present
limitation is that, except at the launch site where the water is
approximately 20 feet (6 m) deep, the water depth on the way to
the channel is only about 12 feet (4 m). However, by means of
pontoons (sectional barges fitted together), a vessel with up
to 18-foot (5 m) draft could be floated out to Galveston harbor.
Launching weights of hulls are kept as low as possible with final
installation of equipment done at the Galveston municipal pier.
Since the yard is not geared to major machinery installation work,
machinery is usually installed by a subcontractor.

In addition to its large side-launch way, Galveston Ship-
building has four smailer shipways served by an 800-ton (813 metric
ton) syncrolift. In the absence of a drydock, arrangements must
be made to drydock large vessels at Todd-Gaiveston or Levingston
Shipbuilding Company. Since Galveston Shipbuilding does not have
an outfitting berth, outfitting is done at the municipal pier in
Galveston.

In mid-1981, Galveston Shipbuilding Company's total work force
was 400, up slightly compared to a year earlier.

Exhibit 13 is a current general arrangement drawing of the
yard's ship construction facilities.
13. General Dynamics Corporation - Electric Boat Division

This shipyard, located in Groton, CT, is privately owned
but is engaged exclusively in construction of submarines for the

Navy
U.S. Navy.

nm
o


36

EXHIBIT

4

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vessel 700 feet by 86 feet (213 m by 26 m), and the other a
vessel 470 feet by 82 feet (143 m by 25 m).

With 4,255 feet (1297 m) of berthing space available at six
wharves, and a full complement of shops and related facilities,
this Todd shipyard can carry out all types of repairs and con-
versions, in addition to new construction.

mid
4,570 a year earlier. The current m q

yard's highest since World War II.

Total employment at the yard was 1982
a is tt

> up from
vis ship-

ma

bit 31 is a plant map of the Los Angeles Division's

Exhi
ities.

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29. Todd Pacific Shipyards Corporation - Seattle Division

Todd's Seattle Division is located at t
of Harbor Icland in Flliot Bay lacs than 19 from
of Harbor Island in Elliot Bay, less than 10 from downtown
Seattle, WA. From 1898 until 1916, when the Wi Todd Company
of New York bought the shipyard, a variety of vessels were produced,
including the world's first 6-masted barkentine and (at that time)
the world's fastest single-screw steamer

The yard has an unrivaled heritage on the West Coast as a
prime supplier of fighting ships for the U.S. Navy. During
World War II, Todd operated three shipyards in the Seattle-Tacoma
area, mainly turning out destroyers and aircraft carriers. More
than 57,000 persons worked three shifts building naval vessels

during the war years.

For several years after the war, Todd-Seattle was primarily
a repair facility with employment dipping as low as 700 people.

In the early 1950's, the yard embarked on new vessel construction
and industrial production, completing a formidable array of tugs
barges, ferries, dredges, pile drivers, floating cranes, etc. In
1964, the company delivered the last of four guided-missile
destroyers to the Navy. In the late 1960's and early 1970's,

the Seattle Division was lead yard for a class of 26 frigates,
seven of which were built in Seattle. During this period, the

yard also built the Navy's only catamaran oceanographic vessel.

Prospects for the Seattle Division were bleak during the
mid-1970's until the Navy awarded Todd its first contracts under
the guided-missile frigate (FFG) program in early 1976. As of
October 1, 1981, the Seattle yard had delivered four of these
frigates and had nine more in production or on order. Two of
these nine ships are for the Royal Australian Navy. The last of
the FFG's on order is slated for delivery in mid-1985.

41


EXHIBIT 31

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APPENDIX B

SHIPBUILDING AND REPATR Facturries 2/

MAJOR U.S.
Berths/Piers
Maximum Ship Size Usable
length
in feet
Name and location GD--Graving Drydock Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
EAST COAST
SHIPBUILDING YARDS
Bath Iron Works Corp. 650 (+) x 88 SW 840 2/construct ion, conversion and
Bath, ME (2) 700 x 130 SW ‘900 repairs - all types of vessels.
550 x 88 FD 2/
=" 6 565
Also has floating bow drydock
for sonar domes.
Beth. Steel Corp. (2) 900 x 108 SW 1260 L/New ship construction - to
Sparrows Point, MD 1200 x 192 GD 3970 vessels 1200' in length.
2/2,964
General Dynamics Corp. (2) 860 x 123 Gd 893 1/construct ion, conversion and
Quincy SB Division 936 x 143 GD 00 repairs - all types of vessels.
Quincy, MA (2) 860 x 144 GD 2/
"2,700
Maryland SB and DD Co. 850 x 110 SW 1902 construct ion, conversion and
Baltimore, MD 775 x 110 FD 5620 repair - all types of vessels.
715 x 91 FD 2/
900 x 146 FO 1,720
Newport News SB & DD Co. 649 x 93 SW 1670 2/construct ion, conversion and
Newport News, VA 715 x 93 SW T4220 repair - all types of vessels.
(2) 940 x 125 SW 2/
960 x 124 GD* "24,000
1100 x 136 GD*
646 x 88 GD** *Used for construction
858 x 102 GO**
455 x 68 Gp** **Used for repairs and overhaul.
$21 x 68 Go**
1600 x 246 GD*
Norfolk SB & DD Corp. 475 x 85 SW 1030 YVship construction, repairs, and
Norfolk, VA 650 x 83 FD T2170 conversion - all types of- vessels.
1100 x 156 FD 2
441 x 60 MR* 3,381
325 x 60 FD*
*Located at Brambleton plant.
Sun Ship, Inc. (2) 745 x 129 SW 1100 conversion, overhaul, and
Chester, PA 700 x 195 SW 300 repairs - all types of vessels.
1000 x 195 SW 2
1100 x 195 FD 2/2158

2/ shipbuilding: for ships 475' x 68' or above.

Repair: drydocking facilities for ships 300' in length or above.

118


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
‘LOA-- Beam length
3 ‘pway in feet
Neme and location GD--Graving Drydock Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
Tracor Marine, Inc. 800 x 80 FD 1825  [4/ship repairs and conversion.
Port Everglades, FL 360 x 80 1825 2
(Syncrolift) I" 334
GULF COAST
SHIPBUILDING YARDS
Alabama DD & SB Co. (4) 523 x 68 SW 1132 2/ship construction, conversion
Mobile, AL 620 x 90 SW 9370 and repairs. Also drill rig
665 x 87 FO construction.
750 x 100 FD
2/2019
Avondale Shipyards, Inc. {2) 1020 x 174 SW 1625 L/ ship construction, conver-
New Orleans, LA **1200 x 126 SW 3800 sion and rep. - all types
***450 x 90 SW of vessels.
300 x 50 MR
1000 x 216 FD
380 x 76 FD
simultaneously.
**Five large, greater than
600' LOA, vessels can be
under construction simul-
taneously in this area.
Beth, Steel Corp. 00 x 96 SW 1100
Be t, TX 650 x 84 FO 4050
Galveston SB Co. 700 x 120 SW None* construction of barges, tugs
Galveston, TX and oceangoing integrated
tug/barge units.
2/400
*City wharf in Galveston is
available.

121


which were the first stern ramp fish-processing trawlers to be
built in the United States. The company's Industrial Products
Division engages in nonmarine work such as: 1) the design,
manufacture and installation of large steam surface condensers
for the utility industry; 2) general machine repairs to pumps,
turbines, and other industrial machinery; and 3) heavy structural
steel fabrications.

From 1968 to the present time, Maryland has completed repair
or overhaul work on 32 naval vessels of many different types.
This was in addition to the yard's workload of commercial ship
repair.

Six ships were reconstructed during 1980 and 1981 under
MarAd's construction-differential subsidy program. These
vessels consisted of four Moore McCormack Mariner class cargo
ships and two U.S. Lines containerships.

Maryland Shipbuilding has a good backlog of repair and
overhaul work; and prospects continue to be bright for commercial
and Navy ship repairs, as well as for the company's Industrial
Products Division.

In 1978, Maryland completed a major modernization and
expansion program, the main features of which are:

o Installation of a new floating drydock 827 feet
(252 m) long by 150 feet (46 m) between wing walls
with a lifting capacity of 36,000 long tons (36576
metric tons). This dock is used for launching
newly constructed vessels from the building way,
as well as for ship repair and conversion work; and

o Lengthening of the yard's one building way to permit
construction of ships up to 850 feet by 110 feet
(259 m by 34 m) compared to the previous maximum of
630 feet by 96 feet (198 m by 29 m).

In addition to the new floating drydock, Maryland operates
three other floating drydocks, the largest of which can accommodate
ships up to 775 feet by 110 feet (236 m by 34 m). There are 6,650
feet (1722 m) of pierside berthing available for outfitting and
above water repairs.

The total administrative and production work force at mid-1981
was approximately 1,720, compared to about 1,800 at mid-1980.

Exhibit 21 is a current plot plan of Maryland's facilities.

28


year ending June 30, 1982, mainly for larger drydocks and support
facilities to increase vessel conversion, overhaul, and repair
capabilities. Several yards have plans for gearing up for the
anticipated increase in naval ship construction.

Since enactment of the Merchant Marine Act of 1970, the U.S.
shipbuilding and ship repair industry has invested approximately
$2.3 billion in plant modernization and improvements. These
investments have significantly increased the capacity, capability,
and productivity of the industry. With the slump in ship construction,
the emphasis in recent years has been expansion of ship repair and
conversion facilities. Exhibits 2 through 33 are general arrangement
plans outlining shipbuilding and repair facilities in 29 of the major
yards. Detailed descriptions of these exhibits are included in this
report.

As of October 1, 1981 (see Exhibit 34), MarAd was subsidizing
struction backlog of 12 merchant ships and the major recon-
tion of 15 large commercial vessels. These were in addition
onsubsidized deep-draft merchant ships under construction in
.S hipyards. There were 78 offshore drilling rigs on order with
n ted contract value of $2.7 billion, representing 35 percent
fshore drilling rigs on order worldwide. MarAd was pro-
itle XI financing guarantees for a wide variety of commercial
rges, and offshore drilling rigs under construction in
shipyards (see Exhibit 35). Exhibit 36 illustrates the
ine since the mid-1970's in both the numbers
t ships being built in U.S. shipyards.

< OM Cctn em

w~ONn<«
BORD ah

a

3

3
=O
+o

3

50

the frequent question as
available to build a specified

may have several building positions
being constructed. For example,

by 59 m) basin at Bethlehem's

odate one 265,000-dwt. tanker or

5 m by 21 m) cargo ships.

» the ship types listed

on or recently delivered

i ositions varies from

290.770-dwt
of

a

Ta}

to how many b
ship. A si
depending on

the 1,200-f by
Sparrows Point shipyar
four of the smaller 475-f
With the exception of the
are mainly those presently

to commercial service. The
119 for the small cargo ship to one
Length overall and beam are given for
deadweight tonnage is indicated for th

30
sO
3D

UU
mOZOD

= @ ct

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33
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a3
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Cc

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= Oct

s

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e

m
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a
r
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oo

70-dwt. tanker.
in addition

r

ote

ant
ant

y/

=/The usual accompanying questions to this query, e.g., when
the ships can be delivered and what effect a new proposal will have
on the existing program or work under contract, can be answered from
SPAMM output.



Until 1980, business at the yard prospered, with ship
repair, conversion, and overhaul contracts from commercial
clients and the U.S. Navy. However, as of mid-1981, the only
major work in progress was the overhaul of the USS FORT FISHER
(LSD-40), scheduled for completion in September. The commercial
tanker MANHATTAN was in the yard for extensive repairs during
September. Along with most other San Francisco Bay Area shipyards,
Triple A is having serious problems obtaining a sufficient volume
of repair work to support the high maintenance costs of the yard.

The sprawling Hunters Point yard has a multi-drydock
capability that is highlighted by the largest private graving
dock on the West Coast. This dock can accommodate ships as
large as 1,092 feet by 140 feet (333 m by 43 m), and there are
five other graving docks available. Additionally, the large
land area, office buildings, numerous fully-equipped shop buildings,
warehouses, and other special purpose buildings provide Triple A
with a facility for exceeding that of any other private West Coast
ship repair yard.

With regard to crane service, the alongside weight-handling
facilities at Hunters Point have the largest capacity, and are the
most versatile within the Bay Area ship repair community. With
pier space totaling about 24,000 linear feet (7315 m), this
Triple A yard has the largest deep-water berthing complex of
any West Coast shipyard.

As of September 1, 1981, employment at the yard totaled about
450, but the labor force fluctuates depending upon available repair
work,

Exhibit 33 is a current yard plan outlining the Triple A
facilities at Hunters Point.

43


the following narrative, exhibits, and tabulations to focus

attenti those elements that are most often requested from

this off Appendix B is an especially valuable statistical
abstract of data gathered from those companies responding to MardAd's
abstract of data gathered from those companies responding to MarAd's
annual survey. It lists the Nation's major shipbuilding, ship
repair, and drydocking yards sorted on a coastal basis and displays
information with respect to the size and type of each building
position, drydock, and berth space, employment, and remarks regarding
principal shipyard activities

MarAd has examined drydock data submitted by shipyards in the
1981 survey. In preparing Appendix B, the following criteria were
developed to establish the maximum ship size that could be accommo-
dated :

the maximum ship length
is as given by the shipyard. The maximum width was
determined by allowing a 2-foot (.6 m) clearance at

at each side between the ship and wing wall.

For graving docks, the maximum ship length was
determined by allowing a 2-foot (.6 m) clearance at
each end between the ship and the inside of the dock
at the floor. The maximum width was determined by
allowing a 2-foot (.6 m) clearance on each side
between the ship and each side of the dock entrance

at the sill.

There are several types of floating drydocks and graving
docks, and under certain circumstances additional clearance would
be necessary between the ship and the dock body. Permissible ship
sizes requiring additional clearance may be determined by simple
calculation from the above criteria.

Major Shipbuilding Facilities

A major shipyard is defined in this report as one having at
least one building position, either an inclined way, a side-
launching platform or a building basin, with the capability to
accommodate a minimum ship size of 475 feet (145 m) length overall
and a beam of 68 feet (21 m). There are presently 30 shipyards in
this category, which are identified and geographically located in
Exhibit 1.

Despite the continuing worldwide shipping recession, uncertain
near-term future prospects, and declining commercial orderbooks, the
U.S. shipbuilding and ship repair industry in FY 1981 invested some
$190 million in facilities modernization and expansion and as of
duly 1, 1981, planned to spend an additional $280 million during the


(168 m) long by 80 feet (24 m) in width, This facility is

strategically located on the busy intracoastal canal with a
portion of the plant extending south of the Gulfgate bridge,
allowing unlimited vertical clearance to the Gulf of Mexico.

Since the yard was founded in 1932, it has built a variety
of small vessels, such as tugs, dredges, and ice-breakers.
Beginning in 1970, when it was purchased by Levingston, this
shipyard has constructed drilling rigs and other vessels for
the oil drilling industry. Presently, in addition to repair
work, it has one jackup rig under construction.

An expansion and modernization program is currently underway
at Texas Gulfport which includes ageneralupgrading of facilities,
enlargement of drydocks, and development of new outfitting
facilities downstream from the main portion of the yard.

Adjacent to the large side-launching way on which a ship
550 feet by 80 feet (168 m by 24 m) can be constructed, the
yard maintains a smaller, side-launching way. Of the three
floating drydocks, two can handle vessels as large as 325 feet
by 68 feet (99 m by 21 m). There is a total of 1,270 feet
(387 m) of pierside berthing.

The mid-1981 work force at Texas Gulfport was 464, up from
about 337 a year earlier.

Exhibit 28 is a plot plan of the main portion of the yard.
Because of the attenuated shape of the yard as a whole, this plan
does not show downstream outfit and repair berths or tank-cleaning
and gas-freeing facilities.

26. Todd Shipyards Corporation - Galveston Division

Todd-Galveston is located on Pelican Isiand, directly across
the Galveston Ship Channel from the city of Galveston, TX. This
shipyard was founded in 1934 and is a fully-integrated ship con-
struction, repair, and conversion complex with a work force
experienced in custom industrial steel fabrications. For its
outstanding accomplishments in the field of ship repair during
World War II, Todd-Galveston was given the Navy's "“E" Award.

In recent years, the yard has become an important part of the
Gulf Coast oil drilling industry, turning out an impressive list of
modern oil-related ships, barges, and specialized craft. The most
noteworthy of these vessels was the APACHE, a large self-propelled
pipelaying reel ship for Santa Fe International Corporation. Com-
pleted in 1979, this was the first ship of its kind ever built.

37


APPENDIX B

MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

LEGEND: Remarks Column

Ie

‘Type of work usually

Jen

5 lo\
Employ

[po

ment -

W7


(66040 metric tons). This drydock, designed by Bethlehem and
built at the San Francisco yard, is capable of serving the
largest tankers that transport crude oil from Alaska to West
Coast ports. The company also maintains a second floating
drydock, with a maximum vessel size of 700 feet by 94 feet
(213 m by 29 m), and about 3,200 linear feet (975 m) of usable
berthing space along four piers, all fully serviced with
utilities and by cranes of up to 50 tons (45 metric tons)
capacity.

The total work force at mid-1981 was approximately 500, down
from 890 a year earlier.

Exhibit 9 is a current plot plan of the Bethlehem-
San Francisco plant and facilities.

9. Bethlehem Steel Corporation - Sparrows Point Yard

Sparrows Point, the largest of Bethlehem Steel's six ship-
yards, is located on the Patapsco River in the Baltimore, MD,
metropolitan area. Established in 1891, the yard became part
of the Bethlehem organization in 1916 and served as a major ship-
builder during two world wars. During World War II, Sparrows
Point constructed 101 vessels of 16 different classes. During
the 1950's and 1960's, it was among the most active yards in the
Nation, specializing in series construction of standard sizes of
Bethlehem-design tankers, as well as freighters and container-
ships. Sparrows Point is primarily a shipbuilding yard, and in
its building basin, the second largest in the United States, it
is capable of constructing oil tankers of sizes up to about
300,000 dwt.

In November 1977, the yard completed the last of a series
of five 1,100-foot (335 m) crude carriers (MA Design T10-S-101b),
among the largest ever built in the United States.

With a dip in the tanker market, the yard turned its expertise
to building containerships. The first of two of these ships
(MA Design C8-S-85d) was delivered to Farrell Lines in December
1979, and second containership, the AUSTRAL PURITAN, was completed
in November 1980.

Work under contract at Sparrows Point as of October 1, 1981,
comprised the following: six 47,000-dwt. oceangoing tug/barge CATUG
tankers (construction of the tugs is subcontracted to Halter Marine),
and four jackup drilling rigs.

With its range of skills, tools, and facilities, this yard
is called upon regularly by various industries to produce large-

16


completed a series of five 25,000-dwt. tankers. In 1977, the
company completed the last of four large sophisticated roll-on/
roll-off cargoliners (MA Design C7-S-95a) for States Steamship
Company. In 1978, a containership was delivered to Matson
Navigation Company; and in 1980, the second of two containerships
(MA Design C5-S-73b) was delivered to Farrell Lines. Currently

in the commercial ship construction field, Bath is building a large
seagoing diesel-propelled hopper dredge for the Corps of Engineers
and a 37,000-dwt. oceangoing barge for C&H Sugar Company. Both of
these projects were subcontracted to BIW by Sun Ship. In January
1981, BIW was awarded a contract for the construction of two

34,000-dwt. product tankers (MA Design T6-M-136a) to be built with
the aid of CDS for Falcon I Sea Transport Company.

Bath Iron Works is one of the industry leaders in design,
construction, and modernization of destroyer-type vessels for
the U.S. Navy. BIW is the lead shipbuilder for the Navy's guided-
missile frigate (FFG-7 Class) program. The lead ship, the OLIVER
HAZARD PERRY, was completed in 1977; and the Navy has awarded the
company follow-on contracts for the construction of 19 additional
FFG-7 Class guided-missile frigates, the last of which is scheduled
for delivery in 1985. As of October 1, 1981, there were 13 of these
ships on order or in various stages of construction. Now at the
peak of production on the FFG program, the Bath shipyard is launching
an FFG approximately every 3% months. Also swelling the backlog of
work were the major overhauls of three Navy ships.

In 1974, Bath completed a major expansion and modernization
program. The upgrading of facilities included the reconstruction
of two shipways to accommodate ships of 700 feet (213 m) in length
between perpendiculars (LBP) with a maximum beam of 130 feet (40 m),
or two ships per way with a beam of 54 feet (16 m) each; the
installation of a 220-ton (200 metric ton) level-luffing crane with
sufficient outreach to erect units on all shipways; and new steel
fabrication shops and equipment that have increased steel throughput
capacity by 50 percent. To accommodate its accelerated naval
shipbuilding program, BIW in 1979 began its latest expansion and
facilities improvement program which will continue into 1981.
Included in the earlier stage of this program were: expansion of
the main assembly building to double the interior work area,
installation of additional computer-aided lofting and burning
equipment, and expanded machine shop and pipe shop capability.
In the current stage of this program, the main assembly building
is being extended by another 412 feet (126 m). Also under con-
struction are an additional blast and paint facility and two
300-foot by 60-foot (91 m by 18 m) platens with movable covers.

Complementing its shipbuilding activities, BIW has a full
staffed Overhaul Division and Industrial Products Division These
divisions account for a surprising percentage of the shipyard's
annual revenues.

ee
a




APPENDIX C

MAJOR TOPSIDE REPAIR FACILITIES

SHIPS 300 FEET IN LENGTH AND OVER

129


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107


EXHIBIT 15

66

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SATYLSAGNI NOLLIT 40 NOISIAIG
ONIGTINGdIHS STIVONI


14. General Dynamics Corporation - Quincy Shipbuilding Division

The Quincy Shipbuilding Division of General Dynamics Corpora-
tion is located on the Fore River in Quincy, MA. This shipyard,
which was purchased from Bethlehem Steel Corporation in 1964,
delivered 18 ships to the Navy from 1964 to 1973. These included
four nuclear-powered submarines, two ammunition ships, six
replenishment oilers, two submarine tenders, and four dock
landing ships. In 1973, the last of three revolutionary barge-
carrying ships (MA Design C8-S-82a) built for Lykes Bros., was
completed.

General Dynamics is the world's principal builder of lique-
fied natural gas (LNG) carriers; but in September 1980, Quincy
delivered the last in a series of 10 high technology, 125,000-
cubic-meter LNG carriers. The first of these 935-foot (285 m)
long sisterships, the LNG AQUARIUS (MA Design LG8-S-102a), was
completed in 1977 and was the first LNG ship built in the
United States. Although the company continues to be cautiously
optimistic about the long-term propsects for building additional
LNG carriers, it could be some time before Quincy can obtain new
firm orders. In the meantime, the company is aggressively
pursuing shipbuilding and repair work in order to keep its
skilled labor force intact.

As of October 1, 1981, Quincy's new construction backlog
consisted of three large deep-notch oil barges, a 36,000-dwt.
coal-fired collier, and a Waterman Steamship Corporation RO/RO
containership being built for Sun Ship.

To provide the tools and facilities to efficiently build LNG
tankers in series production, General Dynamics in 1975 completed
a major expansion and modernization program. In addition to the
conversion of two conventional sliding ways to large construction
basins, other improvements at Quincy included: a steel fabrication
facility, materials-handling equipment, two 200-ton (188 metric
ton) transporters, a double-bed flat bar stripper, a web cutter
with 19 torches in tandem, an angle fabricator, two web stiffener
welding gantries, a T-beam fabricator, two plate stiffeners, a
one-sided butt welding gantry, and two 40-ton (36 metric ton)
cranes. In addition, a 1,200-ton (1089 metric ton) Goliath crane,
the largest gantry in the Western Hemisphere, was installed for
transferring the spherical LNG tanks from the barge, on which
they are delivered one at a time, to the LNG ships under construction.
The company in 1975 also expended several millions of dollars for
tools, machinery and buildings at its newly acquired Charleston, SC,
facility for fabrication of the 800-ton (726 metric ton) spherical
aluminum tanks for the LNG's constructed at Quincy. General Dynamics
is currently building drilling rigs at this Charleston plant.

21


Lorain plant is one of two shipyards on the Great Lakes capable
of building ships up to 1,000 feet (305 m) in length. The Lorain
yard is the major source for new construction work, with the
company's Toledo and Chicago yards supplying various components.

cage SUPP

The JAMES R. BARKER, the first of two 1,000-foot (305 m)
self-loading Great Lakes ore carriers for Pickands Mather and Co.,
was completed at Lorain in 1976. The MESABI MINER, a sistership
of the BARKER,was delivered to Pickands Mather in 1977; and a third
1,000- footer, the GEORGE A. STINSON, was delivered in 1978. Through
closely coordinated efforts among the AMSHIP Division's three yards
(Lorain, Toledo, and Chicago), the company is in a position, under

normal conditions, to deliver five of such vessels every three years.

In September 1980, the 1,000-foot (305 m) self-loading bulk
carrier, EDGAR B. SPEER, was delivered to the United States Steel
Corporation; and in May 1981, a similar vessel, the WILLIAM J.
DeLANCEY, was delivered to the Interlake fleet of Pickands Mather.
In July 1981, The American Ship Building Company was awarded a
$73 million contract to convert four Moore McCormack general cargo
ships to larger self-sustaining breakbulk/container vessels. Most
of the work will be done at the Lorain yard and at the company's
subsidiary, Tampa Shipyards, Inc. With no major new construction
work on order, AMSHIP is in active discussion for future construction
of Great Lakes bulk carriers, oceangoing ships and barges, self-
loading conversions, and repair work.

Repair and conversion work has for several years been an
important source of revenue at Lorain. Repair work on Great Lakes
vessels laid up for the winter has been at a high level at AMSHIP's
Lorain and Toledo yards.

In the Lorain facility, graving dock No. 3, with a maximum
ship size of 1,021 feet by 121 feet (311 m by 37 m) is used for
new construction. The yard's other graving dock which can handle
ships up to 708 feet by 78 feet (216 m by 24 m), is used for repair
and overhaul work. A total of about 1,800 feet (549 m) of berthing
space is available for repair and outfitting.

At mid-1981, the total payroll at Lorain was approximately 100,
compared to 930 at mid-1980.

Exhibit 3 is a current plot plan of facilities at the Lorain
plant.

3. The American Ship Building Company - Toledo, Ohi

co

In 1947, The American Ship Building Company purchased this
shipyard from the Toledo Shipbuilding Company. Like the Lorain


With the scarcity of commercial ship orders, the Navy has
again become Lockheed's best customer. In March 1979, the yard
delivered its first naval vessel in six years, the submarine
tender EMORY S. LAND (AS-39). A second tender, the FRANK CABLE
(AS-40), was delivered in September 1979; and a third, the
McKEE (AS-41), was completed in July 1981.

Currently under construction at Lockheed is a "first of
a class" amphibious dock landing ship (LSD-41), scheduled for
delivery to the Navy in November 1984. In July 1981, the Navy
exercized its option for procurement by Lockheed of long lead
time items for LSD-42,.

The following are the yard's principal sources of ship
repair and overhaul business: naval vessels, Alaska fleet barges
and supply vessels, and maintenance and overhaul contracts for
Washington and Alaska ferries. Lockheed drydocks, repairs, and
overhauls some 200 vessels a year.

Lockheed Shipbuilding's Industrial Products and Services
Division is equipped to do heavy custom steel work, including
structural and plate work, and a wide range of fabrication work.

Lockheed builds and outfits ships in two yards adjacent to
Seattle's deepwater port. The yards offer a full range of
facilities, engineering, and craft skills. To improve shipbuilding
technology to meet requirements for construction of naval vessels,
Lockheed has upgraded its production facilities and has accomplished
system changes. To handle the increased production rate, Lockheed
installed a modernized, numerically controlled steel cutting system
and a semi-automatic steel fabrication panel line.

The yard operates three inclined shipways, two of which can
accommodate ships up to 650 feet by 88 feet (198 m by 27 m), and
one which can handle a ship as large as 690 feet by 90 feet
(210 m by 28 m). These building ways are serviced by 10 whirley
cranes varying in capacity from 28 tons (25 metric tons) to
50 tons (45 metric tons). Lockheed maintains three floating
drydocks, the largest of which can accommodate a maximum ship
size of 643 feet by 96 feet (196 m by 29 m). Also available is
6,500 feet (1981 m) of wharf and pier space that is used for
both repair and outfitting. Whirley cranes up to a capacity of
50 tons (45 metric tons) service the wharf and pier areas. Multiple
crane lifts and locally available floating cranes routinely provide
capacities up to 400 tons (363 metric tons).

Lockheed's labor force, at mid-1981 totaled 2,230, up from
1,700 at mid-1980.

Exhibits 18 and 19 are current general arrangement drawings
of the Seattle yard's Plant No. 1 and Plant No. 2.

26


SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

90L * 00
000° 004
~
S| GOL x 009
a 000‘ Lg
2]
eS Gd * O49)
o0e * 12
90L x Lv6)
4autequog
O0L x £6)
HSv1
of 20l * 189
2) 0u/0¥
3] ———___
ra)
—| 06 X O19
{| dauLequog|
ow.
e
BIOL * vel

o6ue7 “Gon!
89 X Sd
obueg ‘ua

Ship Size

Shipway

Region

Oon04
ada

aaNNw

cones
concn
Faas
EeININTS)
rorerened

aasNe@

745 x 129
745 x 129

1000 x 195
700 x 195

woca
22
oS

an

Inc.

Sun Ship,

TOTAL EAST COAST

ccoo000
oo00000

oO00Ond

oo0008
oocces
oococS
cooend
oocccd

dada

maaan
COLOR
KOK KOK
mammo
ANNA
winwno

aaa

Alabama D/D & S/B

GULF

Pers)
tomo

wma

1200 x 126
1020 x 174

Avondale

96

800 x

Beaumont

Beth.

95

700 x 120

Galveston S/B

700 x 100

1

Levingston (Orange, TX


EXHIBIT 37

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(JALLWINIANS) SAVM 40 ‘ON

88



yard, the Toledo plant is a complete, ern, full-service ship-
yard, equipped for new construction, conversion, repairs, and
general heavy fabrication and machine work.

In addition to repair, overhaul and conversion work, Toledo
in the 1960's and 1970's built the following vessels: an oceano-
graphic survey ship, a naval patrol escort, a Coast Guard cutter,
and three Great Lakes ore carriers, the last of which was the
self-unloader, ROGER M. KYES, delivered in 1973,

Repair and overhaul work on Great Lakes vessels during the
winter lay-up is an important source of business. Besides repair
and overhaul, the Toledo plant in the late 1970's fabricated
midbody sections and bow units for large bulk carriers under
construction at Lorain. In September 1980, the yard completed
the conversion of the ELTON HOYT II from a straight deck ore
carrier to a self-unloader for Interlake Steamship Company; and
the Cleveland Cliffs ore carrier EDWARD B. GREENE was redelivered

in April 1981 after conversion to a self-unloader.

The Toledo yard is currently engaged in the construction of
midbodies for The American Ship Building Company's $73 million
contract to jumboize four Moore McCormack cargo ships. The yard
is also heavily booked for repair and overhaul work during this
coming winter.

The AMSHIP Division's Toledo yard utilizes the headquarters
engineering staff located at Lorain for work requiring a technical
staff. Toledo, like the Lorain plant, has large machine shops
ch can accommodate almost any type of machining operations within
the marine industry. These shops can also handle industrial work,
Complete facilities for repair of ships' propellers are available,

Toledo also operates a fleet of repair craft for work away from the
shipyard.

The company maintains two graving docks at Toledo. One can
accommodate

els as large as 540 feet by 68 feet (165 m by 21 m).

pa
vessels up to 680 feet by 78 feet (207 m by 24 m), and
Usable bert ing space totals about 1,600 feet (488 m).

Total employment at mid-1981 was 90, down from 330 in the

summer of 1980,

ayout of AMSHIP's Toledo yard.

4. Avondale Shipyards, Inc.

n Corporation, is

Avondale Shipyards, a sub e
River approximately

s
located on the west bank of the Mi


TABLE 1.

SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

90L X 006
000‘ 00t}

GOL X 009
000° Ly

Ory Bulk

GLX 045
O0€ ‘12

90L * Lb6|
4autequag)

OOL * £68
HSVT

20L X 89
ou/0u

06 X O19
4aule}uo9)

General Cargo

9OL X bed
obey * Gow

89 X Slip
o6uey *uag)

Maximum
Ship Size

Shipyway
or
Basin

Shipway

Region

oooo
Onan

aaaM

Onas

88

700 x 130
700 x 130

Bath Iron Works 650 x

EAST

cond
aad
aaNe
nan
aad

aato

900 x 108

900 x 108
1200 x 192

Bethlehem Steel
Sparrows Point

encoorn
dada

aad

00008
oncood
pasa
sae
aaa

NAKANO

860 x 123
936 x 143
860 x 123
860 x 144
860 x 144

wnann

General Dynamics

Quincy

94

850 x 110

1

Maryland S/B & D/D

COA
COnnaNE oD

aaa ANNOS

OCCOOn HAM

OCntaain

93
93
940 x 125
940 x 125
960 x 124
1100 x 136

649 x
715 x
1600 x 246

Moan

10
12

Newport News S/B

85

475 x

Norfolk SB & DD


O30

Tankers

(ION CAPABILITY BY SHIP TYPE

SHIP CONSTRUC

ms SeeS conS cococS 6S coccccud
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115


EXHIBIT 11

62

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’



two sections. The bow portion of the ship is built from prefabri-
cated sections and side launched, and the stern section is built in
the graving dock and later joined to the bow portion. Ouring 1980,
Bay Shipbuilding completed the self-unloading ore carriers AMERICAN
MARINER and BURNS HARBOR and a large tanker barge. In May 1981,
two more Great Lakes self-unloaders were delivered -- the AMERICAN
REPUBLIC to American Steamship Company and the COLUMBIA STAR to
Oglebay Norton.

Bay Ship is actively competing in the salt water ship con-
struction market, including offshore drilling rig components and
assemblies. Two large deep-notch ocean petroleum and chemical
barges were delivered in 1980. Currently in production are two
more deep-notch seagoing barges for coal and grain, and a 42,000-
dwt. self-unloading phosphate barge. Ship repair, especially
during the winter months, is an important part of the yard's
activities.

Production methods at Bay Shipbuilding are highly sophisticated.
The company in 1977 completed a major facilities expansion program
that has enabled the shipyard to build 1,000-foot (305 m) Great Lakes
bulk carriers. The new graving dock can accommodate a vessel as
large as 1,100 feet by 136 feet (335 m by 41 m) and is the largest
such dock on the Lakes. It is serviced by a 200-ton (182 metric
ton) traveling gantry crane and several crawler cranes. Recently
completed capital expenditures were made on the following facilities
and equipment: additional 2,400 linear feet (732 m) of new dock wall;
a 30,000 square-foot (2787 m2 ) expansion to the fabrication shop with
100-ton (91 metric ton) bridge crane capacity; new pipe shop, car-
penter shop, and stores distribution center; shot blast and prime
surface treatment line; one-side panel welder; computer lofting and
numerically-controlled plasma arc burning machine; and expanded
in-house design capabilities. Steel fabrication capacity for ship
construction is estimated to be 36,000 tons (32681 metric tons)
per year.

Bay operates a side-launching way that can accommodate a
maximum ship size of 750 feet by 105 feet (229 m by 32 m), and
one floating drydock is available which can handle ships up to
650 feet by 66 feet (198 m by 20 m). There is 7,090 feet (2161 m)
of berthing space for repair and outfitting. The 14 available
piers are serviced by crawler cranes of up to 100 tons (91 metric
tons) capacity each.

At mid-1981, total employment was 1,500, approximately the
same as a year earlier.

Exhibit 7 is a current general arrangement plan showing Bay
Shipbuilding's facilities.

13


SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

901 * 00g
000‘ 001

GOL X 009
000‘ Ls

Ory Bulk

SL x 04g
QoE ‘12

90L X Lb6
4auLeyuog|

OOL x £68)
HSYT

20L X 789
0u/0u

06 X O19
4autezuo9|

General Cargo

90L X ped
obuey * qo
—_——_——
89 x Sl
o64e) *uag)

Maximum
Ship Size

Shipyway
or
Basin

Shipway

Region

oeoco0000
cooccowe

HOddadwod
a

ecoc0000
e0000000

ecoooccowe

COndAAwo
a

coocooMe

ade Oow
=

mWoooDOM
DODAADAN

~
XK KK KX
ecoo0000
AnHnnnd
WMO OOOO

ANN anoa
a=

Litton/Ingalls

1100 x 150

Marathon

500 x 105

Tampa Shipyards

80

550 x

Texas Gulfport SB

96

85

475 x

Todd-Galveston

96

600 x

Todd-Houston

al

at

al

TOTAL GULF COAST

90

600 x

San Francisco

Beth.

WEST

750 x 130

FMC Corporation


In 1978, the company turned to barge construction. In
recent years, FMC has built triple-deck RO/RO barges, 580 feet
by 105 feet (177 m by 32 m), and a series of 400 feet by 100
feet (122 m by 30 m) deck cargo and oil tank barges, plus
several smaller barges. Currently under construction are three
combination oil/deck barges for service to Alaska.

To expand its shipbuilding capability to include construction
of oceangoing ships, FMC in 1970 undertook a major improvement
Program. Included in this expansion program was the purchase of
a 200-ton (182 metric ton) whirley crane, ne types of welding
equipment, a 1,000-ton (908 metric ton) press, and numerically
controlled burning equipment which is fed by tapes generated by
computerized lofting. The panel 1 and subassembly buildings
are amply serviced by several overhead cranes with capacities up
to 40 tons (36 metric tons). FMC can fabricate steel modules
weighing up to the 200-ton (182 metric ton) limit of the crane
and transport them to the ship for erection. Modular living
quarters complete with interior decor, carpeting and drapes,
can be erected to reduce outfitting time and cost

The yard operates one set of side-launch ways that, with
minor modifications, can accommodate a maximum ship size of
750 feet by 130 feet (229 m by 40 m). The launching ways are
serviced by one 200-ton (182 metric ton) capacity whirley crane.

FMC has one 1,100-foot (335 m) outfitting dock serviced by a
50-ton (45 metric ton) whirley crane. Drydocking is done in the
nearby Port of Portland facility.

At mid-1981, the labor force involved in marine work totaled
300, unchanged from mid-1980.

Exhibit 11 is a current general arrangement drawing of FMC's
ship construction facilities.

ll. Fraser Shipyards, Inc.

The Fraser yard, the only major American shipyard and drydock
Operation on the Western end of the Great Lakes, is located on
Howards Bay in Superior, WI. Since it was founded in the 1890's
by Capt. Alexander McDougall, who built 42 of his famous “whaleback"
steamers and barges there, this plant has had a succession of
owners. From 1900 to 1926, Superior Shipbuilding Co. operated
the yard and built more than 50 large Great Lakes ore carriers
and oceangoing ships. The yard became a repair facility of The
American Ship Building Co. from 1926 to 1945 and then became known
as Knudsen Bros. Shipbuilding and Dry Dock Co.

18


°

°

°

a new 950-foot (290 m) float
width of 160 feet (29 m) and
54,250 long tons (55118 metr

m) concrete pier t
servicing of ships as long a
other facilities to increase

yn capability

ts capability.

Port of Portland (Oregon)
A floating drydock, 982 feet (300 m) in length overall
and 192 feet (59 m) between wing walls. Lifting capacity
is approximately 81,000 long tons (82296 metric tons).
This drydock, which became operational in 1979, is the
largest floating drydock on the U.S. West Coast
Avondale Shipyards:
Avondale will soon begin construction of a new floating

drydock at its main yard. This drydock, scheduled for
completion in late 1982, will be 650 feet (198 m) in
length and 150 feet (46 m) wide with a lifting capacity
of about 23,000 tons (23368 metric tons). The new dry-
dock and support facilities are expected to double the
yard's repair capacity.

Bath Iron Works:

BIW plans to begin construction in early 1982 on a new
$46. 7 million ship repair and overhaul facility in
Portland, ME. The new shipyard, which will include a
24,000- ton (24384 metric ton) floating drydock, will be
used initially for repair and outfitting of Navy and
commercial vessels and is expected to employ 1,000
people by 1986.

Todd Shipyards Corporation:

Todd's New Orleans Division, in March 1981, placed in
service a new 3,500-ton (3556 metric ton) lift capacity
floating drydock measuring 285 feet by 65 feet (87 m by
20 m).

Todd's Galveston Division, in early 1982, will install

a new floating drydock capable of accommodating ships

up to 225,000 dwt. This drydock, built in Japan, will

be 853 feet (260 m) long with an inside width of 160 feet
(49 m) and a lifting capacity of 40, 000 tons (40640 metric
tons), the largest unit of its kind in the Western Gulf

area.

47


HOTLUSLSINIWGY SWILI8UM “NOTLONYLSNOD dIHS JO 301440

G3dINOYd N3HA BEBYW WHOS WONS YLT GUWAMIHS :39NN0S

68 88 28 98 $8 v8
Lear tisi tipi tiritioi tier tirritiiitiin

T86T “Tt Y3d0L90

€8 28 18

8
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EXHIBIT 41

SOM GIHS-NON GNY TNGHYSNO ‘alvday

_ | 0 00008

NOTLO3POUd TWAHYN

(uoLzonayzsu07
dius man 40} Burpuns sq9 ON pawnssy)
sue|d pue AI1{0g JO 8914430 Aq papLAodd - NOILIICOYd WIIYINNOD

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92


ship size of 900 feet by 106 feet (274 m by 32 m), and one a
ship size of 690 feet by 90 feet (210 m by 27m). These ways
and the large building dock are serviced by ll gantry cranes
ranging in capacity from 45 tons (41 metric tons) to 175 tons
(159 metric tons). A small 2,800-ton (2845 metric ton) floating
drydock and a large graving dock that can handle a maximum ship
size of 687 feet by 90 feet (209 m by 27 m) are leased on a use
basis from the Unified Port District of San Diego. There are
ten berths with a total berthing space of approximately 7,075
feet (2156 m) for outfitting and repair. These berths are
serviced by mobile and gantry cranes varying in capacity from
five tons (4.5 metric tons) to 175 tons (159 metric tons).

At mid-1981, the total labor force was 6,775, compared to
6,600 at mid-1980.

is a current NASSCO plot plan.

21. Newport News Shipbuilding and Dry Dock Company

ewport News Shipbuilding & Dry Dock Company, located at

rt of Hampton Roads in Newport News, VA, is the Targest
Iding complex in the Free World. The company, founded in
s a subsidiary of Tenneco, Inc. Newport News has built
22 aircraft carriers, 30 nuclear-powered submarines, and 121
other surface ships for the U.S. Navy. Commercial vessels

delivered by the yard i ude 71 cargo ships, 83 tankers, 62
n ST
i

passenger ships (most r ly the famed superliner UNITED

and more than 60 other Is. Newport News was a pioneer
the field of jumboizing nd since 1957 has completed 32

such operations. Thec also engaged in various industrial
and marine product line

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Newport News is the Nation's foremost builder of Navy nuclear
warships. The yard, as of October 1, 1981, was at work on two
Nimitz-class aircraft carriers and ten attack submarines. Newport
News is currently reconstructing and jumboizing the last of four
large oil tankers, having completed three of these during the past
few months. Three tanker retrofits were completed this year, and
the yard is presently working on two others. Overhaul and repair
of nuclear-powered submarines is another current activity at
Newport News.

The North yard, completed in 1977, is adjacent to the
South yard on land reclaimed from the James River. This facility,
designed for high production and efficiency, has apabilit

re y
to handle large components from fabricating areas to final erection.
Data storage and retrieval systems control material storage and
work flow. The building basin, the largest in the Nation, is 1,600

w
oO


APPENDIX C

MAJOR TOPSIDE REPAIR FACILITIES,

SHIPS 300 FEET

IN LENGTH AND OVER

EAST COAST
Allied Repair Service, Inc.
Norfolk, VA

AMT, Inc.

Miami, FL

American Ship Repairs Co., Inc.
Brooklyn, NY

Arnessen Electric Company, Inc.
Brooklyn, NY

Atco Marine Corporation
Brooklyn, NY

Atlantic Marine, Inc.
Fort George Island, FL
Atlantic Repair Co., Inc.
Brooklyn, NY

Auto Marine Sales Corporation
Ft. Lauderdale, FL

Banks Ship Rigging Corporation
Brooklyn, NY

Berkley Shipbuilding & DD Corp.
Norfolk, VA

Best Repair Company
Norfolk, VA

Brady Marine Repair Co., Inc.
Elizabeth, Nd

Braswell Shipyards,
Mt. Pleasant, SC

Inc.

Camden Ship Repair Co.,
Camden, NJ

Inc.

130

Charlton Marine, Inc.

Jersey City, Nd

Classon Industries
Brooklyn, NY

Diesel Injection Sales & Service
Norfolk, VA

Electric Motor and Contracting Co.
Norfolk, VA

Fisher Marine Repair Corporation
Brooklyn, NY

General Ship Repair Corporation
Baltimore, MD
Golten Marine Co., Inc.
Brooklyn, NY

Golten Ship Repair, Inc.
Portland, ME

Golten Service Co., Inc.
Miami, FL

Hoffert Marine, Inc.
- Jacksonville, FL

- Norfolk, VA
Holmes Bros., Inc.
Portsmouth, VA
Horne Brothers, Inc.
Newport News, VA

Hudson Engineering Company
Hoboken, NJ

Ind-Mar Diesel Services
Jacksonville, FL


7. Bethlehem Steel Corporation - Beaumont Yard

This shipyard, located on the Neches River in Beaumont, TX,
Was established in 1917 by Beaumont Shipbuilding and Drydock
Company, which, in addition to repair and conversion work, built
C1-A cargo ships and Navy minesweepers during World War II.
Bethlehem acquired the yard in 1947 and has pioneered in the
design and production of mobile offshore drilling rigs and
offshore facilities needed to find and produce oil and gas from
under the world's continental shelves. The Beaumont plant has
been one of Bethlehem's most successful operations and is one of
the world leaders in production of offshore drilling rigs and
driliships. It is also an experienced builder of barges, pri-
marily of the sophisticated tank type required by Gulf Coast
industries for the transportation of liquid and bulk chemicals.

In August 1981, Bethlehem-Beaumont delivered the 50th
Jackup drilling unit commissioned by the Beaumont yard since
it built its first jackup rig in 1954. This delivery also
marked the 87th offshore rig delivered by Bethlehem shipyards.
As of October 1, 1981, the yard had 12 offshore jJackup rigs
under construction or on order,

The Beaumont plant is highly mechanized. In 1973, the
company completed a multimillion-dollar modernization program,
including a new panel line and new materials-handling facilities;
and currently there is also an Ongoing program of facilities
improvement. Bethlehem-Beaumont has one side-launching way
that can accommodate ships up to approximately 800 feet by 96
feet (244 m by 29 m) and also operates a smaller side-launching
way which is available for barge or module construction and
repair work.

This shipyard maintains a complete repair service with the

capability to perform virtually every phase of ship repair and
reconditioning work. Major facilities include a 17,500-ton
(17,780 metric ton) capacity floating drydock which can handle
vessels as large as 650 feet by 84 feet (198 m by 26 m). There
are 4,050 feet (1234 m) of fully-serviced piers and wharves and
mobile equipment for servicing ships or other vessels at pier-
side or anchorage. With a 500-ton (508 metric ton) lift capacity,
the company's barge-mounted "Big Bessie" is the largest floating
derrick in Port of Beaumont.

Employment at Bethlehem-Beaumont totaled 2,300 at mid-1981,
up from 2,177 of mid-1980.

Exhibit 8 is a current layout of the plant and facilities.

a
~


BAY SHIPBUILDING CORPORATION

EXHIBIT 7

Jee
J
CRANES:
1-200 TON

CRAWLER TYPE:
2-100 TON

J

SECTION
STORAGE

58


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Maximum Ship Size

Berths/Piers

Usable

LOA--Beam length
SW--Shipway in feet Renark
Name and location GD--Craving Drydock ‘emarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
Port of Portland 600 x 83 FO 1000 Port of Portland owns these
Swan Island Ship Repair Yard 500 x 88 Fo 360 drydocks which are leased
Portland, OR 700 x 108 FD to ship repair companies on
1100 x 181 FD an as-required basis.
Port of San Diego 687 x 90 GD NAA, Orydocks available for lease
Unified Port District 397 x 52 FD to ship repair companies
San Diego, CA
Richmond DD & Marine Repair |(4) 600x 84  GD* 1560 /ship repairs, conversion, andl
Richmond, CA 750 x 84 GD* 560 overhaul.
E/309
*Leased from Port of Richmond,
CA.
Southwest Marine, Inc. 400 x 82 FO 600 L/ ship repairs and overhaul.
San Diego, CA Ta55 Construction of vessels up to
250' in length.
F/600
Graving dock is leased from
Unified Port District of
San Diego as required.
Todd Shipyards Corp. 523 x 80 FO 300 E/Ship repairs, overhaul, and
San Francisco Division 900 x 136 FO 2985 conversion.
Alameda, CA by
550
Triple A South none -/Ship repairs and overhaul
San Diego, CA
, E/a50
Graving dock is leased from
Unified Port District of
San Diego as required.
*Ships are worked at Navy picrs
L/op 3
Southwest Marine, Inc. 720 x 93 FD 1800 -’Ship repairs, overhaul, and
Terminal Island ravi conversion.

San Pedro, CA

’/g50 (October 1, 1981)

In August 1981, Southwest Marine
began operations in this former
Bethlehem-San Pedro Yard.

127


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Introduction

In compliance with the Merchant Marine Act of 1936, as amended,+/
the Office of Ship Construction conducts an annual survey to obtain
information from the shipbuilding and ship repair industry to be
used primarily to determine if an adequate mobilization base exists
for national defense and for use in a national emergency. This
report on the 1981 survey of U.S. shipyard facilities was prepared
by the Division of Production, Office of Ship Construction, and is
for general use within the Maritime Administration (MarAd) and
other Government agencies.

UV section 210

"It shall be the duty of the Secretary of Transportation to
make a survey of the American merchant marine, as it now exists,
to determine what additions and replacements are required to carry
forward the national policy declared in Section 101 of the Act,
and the Secretary of Transportation is directed to study, perfect,
and adopt a long-range program for replacements and additions to
the American merchant marine so that as soon as practicable the
following objectives may be accomplished: . . Fourth, the creation
and maintenance of efficient shipyards and repair capacity in the
United States with adequate numbers of skilled personnel to provide
an adequate mobilization base."

Section 211

"The Secretary of Transportation is authorized and directed to
investigate, determine, and keep current records of . . . (g) The
number, location, and efficiency of the shipyards existing on the
date of the enactment of this Act or thereafter built in the
United States."

Section 502(f)

"The Secretary of Transportation with the advice of and in
coordination with the Secretary of the Navy, shall, at least once
each year, as required for purposes of the Act, survey the existing
privately owned shipyards capable of merchant ship construction, or
review available data on such shipyards if deemed adequate, to
determine whether their capabilities for merchant ship construction,
including facilities and skilled personnel, provide an adequate
mobilization base at strategic points for purposes of national
defense and national emergency."


EXHIBIT 39

COMMERCIAL VESSELS UNDER CONSTRUCTION OR ON ORDER_IN U.S.
SHIPYARDS IN ACTIVE SHIPBUILDING BASE (September 30, 1981)

CONTRACT CONTRACT TOTAL
$ VAL. $ VAL. TOTAL CONTRACT
NO. CDS COS VESSELS PRIVATE PVT. VESSELS ALL $ VAL.
SHIPYARDS VESSELS (MILLIONS) VESSELS (MILLIONS) VESSELS (MILLIONS)
Alabama DD - - 3 180.0 3 180.0
AmShip-Lorain - - - - - -
Avondale 3 273.0 7 443.1 10 716.1
Bath Iron Works 2 142.0 2 51.0 4 193.0
Bay SB - - 3 62.0 3 62.0
Beth., SF - - - - - -
Beth, Sp. Pt. - - 10 528.2 10 528.2
Gen. Dyn., Quincy 1 61.0 5 117.0 6 178.0
Gen. Dyn., E. Boat (Exclusively Navy Ship Construction)
Halter Marine - - 41 195.0 41 195.0
Levingston 2 80.8 2 80.0 4 160.8
Litton/Ingalls - - 13 425.0 13 425.0
Lockheed - - - - - -
Marinette - - 1 10.4 1 10.4
Maryland SB - - - - - -
National Steel - - 9 507.9 9 507.9
Newport News - - - - - -
Norfolk SB 1 11.8 - - 1 11.8
Peterson - - 3 21.0 3 21.0
Sun Ship 2 137.4 1 38.0 3 175.4
Tacoma Boat - - 6 26.0 6 26.0
Tampa Ship - - - - - -
Todd, Galveston - - 2 22.0 2 22.0
Todd, Houston - - 1 9.0 1 9.0
Todd, LA - - - - - -
Todd, Seattle - - - - - -
TOTALS 11 $706.0 109 $2,715.6 120 $3,421.6

All figures exclude conversions, ship repairs, and non-ship work. 90



floating drydocks. It is serviced by two 25-ton (23 metric ton)
gantry cranes, two 10-ton (9 metric ton) gantry cranes, two
25-ton (23 metric ton) truck cranes, and an 800-ton (813 metric
ton) barge crane, which can be used for both construction and
major repair work.

A new modernization and expansion program, completed in
1980, improved the yard's fabrication shop facilities, which
are now capable of approximately a 60,000-ton (54468 metric
ton) annual steel throughput.

In addition to the two-section shipbuilding platform, the
company has two conventional sliding ways that can handle ships
as large as 745 feet by 129 feet (227 m by 39 m). The yard has
a total of about 3,900 feet (1189 m) of usable berthing space
with modern pierside facilities.

The shipyard's total work force at mid-1981 was 2,158,
down from 4,100 a year earliers.

Exhibit 26 is the latest available layout of plant and
facilities at Sun Ship.

24. Tampa Shipyards, Inc.

Founded in 1948, Tampa Shipyards, Inc. (formerly Tampa
Ship Repair and Dry Dock Co.), is a full service yard and is
the largest ship repair facility on the West Coast of Florida.
It is located at Hooker's Point on Tampa Bay in Tampa, FL.
During World War II, the company built Navy auxiliary vessels
and C2 cargo ships for the Maritime Commission.

Since World War II, Tampa Ship has been a major Gulf Coast
repair yard, serving many of the tanker fleets operating on the
Gulf and repairing cargo ships, dredges, and a wide range of
oceangoing vessels. In 1972, the facility was purchased by The
American Ship Building Company.

Tampa Ship, despite its capability to construct large
oceangoing ships, is primarily a repair and conversion yard.
Since 1975, this shipyard has been building barges to complement
its repair business.

In July 1981, Tampa's parent company, The American Ship
Building Company, was awarded a $73 million contract to convert
four Moore McCormack general cargo ships (with the aid of CDS)
to larger self-sustaining breakbulk/container vessels. Most
of the work will be done at Tampa Ship and at the AMSHIP Division's
Lorain, Ohio, shipyard.

35


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
( LOA-- Beam) length
SW--Shipway in feet
Name and location @D--Graving Drydock Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
Ingalls SB Division 690 x 85 SW 2650 2/construct ion, conversion, and
Litton Systems, Inc. 550 x 80 SW BI00 repairs - all types of vessels.
Pascagoula, MS (4) 650 x 90 SW 2/
481 x 71 GD "12,700
*800 x 173 FD
*West Bank can launch ships up
to 800' x 173'. Equivalent
of six conventional inclined
ways in terms of ships
delivered annually.
Levingston SB Co. 700 x 100 SW 600 {construct ion of offshore
Orange, TX 420 x 122 FD 2400 drilling rigs, drill ships,
400 x 80 FD barges and large commercial
vessels. Repairs and con-
version ~ all types of vessels.
2/2,014
Marathon LeTourneau Co. 1100 x 150 SW 600 2/construction of drilling rigs.
Gulf Marine Division TToo Yard has capability of building
Brownsville, TX large oceangoing ships.
2/1,300
Tampa Shipyards, Inc. 500 x 105 SW 845 |4/ship construction, conversion,
Tampa, FL 542 x 72 GD T3800 and repairs.
896 x 146 GD 2/
=600
Texas Gulfport SB Co. 550 x 80 SW 590 V/construct ion of drilling rigs
Port Arthur, TX 400 x 80 SW 1270 and barges. Ship repairs and
(2) 325 x 68 FD conversion.
2/464
Todd Shipyards Corp. 670 x 86 FO 1160 Yship construction, repairs
Galveston, TX 475 x 85 SW 7000 and conversion.
2/773
Todd Shipyards Corp. 600 x 96 SW 1844 YU ship construction, repairs
Houston, TX 600 x 96 FD 3200 and conversion.
2/492



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SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

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Hundreds of ships, mainly foreign-flag, enter this yard
every year for repair, overhaul, and drydocking; but conversion
work has also been a mainstay of the company. From 1967 to
1973, 23 major conversions were completed. In 1981, Todd-Galveston
delivered one large oceangoing tank barge and one derrick barge.
Two large bulk coal barges are currently under construction for
Dixie Carriers.

With regard to ship and barge construction, vessels up to
475 feet by 85 feet (145 m by 26 m) can be built under roof on
a launching pontoon and then launched into the yard's floating
drydock. Manufacturing space for Todd's Galveston Division
totals 228,766 square feet (21252 m2).

The Galveston Division operates a floating drydock with
15,000 tons (15240 metric tons) lifting capacity. This dr ydock
can handle ships or barges as large as 670 feet by 86 feet (204 m
by 26 m). There are four piers in the main yard, serviced by
seven rail-mounted revolving gantry cranes, ranging from five
tons (4.5 metric tons) to 75 tons (68 metric tons), which also
service the platen areas. For use throughout the yard, two
rubber-tired truck cranes with lifting capacities of up to 50
tons (45 metric tons) are available. Also available, are two
rubber-tired straddle carriers, each with a lifting capacity of
up to 50 tons (45 metric tons). In the main yard, usable berthing
for outfitting and repair work totals about 6,400 linear feet
(1950 m).

Supplementing the main yard is Galveston's Southwest Plant,
located about a mile (1.6 km) away, which provides more than 90,000
square feet 6361 m2) of covered manufacturing space. This facility
is serviced by two 200-ton (182 metric ton) overhead cranes which
combine to make 400-ton (362 metric ton) lifts possible. The
Southwest Plant is used principally for steel fabrication and hull
erection and has a 200-foot by 86-foot (61 m by 26 m) slip of which
160 feet (49 m) is covered.

Todd Shipyards Corporation has under construction a new
40,000-ton (40640 metric ton) drydock for the Galveston Division.
The new drydock will provide repair and maintenance services to
vessels up to about 225,000 dwt. and will be placed in operation
in late March 1982.

In July 1981, Todd-Galveston's work force totaled 773, up
from about 740 a year earlier.

Exhibit 29 is a current plan of the main yard.

38