Exhibit 10

KEVLAR CUTTING FACILITY
MISSISSIPPI SOUND

WEST BANK

EAST BANK

bo
INGALLS SHIPBUILDING
DIVISION OF LITTON INDUSTRIES

WEST PASCAGOULA RIVER

EAST PASCAGOULA RIVER

57



MAJOR U.S, SHIPBUILDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

Maxim Ship Size Berths/Piers Remarks
(LoA—Heam) Usable Length
SW—Shipway in feet lf Type of work usually engaged in
Naw and Address @—Graving Drydock
FD—Floating Drydock Longest (2/ Employment - Mid-1987
MR—Marine Railway Total linear
LL—Land Level Position feet
SL—Syncrolift

WEST COAST
Topside Repair Yards

Billfish, Inc. 620 ‘1/ General ship repair.

Berth 44, Quter Harbor 620

San Pedro, CA 90731 2/95

Campbell Industries 640 1/ General ship repair and

P.O. Box 1870 2185 construction of vessels up to

501 E. Harbor Drive 300° in length.
San Diego, CA 92112

2/ 395
Comercial Marine 420 1/ General ship repair.
Service, Inc. ~
258 Cannery Street 2/ 22
Terminal Island, CA
90731
Continental Maritime of 6 2/ General ship repair.
San Diego 4017
1445 Crosby Street 2/ 400
San Diego, CA 92113
Fishemen’s Boat Shop 4D 1/ General ship repair and
1016 14th Street 450 modifications.
Everett, WA 98201
2/ AL

Foss Shipyard
660 West Ewing Street
Seattle, WA 98119

I/ Vessel repair, alteration, ad
overhaul.

Ss

2/ 95



feet (210 m by 27 m). Cranes are available that can provide
lifts up to 175 tons (159 metric tons), Berthing is available at
1U full-service berths that can accommodate ships with drafts up
to 35 feet (10.6 m) and lengths up to 1,000 feet (305 m).

The company’s fabrication and assembly facilities cover
143,000 square feet (13284 m2) of fabrication and subassembly
area and have approximately a 2,000-ton (1816 metric ton) per
week capacity.

In 1987, NASSCO acquired two new burning machines, as well
as a variety of sophisticated computer software. Engineering CAD
equipment, a LSA computer system, a valve test stand, and a
living barge also were acquired in 1987.

As of mid-1987, the total labor force was 2,145, down from
3,920 in mid-1986.

Exhibit 13 is a current NASSCO plot plan.

13. Newport News Shipbuilding

Newport News Shipbuilding, located at the Port of Hampton
Roads in Newport News, VA, is the largest shipbuilding complex in
the United States. The company, founded in 1886, is a subsidiary
of Tenneco, Inc. Newport News has built 24 aircraft carriers, 39
nuclear-powered submarines, and 121 other surface ships for the
U.S. Navy. Commercial vessels delivered by the yard include 71
cargo ships, 85 tankers, 61 passenger ships (most notably the
famed superliner UNITED STATES), and more than 50 other self-
Propelled vessels. Newport News was a pioneer in the field of
jumboizing ships, and since 1957 has completed 34 such
operations. A leader in the application of high technology to
shipbuilding, the company provides a variety of engineering and
design services to the Navy.

Newport News is the Nation“s foremost builder of Navy
nuclear warships. The yard as of October 1, 1987, was at work on
two Nimitz class aircraft carriers and ten attack submarines.
Overhaul and repair of nuclear-powered submarines and surface
ships for the Navy is also a principal activity at Newport News.
The last commercial vessel built in the yard was the CHEMICAL
PIONEER, delivered in September 1983,

Included in Newport News major facilities are the
following:

Docks and Shipways - There are eight separate docking

facilities. Shipway 12, the largest building basin in the
nation, is 1,613 feet (492 m) long, 250 feet (76 m) wide, and 33
feet (10 m) deep. Three positions for the intermediate gate
expands the multi-~ship construction capability of this dock,
permitting simultaneous ship construction and repair. A 900

23



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

1987

Prepared By:
Office of Shipbuilding Costs and Production
Division of Production

December 1987


“MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

(Vessels 400° in Length and Over)

Maximum Ship Size Berths/Piers Remarks
(LOA~Beam) Usable Length
SW—Shipway in feet A/ Type of work usually engaged in
Name and Address @—Graving Drydock
FD—Floating Drydock est. 2/ Employment — Mid-1987
MR—Marine Railway Total linear
LL—Land Level Position feet
SL—Syncrolift
WEST COAST
Shipbuilding Yards
Marine Power & 400 X 57 FD 620 ‘A/ Ship construction, repairs, and
Equipment Yard No. 4 (2) 500 X 104 LL 1,505 conversion.
6701 Fox Avenue 400 X 105 SL
S. Seattle, WA 98108 2/ 100
National Steel & 690 X 90 WW 1000 1/ Construction, conversion, and
Shipbuilding Co. (2) 900 X 106 SW 72 repairs - all types of vessels.
Harbor Drive & 28th St. 980 X 170 @
P.O. Box 85278 750 X 130 FD (2/ 2,145
San Diego, CA 92138
Graving dock and piers at U.S. Naval
Station also leased, as required.
Portland Ship Repair Yard 475 X 100 LL 100 J/ Ship construction, repair and
5555 N. Charme] Avenue 810 X 108 LL 10200 conversion - all types of vessels.
P.O. Box 3529 650 X & FD
Portland, OR 97208 550 X 88 FD
810 X 108 FD (2/ 1,500
Facilities also leased by: 1150 X 181] FD
1. Cascade General, Inc.
2. Northwest Marine Iron
3. West State, Inc.
Tacoma Boatbuilding (2) 425 X 45 SW * 680, 1/ Ship construction, repairs, and
1840 Marine View Drive (2) 430 X 50 SH * 1350 TM conversion ~ all types of vessels.
Tacoma, WA 98422
2/ 265 :

‘ * . Vessel with beam up to 98 feet can
be constructed by joining the two
shipways.

117



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Bethlehem-Beaumont has one side-launching way that can
accommodate ships up to approximately 960 feet by 105 feet (293 m
by 32 m) and also operates a smaller side-launching way which is
available for barge or module construction.

There are 4,600 feet (1402 m) of fully-serviced piers and
wharves and mobile equipment for servicing ships or other vessels
at pierside or anchorage. With a 500-ton (508 metric ton) lift
capacity, the company’s barge-mounted “Big Bessie" is the largest
floating derrick between Houston and New Orleans.

In mid-1985, Beaumont opened its Sabine Yard in Port
Arthur, Texas, for offshore drill rig repair utilizing a 64,000
long ton (65,069 metric ton) lifting Capacity floating drydock,
one of the country’s largest. This eight-section Navy surplus
drydock is leased from the Port of Port Arthur and can
accommodate vessels up to 950 feet (290 m) in length.

Employment at Bethlehem’s Beaumont and Sabine facilities
totaled about 600 in mid-1987, an increase over the mid-1986
level of 250 due to an expanding level of ship repair and steel
fabrication work.

As of October 1987, work underway at the yard consisted of
the fabrication of one drydock Caisson Gate including
installation of all equipment; fabrication of three box girders
for Tarrant County; and fabrication of one 387-foot (118 m)
container barge.

Exhibit 7 is a current layout of the Beaumont plant and
facilities.

6. Bethlehem Steel Corporation - Sparrows Point Yard

The Sparrows Point shipyard .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 shipbuilder during two world wars. During
World War Il, Sparrows Point constructed 101 vessels of 16
different classes. During the 1950s an 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 containerships. Sparrows Point engages in
the construction, conversion and repair of marine vesesls. In
its building basin, the second largest in the United States, it
is capable of constructing ships of sizes up to about 300,000
dwt. The yard is also capable of accomplishing repair and
conversion work with the building basin serving as a drydock
facility in addition to a floating drydock placed in service in
1987,

13





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ship construction capabilities for vessels up to 230 feet by 60
feet (70 m by 18 m) are available. PbI“s floating drydock
facilities are Navy-certified for 1,100 long ton (1118 metric
tons) with current plans for recertification to 1,300 tons (1322
metric tons). Length overall is 374 feet (114 m) with docking
capacity for vessels up to 360 feet by 40 feet (110 m by 12 m).

Current construction contracts underway at PBI include
five wooden 224 feet (68 m) Mine Countermeasure Ships (MCMs) for
the U.S. Navy. One, the MCM-1 AVENGER, was delivered to the U.S.
Navy in August 1987. As part of the Navy’s mine warfare renewal
program, these MCMs will replace ships in service since the early
1950°s. PBI has been a leader in mine craft construction since
that time; longer than any other shipyard in the world. This new
generation of wooden ships being built at PBI are by far not the
only "first of a kind" contracts awarded to the yard. Other
recently completed "new class of ship" construction contracts for
the U.S. Navy are four steel 255-foot (78 m) ARS Auxiliary
Rescue/Salvage ships and seven wooden 108 foot (33 m) YP Yard
Patrol craft. PBI also maintains a long- standing history for
excellent commercial vessel construction ranging from super tuna
seiners, research ships, large passenger/car ferries, and a range
of sizes of tugs.

At mid-1987 the company’s average total employment was
875.

Exhibit 17 is the current general plot plan of the
Peterson Builders main yard in Sturgeon Bay, Wisconsin.

17. Portland Ship Repair Yard

The Portland Ship Repair Yard is part of the Municipal
Corporation of the Port of Portland. The 125-acre shipbuilding
and ship repair facility is located in Portland, OR, on the
Willamette River. It and the major marine terminal facilities of
the Port are reached via the Columbia River--a 106-mile passage
from the Pacific Ocean via a 40-foot (12 m) deep and 600-foot
(183 m) wide navigation channel.

The Portland Ship Repair Yard was developed from the World
War Il Swan Island Shipbuilding facilities which employed 132,000
persons and delivered 1,076 ocean-going ships. The shipyard
currently employs 1,500 persons down from a peak of 4,200
persons, primarily engaged in major ship repair. In 1975, the
shipyard constructed two B0-foot by 400-foot (24 m by 122 m)
self-unloading covered barges.

The Portland Ship Repair Yard has no current orders for
shipbuilding. However, this market is being aggressively pursued.
In 1979, the shipyard added an 87,000 ton (88453 metric ton)
floating drydock, the largest drydock on the West Coast, and
3,000 feet (914 m) of modern deepwater repair and outfitting
wharves with five whirley cranes 75 to 120 tons (68 to 109 metric
tons) capacity. The maximum combined crane lift capacity is 246
tons (223 metric tons).

30


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As a result of Todd“s decision in 1984 to consolidate its
Houston yard with its Galveston facility, Houston’s new 17,500
ton (17780 metric ton) floating drydock was moved to the
company’s Galveston shipyard. This drydock, which became
operational in May 1984, can accommodate vessels up to 600 feet
by 118 feet (183 m by 36 m).

There are four piers at the main Galveston yard. The usable
berthing for outfitting and repair work totals about 6,400 linear
feet (1950 m). These piers are serviced by six rail-mounted,
revolving gantry cranes ranging from five tons (4.5 metric tons)
to 75 tons (68 metric tons) that also service the platen areas.
In addition to the outfitting and repair berthing piers, a new
layberth with support facilities, other than gantry, was placed
into operation in late 1982. This layberth can accommodate ships
up to 1,000 feet (305 m) in length and 140 feet (43 m) beam.

Completing Todd“s Galveston complex is the Southwest Plant
Support facility, located within approximately one mile (1.6 km)
of the main yard with more than 90,000 square feet (8361 m2) of
covered manufacturing area. 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) are
covered.

As of mid~1987, total employment was 345, compared to
about 800 a year earlier. The employment level has continued to
decline after completion of the Navy T-AVB conversions. As of
October 1987, the yard was primarily engaged in private ship
repair work.

In August 1987, Todd Shipyard Corporation filed for
Protection under Chapter 11 of the U.S. bankruptcy code.

Exhibit 23 is a current plan of the main yard and the
Southwest Plant.

22. Todd Pacific Shipyards Corporation - Los Angeles Division

Todd“s Los Angeles Division is located on a city-leased
1l6-acre site in the West Basin of the Port of Los Angeles. This
facility, formerly Los Angeles Shipbuilding and Drydock Company,
was managed for the Navy by Todd beginning in 1942. Todd
purchased the shipyard facilities in 1946. In 1977, Todd“s Los
Angeles and Seattle Divisions were organized as the Todd Pacific
Shipyards Corporation, a wholly-owned subsidiary of Todd
Shipyards Corporation, which filed for protection under Chapter
11 of the U.S. bankruptcy code in August 1987,

The facility is a full-service, design, construction,
conversion, and repair shipyard, having continually expanded over
the years to fill the needs and meet the future challenges of the
maritime industries and the national defense base.

37



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62


Exhibit 19 is a current general arrangement of Derecktor’s
shipbuilding and repair facilities in Rhode Island.

19. Tacoma Boatbuilding Company

In operation since 1926 in Tacoma, WA, this shipyard
designs, constructs, and repairs vessels for commercial
customers, the Navy and Coast Guard, and foreign governments.
Tacoma Boat“s overall facilities consist of two yards over 30
acres of company-owned or leased property located adjacent to the
Commencement Bay industrial complex.

World War II transformed Tacoma Boat from a builder of
fishing vessels into one of many Government shipbuilders on the
West Coast. In addition to the conversion of military vessels
during this period, the company constructed 23 small naval
vessels and support craft.

Tacoma Boat has grown continuously through the years,
producing a diversified construction pattern including a variety
of standard-class tuna purseiners, a semisubmersible offshore
oil-drilling rig, barges and tug/supply vessels for the offshore
oil industry, WYTM icebreaking tugs and WMEC cutters 270-foot
(75 m) long for the Coast Guard, revolutionary~design tractor
tugs, and high-speed patrol ships, gunboats, and minesweepers for
the Navy and/or foreign governments. The company also helped
design and build an 80-knot surface effect ship (SES).

During the 1984-1987 period, Tacoma delivered 10 ocean
surveillance ships (T-AGOS) to the Navy. This T-AGOS contract
has become a focal point for zone outfitting in which various
portions or "zones" of a ship are built separately as virtually
complete units and then assembled at the launchway.

In September 1985 Tacoma filed for protection under
Chapter 11 of the U.S. bankruptcy law. In August 1987 a U.S.
Bankruptcy court accepted Tacoma”s reorganization plan.

As of October 1, 1987, major work underway at Tacoma Boat
included the construction of two T-AGOS ships as well as
conversion of the HAYES (T-AGOR-16) to a T-AG for the Navy.

The company also designs and manufactures deck machinery
under the name of Northern Line.

To broaden the company’s shipbuilding base, Tacoma Boat
expanded its operations in 1981 with the installation of CAD/CAM
(Computer-Aided Design and Computer-Aided Manufacturing) which
is used in conjunction with zone outfitting construction
techniques. The Navy T-AGOS program is the first Tacoma Boat
contract to use zone outfitting exclusively.

33



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APPENDIX B

MAJOR U.S. SHIPBUILDING, REPAIR. (WITH
DRYDOCKING), AND TOPSIDE REPAIR FACILITIES

CLASSIFICATION DEFINITIONS

- Shipbuilding: Facilities that are open, having at least one
shipbuilding position, either an inclined way, a side-
launching platform, or a building basin-~provided that water
depth in the channel to the facility itself is at least 12
feet--capable of accommodating a minimum ship size of 400° in
length. With few exceptions, these shipbuilding facilities
are also major repair facilities with drydocking capability.

- Repair (With Drydocking): Drydocking facilties for ships 400°
in length and over, provided that water depth in the channel
to the facility itself is at least 12 feet. These facilities
may also be capable of constructing vessels less than 400° in
length.

- Topside Repair: Facilities with sufficient berth/pier space
for topside repair of ships 400° in length and over, provided
that water depth in the channel to the facility itself is at
least 12 feet. These facilities may also be capable of
constructing and/or drydocking vessels less than 400° in
length.

NOTE

The following criteria were developed to establish the maximum
ship size that could be accommodated in each drydock:

For floating drydocks, the maximum ship length is as
given by the shipyards. The maximum beam was determined
by allowing a two-foot (.6 m) clearance at each side
between the ship and wing wall.

For graving docks, the maximum ship length was determined
by allowing a two-foot (.6 m) clearance at each end
between the ship and the inside of the dock at the floor.
The maximum beam was determined by allowing a two-foot
(.6 m) clearance on each side between the ship and each
side of the dock entrance at the sili, unless the
shipyard indicated more clearance is required.

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.

102


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

Maximm Ship Size Berths/Piers Remarks
(i0A—Beam) Usable Length ;

SW—Shipway in feet 1/ Type of work usually engaged in
Name and Address @—GCraving Drydock ~

Fl—Floating Drydock Longest 2/ Employment - Mid-1987

MR—Marine Railway Total linear

LL—Land level Position feet

SL—Syncrolift

GREAT LAKES

Meximun ship size that can exit the St. Lawrence Seaway locks is 730° X 78°.)

Topside Repair Yards

H, Hanson Industries 740 1/ General ship repair.
2824 Sumit Street [480 ~
Toledo, GH 43611 2/47
G & W Industries, Inc. 650 1/ General ship repair.
1898 Carter Road 650
Cleveland, CH 44112 2/ 30
Marinette Marine Corp. 2136 1/ Snip construction, repair, and
Foot of Ely Street 214 conversion.
Marinette, WI 54143
2/ 929
Nicholson Terminal & 2000, ‘U/ General ship repair.
Dock Company 3500
P.O, Box 66 2/125
River Rouge, MI 48218
R. J. Rotundo, Inc. 610 J/ Construction and repair of
400 Lake Street 610 integrated tug barges.
Ontonagon, ML 49953
2/ 70

124


Since the downtrend in orders for new merchant vessels,
several shipyards have in recent years expanded or upgraded ship
repair, overhaul, and conversion facilities to improve their
efficiency and competitive posture. Examples of recent, current,
and planned plant expansion and modernization programs are:

o Newport News Shipbuilding

In late 1987, Newport News completed building its
submarine construction and repair complex. This land
level facility is currently being used for construction
of nuclear attack submarines. It includes a modular
outfitting facility (MOF), outboard ways, two small
piers, a transporter and transfer system and a floating
drydock. The MOF is divided into two bays with two
construction ways per bay. Each bay is serviced by two
150-ton (136 metric ton) and three 20-ton (18 metric ton)
bridge cranes. The ring module shop was completed in
1985. Individual submarine hull rings are welded
together in this shop to form module length units and
structural tanks including piping are installed, welded
and tested.

o Norfolk Shipbuilding and Dry Dock Corporation

NORSHIPCO placed in operation in August 1985 a floating
drydock which was purchased from Verolme Botlek of the
Netherlands. Built in 1960, the drydock can accommodate
vessels up to 650 feet by 81 feet (198 m by 25 m), has a
lifting capacity of 16,000 long tons (16627 metric tons).
In 1986, NORSHIPCO completed the installation of a large
diesel engine parts repair facility known as Diesel
Marine NORSHIPCO.

o Bethlehem Steel Corporation

A construction project at its Sparrows Point yard was
completed in 1986 which involved the installation of a
two-position intermediate gate to increase the
flexibility of its 1,200 foot (366 m) building basin by
dividing it into two sections. In one position, the
basin’s sections are 300 feet and 900 feet (91 m and
274 m) in length. In the second position, the sections
are 685 feet and 515 feet (209 m by 157 m) in length.

Also, in August 1987 the Sparrows Point yard announced
the addition of a 44,000 ton (44,735 metric ton) floating
drydock. This drydock can accommodate vessels up to 900
feet (274 m) in length. The entry channel to the
facility is being dredged to a depth of 30 feet (9 m).

43



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2. Avondale Industries, Inc. - Avondale Shipyards Division

Avondale Shipyards Division is located on the west bank of
the Mississippi River approximately nine miles upriver from New
Orleans, LA. Avondale, previously a whuliy-owned subsidiary of
Gdgen Corporation, was sold in 1985 to its employees in an
Employee Stock Uwnership Plan (ESUP). Since 1438, Avondale has
constructed dry cargo ships, large crude carriers, complex
chemical parcel tankers, large high-speed containerships, a full
range of Navy ships, Coast Guard cutters, offsrore drilling rigs
and drili ships; and it has the distinction of being the only
American shipyard to have constructed LASH vessels. A total of
22 were built with the aid of construction-differential subsidy.

Avondale also maintains an active repair cperation for
commercial and naval ships. Inland waterway ard offshore oil
vessels are repaired by Avondale”s Westwego and Harvey Divisions.
Offshore platforms, jackets, and production modules are
constructed for the oil industry by Avondale”s Offshore Division
in Morgan City, LA. Avondale is also supportec ty its Harvey
propeller manufacturing and repair division, its service foundry
casting division and steel sales warehousing division.

In 1982, the Navy awarded contracts to Avcndale for the
major conversion of three former Sea-Land SL-7 class
containerships to T-AKR fast sealift ships for tte DOD Rapid
Deployment Force. Avondale has completed the reconstruction of
these ships, the ANTAKES (T-AKR 294), the ALTALR (T-AKR 291), and
the POLLUX (T-AKR 290). The latter was redelivered to the Navy
in March 1986.

Also in 1982, the Navy awarded Avondale a contract for
construction of the lead T-AO (fleet oiler). Sirce then,
Avondale has been awarded contracts for a total cf six of these
vessels. The lead ship, HENRY J. KAISER, was delivered in
December 1986. During FY 1987, two T-AO“s were celivered; the
JOSHUA HUMPHREYS, and JOHN LENTHALL.

Avondale”“s new construction orderbook as of October 1,
1987, consisted of four fleet oilers (T-AO’s) (with options for
up to two additional T-AO’s) and five dock landing ships (LSD“s).
The company also is in the process of building the Vidalia
Hydroelectric Plant.

Avondale’s main yard facility totals 222 acres and
contains three outfitting docks equipped with supporting shops
and over 6,0U0 feet (1829 m) of pier space, an upper shipbuilding
area that is capable of constructing ships up zo 300,000 dwt. or
three conventional sized ships concurrently, and a lower
shipbuilding area that is capable of building tive LASH ships
concurrently.



Exhibit

Exhibit

Exnibit

Exhibit

Exhibit

Exhibic

Exhibit

Exhibit

Exhibit

Exhibit

Exhibit

27

28

29

30

Tacoma Boatbuilding (Yard 1) - Yard Planssssssssccceeeseae
Tacoma Boatbuilding (Yard 3) - Yard Plamecsesereecccecccee
Tampa Shipyards ~- Yard Plansessecceccecceccecercceceeeeees

Todd, Galveston Division - Yard Plan.

Todd, Los Angeles Division - Yard Plans.ceeeeeeeeeeeeceeee
Todd, Seattle Division - Yard Plansesssseecceeecceeeeeeees
Toledo Shipyard, The - Yard Planesscsseseececesceseeseeees

Merchant Vessel Orderbook (As of January 1).

Number of Shipways by Maximum Length Capability....sseeeee
Active Shipbuilding Base (Map)sssceececessscccescecnvcsves

Shipbuilding Industry Workload Projection. ..seeeeeeeeeeeee

Table | - Ship Construction Capability by Ship Type.s.sssseesseseeecees

Table 2 - Number of Shipbuilding Ways by Length..

Appendix A - Standard Form 17 - Facilities Available for the

Construction or Repair of Ships..

Appendix B - Major U.S. Shipbuilding, Repair, and Topside Repair

FacilitieSccccscccrcccccccecceecccscscccererecsceesesesece

iii

PAGE

67

71
72
73
74
75
76
77
78

90

93

102



As of October 1, 1987, work in the yard included the
modernization of eight Hamilton class Coast Guard cutters with
the last scheduled for redelivery in April 1992, and the overhaul
of the frigate USS O“CALLAHAN (FF 1051) which is scheduled for
redelivery in December 1987. The yard also has been awarded a
contract to repower the Washington State ferry, EVERGREEN STATE,
which is scheduled for redelivery in May 1988.

This yard has an active ship repair and overhaul operation
that annually works on a large number of commercial and naval
vessels. The Seattle Division has been appointed authorized
repair and service representative for B&W/M.A.N. Diesel of
Denmark and Sulzer Marine Diesels of Switzerland. In 1985, the
yard received Navy certification for Master Ordinance Repair
(M.O.R.) and the Department of Defense”s Quality Excellence
Award.

The FFG Program provided the impetus for a multi-million
dollar capital investment program for improving productivity of
the Seattle yard in ship repair, overhaul, and conversion. In
July 1982, the company transferred a 40,000 metric ton floating
drydock from its San Francisco Division to Seattle. A new 150-
ton (137 metric ton) traveling whirley crane on the adjacent
1,000-foot (305 m) concrete pier serves the floating drydock and
the adjacent berths. A second pier was rebuilt in concrete and
lengthened to give the yard a 1,000-foot (305 m) berth with a 40-
foot (12.2 m) water depth. Other facility improvements include a
new machine shop, a facility for pump and motor testing, special
balancing equipment for rotors up to 15,000 pounds, a new valve
shop, and a calibration facility. The CAD/CAM capability was
recently expanded to link all production, engineering, and
material ordering/handling departments. Todd-Seattle is also
developing its own oily water (bilge water) processing facility,
which will allow direct service for all customer vessel bilge
water and sewage requirements. When completed it will be the
first and only such facility in a West Coast commercial shipyard.

The largest building way at Todd-Seattle can handle a ship
up to 600 feet by 96 feet (183 m by 29 m). It can also be used
as a dual launchway for simultaneous construction of two ships
with beams of 50 feet (15 m) or less. A small side-launch
building way was added in 1974. In addition to the 40,000 metric
ton drydock, there are two other floating drydocks, the larger of
which can accommodate ships up to 650 feet by 84 feet (198 m by
26 m).

Two wharves and five piers provide a total of 6,017 feet
(1834 m) of berthing space for outfitting and repair. The yard
is serviced by 15 whirley traveling cranes, with lifting
capacities ranging from 25 tons (23 metric tons) to 150 tons (136
metric tons).

In June 1987, total employment at the Seattle plant was
930 up from 850 a year earlier.

Exhibit 25 is a current plot plan of Todd-Seattle’s
facilities.

40


Exhibit 24

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71



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80


Senploed 41eGeg PS DUIPINGMINS Silay AemisS MY HEUSCa ZEOL

@

US.Department
‘of Transportation

Maritime
Administration

Report on Survey of
U.S. Shipbuilding and
Repair Facilities

1987


MAJOR U.S, SHIPBUILDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

Maximm Ship Size Berths/Piers ‘Remarks
(0A—Beam) Usable Length
SW—Shi pway in feet J/ Type of work usually engaged in
Name and Address @—Craving Drydock
FD—Floating Drydock Longest 2/ Employment - Mid~1987
MR—Marine Railway Total linear
LL—Land Level Position feet
sL—Syncrolift
EAST COAST
Repair Yards with
Drydock Facilities
Detyens Shipyard 500 X 85 FD ‘510 ‘1/ General ship repair and
Rr. 2, Box 180 1022 conversion.
Mt. Pleasant, SC 29464
2/ 304
General Ship Corp. 678 X 90 @* 300 ‘1/ Ship repairs, overhauls and
400 Border Street 2530 modernizations.
East Boston, MA 02128
2/ 215
* G@ is long-term leased fram Boston
Marine Industrial Park in the fommer
Boston Naval Annex.
Jacksonville Shipyards 900 X 140 FD BOO A/ Ship repair and conversion.
Comercial Division 745 X 127 FD 6084 .
P.O, Box 2347 2/ 1,800
Jacksonville, FL 32203
Metro Machine Corp. 675 X 96 FD 785 1/ Ship repairs and conversion.
P.O. Box 1860 2030
Norfolk, VA 23501 2/ 625
New York Shipyard Corp. 686 X 8 @ 1152 1/ General ship repairs.
One Beard St. 710 X 105 FD TOT
Brooklyn, NY 14231 475 X 76 FD 2/150
600 X 106 FD

106


Todd Pacific Shipyards Corporation ~- Seattle Division.....cceeeeeee

Toledo Shipyard, The....cccceeeeeeeeeees

EmpLOyMENvseeescececccereccenceenercsereca reer eee ee neers inn eeeeeeeeeee

Ship Repair Facilitiesesccesccceccsccsscceecseeens

Repair (with Drydocking) FacilitieSsseccceeeccseccseeeceeresenceeueeee

Major Topside Repair Facilities... sees se cscs eee ee cee e eee eeeeeseeeeeeee

Active Shipbuilding Basessccccccesereccsccecccsereevenssevstereseswsace

Exhibit

Exhibit

Exhibit

Exhibit

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Exhibit

Exhibit

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Exhibit

Exhibit

Exhibit

Exhibit

Exhibit

Exhibit

Exhibit

Exhibit

Exhibit

Exhibit

Exhibit

1

16

17

18

Shipbuilding Industry in the United States (Map cesseceeees

ADDSCO Industries - Yard Plansssssccecssccecceevevccecevece

Avondale Industries - Yard Plansssesecsecccsceeseccvccvecee

Bath Lron Works Corporation — Yard Planssssssssseceseeeeees

Bath Iron Works Corporation ~ Portland Yard Plai.....eseeee

Bay Shipbuilding - Yard Plan..........

Bethlehem,

Bethlehem,

Fraser Shipyards - Yard Plan..

Ingalls/Litton (East and West Banks) ~- Yard Pian ....

Marathon,

Beaumont - Yard Plan.......

Sparrows Point - Yard Plan.

Gulf Marine Division - Yard Plans... secseseeeeee

Marine Power & Equipment - Yard 4 Planssscsessecseseeeeee

National Steel and Shipbuilding - Yard Plan.........-.+-0-

Newport News (North and South Yards) - Yarc Plan....seeeee

Norfolk Shipbuilding (Berkley Plant) - Yard Plan..s......--

Pennsylvania Shipbuilding Company - Yard Planesssseseeeees

Peterson Builders, Inc. - Yard Planesssecsseseervecssvecee

Portland Ship Repair Yard - Yard Plans.secsseeseesseveeees

Robert E,

Derecktor - Yard Plansssscesecscseccveacccsvecee

ii

PAGE,
39
40
41
41
45
45
46
48
49
50

51

54
55
56
57
58
59
60
6
62
63
64
65

66


MAJOR U.S. SHIPBULLDING AND REPAIR FACILITIES

(Vessels 400° in Length and Over)

Name and Address

iV Type of work usually engaged in

(2/ Employment - Mid-1987

EAST COAST
Repair Yards with
Drydock Facilities

North Florida Shipyards
P.O. Box 3255
Jacksonville, FL 32206

J/ Ship repairs and conversion.

Perth Amboy Drydock Co.
Foot of Commerce St.
P.O. Box 348

Perth Amboy, NJ 08862

1/ General ship repair amd conversion.

Maximm Ship Size Berths/Piers Remarks
(LOA—Beam) Usable Length
‘SW—Shi pway in feet
@—Graving Drydock
FD—Floating Drydock est
MR—Marine Railway Total linear
LL—Land Level Position feet
SL—Syncrolift
500 X 66 FD 950
: “3240
2/ 332
400 X 68 FD OO
443 X 70 FD 2180
545 X 90 FD

2/ 100

107



limit of the large floating drydock into which vessels 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 anc completion.
The large drydock is capable of handling vessels up to about
30U,UU0 dwt. it is serviced by two 23-ton (21 metric ton) gantry
cranes, two 10-ton (9 metric ton) gantry cranes, two 25-ton (23
metric ton) truck cranes, a 15Q-ton (136 metric ton) barge crane,
and an 80U-ton (726 metric ton) barge crane with a 230-foot

(70 m) boom.

In addition to the two-section shipbuilding platform, two
conventional sliding ways are available. Each can handle a ship
as large as 745 feet by 129 feet (227 m by 39 m). The yard has a
total of about 6,200 feet (1890 m) of usable berthing space with
modern facilities at six deepwater piers.

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 September 1982, in order to handle an increasing volume
of repair and overhaul work, Pennsylvania Shipbuilding purchased
and moved a medium-size floating drydock from Levingston
Shipbuilding Company, its affiliate in Orange, TX, to the
Chester, PA, plant.

In June 1984, Pennsylvania Shipbuilding completed the
major conversion for the Navy of a former Sea-Land SL-7
containership to a fast sealift ship (T-AKR) for the DOD Rapid
Deployment Force. This vessel, renamed the USNS CAPELLA (T-AKR
293) is 946 feet (288 m) in length overall. Pennsylvania
Shipbuilding started work in October 1983 on the conversion of a
sistership, the USNS DENEBOLA (T-AKR 289) which was redelivered
to the Navy in October 1985.

In May 1985, yard was awarded its first new construction
contract since 1979. The contract was awarded by the Navy for
the construction of two T-AO fleet oilers. The first vessel is
scheduled for delivery in March 1989 and the second in December
1989. Since the May 1985 contract, the Navy awarded two
additional T-AO contracts to Pennsylvania Shipbuilding -- one
vessel is scheduled for delivery in September 1990 and the other
in June 1991.

In June 1985, Pennsylvania Shipbuilding retained the
services of IH1, a major Japanese shipbuilder, to assist in
production planning and implementation of modular construction
and preoutfitting techniques.

28


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at the shipway. A new West Bath facility is the 4 million cubic
foot (113,000 cubic meters) Consolidated Warehouse opened in
1986, which uses state of the art equipment to accomplish the
transfer, handling, and storage of inventory.

Thirty-five miles (56 km) from the Main Plant, BIW
operates the Portland Overhaul and Repair Facility in Portland,
ME. The yard is a joint industrial development of BIW, the State
of Maine and the City of Portland. Its centerpiece is a large
floating drydock with a lifting capacity of 60,000 long tons
(65000 metric tons), greatly expanding the company’s capabilities
in the overhaul and repair field.

As of mid-1987, the company’s administrative and
production work force totaled 7,500, compared to 6,680 a year
earlier.

Exhibit 4 is a current plot plan of the Bath Iron Works
main yard facilities, and Exhibit 5 is a general arrangement

drawing of BIW*s Portland Overhaul and Repair Facilitiey.

4, Bay Shipbuilding Corporation

Bay Shipbuilding Corporation, in Sturgeon Bay, Wisconsin,
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
combined to form the Bay Shipbuilding Corporation. The present
80-acre site has channel access from both Lake Michigan and Green
Bay and provides ample dock space for oceangoing and Great Lakes
vessel repair and new construction.

Bay Shipbuilding, a full-service shipyard, has built more
modern self-unloading drybulk ships than any other yard in the
United States. From 1973 through 1981, 15 self-unloading Great
Lakes ore carriers were delivered, including six 1000-foot-long
(305 m) vessels.

With declining orders for construction of Great Lakes ore
carriers, Bay Shipbuilding in 1980 entered salt water
shipbuilding competition by delivering a 396-foot-long (121 m)
tank barge and a 407-foot-long (124 m) tank barge. In 1981, two
550-foot-long (168 m) oceangoing deep-notch barges were
completed; and in August 1982, a 610-foot~-long (186 m) oceangoing
deep-notch barge was delivered. With the delivery in September
1982 of a tug/barge to Amoco Oil Company for service on the
Lakes, no new construction work remained in the yard. Overhaul
of the Coast Guard cutter, MACKINAW, and tank top renewal of the
ore carrier, WILLIAM CLAY FORD, provided work until April 1983.
Bay Shipbuilding in March 1983 was awarded a contract for
conversion of the former general cargo/containership, PRESIDENT

10


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73



Tacoma Boat“s facilities include four end-iaunch
construction ways the largest of which can construct vessels up
to 430 feet (131 ) by 50 feet (15 m).

Available for outfitting and repair work is 1,350 feet
(411 m) of berthing space. In addition, a 200-foot by 60-foot
(91 m by 18 m) maximum ship capacity marine railway was placed in
operation in October 1986.

The total work force at Tacoma Boat at mid~-1987 was 265,
down from 550 a year earlier.

Exhibits 20 and 21 are current general arrangement
drawings of the company”“s two yards.

20. Tampa Shipyards, Incorporated

Founded in 1948, Tampa Shipyards, Inc., (formerly Tampa
Ship Repair and Drydock Co.) is a full-service yard and is the
largest shipbuilding and repair facility in Florida. It was
purchased by The American Ship Building Company in 1972 and is
located on the recently deepened 43-foot (13 m) Sparkman Channel
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, barges, and a wide range of oceangoing
vessels.

In July 1981, Tampa Ship’s parent company, The American

Ship Building Company, was awarded a $73 million contract to
convert four Moore McCormack C4 cargo ships (with the aid of CDS)
to larger self-sustaining breakbulk/container vessels. The first
ship was redelivered by Tampa Ship in August 1982, and the second
was completed at the company”s Lorain Yard in October 1982, with
the third and fourth completed at Tampa in December 1982 and June
1983, respectively.

In 1986, Tampa Shipyards, Incorporated, under contracts
signed in 1983, with Ocean Carriers, Inc., completed construction
of the last two of five new 30,000-dwt. clean-product, ice-
strengthened tankers for charter to the Military Sealift Command.
The preponderance of work was accomplished at Tampa Shipyards,
although Avondale Shipyards built the forebodies and ADDSCO
Industries completed the deckhouse steel work. Final assembly
and outfitting took place at Tampa Ship. The first three T-5
tankers, the PAUL BUCK, the GUS W. DARNELL, and the SAMUEL COBB,
were delivered in June, September, and November 1985,
respectively. The RICHARD G. MATTHIESEN was delivered in
February 1986 and the LAWRENCE H. GIANELLA was delivered in May
1986.

34


for vessels less than 400 feet (122 m) in length. Services
rendered by these firms vary from a simple repair job to a major
topside overhaul, particularly when the work on oceangoing ships
can be accomplished without taking the ships out of the water.
It is common practice for a shipyard to send its personnel and
equipment to provide voyage repairs while the ship is at anchor
or working cargo at a commercial marine terminal. There is an
increasing trend worldwide to send ship repairers to the ship
rather than to bring the ship to the shipyard, thus calling for
greater mobility of ship repair personnel. This trend creates a
particular demand for highly skilled technicians versus the hull
trades.

Appendix B also tabulates information through 1987 on the 54
topside repair yards” facilities (berth/pier space). The yards”
building ways, drydocks, marine railways, etc., are not addressed
herein as they cannot accommodate vessels 400 feet (122 m) in
length and over. However, detailed data for these facilities has
been obtained during the MARAD annual shipyard survey and is
available in the Office of Shipbuilding Costs and Production.

Active Shipbuilding Base

The Active Shipbuilding Base, as identified by the Navy and
MARAD, is comprised of 21 privately owned U.S. shipyards which
are open and currently engaged in or seeking contracts for the
construction of major oceangoing or Great Lakes ships 1,000 gross
tons or over. Exhibit 29 of this report identifies and
geographically locates these 21 yards.

During 1987, the number of yards in the Active Shipbuilding
Base was decreased from 22 to 21 as a result of the effective
closure of Lockheed Shipbuilding Company”s Seattle, Washington,
facility. As of September 1987, these 21 yards employed roughly
71 percent of the U.S. shipbuilding and repair industry’s total
work force, as reported by the Bureau of Labor Statistics under
SIC 3731. At that same time, 92 percent of the production
workers in these 21 shipyards were engaged in Navy or Coast Guard
ship construction and repair work.

As of October 1987, nine of the 21 shipyards were engaged in
construction and/or conversion of major combat ships for the
Navy. One of the yards was completing construction of one
commercial vessel and five of the yards were engaged primarily in
ship construction and conversion work provided by the Navy“s T-
Ship program. Six of the yards had only repair and overhaul work
and non-ship construction work.

Employment projections for production workers is shown by
Exhibit 30 of this report. This data is generated by overlaying
Navy projected five-year shipbuilding and conversion programs
onto the estimated work force required to complete the
current firm orderbook.

46


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

Name and Address

Maxima Ship Size Berths/Piers ‘Remarks
(ioA—Beam) Usable Length
SW—Shipway in feet Type of work usually engaged in

@—Graving Drydock

FD—Floating Drydock Longest 2/ Employment - Mid-1987

MR—Marine Railway Total linear
LL—Land level Position feet
SL—Syncrolift
GULF COAST
Topside Repair Yards
Dixie Machine 1333 1/ General ship repairs.
P.O. Bax 53355 1333
New Orleans, LA 70153 (2/ 249
Fredeman Shipyard 450 a Construction and repair of
P.O. Box 129 1700 offshore vessels.
Sulphur, LA 70663
2/ 150
Gulf Copper & 2400 I/ General ship repair.
Manufacturing Corp. 2400
320 Houston Avenue (2/ 100
Port Arthur, TX 77640
Halter Marine, Inc. 400 ‘A/ Construction and repair of small
Equitable Division 1318 vessels and barges.
P.O. Box 8001
New Orleans, LA 70182 2/ %
Hendry Corp. 1000 ‘A/ General ship repairs.
P.O. Bax 13288 1000
5107 S. Westshore Blvd. (2/112
Tampa, FL 33611
Houston Ship Repair, In. 70 1/ General ship repair and
16201 Wood Drive 750 conversion.
Houston, TX 77530
2/ 140

115



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51



Exhibit 30, dated October 1, 1987, indicates a
continuing gradual decline through third quarter 1989 in
Production workforce levels of the shipyards in the Active
Shipbuilding Base, followed by a period of relatively stable
workforce requirements through calendar year 1993, These
projections are contingent upon near-term economic conditions
future Administration and Congressional action with regard to
continuation of the proposed Navy shipbuilding and conversion
programs.

47

and



Exhibit 29

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86


24. The Toledo Shipyard

In January 1985, the Toledo-Lucas County Port Authority
purchased this shipyard from The American Ship Building Company
which owned the yard since 1947 and closed it in 1982. In
September 1985, the yard was re-opened when Merce Industries,
Inc., a 25-year old topside repair firm, entered into an
agreement with the Port Authority to operate the shipyard for 25
years. The Toledo Shipyard is a complete, full-service shipyard,
equipped for new construction, conversion, repair, and propeller
repair.

Since Merce Industries, Inc., began operating the yard,
they have made extensive repairs, and they have upgraded, and
renovated the facility, including the leveling of the old fit-out
building adjacent to one of the drydocks, which improved access
to the pier area between the graving docks and the wet slip area.
Merce Industries elected not to lease the buildings immediately
adjacent to the yard as the firm had existing facilities that
were superior and in the nearby area. These existing facilities
include a 50,000 sq. ft. (4645 m2) fabricating/propeller repair
facility and a 12,000 sq. ft. (1115 m2) machining and pressure
vessel shop.

Complete facilities for propeller repair services in all
alloys is available through the American Propeller Division.

The company maintains two graving docks. One can
accommodate vessels up to 680 feet by 78 feet (207 m by 24 m),
and the other, vessels as large as 540 feet by 68 feet (165 m by
21m). Usable berthing space totals about 1,600 feet (488 m).

In July 1986, Merce Industries completed construction of a
360-foot wide by 60-foot deep (110 m by 18 m) notch barge for St.
Marys Holdings, Inc. The barge is an ocean-going, ice-
strengthened vessel with a totally self-contained pneumatic
unloading system. In addition, the yard completed the
construction of a passenger ferry which will be used locally in
the Detroit area. Work at the yard during the first three
quarters of 1987 included repair of commercial vessels.

On December 17, 1986, Toledo Shipyard filed for protection
under Chapter 11 of the U.S. bankruptcy code.

As of June 1987, employment at the shipyard totaled 54,
down from 200 in October 1986. Employment is expected to
increase over the winter months as repair activity on the Great
Lakes increases.

Exhibit 26 is a current lay-out of The Toledo Shipyard
operated by Merce Industries, Inc.

41





MAJOR U.S, SHIPBULLDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

Maximum Ship Size Berths/Piers Remarks
(i0A—Beam) Usable Length
SW—Shipway in feet / Type of work usually engaged in
Name and Address G@—Graving Drydock
FD—Floating Drydock est. 2/ Employment — Mid-1987
MR—Marine Railway Total linear
LL—Land Level Position feet
SL—Syncrolift
GULF COAST
Shipbuilding Yards
ADDSOO Industries, Inc. (4) 523 X 9 SW ‘4132, 1/ Ship construction, conversion and
P.O. Box 190 620 X 9 SW 9370 repairs. Also drill rig
Mobile, AL 36601 625 X 83 FD construction.
750 X 100 FD
2/ 590
American Marine Corp. 400 X 75 LL B00 1/ Construction of offshore oil
3900 Jourdan Rd. 800 vessels and barges.
New Orleans, LA 70182
2/145
Avondale Industries, Inc. (2) 1U20 X 175 LL * BO 1/ Modular ship construction,
P.O. Box 50280 1000 X 216 FD * 6100 conversion, and repairs - all
New Orleans, LA 750 X 110 FD * types of vessels.
70150-0280 (3) 1200 X 126 LL *
450 X 90 SW *** 2/ 6,450
* ~~ Upper main yard.
** Lower main yard.
kk Westwego Plant.
Bethlehem Steel Corp. y60 X lU5 SW (1100 4/ Construction of barges and drilling
Beaumont Yard 4000 rigs. Also ship repair and
P.O. Box 3031 conversion.
Beaumont, TX 77704
2/ 500
Eastern Marine, Inc. 400 X 68 SW 00 ‘1/ General ship repair and
Bax 104-B Allanton Rd. 600 construction.
Allanton, FL 32404
‘ 2/75
Gretna Machine and 5300 X 100 @ 1499 1/ Construction and repair of vessels
Iron Works 1499 ~ and barges.
P.O. Box 215
Harvey, LA 70059 2/167
1ll



MAJOR U.S. SHIPBULLDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

San Diego, CA 92136

Maximum Ship Size Berths/Piers Remarks
(oa—Beam) Usable Length
SW—Shipway in feet / Type of work usually engaged in
Name and Address @—Graving Drydock
FD—Floating Drydock Longest 2/ Employment - Mid-1987
MR—Marine Railway Total linear
LL—~lLand Level Position feet
SL—Syncrolift
WEST COAST
Repair Yards with
Drydock Facilities
Southern Oregon Marine 400 X 100 MR 40 ‘1/ General ship repair and barge
P.0. Box 1220 400 construction.
Coos Bay, OR 97420
2/ us
Southwest Marine, Inc. 655 X 104 FD . jo A/ Snip repairs, overhaul, and
P.O. Box 13308 418 X 58 FD 2972 conversion.
Foot of Sampson St.
San Diego, CA 92113-0308 2/ 97
Graving dock at Naval Station can be
leased as required.
Southwest Marine, Inc. 720 X 93 FD 1500 ‘1/ Ship repairs, overhaul, and
San Pedro Division 4175 conversion.
985 S. Seaside
Terminal Island, CA 2/ 599
90731-7331
Southwest Marine of 950 X 148 FD 700 1/ Ship repairs and overhaul.
San Francisco 700 X 97 FD 4885
P.O. Box 7644 2/ 450
San Francisco, CA
94120-7644
U.S. Naval Station 683 X 85 @ NeAe iV Facilities leased to following
P.O. Box 119 13000 ship repair companies as well as

others previously noted:

a/ Pacific Ship Repair
D/ RM, Inc.

2/ N/A

120


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

Maximum Ship Size Berths/Piers Remarks
(L0A—Beam) Usable Length
SW—Shipway in feet J/ Type of work usually engaged in
Name and Address G@D—Graving Drydock
FD—Floating Drydock Longest. (2/ Employment - Mid~1987
MR—Marine Railway Total linear
LL—Land Level Position feet

sL—Syncrolift

NON-CONUS
Shipbuilding Yards
NONE

Repair Yards with
Drydock Facilities

Honolulu Shipyard, Inc. 400 X 57 FD &S A/ General ship repair and
P.O. Box 30989 645 overhaul.
Honolulu, HI 96820

2/ 240
Ketchikan Shipyard, Inc. 450 X 110 FD 1000 i/ General ship repair.
P.O. Box 7178 1000
Ketchikan, AK 99907 2/ 35
Marisco, Ltd. 520 X 74 FD * ‘A/ General ship repair.
607 Ala Moana Blvd.
Honolulu, HI 96813 2/9

* Leased from Port Commission.
Puerto Rico Drydock & 632 X 80 @ 1000 1/ General ship repairs.
Marine Terminals 3300
P.O, Box 2209 2/ 110

San Juan, PR 00903

Topside Repair Yards
NONE

125



CONTENTS

PAGE
UNCFOMUCLLON, cece eee eee eee eee eee meen eee e eee r tere eee n eee eee enter ee ea ees }
Shipbuilding Industry Overviewssesceccecececeeaececececeeeecesereeeenes 3
Major Shipbuilding and Repair Faciliticsssscsccseccesceccecsenceeees 4
ADDSCU Industries, Inceesesseeeee beens 5
Avondale Industries, Inc.. wee eeeeee 6
Bath Iron Works Corporation.. sees sees 8
Bay Shipbuilding Corporationssssecsecveesceeveeeeeees 10
Bethlehem Steel Corporation - Beaumont Yard.. 12
Bethlehem Steel Corporation - Sparrows Point Yard.....e- seen 13
Fraser Shipyards, InCessssscsvccecceccecceenseceecseccacreeceeeeees 15
General Dynamics Corporation - Electric Boat Divisionssssesseeseees 17

Ingalls Shipbuilding Division/Litton System, InCeseseeccceccereces 7
Marathon LeTourneau Company ~ Gulf Marine Division....ceseeeseeseeee 19
Marine Power and Equipment Cow, InCeseeeeceneeccreccncececncesececs 20
National Steel and Shipbuilding Company....pecscccccceccesccevccese 21
Newport News Shipbuilding and Drydock Company..ccececeececeececeees 23
Norfolk Shipbuilding and Drydock Corporation...ceccccecececeeeeeess 25
Pennsylvania Shipbuilding Company .esceceecpescceccccecsceccrseeses 27
Peterson Builders, Incessseeseerccccsscecnstrecccsesseecereesrecene 29
Portland Ship Repair Yardssessececsesscecectecccecscsceceseveseeees 30
Robert E. Derecktor of Rhode Island, Inceceseeseecceccrerececcececs 32
Tacoma Boatbuilding Company....seceesecccccacesscnccrcccecrecsecese 33

Tampa Shipyards, Inc..

Senn en nay 34

Todd Shipyards Corporation - Galveston Divigion.. 36

Todd Pacific Shipyards Corporation - Los Angeles Division.. 37



MAJOR U.S. SHIPBULLDING AND REPAIR FACILITIES

(Vessels 400° in Length and Over)

Name and Address

1/ ‘Type of work usually engaged in

2/ Employment - Mid~1987

EAST COAST
Shipbuilding Yards

Newport News Shipbuilding

& Drydock Company
4101 Washington Avenue
Newport News, VA 23607

1/ Construction, conversion and
repairs - all types of vessels.

* Used for construction.
*k Used for repair and overhaul.

Norfolk Shipbuilding &
Drydock Corporation
P.O. Box 2100

Foot of Liberty Street
Norfolk, VA 23501

J/ Ship construction, conversion and
repairs ~ all types of vessels.

* Located at Brambleton plant.

Pennsylvania
Shipbuilding Co.
P.O. Box 498
Chester, PA 19013

1/ Ship construction, conversion and
repair - all types of vessels.

Robert E. Derecktor of
Rhode Island, Inc.
Coddington Cove
Middleton, RI 02840

1/ Construction of Coast Guard ships

Maximum Ship Size Berths/Piers Remarks
(LOA Beam) Usable Length
SW—Shipway in feet
@—traving Drydock
FD—Floating Drydock Longest
MR—Marine Railway Total linear
LL—Land Level Position feet
SL—Syncrolift
447 X 93 SH 1670
668 X 93 SW 12000
958 X 124 GD *
1100 X 130 @ * (2/ 25,330
646 X 88 @*
858 X 102 GD **
455 X 68 @ *
521 X 68 @ *
1609 X 246 GD *
636 X 136 FD
500 X 80 SW 1030
650 X 81 FD 12170
950 X 154 FD
460 X 70 MR * 2/ 3,370
(2) 745 X 129 SW (1100
720 X 195 LL 6200
1100 X 195 LL
1100 X 195 FD 2/ 1,870
400 X 84 FD
725 X 90 FD 1525
500 X 90 LL GO ~

and vesse] repairs.

2/655

104


Exhibit 17

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64


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50


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99



metric-ton 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).

Shipways 10 and ll are used for construction work as well
as overhaul and repair, and are serviced by a 310 long ton (315
metric ton) gantry crane. The larger of these two graving docks,
Shipway 11, can handle ships up to 1,100 feet by 130 feet (335 m
by 40 m). The other four graving docks (Dry Docks 1-4) are used
mainly for ship repair and overhaul work.

The new Floating Drydock which is 640 feet by 140 feet
(195 m by 43 m) will be primarily used as a part of the submarine
land level facility.

Inclined Shipways — There are two inclined shipbuilding
ways; the larger of these can accommodate vessels as large as 668
feet by 93 feet (204 m by 28 m).

Vessel Berthing - Newport News has two outfitting berths
and seven piers in addition to the two small piers included with
the submarine land level facility. One 1,670 foot (509 m)
outfitting berth and one 950 foot (290 m) outfitting berth are
each serviced by 30 metric-ton cranes. The seven piers for
outfitting and topside repair provide a combined berthing space
of approximately 12,000 linear feet (3658 m). These piers are
serviced by cranes with capacities of up to 50 tens (45 metric
tons) and are supplemented by locomotive cranes and floating
derricks with capacities to 67 tons (61 metric tons).

Submarine Construction and Repair Complex - This land
level facility is currently being used for construction of
nuclear attack submarines. It includes a modular outfitting
facility (MOF), outboard ways, two small piers, a transporter and
transfer system and a floating drydock. The MOF is divided into
two bays with two construction ways per bay. Each bay is
serviced by two 150-ton (136 metric ton) and three 20-ton (18
metric ton) bridge cranes. The Ring Module Shop was completed in
1985. Individual submarine hull rings are welded together in
this shop to form module length units; and, structural tanks
including piping are installed, welded and tested.

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

° 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 17-1/2 tons (16 metric
tons), are cut and shaped to design specifications;

24


run the full length of the slab and the 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. The 250-foot by i20-foot (’6 m by 37 m)
covered pipe shop has a complete range of posit .oning, welding,
and cutting equipment. Usable berthing space for outfitting and
repair totals 2,100 feet (640 m).

At mid-1987, the total work force at the Brownsville plant
was 320, down from 500 a year earlier.

Exhibit ll is a plot plan of the vard*s ?onstruction
facilities.

ll. Marine Power & Equipment Company, Inc.

This medium-size shipyard, in business ia Seattle, WA,
since 1946, is capable of construction, conversion, and repair of
a wide variety of vessels, including towing, fishing, oil survey
and support vessels, ferries, oil rigs, and Government ships.
Marine Power & Equipment Company (MPE) is a subsidiary of WFIL
Industries, Inc., of Seattle.

MPE is a full service shipyard complete with drydocks,
fabricating and welding shops, machine shops, electrical and
electronic shops, and other shops and essential marine oriented
services.

From 1979 through 1982, the company’s principal ship
construction consisted of six passenger/car ferries for the State
of Washington.

From 1983 through 1985 several oceangoing barges and tugs
and 28 LCM’s (landing craft) for the Navy were built at MPE. The
largest vessels built were two state-of-the-art triple deck RO/RO
barges for Seaway Express. These barges, for service to Alaska,
are 487 feet (148 m) in length.

In February 1986, MPE filed for protection under Chapter
ll of the U.S. bankruptcy law. As of October 1, 1987, the yard
was engaged in the repair of both commercial and military
vessels.

Although Marine Power’s shipbuilding and repair complex
comprises five yards, new construction work for vessels over 475
feet (145 m) in length is done in Yard 4 with support available
from other divisions. The company operates seven building ways,
and the maximum size vessel that can be built is 500 feet by 104
feet (152 m by 32 m).

In this yard, modular construction techriques are combined
with conventional shipbuilding methods. Production facilities
have been upgraded by the installation of a mocernized
numerically controlled steel cutting system anc a semi-automatic
steel fabrication panel line. CAD/CAM systems are used for
lofting and design, and a Vision LV system is used for cost
scheduling and control. Laser control alignment is used.

20


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

Maximum Ship Size Berths/Piers Remarks
(LOA—Beam) Usable Length
SW#—Shipway in feet J/ Type of work usually engaged in
Name and Address @—Graving Drydock
Fl—Floating Drydock est. 2/ Employment ~- Mid-1987
MR—Marine Railway Total linear 7
LL—Land Level Position feet
SL—Syncrolift
EAST COAST
Shipbuilding Yards
Atlantic Marine, Inc. 500 X90 MR 585, ‘1/ Construction of small vessels.
P.O. Box 138 1440 Repair and overhaul of small
Fort George Island, FL and medium size vessels.
32226
2/ 320
Bath Iron Works 650 X 88 W 850 1/ Construction, conversion and
700 Washington Street (2) 700 X 130 SW 2150 repairs - all types of vessels.
Bath, ME 04530 550 X 88 FD
(2/ 7,500
Bethlehem Steel Corp. 800 X 106 SW 1260 1/ Construction, conversion and
Sparrows Point Yard 800 X 95 WH 3040 repairs of marine vessels.
Sparrows Point, MD 21219 1200 X 192 @
900 X 136 FD (2/ 1,970
General Dynanics See Note 1/ 750. 1/ Engaged exclusively in construction
Electric Boat Division 3506 of submarines for the U.S. Navy.
Eastern Point Road
Groton, CT 06340 (2/ 19,808
Jacksonville Shipyards 400 X 53 FD 0 A/ Construction and repair of small
Bellinger Division 4530 X 70 W 1822 vessels.

13911 Atlantic Blvd.
Jacksonville, FL 32211

2/ 300

103



18. Robert E. Derecktor of Rhode Island, Inc.

Robert E. Derecktor of Rhode Island, Inc., founded in
1979, is located in Middletown, Rhode Island. This Derecktor
Shipyard comprises over 44 acres of land situated on Coddington
Cove in Narragansett Bay. The facility is approximately 6.5
nautical miles from Brenton Reef Tower (2.5 nautical miles
northeast of the Newport Bridge) giving access to any size
vessel. In 1975, Derecktor began to develop the 44 acres of
waterfront property after the Navy abruptly deactivated most of
its Rhode Island (Newport Naval Base) facilities in 1974. In
1979, negotiations with the Navy and the Rhode Island Department
of Economic Development were concluded and the yard was
otficially opened. The first vessels built at the Rhode Island
yard were 80-foot (24 m) fishing vessels. Over the years major
conversion and repair work performed at the facility include:
work on Navy and Coast Guard vessels, LNG tankers, floating
drydocks, ferry boats, fire boats, barges, tugs, fishing
trawlers, and miscellaneous private craft.

In January 1981, the Rhode Island yard was awarded a
significant contract to design and construct nine 270-foot (90 m)
medium endurance cutters (WMECs) for the United States Coast
Guard. Work commenced on the project in June 1981. Four of the
WMECs -- SPENCER, SENECA, ESCANABA, and TAHOMA -~ have been
delivered. As of October 1, 1987, the yard had five WMECs under
construction, with the last vessel scheduled for delivery in May
1989.

In 1985, Derecktor was awarded a contract by the City of
New York’s Department of Transportation for the construction of
two 1,295-passenger ferries for service runs between Manhattan
and Staten Island. Both ferries were delivered in 1986.

The Rhode Island facility is one of the most modern and
complete in the northeast. This Derecktor yard utilizes a
153,000-square-foot (14213 m2) fabrication and assembly building,
several inside shops, warehouses, engineering, design and office
buildings, a 300-ton (272 metric ton) crawler crane, a 1,500-foot
(457 m) deep water pier, and 6,500 feet (1982 m) of accessible
and usable waterfront. In addition, the shipyard operates two
floating drydocks which are joinable and thus capable of
accommodating a vessel up to 725 feet by 90 feet (221 m by 27 m).
For building vessels up to 500 feet (152 m) in length, modules
are constructed in the fabrication building, with full erection
and launching accomplished at the floating drydocks.

Fully equipped machine, piping, hydraulic, electrical,
painting, carpentry and engine overhaul shops, and tank
cleaning/storage capabilities enable all work to be done
in-house. Over the past five years, extensive machinery and
equipment have been put into place.

As of mid-1987, Derecktor“s Rhode Island yard workforce
totaled 655, compared to 698 in mid-1986.

32


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

(Vessels 400° in Length and Over)

Name and Address

Maximm Ship Size Berths/Piers Remarks
(loA—Beam) Usable Length
SW—Shipway

@—Craving Drydock
FD—Floating Drydock
MR—Marine Railway
LL—Land Level Position

Total linear

1/ Type of work usually engaged in

(2/ Employment - Mid-1987

SL—Syncrolift
GULF COAST
Repair Yards with
Drydock Facilities

Bender Shipbuilding & 660 X 89 FD ‘1/ Construction of vessels up to 300°
Repair Co., Inc. 414. X 55 FD in length. Also repairs and
265 South Water Street 414X 45 FD conversion.
Mobile, AL 36601

2/ 500
Bethlehem Steel Corp. 950 X 118 FD 0 1/ Repair of offshore oil rigs but can
Sabine Yard 600 repair oceangoing ships.
P.O, Box 1448
Port Arthur, TX 77641 2/ Ub
Bludworth Bond Shipyard 435 X 80 FD* 630 1/ General ship repairs.
P.O, Box 5065 1900
Houston, TX 77262 2/ 150

* Two drydocks are combined.
Gulf Coast Fabrication 400 X 100 @ 500 1/ General ship repair.
P.O, Box 529 4000
Pass Christian, MS 39571 (2/10
Gulf-Tampa Drydock Co. 00 X 97 FD 00 1/ Ship repairs and overhaul.

1200 Sertama Drive
Tampa, FL 36005

3

2) 300



Exhibit 9

NISNOOSIM ‘HOIWSdNS
‘ONI ‘SGUVAdIHS HaSWud

129 * .0€9
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56


MAJOR U.S, SHIPBUILDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

St. Jotm’s Island, SC
29455

Maximum Ship Size Berths/Piers Remarks
(LOABeam) Usable Length

SW—Shi pway in feet A/ Type of work usually engaged in
Name and Address @—Graving Drydock

FD—Floating Drydock Longest. (2/ Employment - Mid-1987

MRMarine Railway Total linear

LL—Land Level Position feet

SL—Syncrolift
EAST COAST

Topside Repair Yards

M & W Marine Service, Inc. 450 ‘1/ General ship repair.
601 Jefferson Ave. 450
Newport News, VA 2/ 78
23607-6113
Newport Offshore, Ltd. 400 1/ General ship repair.
One Washington Street 1200
Newport, RI 02840 2/ 120
Promet Marine 70 i General ship repair.
Services Corp. DD
242 Allens Ave. 2/ 29
Providence, RI 02905
Reynolds Shipyard Corp. 40 A/ General ship repairs.
200 Edgewater Street 440
Staten Island, NY 10305 (2/ 40
Steel Style, Inc. 500 1/ General ship repair.
401 South Water Street 600
Newburgh, NY 12550 2/ 82
Swygert Shipyard, Inc. OO 1/ General ship repair.
P.O. Box 308 900

2/ 25

110


Exhibit 27

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74


Norshipco’s yards are among the best equipped on the East
Coast. Available ship repair functions include tank cleaning and
coating, machinery, electrical, carpentry, steel, piping,
nondestructive testing, blasting, and painting. The company also
offers a full range of repair service for ships located away from
its yards.

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.

In May 1985, NORSHIPCO delivered a 100-car ferry to the
Delaware Transportation Department. During the past five years,
the company’s repair and overhaul business, continued at a steady
pace. The start of the fourth quarter of 1987 saw the backlog of
repair and conversion work at the highest level in the company’s
70-year history.

In August 1986, NORSHIPCO was awarded a contract for the
conversion of three merchant ships to auxiliary crane ships
(T-ACS) for the Navy. The first vessel converted by NORSHIPCO,
T-ACS 4, renamed GOPHER STATE, was redelivered in October 1987.
The second, T-ACS 5, to be renamed FLICKERTAIL STATE, is
scheduled for redelivery in February 1988; and the third, T-ACS
6, to be renamed CORNHUSKER STATE, is set for delivery in March
1988.

A multi-faceted expansion program emphasizing repair
operations was completed in 1979 at the Berkley Plant. The
centerpiece of the project was 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. Lifting capacity is 52,534 long tons
(54411 metric tons). A new concrete pier, 1,030 feet (314 m) in
length, is used for repair and servicing of ships as long as
1,200 feet (366 m). This new pier is used for mooring the large
floating drydock. A giant Kroll L-1800 hammerhead jib trolley
crane is located on this pier and spans the width of the floating
drydock. The crane is also able to service ships alongside the
pier.

As part of an ongoing capital investment program,
NORSHIPCO purchased and placed in service in 1985 a one-piece
steel floating drydock which can accommodate vessels up to 650
feet (198 m) in length by 81-feet (25 m) wide. This drydock has a
lifting capacity of 16,000 long tons (16,627 metric tons). In
1986, NORSHIPCO completed the installation of a large diesel
engine parts repair facility known as Diesel Marine NORSHIPCO.

26


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92


Avondale’s upper yard shipbuildi
positions to accommodate vessels of up

length by 175 feet (53 m) beam. The ma
be erected along with the stern section
position No. 1 while a third hull is be
No. Ships constructed in the upper

three positions for launching by Avonda
drydock which can accommodate ships as

feet (305 m by 66 m), with a lifting ca
(82296 metric tons).
frequently made three-vessel lifts and

(66 m) semi-submersible rig.
Avondale“s lower yard has a sid
area that has three large positions to

as 1,200 feet by 126 feet (366 m by 38
approximately 16,0U0 long tons (16026 m
in the lower yard move laterally toward
the river in five positions. Up to fiv
than 700 feet (213 m) LOA, can be under
simultaneously in this lower yard area.
drydock, which was placed in service in
area for the repair of ships and to sup
requirements of new construction. This
ships up to 750 feet by 110 feet (228 m
lifting capacity of 20,000 long tons (2

Avondale“s lifting capability i
metric ton) floating crane which was re
250-ton (227 metric ton) turnover rig;
and three 160-ton (145 metric ton) whir
yard; and two 150-ton (136 metric ton)
metric ton) whirley cranes in the lower

Avondale has 29 cranes with 50-ton (45 metric

capacity.

Avondale’s steel fabricating fac
capability to fabricate up to
of steel per year. There are four prim
Shop, Beam Shop, Blacksmith Shop, and S
enclosed within steel and concrete buil
square feet (25375 m2). Principal fabr
a panel line, beam welder,
furnaces,

This dock is also;

196,000 tons (177,928 metric

and pickling vats in the structural area.

ng area has two large

o 1,020 feet (311 m) in
or part of one ship can
|of a second ship on

ng completed on position
ard move laterally in

e’s large floating

arge as 1,000 feet by 216
acity of 81,000 long tons
used for repairs, has

has docked a 217-foot wide

-launching construction
ccommodate ships as large
m) with a light weight of
tric tons). Ships built
the river and parallel to
large vessels, greater
construction
| A Panamax floating
11982, is moored in this
port the docking
drydock can accommodate
by 34 m) and has a

320 metric tons).

cludes: a 600-ton (545
ently supplemented by a
225-ton (204 metric ton)
ey cranes in the upper
lus one 125-ton (113
| yard. In addition,
ton) or greater

filities have the

tons)
ry shops: the Plate
eetmetal Shop, which are
ings totaling 273,150
ficating facilities include

stress relieving and normalizing

The

fabrication of structural units is suppprted by two paint and
blast buildings.

Avondale’s nearby Westwego, LA,
building vessels 450 feet (137 m) long
floating drydock with a lifting capacit
metric tons) is available at Westwego f
river boats, and barges.

acility is capable of

y 90 feet (27 m) beam. A
of 3,800 long tons (3861

r repair of small ships,



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81



GENERAL

shipbuilding and repair facil
report as one that is open and has th
drydock, and/or topside repair vessel
overall of 400 feet (122 m), provided
channel to the facility is at least 1
a statistical abstract of data gather
responding to MARAD*s annual survey w
lists the facilities sorted on a coas
information with respect to the size

position, drydock, berth space, emplo
principal shipyard activities.

A major

Table 1 has been prepared to ans
to the number of shipbuilding positio
complete specified ship. With the ex
ship, the ship types listed in Table
delivered to commercial service. Len
given for all ships and, in addition,
indicated for the bulk carriers. As
have several building positions depen
ships being constructed. For example
(366 m by 59 m) basin at Bethlehem’s
accommodate one 265,000-dwt. tanker o
general cargo ships. The total numbe
varies from 113 for the small cargo s
265,000-dwt. tanker. An important con
addressed in Table 1 is the common sh
laying a keel on a building position
by another ship. For example, in a7
complete 610-foot (186 m) containersh
a second ship could be constructed si
production procedure maximizes the us
ties, minimizes the construction peri
of ships that can be produced in a gi
addresses only the number of complete
constructed simultaneously in each bu

Table 2 is a somewhat different
capability. In lieu of actual ships,
to determine the number of shipways o
tabulation, the emphasis is on the nu
facilities available and not on the n
constructed. Again, using Sparrows P
lists the 1,200-foot by 192-foot (366
facility regardless of what type of s
Table 1 indicates that there are six
ship 475 feet (145 m) LOA at Sparrows
indicates that the yard has three ind
constructing a ship about that length
displaying the reduction in the numbe
the maximum ship length increases.

ty is defined in this
capability to construct,
with a minimum length
that water depth in the

feet (4 m). Appendix Bb is
d from 116 companies
hich meet this criteria. It

al basis and displays
and type of each building
ment, and remarks regarding

er the frequent question as
s available to build a
eption of the mobilization
lb are those historically
th overall and beam are
deadweight tonnage is
ngle shipway or basin may
ding on the size of the

the 1,200-foot by 192-foot
parrows Point shipyard can
four of the smaller
ft of building positions
ip to four for a huge
Bideration that is not
ipbuilding practice of
already occupied
O-foot (213 m) basin, a
kp and the stern section of
multaneously. This
b of shipbuilding facili-
pd, and increases the number
en period of time. Table 1
ships that can be
ilding position(s).

resentation of shipyard
maximum ship length is used

basins available. In this
ber of individual

mber of ships that can be
int as an example, Table 2
m by 59 m) basin as one

ip is constructed in it.
uilding positions for a
| Point, whereas Table 2
fividual shipways capable of
> Exhibit 28 is a histogram
fk of available shipways as



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

Maximm Ship Size Berths/Piers Ranarks
(LOA—Beam) Usable Length
SW—Shipway in feet -l/ Type of work usually engaged in
Name and Address @—Graving Drydock
FD—Floating Drydock est 2/ ‘Employment - Mid-1987
MR—Marine Railway Total linear
LL—Land Level Position feet
SL—Syncrolift
EAST COAST
Topside Kepair Yards
Jonathan Corporation 558 1/ General ship repair, particularly
Little Creek Shipyard 16 naval vessels.
Virginia Beach, VA 23455
2/ 20
Jonathan Corporation 700 ‘J/ Ship repair and overhaul.
701 Front Street 1106
Norfolk, VA 23510 (2/ 560
Marine Hydraulics 6 ‘\/ General ship repair.
International, Inc. 2150
800 East Indian River Rd. (2/ 281
Norfolk, VA 23523
Melville Marine Industries 120. I/ General ship repair.
One Little Harbor Landing 1200
Portsmouth, RI 02871 2/ 100
Metal Trades, Inc. 320 * 1/ General ship repair.
P.O. Bax 129 500
Hollywood, SC 29449-0129 2/ 209
* Can do topside repair to vessel
400° in length.
Moon Engineering 550 1/ General ship repair, primarily for
545 Front Street v0) Navy.
Norfolk, VA 23510
2/ &
Moon Engineering 613 ‘1/ General ship repairs.
‘Two Harper Avenue 1226

Portsmouth, VA 23707

2/ 176

109



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79



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

Maximum Ship Size Berths/Piers Remarks:
(LO0A—Beam) Usable Length
SW—Shipway in feet A/ Type of work usually engaged in
Nane amd Address GD—Graving Drydock
FD—Floating Drydock Longest 2/ Employment - Mid-1987
MR—Marine Railway Total linear
LL—Land Level Position feet
sl—Syncrolift
EAST COAST
Repair Yards with
Drydock Facilities
Bath Iron Works Corp. 844 X 136 FD 1000, 4/ Ship repairs and conversion.
Comercial & Franklin Sts. 1500
Portland, ME 04101 2/ 178
Boston Graving Dock Corp. 690 X 92 FD 1020 1/ General ship repair.
256 Marginal Street 3111
East Boston, MA 02128 2/ 50
Boston Marine Industrial 1150 X 120 @ 90 J/ Leases public drydock in former
Park (E.D.1.C.) 2500 Boston Naval Annex to local ship
38 Chauncy Street repair companies.
Boston, MA 02211
2/2
Caddell Drydock & 450 X 70 FD (820 l/ General ship repair.
Repair Company 1900
P.O. Box 327 2/ 170

Staten Island, NY 10310

Colonna’s Shipyard, Inc. (2) 400X 65 MR 300 1/ General ship repairs.
400 E. Indian River Rd. 720 X 84 FD 2675
Norfolk, VA 23523 2/ 587

105



TABLE 2

NUMBER OF SHIPBUILDING WAYS BY LENGTH

(MAXIMUM SHIP SIZE)

90


Exhibit 11

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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 15 years,
Fraser has performed most of the major ship lengthening work on
the Great Lakes. At this shipyard, general ship repair also has
been an important source of revenue.

In 1981, Fraser completed conversion of the CHARLES M.
BEEGHLY from a straight-deck bulk carrier to a self-unloading
bulker for Interlake Steamship Company. In May 1982, Fraser
Shipyards completed conversion of three ships of
U.S. Steel Corporation’s Great Lakes fleet -- the ARTHUR M.
ANDERSON, CASON J. CALLAWAY, and PHILIP R. CLARKE -- to conveyor~
type self-unloaders. Following completion of these vessels,
there was no major repair or conversion work, until the
conversion to diesel power of the GEORGE A. SLOAN which was
completed in June 1985.

In mid-1987, with no work underway in the yard, employment
including salaried personnel totaled only 40 people.

In the early 1980°s, the Fraser yard instituted a major
renovation of its fabrication capabilities including a 40 percent
increase in its platen table capacity and extension of its
railroad trackage to increase steel unloading capabilities by 300
percent. An all-new steel cutting process with hydraulic loading
and unloading tables was installed, as well as major repowering
of the shipyard to support the expanding facilities and to
improve existing capacity. New automated welding equipment and
related modern techniques also were instituted to increase
productivity.

Fraser maintains 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 dock was added in 1973 to build new midbody sections
for the bulk ore freighters under contract for lengthening at
that time. There are 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, as well as 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 barges -- capable of performing repairs on
vessels while they are loading or unloading cargoes in Duluth-
Superior harbor and adjacent ports.

Exhibit 9 is a current plot plan of Fraser’s shipbuilding
and ship repair facilities.

16


Ship repair is considered within the industry as
generally more profitable than ship construction, 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 also have been actively soliciting non-ship
industrial work requiring skills such as steel fabrication,
welding, boiler repairs, and engine 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 grows, 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 each year for
repairs, overhaul, and conversion of Navy 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 nominal future workload increase for both naval and
private shipyards. However, the large size and complexity of
Navy combatant ships naturally restricts participation in this
type of Navy work to a limited number of private yards despite
the current emphasis on public/private shipyard competition in
the repair sector.

Although several firms in the industry are readying their
yards for greater future participation in the Navy repair and
overhaul market, private ship repair capacity in many areas of
the Nation continues to be underutilized.

Repair (with Drydocking) Facilities

Major drydocking facilities are defined in this report as
those yards having at least one drydocking facility that can
accommodate vessels 400 feet (122 m) in length and over, provided
that water depth in the channel to the shipyard itself is at
least 12 feet. These facilities may also be capable of
constructing a vessel less than 400 feet (122 m) length overall.

Appendix B tabulates information updated through 1987 on 32
of these repair yards by coast. Additional information is
available in the Office of Shipbuilding Costs and Production.

Major Topside Repair Facilities

Major topside repair facilities are those that have
sufficient berth/pier space for topside repair of ships 400 feet
(122 m) in length and over, provided that water depth in the
channel to the facility itself is at least 12 feet. These
facilities may also have drydocks and/or construction capability

45



“ONI‘S3INLSNGNI OOSaGV

Exhibit 2

son ni ST
oor's
Lethon
ton rane = x uald
m unié

49



TABLE 1

SHIP CONSTRUCTION CAPABILITY

BY

SHIP TYPES HISTORICALLY DELIVERED TO COMMERCIAL SERVICE

78


HARRISON, to an auxiliary crane ship (T-ACS 1) for the Navy.

This project was completed in May 1984. In August 1983, the
company was awarded a contract from Lambert Point Barge Co., Inc.
to build a 550-foot (168 m) long oceangoing coal topping-off
barge. This 35,000-dwt. self-loading and self-unloading barge
was delivered in late June 1984. Two hydro~pump barges were
delivered to Great Lakes Dredge & Dock Company in December 1986.
These 277-foot (84 m), split hull barges are the largest vessels
of their type in the world. In July 1987, Bay completed the
conversion of an out-of-service oil tanker to a 420-foot (128 m),
self-unloading cement barge for Cement Transit Company.

On October 22, 1984, Sea-Land Service, Inc., signed a
contract to have three 1400-TEU containerships constructed at Bay
Shipbuilding. The keel was laid for the first ship in August of
1985 with delivery in July 1987. The second ship was delivered
September 1987, and the last of the three ships was delivered in
November 1987.

Docking and repairs to the Coast Guard Icebreaker,
MAKINAW, is scheduled for fall 1987 with Great Lakes winter fleet
repair to follow.

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 1,000 feet by 105 feet (305 m by 32 m) and
is the largest such dock in the Lakes. It is serviced by a 200-
ton (182 metric ton) traveling gantry crane and several crawler
cranes. More recently the following facilities were added to the
yard’s modern plant: an additional 2,400 linear feet (732 m) of
new dock wall; an extensive expansion of the fabrication shop
with 200-ton (182 metric ton) bridge crane lifting capacity; new
pipe shop, carpenter shop, and stores distribution center; shot
blast and prime surface treatment line; one-side panel welder;
computer lofting; and 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 730 feet by 105 feet (223 m by 32 m), and
one floating drydock having a lift capacity of 7,000 tons (7112
metric tons) is available which can handle ships up to 640 feet
by 68 feet (195 m by 21 m). There are 7,095 feet (2163 m) of
berthing space for repair and outfitting. The 14 available piers
are serviced by crawler cranes of up to 80 tons (73 metric tons)
capacity each.

At mid-1987, total employment was 980 down from 1,500 a
year earlier. The decrease is due to completion of the first
Sea~Land containership.

Exhibit 6 is a current general arrangement plan showing
Bay Shipbuilding”s facilities.

ll


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Exhibit 23

1ss'

]

—_

MOVEABLE
BULLDINGS:

V5 Tons Tt. |

a

@

WAREHOUSE

TWO WINGWALL
CRANES 38.5
TONS

|

PIER B 477 x 1040"
if ‘3 tors \J |

210° I

ss HARBOR LINE
be t40"

GALVESTON SHIP CHANNEL

40 TONS
STEEL DRY DOCK

40,000 TON LIFT CAPACITY
853' x 164° x 32°

[ew Past |

[oun ue ly

MAIN GATE

| LAY Berta
360°

A-SLIP, 160" COVERED AND 40°
OPEN X 86" ~ SERVICED BY
400 TON CRANE CAPACITY

B-SLIP, OPEN 42' X 63° 1.0 MILE

TODD SHIPYARDS CORP.
GALVESTON DIVISION

STORAGE
1, WAREHOUSE & RECEIVING

3 SLIP 2, MACHINE SHOP
saxpatast_[ 3. PRODUCTION OFFICE

4, SHEETMETAL SHOP

5. BOILER & COMP. HOUSE
6. ELECTRIC SHOP

7. PIPE SHOP

8. WASTE OIL STORAGE

9. PAINT SOTRAGE

MAIN SHOP AREA

SUPPORT AREA

x.

GALVESTON SHIP CHANNEL



° An ll-acre, all-weather steel Production facility for
assembling structures from small, complex components
to 300-ton (272 metric ton) subassemblies;

° A blast and coating shop which provides an enclosed,
environmentally-controlled facility for blasting and
coating modules;

° A fully-equipped wood pattern shop facility;

° One of the largest foundries in the Nation where steel
castings weighing as much as 138,000 lbs. (62597 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
swing of 124 inches (3150 mm) diameter and lengths up
to 68 feet (21 m) between centers.

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;

° 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 and small electrical switchboards
and panels; and,

° A computer center, testing laboratories, and over
1,000,000 square feet (92900 m2) of inside storage
including a 106,000 square foot (9847 m2) automated
material storage facility.

The labor force at Newport News in July 1987 totaled about
25,350.

Exhibit 14 is a current general arrangement drawing
showing major facilities at Newport News.

14. Norfolk Shipbuilding & Drydock Corporation

Norfolk Shipbuilding & Drydock Corporation (NORSHIPCO) has
three shipyards in the City of Norfolk. The largest of the
three, the Berkley Plant covers 100 acres and is located on the
Southern branch of the Elizabeth River. The other two shipyards,
Brambleton and Southern Plants, are on the Eastern branch of the
Elizabeth River.

25



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68


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61



Ingalls” East Bank facility has been in operation since
1938, engaging primarily in construction of commercial cargo
ships and tankers. In 1974, Ingalls completed a series of highly
productive containerships, the last commercial ships built at the
yard. 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 facility has a graving dock which has been
used for construction and overhaul of nuclear-powered submarines,
put is currently being used for ship repair work. A wharf and
four piers serviced by cranes with a 60-ton (54 metric ton)
maximum capacity provide a total of 5,450 feet (1661 m) of
berthing space for outfitting and topside repair.

The newer 600-acre West Bank facility, completed in 1970,
was designed and equipped for series production using state-of-
the-art modular construction methods. The yard is geared to
assembly-line construction of large Navy and merchant ships.

The West Bank yard does not have conventional inclined
shipbuilding ways. Instead, fabricated steel and subassemblies
are brought from the fabrication, panel, and shell shops to the
subassembly area where they are erected into major subassemblies
and preoutfitted; these 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
(including outfitting) in the module assembly area, they are
moved to the integration area where they are erected into a
complete ship. The completed ship is then moved to a floating
drydock (resting on a submerged grid) which is subsequently
floated and moved to a deep-water area where it is ballasted and
the ship launched. The drydock can launch or recover a maximum
ship size of 850 feet by 173 feet (259 m by 53 m). Approximately
4,400 feet (1341 m) of berthing space, serviced by cranes up to
200 tons (182 metric tons) are available for outfitting.

A major productivity improvement program is currently
underway at Ingalls. This 12-month project will enhance the
proven success of modular shipbuilding through construction of
additional facilities and is scheduled for completion in August
1988. About 180,000 square feet (16,722 square meters) of the
shipyard’s slab area will be brought under roof to increase the
amount of early outfitting performed. This area and its support
equipment will be operational by April 1988. In addition to the
covered work area, improved pipe production facilities, a
machinery packaging facility and a new blast and paint station in
the steel fabrication shop are being added. This facility
improvement will maximize the utilization of more efficient
downhand welding and outfitting techniques by increasing early
outfitting of machinery, hardware, ventilation and piping systems
into the ship assemblies; by consolidating the production
process; and by eliminating unnecessary handling and movement of
materials.

18


In order to compete in today’s highly technical ship-
building industry, Tampa Shipyards embarked on an innovative,
expansion program, During 1984, major new facility installations
were completed and integrated into the current ship construction
program.

Recent additions include: a new concrete pier, two
graving docks, two wet berths, additional shops, and an
erection/assembly building. The erection/assembly building is
600 feet by 145 feet by 115 feet (183 m by 44 m by 35 m), and is
serviced by three overhead bridge cranes with a combined lifting
capacity of 1,000 tons (908 metric tons). About 350 feet (107 m)
of this building straddles one of the new graving docks, allowing
pre-assembled units weighing in excess of 500 tons (508 metric
tons) to be erected in a totally enclosed environment.

The company currently has four graving docks operational.
The largest can handle ships up to 896 feet by 146 feet (273 m by
45 m). Two of these four graving docks went into service in the
third quarter of 1984. Each of the two new drydocks can
accommodate a vessel as large as 746 feet by 121 feet (227 m by
37 m).

To provide additional fabricating capability, Tampa Ship
has acquired a long-term lease on the Westinghouse heavy steel
fabricating facility on Tampa”s Westshore. This facility
provides 11 acres of covered fabrication floor, bridge cranes
from 200 to 700 ton (182 to 635 metric tons) capacity, and barge
loading facilities. The building is two hours by tow from Tampa
Ship.

Tampa Ship currently leases two wet berths north of the
main yard at South Slip. These wet berths are 840 feet (256 m)
and 700 feet (213 m) long and are leased from Tampa Port
Authority and Tampa Electric Company.

The yard is also upgrading other areas including
modernization of the steel fabricating, sheet metal, carpentry,
machinery, electrical, and pipe departments, as well as blasting
and painting facilities.

As of October 1, 1987, Tampa Shipyards was gearing up for
the conversion of two freighters to auxiliary crane ships, T-ACS
7 and 8, for the U.S. Navy, a contract which was awarded in
September 1987.

As of mid-1987, 270 people were on the Tampa payroll
compared to 300 in mid-1986.

Exhibit 22 is a general plan of Tampa Ship”s main yard.
Neither the South Slip nor the Westinghouse facility is shown.

35



Exhibit 8

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During construction of a deep-draft ship from 400 to 500
feet (122 to 152 m) in length, advanced zone-outfitting
techniques would be used. Construction and launching would be in
the company’s Yard 4 where a 4,000-ton (4064 metric ton) capacity
Syncrolift is available for launching or retrieving vessels.
Adjacent to the syncrolift is a building site which consists
essentially of a flat concrete slab of sufficient dimensions to
accommodate one ship. The syncrolift, since it is not
sufficiently long for a large vessel in excess of 500 feet
(152 m), would need to be extended in length for longer vessels.
Movement of the ship from the construction site to the adjacent
launching position would be accomplished by hydrolift. A film of
water is introduced in between the lifting platform and the
concrete slab to reduce friction, and trucks and/or winches would
be used to push or pull the vessel sideways onto the syncrolift.
This construction method and the hydrolift movement were used
successfully in the construction of the six Washington State
ferries and oceangoing barges up to 487 feet (148 m) in length.

In addition to the syncrolift, the company operates seven
floating drydocks, the largest of which can handle vessels up to
400 feet by 57 feet (122 m by 17 m)s Usable berthing space for
outfitting and repair work totals 1,505 feet (459 m).

Total employment at Marine Power & Equipment Company in
mid-1987 was 100, compared to 220 a year earlier.

Exhibit 12 is a current general arrangement plan of Yard 4
where the company”s new construction work for vessels 475 feet
(145 m) in length is accomplished.

12. National Steel and Shipbuilding Company

National Steel and Shipbuilding Company (NASSCO), the
largest shipbuilder on the West Coast, participates in the
commercial and U.S. Navy shipbuilding, repair, and conversion
markets. In the marine business since 1945, the company has
expanded several times to occupy 145-acres on the harbor in San
Diego, CA. NASSCO is wholly owned by Morrison-Knudsen Company of
Boise, ID.

In the past, NASSCO has constructed special purpose ships
such as ferries, an oceanographic research ship, special purpose
barges, passenger ships, tugs, minesweepers, dry cargo ships, and
a variety of Navy vessels.

From 1973 to October 1, 1984, NASSCO completed two San
Clemente class (80,500 dwt.) oil/bulk/ore carriers, six Coronado
class (38,300 dwt.) tankers, 13 San Clemente class (90,000 dwt.)
tankers, four San Diego class (188,500 dwt.) tankers, three
Carlsbad class (37,500 dwt.) tankers, three La Jolla class
product carriers (44,000 dwt.), and two Ingram class (37,500
dwt.) product carriers. The San Diego class tankers were the
largest vessels ever built on the West Coast. In July 1983, the
company delivered the SHENANDOAH (AD-44), the last of a series of

21



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88


Employment

Total employment trends over the past seven years in
privately owned U.S. shipbuilding and ship repair yards (Bureau
of Labor Statistics-SIC 373l-figures) are illustrated in the
following table:

1980 Average 178,000
1981 Average 186,700
1982 Average 171,600
1983 Average 147,300
1984 Average 155,900
1985 Average 145,100
1986 Average 136,500
1987 January 132,800
1987 February 132,600
1987 March 128,200
1987 April 125,300
1987 May 126,500
1987 June 124,000
1987 July 123,300
1987 August 125,000
1987 September (Prelim.) 127,000

The Bureau of Labor Statistics (BLS) conducts a random
sampling of employment in SiC 3731 (shipbuilding and ship repair)
industry establishments. From this sample, employment data
extrapolatiois are made and published monthly. It should be
noted that the 1987 projections are preliminary and may be
subject to extensive revision by BLS.

The Maritime Administration monitors employment in the 21
major U.S. privately-owned shipyards in the Active Shipbuilding
Base (as identified in Exhibit 29 of this report) on a monthly
basis. As of September 1987, employment in these 21 yards
totaled 90,407 or approximately 71 percent of the preliminary
overall shipbuilding and repair industry employmeat published for
that month by the Bureau of Labor Statistics.

Ship Repair Industry

While over 200 privately owned firms of varying capabilities
are involved in repairing ships in the United States, only 62
yards are capable of drydocking vessels 400 feet in length and
over. For ships this size, the U.S. shipbuilding and repair
industry is currently operating a total of 61 floating drydocks,
35 graving docks, and 5 marine railways. However, some of these
graving docks are committed to new construction. The large
organizations which have drydocks generally have 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
employment 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.

42


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83



Exhibit

WASSCO SHIPYARD LAYOUT

13

OFF site
FACHITY

a

CHOLLAS CREEK

BLDG NO. BLDG. NO.
1 ADMINISTRATION BUILDING EL) GOVERNMENT TECHNICAL REPRESENTATIVE!
2 PLATE SHOP SHIP'S FORCE WORF. AND STORAGE SUPPORT
4 PIPE SHOP 36 COMBAT SYSTEMS SHOP
6 INSTRUMENT SHOPMOTOR SHOP REPAIR AQ YARD CONFERENCE ROOM
ELECTRICAL SHOP 4B WAREHOUSE
7 SHEETMETAL SHOP'NEW CONSTRUCTION A WAREHOUSE
ELECTRICAL SHOP 45 WAREHOUSE
8 MACHINE SHOP:REPAIR DEPARTMENT REPAIR 31 ENGINEERING
PRODUCTION MANAGEMENT SA QUALITY ASSURANCE
u STORAGE 60 FLAME PLANER SHED
R MAINTENANCE 6) WELDING OFFICE
b ADMINISTRATION ANNEX 8 INFORMATION SYSTEMS
y CARPENTER SHOP. . wh WAREHOUSE
6 PLATEN OFFICE 85 GRITBLAST & PRECONSTRUCTION PRIMER SHOP
DOCKS AND WAYS: ‘BERTHS
BUILDING DOCK } BUILDING WAYS 4 ‘BERTH 1 BERTH 6
1000" x 176" 6 x 115" 600° x 30° DEEP 000° x 35° DEEP
BUILDING WAYS 2 FLOATING DRY DOCK BERTH 2 BERTH 7
675° x 96 585° x 170° 900' x 30° DEEP. 150" X 23° DEEP
BUILDING WAYS 3 40" CLEAR BERTH 3 BERTH 8
906" x 115° . BETWEEN WINGWALLS) 560° x 30° DEEP 300° x 23" DEEP
BERTH 4 BERTH 9
625° x 30° DEEP 700" x 28° DEEP
BERTH 5 BERTH 10
950° x 35° DEEP 650" x 28° DEEP

60


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84


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

(Wessels 400° in Length and Over)

Maximum Ship Size Berths/Piers Remarks
(104—Beam) Usable Length
SW—Shipway © in feet A/ ‘Type of work usually engaged in
Name and Address @—Graving Drydock
FD—Floating Drydock Longest 2/ Employment - Mid-1987
MR—Marine Railway Total linear
LL—Land level Position feet
SL—Syncrolift
WEST COAST
Repair Yards with
Drydock Facilities
AK-WA, Inc. 500X 84 FD 1000, 1/ Ship repair and conversion.
401 Alexander-Bldg. 588 . 3200
P.O, Box 872 2/ 144
Tacoma, WA 98421
Continental Maritime of 750 X 134 FD 1100 at Ship repair and conversion.
San Francisco, Inc. 4100 *
Pier 50-54 2/ 820
San Francisco, CA 94107
* Pier space long-term leased from
San Francisco Port Comission.
Hunters Point 705 X 82 @ 1390 1/ Ship repairs, overhaul, and
Naval Shipyard 986 X 108 @ ZOO ~ conversion.
San Francisco, CA 94124 1088 X 138 @
(2) 416 X 56 @ 2/ WA
416 X 71 @
Facilities leased to private ship
repair firms on an as-needed basis.
Marine Power & 400 X 60 FD OO 1/ General ship repairs.
Equipment Yard No. 1 510
1441 N. Northlake Drive 2/ 10
N. Seattle, WA 98103
Maritime Contractors, Inc. 400 X 60 FD 1330 1/ General ship repair.
201 Harris Avenue Bo ~
Bellingham, WA 98225 2/ 9
Pacific Drydock & 400 X 52 FD 600 ‘J/ Ship and barge repairs.
Repair Co. 1155

321 & 1441 Embarcadero
Oakland, CA 94606

2/ lo

119



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Name and Address

(Vessels 400° in Length and Over) .
Maximum Ship Size Berths/Piers Remarks
(LoA—Beam) Usable Length
SW—Shipway in feet A/ Type of work usually engaged in

@—Graving Drydock
FD—Floating Drydock
MR—Marine Railway

est
Total linear

2/ Employment - Mid-1987

LL—Land level Position feet
SL—syncrolift
WEST COAST
Topside Repair Yards
Lake Union Drydock 1000 ‘J/ Ship repair and conversion.
1515 Fairview Avenue East 4235
Seattle, WA 98102 2/ 58
Larson Boat Shop 40 ‘1/ Ship and boat repair.
1046 S. Seaside Ave. 600
Temminal Island, CA 90731 (2/125
Pacific Fishermen, Inc. 300 1/ Construction and repair of small
5351 24th Avenue 1300 vessels. Topside repair of large
Seattle, WA 98107 vessels.
2/ 83
Service Engineering Co. 8 ‘1/ General ship repair and
P.O, Box 7714 2450 conversion.
San Francisco, CA 94120
2/ 471

122


In 1986, several facility improvements, slated toward
further adaptation of product oriented ship construction, were
undertaken or completed. Among these were: construction of an
entirely new ferrous pipe shop; construction of a "pallet"
marshalling yard; extension to the steel fabrication shop for
indoor pre-outfit of assemblies; and, rearrangement of machinery
and work areas to suit process lane building techniques, Future
Plans include additional blast and paint facilities and a new
warehouse. The company is moving to change the entire technology
by which ships are built at Penn Ship.

The extreme north end of the facility, which is not needed
for shipbuilding activities, was converted in 1986 to a shipping
terminal under a separate company, Penn Terminals, Inc. Loading
and unloading of cargo for various ship owners commenced with
offloading of steel slabs and loading of palletized drums of oil.
Business at Penn Terminals has increased steadily since its
inception in September 1986.

Employment at Pennsylvania Shipbuilding totaled 1,870 at
mid-1987, compared with 1,200 a year earlier.

Exhibit 16 is the latest available layout of the plant and
facilities at Pennsylvania Shipbuilding Company.

16. Peterson Builders Incorporated

Peterson Builders, Inc. (PBI) of Sturgeon Bay, Wisconsin,
is a well known Great Lakes shipyard which has steadfastly
maintained its reputation for quality, diversification, and
innovation since 1933.

Peterson Builders, Inc., is a privately owned, full
service, construction and repair shipyard which serves the
government, commercial, and service industries with its
construction capabilities in wood, steel, fiberglass and
aluminum, as well as its design and production expertise. Their
continuing backlog of ship construction complemented by
conversion, repair, and special projects of unique assembly
fabrications, enables PBI to maintain an excellent labor force of
the highest standards and keep pace with the latest technologies
and developments in the industry. In modular as well as
traditional construction techniques and operational functions,
Peterson Builders complies with numerous Mil-Q government
standards and has earned Certification Status from the U.S. Navy
for other procedures and capabilities.

The main yard with seven acres of buildings provides
inside construction and production facilities; total area is 13
acres. Extensive waterfront facilities provide berthing for
vessels up to 900 feet (274 m) in length. PBI operates two side
launching shipways; one can accommodate a maximum ship length of
500 feet (152 m) and the other 225 feet (69 m). Also, inside

29



ADDSCO Industries, Incorporated

ADDSCO
of a group of

Industries, Inc., is the)
marine-related companies
under the new name in 1984. Alabama D
Corporation, is the repair and convers
Alabama Maritime Corporation is the ne
Prior to 1984, the shipyard was referr
and Shipbuilding Company.

Both the repair and new constru
located on the Tenn-Tom Waterway, acro
Alabama, about 30 miles from the Gulf

Since 1916 the yard has construc
(both commercial and Naval), barges an
years, the company has continued its f@
mainly the upgrading and modernization)
piers, shops, and equipment.

In 1985, Alabama Maritime complet
work for five 30,000 dwt. T-5 tankers
Shipyards. During the past two years,
Shipbuilding Corporation was awarded s@¢
overhaul, and reactivation contracts a
commercial drydocking and repair jobs.

Inc., and it
each of which
90 feet (160
handle vessel

ADDSCO Industries,
side-launching shipways,
ship size of 523 feet by
launch shipway which can
90 feet (189 m by 27 m). There are tw
available for repair and conversion; t
accommodate a ship size of 750 feet by
There is also 9,370 feet (2856 m) of b
finger piers for topside repairs. ADD
subsidiaries have 19 revolving gantry
to 75 tons (67 metric tons) to service
areas. A 275-ton (250 metric ton) Gol
straddles the slip between piers K and
construction and outfitting.

th

Mobile Giant Erectors, Inc., al
ADDSCO Industries, operates the largest
on the Gulf Coast. This twin-boom luff
(91 m) high booms and the capability o
tons at a radius of 175 feet (53 m) gi
ability to serve the heavy construction
the heavy offshore structures required

At mid-1987, combined employmen
subsidiaries that handle ship construc
Alabama Dry Dock and Shipbuilding Corp
Alabama Maritime Corporation (new cons

parent or holding company

which were reorganized

y Dock and Shipbuilding

on subsidiary while
construction facility.

d to as Alabama Dry Dock

tion facilities are
s the River from Mobile,
£ Mexico.

ed a variety of ships
drill rigs. In recent
cility improvements,

of existing drydocks,

ed the deckhouse steel

nd delivered them to Tampa
Alabama Drydock and

veral Navy conversion,
well as a number of

subsidiaries operate four
can accommodate a maximum
by 27 m) and one end-

as large as 620 feet by
floating drydocks
e larger of the two can
100 feet (229 m by 31 m).
rthing space at seven
CO Industries and its
ranes with capacities up
the shipways and berthing
ath bridge crane which

L is utilized for

© a nearby subsidiary of
capacity lifting facility
ing derrick with 300-foot
handling 1,400 metric

es ADDSCO Industries the
industry and to construct
in today’s market.

totaled 590 at the ADDSCO
ion and ship repair--
ration (repair work) and
ruction).

Exhibit 2 is a current general arrangement plan of these

two ADDSCO facilities.



o Pennsylvania Shipbuilding Company

In 1986 facility improvements completed included:
construction of a new ferrous pipe shop; construction of
a "pallet" marshalling yard; extension of the steel
fabrication yard for indoor pre-outfit of assemblies; and
rearrangement of machinery and work areas to suit process
lane building techniques. Future plans include
additional blast and painting facilities and a new
warehouse.

o Portland Ship Repair Yard (PSRY)

The PSRY is preparing to expand its modular construction
capability by an additional 75 acres, located about six
river miles downstream at its Rivergate Industrial Park.
This facility will be suitable for constructing ship
modules to 5,000 ton (5,084 metric tons) which can be
crawler transported, barge loaded, and joined and
launched on its No. 4 drydock. In July 1986, a launch
system consisting of a 3,000 foot (915 m) roadway, a
launching bridge and a dock structure was placed in
operation for use in the module construction industry.
Also a new layberth facility was added in 1986 which can
accommodate two 1,100 foot (335 m) VLCCs in lay-up
status.

Ingalls Shipbuilding Division/Litton Systems, Inc.

A major productivity improvement program is currently
underway at Ingalls. This 12-month project will enhance
the proven success of modular shipbuilding through
construction of additional facilities and is scheduled
for completion in August 1988. About 180,000 square feet
(16,722 square meters) of the shipyard’s slab area will
be brought under roof to increase the amount of early
outfitting performed. This area and its support
equipment will be operational by April 1988. In addition
to the covered work area, improved pipe production
facilities, a machinery packaging facility, and a new
blast and paint station in the steel fabrication shop are
being added.

Bath Iron Works

A new pre-outfit building of 200 feet by 410 feet (60 m
by 125 m) was opened in 1987 at BIW. This building has
18 work stations for 216-ton (219 metric ton) erection
units. BIW also added in 1987 a new 220~ton (200 metric
ton) capacity revolver crane to serve the third shipway.
The shipway can accommodate a ship 650 feet by 88 feet
(198 m by 27 m).

44


SIGNIFICANT SHIPYARD ACTIVITY

As of October 1, 1987, there was only one commercial vessel
over i,UUU gross tons under construction in the U.s. This was a
containership scheduled for delivery in November 1987. Exhibic
27 illustrates the overall decline since the mid-.¥70"s in both
the number of vessels and gross tonnage of the me-chant ship
orderbook in the United States.

Un October 1], 1987, there were 78 major combat and auxiliary
ships under construction or on order for the Navy, 19 of which
were T-Ships. In addition, seven merchant ships vere under
contract for major reconstruction to T-Ships for the Navy. (The
prefix "f" designates civilian-manned ships either operated by or
under charter to the Military Sealift Command.) zxamples of
types of vessels involved in the T-Ship program are: auxiliary
crane ships, hospital ships, fleet oilers, and oc2an surveillance
ships. The T-Ship projects have provided much ne2ded near-term
relief to U.S. shipbuilders, particularly those yards which have
traditionally relied on construction of new oceanzoing merchant
ships.

Other major new construction activity in U.S. shipyards in
October 1987 was the five medium-endurance cutters in production
for the Coast Guard.

Despite the continuing worldwide shipping recession and
uncertain near-term future prospects, the U.S. shipbuilding and
ship repair industry in FY 1987 invested over $15) million in
facilities modernization and expansion and, as of July 1, 1987,
planned to spend at least an additional $70 million during the
year ending June 30, 1988.

Since enactment of the Merchant Marine Act of 1970, the
U.S. shipbuilding and ship repair industry has invested
approximately $4.1 billion in plant modernization and
improvements. These investments have significantly increased the
capacity, capability, and productivity of the industry. With the
slump in commercial ship construction, the emphasis in recent
years has been on expansion of ship repair, overhaul, and
conversion facilities.

MAJOR SHIPBUILDING FACILITIES

Following is a brief description of 24 of the major U.S.
commercial shipbuilding facilities. Exhibit 1 illustrates the
geographical location of these 24 shipyards and Exhibits 2
through 26 are general arrangement plans of each yard’s
facilities.


During World War II, Todd-LA built 10 major Navy auxiliary
ships including destroyer tenders (AD) and repair ships (AR).
Since that time, this shipyard has engaged in construction,
conversion, and repair of both commercial and Navy ships. On the
commercial side, the company built five cargo ships, eight
product tankers, and several barges and specialty craft.
Commercial reconstruction included eight conversions from cargo
ships to container vessels, a LPG forebody, and numerous midbody
projects.

In the 195U%s and 1960%s, in addition to the conversion of
several major Navy auxiliary ships, the yard constructed nine
destroyer-type vessels. Since the late 1970%s, the Navy has
awarded Todd-LA contracts to build a total of 18 sophisticated
guided missile frigates (FFG-7 class). As of October 1, 1987,
one of these ships remained in production. This frigate is
scheduled for delivery in June 1989.

During the past three years, Todd-LA has performed repair
and overhaul work on several types of naval combatant and
auxiliary vessels, as well as post shakedown availability work on
guided missile frigates and AEGIS class guided-missile cruisers.
Reconstruction of the RO/RO vessel, SS MATSONIA, was completed
and the vessel redelivered in October 1987.

Over the past 15 years, the yard has pursued an ongoing
facilities expansion and modernization program in parallel with
shipbuilding, conversion, and repair work. The inclined building
ways and supporting cranes were modified from three ways, limited
to 1950-60 era maritime construction and destroyer class
newbuildings, to two ways capable of "Panamax" and cruiser class
construction. Complementing the pbuilding ways capabilities
expansion, the upland construction areas have been developed into
a fully-equipped sophisticated production line, including
integrated process flow lanes and work stations for fabrication
and full pre-outfitting of modules prior to erection on the
building ways.

Shops have been extended in size, platens expanded,
craneways extended, and numerically-controlled manufacturing
machinery added. One of the first robotic production welding
centers in U.S. shipbuilding is also in full operation. Line
heating technology was fully implemented in early 1986.

A full computer-aided engineering center is operational,
providing numerical control for lofting and automated machinery
for production, as well as design and production services.
Production planning, purchasing, and material control systems are
also computer assisted.

The most recent facility expansion project in this program
is the addition of a land-level ship lift (Syncrolift) transfer
facility. The presently completed phase of the facility includes
a shiplift platform 655 feet by 106 feet (200 m by 32 m) with a

38


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

Maximum Ship Size Berths/Piers Remarks
(l0A—Beam) Usable Length :
SW—Shipway in feet A/ Type of work usually engaged in
Name and Address @—Graving Drydock
FD—Floating Drydock Longest 2/ Employment - Mid-1987
MR—Marine Railway Total linear
LL—Land level Position feet
SL—Syncrolift
WEST COAST
Shipbuilding Yards
Todd Pacific Shipyards (2) 725 X 87 SW 70, J/ Modular ship construction,
Los Angeles Division 826 X 147 LL 6175 conversion, and repairs - all
710 Front Street 545 X 116 LL types of vessels.
San Pedro, CA 90733 7il X 86 FD
655 X 106 SL 2/ 1,548
Todd Pacific Shipyards 600 X 96 W* (1400 ‘1/ Ship construction, repairs, and
Seattle Division 420 X 62 FD 6017 conversion — all types of vessels.
1801-16th Avenue, S.W. 650 X 84 FD
Seattle, WA 98124 943 X 133 FD (2/ 930

* Max. ship size is 600° X 9%”
using two 450° X 50° Sus.

118


8. General Dynamics Corporation — Electric Boat Division

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

9. Ingalls Shipbuilding Division/Litton Systems, Incorporated

The Ingalls Shipbuilding Division of Litton Systems, Inc.,
is located on the Gulf of Mexico in Pascagoula, MS. Ingalls is a
diversified shipbuilding facility experienced in the
construction, modernization, conversion, and overhaul of Navy
warships and auxiliaries. In addition, the shipyard participates
in ship system analysis and ship conceptual and detail design.
Ingalls was a pioneer in the application of modular construction
in the U.S. shipbuilding industry.

Shipbuilding for the U.S. Navy is now this shipyards
primary business. Specializing in highly sophisticated naval
combat ships, Ingalls has become one of the Nation’s foremost
designers and builders of destroyers, cruisers, and amphibious
assault ships.

Between 1975 and October 1987, Ingalls designed, built,
and delivered to the Navy 48 surface combatant ships. These
included 31 Spruance class (DD-963) destroyers, four Kidd class
(DDG-993) guided missile destroyers, five Tarawa class (LHA-1)
amphibious assault ships, and eight CG-47°s, a new class of Aegis
guided missile cruisers.

During 1981 and 1982, 13 jackup drill rigs and four
semisubmersible drill rigs were also delivered to six offshore
drilling companies.

In April 1985, Ingalls completed the complex modernization
and reactivation of the World War II battleship, IOWA, and in
August 1986 was awarded a contract to reactivate the WISCONSIN,
its sistership.

As of October 1, 1987, the company held orders for seven
additional Aegis cruisers. The last of these ships is scheduled
for completion in 1992. In May 1985, Ingalls laid the keel for
the lead ship of a new class of multi-purpose amphibious assault
ships, the LHD-1, an Ingalls” design. Delivery is scheduled for
the end of 1989, In September 1986, the yard was awarded a
contract to build a second LHD scheduled for delivery in 1992,
and has options to build the third and fourth ships of the class.
In May 1987, the Navy selected Ingalls as its second source for
the new DDG 51 class guided missile destroyer to be delivered in
1991. In June 1987, the yard was awarded a contract to build,
install, and test a CG-47 propulsion plant for the Great Lakes
CG-47 Training Facility. Ingalls also has a regular workload of
Navy overhauls and repairs.

17



5. Bethlehem Steel Corporation ~ Beaumont Yard

This shipyard, located on the Neches River in Beaumont,
Texas, was established in 1917 by Beaumont Shipbuilding and
Drydock Company, which built Cl-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 oil and gas facilities. The
Beaumont plant has been one of Bethlehem’s most successful
operations and has been a world leader in production of offshore
drilling rigs and drillships. It is also an experienced builder
of barges, primarily of the sophisticated tank type required by
Gulf Coast industries for the transportation of liquid and bulk
chemicals.

Beaumont is also experienced in fabrication of non-ship
industrial products such as process and pressure vessels, oil and
LPG storage tanks and spheres, rotary cement kilns, and blast
furnace structures. Its bending~roll capacity and stress-
relieving furnace are among the largest in the South.

Bethlehem-Beaumont has delivered more than 50 jackup
drilling units since building its first jackup rig in 1954 and
has also designed and built both semisubmersibles and drillships.
The yards last drilling rig was delivered in November 1982.
Since then, shipyard”s work for the depressed offshore oil
industry has declined.

In November 1982 and January 1983, the Navy awarded
Bethlehem Steel Corporation contracts to reconstruct five Maersk
Line RO/RO ships to maritime prepositioning ships, as part of the
Navy’s program to support the Rapid Deployment Force. Two of
these five ships were converted at the company’s Beaumont yard,
with some of the work subcontracted to Todd-Galveston. Each
vessel was lengthened 157 feet (48.8 m), and the depth was
increased from 54 feet (16.4 m) to 70 feet (21.3 m). Work on the
first ship, the ELEO MAERSK (renamed the PFC. WILLIAM B. BAUGH)
began in January 1983; and the reconstructed vessel was
redelivered in October 1984. Work on the second ship, the EMILIE
MAERSK (renamed the lst LT. ALEXANDER BONNYMAN, JR.) started in
August 1983; and the reconstructed vessel was redelivered in
September 1985.

The Beaumont Yard is highly mechanized. In the early
1970%s the company installed a multimillion-dollar panel line and
new material handling facilities. During the past several years,
other capital improvements included: installation of a CNC
plasma burning machine, larger plate bending rolls, larger
overhead bridge cranes, pipe burning and bending equipment, an
additional pipe fabricating shop, better and more automatic
welding equipment, an updated electrical distribution system,
mobile cranes, better building platens, automated air
compressors, a CAD/CAM system, and an extensive computer network
for use in engineering, planning, estimating, and material
control.

12


Introduction

In compliance with the Merchant Marine Act of 1936, as
amended, 1/ the Maritime Administration (MARAD) conducts an
annual survey to obtain information ftom the shipbuilding and
ship repair industry to be used primatily to determine if an
adequate mobilization base exists for national defense and for
use in a national emergency. This report on the 1987 survey of
U.S. shipyard facilities was prepared| by the Division
of Production, Office of Shipbuilding) Costs and Production, and
is for general use within the Maritimé Administration and other
Government agencies.

1/ Section 210

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

Section 211

“The Secretary of Transportation’ is authorized and directed
to investigate, determine, and keep cyrrent records of ...
(g) The number, location, and efficiency of the shipyards
existing on the date of 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
a year, as required for purposes of the Act, survey the existing
privately-owned shipyards capable of wperchant 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 emergen¢y."



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

(Vessels 400° in Length and Over)

Maximm Ship Size Berths/Piers Remarks
(oA—Beam) Usable Length
‘Sv—Shipway in feet ‘/ Type of work usually engaged in

FD—Floating Drydock Longest (2/ Employment - Mid-1987

MR—Marine Railway Total linear

LL—Land Level Position feet

sL—Syncrolift
EAST COAST

Topside Repair Yards

Associated Naval 400 1/ General ship repair and overhaul.
Architects 1390
3400 Shipwright Street 2/ 93
Portsmouth, VA 23703
Braswell Shipyards 720 J/ Ship repairs and conversion.
3 Braswell St. 1080
Charleston, SC 29405 2/ 197
Delta Marine, Inc. 1000 L/ General ship repair.
P.O. Bax 2191 1650
Wilmington, NC 28402 2/49
Eastern Technical 600 1/ Ship repair, overhaul, and
Enterprises 600 modification.
2429 Ferry Rd.
Virginia Beach, VA 23455 2/ 56
General Ship Repair Corp. 435, ‘1/ General ship repair.
1449 Key Highway 845
Baltimore, MD 21230 2/ 42
Gowen, Inc. 500 ‘1/ General ship repair.
72 Comercial Street 1500
Portland, ME 04104 2/
JOMAR Corporation of 500 ‘A/ General ship repair.
Tidewater 500

P.O. Box 5119
Suffock, VA 23435

2/ 8

108


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four Gompers class destroyer tenders built at NASSCO; and in
March 1984, a large cable repair ship, the ZEUS (T-ARC-7), was
delivered to the Navy.

In 1982, NASSCO was awarded contracts to convert three
Waterman RO/RO containerships into maritime prepositioning ships
to support the DOD Rapid Deployment Force. The first of these
ships, renamed the SGT. MATEJ KOCAK, was redelivered in October
1984. The second and third Waterman ships, renamed the PFC.
EUGENE A. OBREGON and the MAJ. STEPHEN W. PLESS, were redelivered
in January and May 1985, respectively.

Also in 1982, the Navy awarded NASSCO contracts to
reconstruct three former Sea-Land SL-7 class containerships into
T-AKR fast sealift ships. The first of the ships, the USNS ALGOL
(T-AKR 287), was completed and turned over to the Navy in June
1984. The second vessel, the USNS BELLARIX (T-AKR 288), was
redelivered to the Navy in September 1984. The Last of the three
T-AKR’s, the USNS REGULUS (T-AKR 292), was redelivered in August
1985.

In 1983, the Navy awarded contracts to NASSCO to convert
two 90,000-dwt. San Clemente class tankers into 1,000-bed
hospital ships (T-AH). The first vessel, U.S.N.S. MERCY, was
redelivered in December 1986. The second vessel, U.S.N.S.
COMFORT, was redelivered in December 1987.

In August 1984, Exxon Shipping Co. signed a contract with
NASSCU for construction of two new 209,000-dwt. crude oil
carriers which were delivered in December 1986 and April 1987.

In January 1987, NASSCO was awarded a contract to
construct an AOE 6 class fast combat ship (with options for an

additional three ships). Construction of the first vessel will
commence in early 1988 with delivery in 1991.

Repair and overhaul work in 1986 and 1987 consisted
principally of Navy contracts. As of October 1, 1987, NASSCO was
performing overhaul and repair work on three Navy vessels.

In the fourth quarter of 1983, NASSCO placed in operation
a new 25,000-ton (25400 metric ton) floating drydock which has
enabled the yard to respond more fully to both Navy and
commercial ship repair markets. Additionally, in 1985 an
automated steel plate and shape, blast and prime line was added.
In 1986 an automated pipe silo was installed and the pipe shop
was improved and expanded.

NASSCO’s facilities include a pbuilding dock in which ships
up to 980 feet by 170 feet (299 m by 52 m) can be constructed.
In addition, the company operates three inclined building ways.
Two of these can accommodate a maximum size ship of 900 feet by
106 feet (274 m by 32 m) and one a ship size of 690 feet by 90

22


Avondale has invested heavily in tacility improvements
since 1970. Recent significant improvements include, among
others, a new enlarged machinery and piping module assembly
building, a non-ferrous pipe fabrication shop to supplement the
semi-automated pipe shop, new plasma arc burning equipment, and a
new fabricated beam shop.

Avondale has similarly continued its technology transfer
and investment program and completed its direct technology
transfer program with Ishikawajima-Harima seavy Industries Co.,
Ltd. (LHI) of Japan. The program is fully implemented in the
current construction of the T-AU 187 class ships. The
construction system is supported by the SPADES system of fairing
and parts generation, CADAM drafting system, CUOPICS material
control system, and the diversified CIPREC Management Information
System.

In July 1987, the total labor force was 6,45U, up from
about 5,600 a year earlier. Employment is expected to increase
as construction escalates on the LSD’s.

Exhibit 3 is a current arrangement plan of Avondale’s main
plant.

3. Bath Iron Works Corporation

Bath lron Works Corporation, a wholly-owned subsidiary of
Bath Acquisition Corporation, which is itself a subsidiary of
Batn Holding Corporation, is located on the Kennebec River in
Bath, Maine. The small iron foundry which was established on
this site in 1826 became Bath Iron Works, Ltd., in 1884, and the
first shipbuilding began in 1889. This yard has a history of
proven diversity, having constructed various type of ships
including roll-on/roll-off cargo vessels, containerships,
tankers, dredges, barges, fishing vessels, destroyers, guided
missile frigates, and Aegis cruisers. Bath has built a total of
19% surface combatants for the Navy.

The last commercial ships built at the yard were two
34,000-dwt. product tankers, the FALCON LEADER, delivered in
August 1983, and the FALCON CHAMPION, delivered in January 1984,

Bath Iron Works is an industry leader ir design,
construction, and modernization of destroyer-type vessels for the
U.S. Navy. BIW was 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 23 additional
FFG-7 class frigates, the last of which was delivered in 1987.

The Navy in 1982, selected Bath Iron Works as its second
source for the high-technology CG 47 class Aegis cruiser program,
awarding the company contracts to build two of ttese Ticonderoga
class cruisers (CG-51 and CG-58). The CG-51, THOMAS S. GATES,


For major ship construction, the company’s Berkley Plant
Operates a horizontal building way which can accommodate ships as
large as 500 feet (145 m) in length with a beam up to 80 feet
(24.4 m). The vessels are constructed on the flat building
position and end-launched in one piece hydraulically into a
floating drydock.

The largest of the company’s marine railways, located in
the smaller Brambleton Plant, can accommodate a vessel 460 feet
by 70 feet (140 m by 21 m) with a lifting capacity of 6,000 long
tons (5580 metric tons).

At the company’s yards, a total of 12,170 feet (3709 m) of
berthing space is available at several piers for outfitting and
repair.

NORSHIPCO“s workforce totaled 3,370 in June 1987, up from
3,200 a year earlier.

Exhibit 15 is a current plan of the Berkley Plant, the
largest of the company’s three plants.

15. Pennsylvania Shipbuilding Company

Pennsylvania Shipbuilding Company came into existence in
February 1982 when its parent company, Paden, Inc., acquired this
Chester, PA, yard from the ailing Sun Ship, Inc. In April 1984,
a private investment group, based in Mobile, AL, acquired a
majority interest in the parent company, and thus in Pennsylvania
Shipbuilding Company. The parent company’s name was changed to
Capital Marine Corporation.

Pennsylvania Shipbuilding Company is one of the largest
and best equipped shipyards in the country. It covers 150 acres
on a mile of the Delaware River waterfront, just south of
Philadelphia, PA. During World War II, some 40,000 people worked
in the yard which launched one ship per week.

In its 66 years of operation, the shipyard designed and
constructed more than 650 vessels, mainly commercial ships. In
later years the yard specialized in the design and construction
of RO/RO ships and medium-size tankers. In addition to its
shipbuilding, conversion, and repair capabilities, the company
also manufactured heavy industrial products.

In 1976, completion of a major capital improvement program
enhanced the shipyard”s ability to fabricate larger, more
sophisticated ships. This program provided 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 level shipbuilding slab has two sections. In
this shipyard, 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

27



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was delivered in August 1987. Five additional cruisers of this
class are on order - the last of which is scheduled for delivery
in 1992.

In 1985, BIW was selected as the lead shipbuilder for the
design and construction of the Navy’s |Arleigh Burke class guided
missile destroyer (DDG-51) program. ctual construction of the
lead ship started in September 1987 with delivery scheduled for
1989. Also, a contract for another DG was awarded to BIW in
September 1987.

In 1974, Bath completed a majoq expansion and
modernization program. The upgrading jof facilities included the
reconstruction of two shipways to accqmmodate ships of 700 feet
(213 m) in length with a maximum beamjof 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 jton) level-luffing crane
with sufficient outreach to erect units on both shipways; and new
steel fabrication shops and equipment that have increased steel
throughput capacity by 50 percent. Td accommodate its
accelerated naval shipbuilding program, BIW in 1979 began an
additional facilities improvement program which continued into
1981. Included in the earlier stage df 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.

More recent improvements were a4n additional blast and
paint facility and two 300-foot by 60+foot (91 m by 18 m) platens
with movable covers.

A new pre-outfit building of 200 feet by 410 feet (60 m by
125 m) was opened in 1987. This building has 18 work stations
for 216-ton (219 metric ton) erectionjunits. BIW also added in
1987 a new 220-ton (200 metric ton) capacity revolver crane to
serve the third shipway. The shipway|jcan accommodate a ship 650
feet (198 m) in length with a beam of (88 feet (27 m).

For drydock work at its main yard, there is an 8,400-ton
(8534 metric ton) floating drydock thd4t can handle ships up to
550 feet by 88 feet (168 m by 27 m). \Two wharves and a pier
provide a total of 2,150 linear feet (655 m) for outfitting and
repair work.

Complementing its shipbuilding activities, BIW has a fully
staffed Overhaul Division and Industrdal Products Division.

BIW operates two support facilities in West Bath,
located three miles (4.8 km) from the |Main plant. The 33-acre
Hardings Fabrication Plant is where the initial steel fabrication
takes place. Steel is blasted and coated, cut, straightened, or
shaped. The steel is then transported to Bath by truck or rail
where it is joined together into subagsemblies for final erection



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MAJOR U.S, SHIPBUILDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

Violet, LA 70092

Maximum Ship Size Berths/Piers Remarks
(0A—Beam) Usable Length
SW—Shipway in feet A/ Type of work usually engaged in
Name and Address @—Graving Drydock
FD—Floating Drydock Longest 2/ ‘Employment ~ Mid~1987
MR—Marine Railway Total linear
LL—Land Level Position feet
SL—Syncrolift
GULF COAST
Topside Repair Yards
International Ship Repair 615, J/ General ship repair.
& Marine Service, Inc. 675
1616 Perry Street 2/ 10
Tampa, FL 33005
McDermott Shipyard OO J/ Construction and repair of tugs,
P.O. Box 188 1170 supply boats, barges, and drill
Morgan City, LA 70381 rigs.
2/ 405
Newpark Shipbuilding 5 1/ Small vessel construction and
P.O. Box 5426 1600 repairs.
Houston, TX 77012
2/ 180
Port Allen Marine 500 A/ General ship repair.
Service 1940
P.0. Bax 108 (2/ 120
Port Allen, LA 70767
Textron Marine Systems 900 1/ General ship repair.
6800 Plaza Drive 1500
New Orleans, 1A (2/ 328
70127-2956
Vessel Repair, Inc. 1100 I/ General ship repair.
P.O. Box 2207 2100
Port Arthur, TX 77640 2/45
Violet Dock Port, Inc. 1000 ‘1/ General ship repair.
P.O, Box 357 4000

2/ 35

116


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69



In November 1977, this shipyard completed the last of a
series of five 1,100-foot (335 m) crude carriers (MA Design T10-
S-101b), among the largest tankers ever built in the United
States. In 1979 and 1980 two containerships (MA Design C8-S-85d)
were completed and delivered to Farrell Lines. Since 1979,
Sparrows Point has built six Bethlehem-design offshore drilling
rigs and six 47,000-dwt. oceangoing tug/barge tankers
(Construction of the tug portion was subcontracted to Halter
Marine).

In 1985, the yard completed the major conversion of three
Maersk Line RO/RO ships to maritime prepositioning ships, as part
of the Navy’s MPS program to support the Rapid Deployment Force.
Each vessel was lengthened 157 feet (48.8 m), and the depth was
increased from 54 feet (16.4 m) to 70 feet (21.3 m). The first
of the ships, renamed the CPL. LOUIS J. HAUGE, JRK., was
redelivered in September 1984; the second ship, the PFC. JAMES
ANDERSON, JR., was redelivered in March 1985; and the third
vessel, the PVT. HARRY FISHER, was redelivered in September 1985.

In addition, during 1985, the yard completed the
reflagging of five Barber Steamship Lines RO/RO vessels for the
Ready Reserve Fleet, the repair of a collier, and the overhaul of
a Navy vessel.

In 1986, the yard completed the construction of two feeder
barges and repairs on five tug boats, one RO/RO prepositioning
ship, one general cargo vessel, one crane ship, one tanker, and
two vessels for the City of Baltimore.

As of October 1, 1987, the yard was in the process of
constructing two oceanographic survey ships (T-AGS) for the U.S.
Navy, and tunnel sections for the Hampton Roads Tunnel Complex
for the State of Virginia. These projects are expected to be
completed in 1988. In addition, the yard was repairing a dredge.

With its range of skills, tools, and facilities, this yard
has been called upon regularly by various industries to produce
large-scale steel fabrications, 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; such as, establishing new production and
material 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
new 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 plasting-coating
equipment, and expanded machine shop and pipe shop. During the
third quarter of 1985, the yard completed the dredging of berth
areas, approach channels and in-yard channels.

14


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97



The company’s technical pionee
continuing with the use of computer sak
manufacturing systems, such as integra
and automate the process of designing

Ingalls Shipbuilding Division

1987 employed a total labor force of
year earlier.
Exhibit 1U is the current gene

facilities in the Ingalls East Bank a

10.

ing
ded
ted
and

in shipbuilding is
design and

CAD/CAM, to streamline
building modern ships.

f£ Litton Industries at mid-
1,850, down from 12,700 a
al arrangement plans of

d West Bank facilities.

ulf Marine Division

Marathon LeTourneau Company - 6
t

Marathon Manufacturing Company,
production of offshore drilling rigs,|
shipyard, the Gulf Marine Division, i
several million dollars. This 133-ac
Brownsville, TX, and has a 2,100-foot
Brownsville ship channel. Since it w
yard has built and launched semi-subm
rigs totaling more than 150,000 tons
capability to build and launch drill
boats, tugs, and large commercial ves
Division’s total marine construction
supported by Marathons Engineering G
Marathon’s manufacturing facilities iy
Vicksburg, MS.

The Gulf Marine Division provid
modification, and conversion work on
other oceangoing vessels at Brownsvil
maintenance teams to locations around
also fabricate packaged mobile power
equipment as well as perform heavy nef

One jack-up rig was delivered
yard in 1984, and another was deliver@
of 1985 to Penrod Drilling Company. $
built four large production modules,
and has been engaged in rig modatenand
work.
vessel size of 1,100 feet by 150 feet!
oceangoing ships could be constructed
emergency. Steel plate and other matd
square-foot (37160 m2) in-yard storagd
warehouses through a 450-foot by 240-f
shop equipped with a 55-foot (17 m) wi
Modular construction techniques are ed
shipbuilding methods. Large module sd
forming and subassembly slab about 400

61 m), which is actually an extension)
A 250-ton (227 metric ton) gantry cran

The Brownsville yard operates

19

df production,

a world leader in
launched its Gulf Coast
1971 with a commitment of
e shipyard is located in
(640 m) frontage on the
s founded, this Marathon
rsible and jackup drilling
and has the
hips, crane barges, work
els. The Gulf Marine
nd repair capabilities are
oup in Brownsville and by
Longview, TX, and

es major repair,
ffshore drilling rigs and
e and has sent repair and
the world. The yard can
lants and other types of
al fabrication.

y Marathons Brownsville

d during the second quarter
ince then, the yard has

wo platform drilling rigs
e, repair and conversion

ne launchway with a maximum
(335 m by 46 m) on which
in the event of national
rials move from a 400,000
area and from four
oot (137 m by 73 m) plate
de automated panel line.
mbined with conventional
etions are fabricated on a
feet by 200 feet (122 m by
of the yard’s building way.
e travels on rails which



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48


APPENDIX A

STANDARD FORM 17

FACILITIES AVAILABLE FOR THE CONSTRUCTION

OR REPAIR OF SHIPS

93



The shipbuilding facilities at the Portland Ship Repair
Yard are capable of producing modular type units from 1,500 to
5,000 tons (1525 to 5084 metric tons), which are transported by
rubber-tired vehicles, crawler or walker, via launching bridge to
two locations. At one ship construction location, a vessel 475
feet by 100 feet (145 m by 30 m) can be constructed using the No.
3 drydock for launching. At the other location, a vessel up to
810 feet by 108 feet (247 m by 33 m) can be constructed using the
No. 3 and No. 4 drydocks for launching.

Portland Ship Repair Yard operates three drydocks. The
largest two (No. 3 and No. 4) can accommodate vessels up to 810
feet by 108 feet (247 m by 33 m), and 1150 feet by 181 feet
(351 m by 55 m) respectively. A total of 10,100 feet (3078 m) of
fully serviced pier space with 14 whirley type cranes are
employed for outfitting. Recently, a new layberth facility
(Berth 315) was added. It can accommodate two 1,100-foot (335 m)
VLCCs in lay-up status.

The Portland Ship Repair Yard has 500,000 square feet
(46450 m2) of fully-enclosed service shops and warehouse space.
The 11 module assembly bays.are 323 feet (98 m) long, 70 feet
(21m) wide (clear), 60 feet (18 m) high (clear).

The Portland Ship Repair Yard is preparing to expand its
modular construction capability by an additional 75 acres,
located about six river miles downstream at its Rivergate
Industrial Park. This facility will be suitable for constructing
ship modules to 5,000 tons (5084 metric tons) which can be
crawler transported, barge loaded, and joined and launched on No.
4 Drydock.

The shipbuilding assets of the Portland Ship Repair Yard
are augmented by the individual facility users assets.
Northwest Marine Iron Works, Cascade General, Inc., and West
State, Inc., are contracted users of the facility.

Significant projects accomplished in 1986 by Portland Ship
Repair Yard contractors include conversion of the GRAND CANYON
STATE (T-ACS 3), converion of the CAPE ISABEL to an RRF ship, and
complete reconstruction of the machinery spaces on the PRINCE
WILLIAM SOUND following a flooding casualty, major overhaul of
the USCGC GLACIER (WAGB-4) and USS FORT FISHER (LPD-40),
construction of three complete new superstructures for Washington
State Ferries, re-engine of the USCGC STORIS, and conversion of
the CAPE EDMONT to an RRF ship.

Significant projects during 1987 included overhaul of USS
PAUL FOSTER, drydocking and hull repair of the cruiseship,
MONTEREY, and the overhauls of two Alaskan oil tankers - EXXON
NORTH SLOPE and BROOKS RANGE.

Exhibit 18 is a current general arrangement plan of the
Portland Ship Repair Yard facility and ship repair assets.

31



Since the yard“s forecast for ship construction and
servicing indicates that demand will center around smaller-sized
vessels, a two-position intermediate gate was installed to
increase the flexibility of its 1,200-foot (366 m) building basin
by dividing it into two sections. In one position the basins
sections are 900 feet and 300 feet (274 m and 91 m) in length.

In the second position, the sections are 685 feet and 515 feet
(209 m and 157 m) in length.

Complementing the large construction basin, which is
served by four 100~ton (91 metric ton) tower cranes, Sparrows
Point maintains two building ways. One way can accommodate a
maximum ship size of 800 feet by 106 feet (244 m by 32 m), and
the other a maximum ship size of 800 feet by 95 feet (244 m by
29 m). Two smaller sliding ways are being used as platen areas
and would require extensive refurbishing to reactivate. Four
outfitting berths are available with a combined length of 3,040
linear feet (927 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.

In August 1987, the Sparrows Point yard announced the
addition of a 44,000 ton (44,735 metric ton) floating drydock.
This drydock will accommodate vesels up to 900 feet (274 m) in
length with a beam of up to 136 feet (41 m) and a draft up to 30
(9 m) feet. The entry channel to the facility is being dredged
to a depth of 30 feet (9 m).

The total labor force at Sparrows Point was 1,970 at mid-
1987, up from 1,290 a year earlier.

Exnibit 8 is a current plot plan outlining the company’s
construction facilities.

7. Fraser Shipyards, Incorporated

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
Company operated the yard and built more than 50 large Great
Lakes ore carriers. The yard became a repair facility of the
American Ship Building Company from 1926 to 1945 and then became
known as Knudsen Brothers Shipbuilding and Dry Dock Company.

Fraser-Nelson Shipbuilding and Dry Dock Company 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,
Incorporated, a Superior, WI, contracting and construction firm,
but business continues under the Fraser name.

15



12

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59



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

Maximum Ship Size Berths/Piers Remarks
(LOA—Beam) Usable Length
SW—Shipway in feet 1/ Type of work usually engaged in
Name and Address @—Graving Drydock ~
FD—Floating Drydock Longest. (2/ Employment - Mid-1987
MR—Marine Railway Total linear
LL—Land Level Position feet
SL—Syncrolift
GULF COAST
Shipbuilding Yards
Litton/Ingalls 690 X 8 W 2650 1/ Construction, conversion, and
Shipbuilding Division 550 X 80 SW 9850 repairs - all types of vessels.
P.O. Box 149 (4) 650 X 9 Si
Pascagoula, MS 39568-0149 4600 X 6&0 @ 2/ 11,850
850 X 173 FD *
(5) 844 X 260 LL * * West Bank can only launch ships up
1540 X 180 LL * to 850° X 173°. Land Level
Positions constrained by launching
capability.
Marathon LeTourneau Co. 1100 X 150 SW 1600 A/ Construction of drillings rigs.
P.0. Box 3189 2100 Yard has capability of building
Brownsville, TX 78520 large oceangoing ships.
2/ 320
Moss Point Marine 400 X 82 SW 400, 1/ Construction, conversion and
P.O. Box 1310 900 repair of ships, boats, barges.
Escatawpa, MS 39552
2/ 320
Tampa Shipyards, Inc. 542 X 72 GO* 840 1/ Ship construction, conversion and
P.O. Bax 1277 896 X 146 Go 2240 repairs.
Tampa, FL 33601 (2) 746 X 121 GD*
2/ 270
* Used for ship repair.
** Used for ship construction.
Todd Shipyards Corp. 475 X 85 SW * 1086, 1/ Ship construction, repairs and
Galveston Division 900 X 160 FD 6400 conversion.
P.O. Box 1550 600 X 118 FD
Galveston, TX 77553 2/ 345

* Vessels constructed on launching
pontoon and launched on drydock.

112


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

Name and Address

Maxim Ship Size Berths/Piers Remarks
(loA—Beam) Usable Length
SW—Shipway in feet 1/ ‘Type of work usually engaged in
@—Graving Drydock ~
FD—Floating Drydock Longest. (2/ Employment — Mid-1987

MR—Marine Railway Total linear

1051 Houston Avenue
Port Arthur, TX 77640

Li—Land Level Position feet
SL—Synerolift
GULF COAST
Topside Repair Yards
Baker Marine Corp. 550 ‘1/ General ship repair.
P.O. Bax 190 550
Ingleside, TX 78362 ‘2/ 230
Boland Marine 800 1/ General ship repairs.
Manufacturing 1100
P.O. Box 53287 2/ 110
New Orleans, IA 70153
Bollinger Machine Shop 5400 1/ Coast Guard vessel construction.
amd Shipyard 12180
P.0. Box 250 2/ 442
Lockport, LA 70374
Buck Kreihs Co. 1120 A/ Ship repairs and conversion.
P.O. Box 53305 1120
2225 Tchoupitoulas St. 2/ 95
New Orleans, 1A
70153-3305
Coastal Iron Works 487 1/ General ship repair.
P.O. Box 2548 437
1133 E. Port Ave. 2/ 8
Corpus Christie, TX 78403
Coastal Marine Service B40 A/ General ship repair.
of Texas 1440

2/ 200

114 ‘


The statistical data accumulated by the survey is a major
input into the Shipyard Evaluation Analysis system Model (SEAS),
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 .s used to
evaluate the feasibility of proposed shipbuilding programs.
Determinations are made as to which existing sh pyards might
construct proposed ships consistent with ship s:.ze and delivery
date requirements. The need for construction o% new facilities
to meet the demands of proposed shipbuilding programs can be also
identified. he data gathered by the annual su-vey also is 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 ffice of
Management and Budget, and other Government ageicies.

Each year in late spring, Standard Form 17, "Facilities
Available for the Construction or Repair of Ships," is mailed to
some 400 U.S. shipyards and ship repair facilities. The survey
form was developed jointly by MAKAD and the Navy. A completed
Form 17 represents a detailed description of a shipbuilding or
ship repair facility, which is not available from any other
source on a continuing and structured basis. Tne information
requested, and available for official use, can be reviewed on a
blank Form 17 shown herein as Appendix A. A graving dock
characteristics summary and floating drydock characteristics
summary are appended to Standard Form 1/ 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 in the event of
national emergency. The Federal Emergency Management Agency
(FEMA) also uses information obtained by this survey, as does the
U.S. Coast Guard, the U.S. Army Corps of Engineers, and the
Commission on Merchant Marine and Defense.

The annual shipyard survey of 1987 has been completed. The
information collected has been organized and condensed in the
following narratives, exhibits, and tabulations to focus
attention on those elements that are most often requested from
this office.


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21. Todd Shipyards Corporation ~- Galveston Division

The Galveston Division of Todd Shipyards Corporation was
founded in 1934 on Pelican Island on the Galveston Ship Channel.
The yard, located directly across from the City of Galveston, TX,
is a ship construction, repair, and conversion complex with a
work force experienced in custom industrial steel fabrications,

In the past decade, this Todd facility has become an
important part of the Gulf Coast oil drilling industry, turning
out an impressive inventory of modern oil-related ships, barges
and specialized craft. The most outstanding of these vessels was
the APACHE, a large self-propelled, pipelaying reel ship for
Santa Fe International Corporation. Completed in 1979, this was
the first ship of its kind ever constructed.

Ship repair and overhaul have for many years been a major
segment of work at Galveston; but conversion work has also been a
mainstay of the company. Over the past 15 years, 25 major
conversions were successfully accomplished. During 1981 and
1982, Todd“s Galveston Division delivered four large oceangoing
barges. In 1983 and 1984, under a contract with Bethlehem Steel,
the yard installed a new midbody in the ELEO MAERSK and the
EMILLE MAERSK, two cargo ships which were converted to maritime
prepositioning ships by Bethlehem-Beaumont.

The Navy in May 1984 awarded Todd-Galveston a design
contract authorizing design work on the conversion of two RO/RO
containerships, MA Design C5-S-78a, to Aviation Logistics Support
Ships (T-AVB), with options for their reconstruction. In
December 1984, the Navy exercised the option for the first ship,
the YOUNG AMERICA, which was renamed the WRIGHT and redelivered
in May 1986. The option for the second vessel, the GREAT
REPUBLIC, was exercised in December 1985. This vessel was
renamed the CURTIS and redelivered in 1987.

At Todd-Galveston, vessels up to 475 feet by 85 feet
(145 m by 26 m) can be constructed under roof on a launching
pontoon and then launched into one of the yards floating
drydocks.

In its continuing effort to increase its repair business,
Todd in April 1982, also put into operation at its Galveston
plant one of the largest floating drydocks on the Gulf Coast.
The new 40,000 metric ton drydock, built by Kawasaki Heavy
industries, Ltd., in Japan, is capable of lifting ships as large
as 225,000 dwt. and all drill rigs with beam no greater than 160
feet (48.7 m).

36


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES
(Vessels 400° in Length and Over)

Name and Address

Maximum Ship Size Berths/Piers Remarks

(LOA—Beam) Usable Length
SW—Shipway in feet J/ Type of work usually engaged in
FD—Floating Drydock Longest 2/ Employment — Mid-1987
MR—Marine Railway Total linear
LL-—Land Level Position feet

SL—Syncrolift

GREAT LAKES

Maximum ship size that can exit the St. Lawrence Seaway locks is 730° X 78°.)

Shipbuilding Yards

Bay Shipbuilding Corp. 730 X 105 SW 1000 ‘1/ Ship construction, repairs, and
605 North Third Ave. 640 X 68 FD 7095, conversion.
Sturgeon Bay, WI 54235 1000 X 105 @
(2/ 980
Fraser Shipyards 825 X 82@ 900. 1/ Ship construction, repairs, and
P.O. Box 997 620 X 6: 4450 conversion.
Superior, WI 54880
2/ 40
Peterson Builders 410 X 68 W 0 1/ Ship construction, repair, and
101 Pennsylvania St. 2515 ~ conversion.
P.O. Box 650
Sturgeon Bay, WI 2/ 875
54235-0650
Tre Toledo Shipyard * 540 X 68 @ J/ Ship construction, repair, and
3135 Front Street 680 X 78 @ conversion.
Toledo, GH 43605
2/ 54

* Leased by Merce Industries, Inc.

Repair Yards with
Drydock Facilities

NONE

123



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98


lifting capacity for vessels up to 48,000 dwt., a side-transfer
system, and two work bays which became operational in March 1984.
According to Todd“s management, these additions have doubled the
Los Angeles Division’s ship construction capacity and increased
its repair capability by 250 percent.

Other facility projects recently completed include:
relocation of the floating drydock with new mooring dolphins
(concrete) and modernized utility support; certification of
Building Way No. 1 to MIL-STD-1625B; redesign and replacement of
the yard“s power distribution systems; relocation of a gantry
crane to the plate yard; extension of the No. 9 craneway; and
installation of a seam welder in the Plate Shop.

Todd-LA operates one floating drydock, which can handle a
vessel up to 711 feet by 86 feet (217 m by 26 m). Berthing space
in the yard totals 6,175 feet (1,882 m).

Two complete shoreside Navy crew living complexes are
available to accommodate crew members while their ships are
undergoing PSA, SRA, overhaul, or other repair work at the
shipyard.

Total employment at the yard was 1,548 in mid-1987, down
from 2,640 a year earlier.

Exhibit 24 is a plant map of the Los Angeles Division’s
facilities.

23. Todd Pacific Shipyards Corporation - Seattle Division

Todd“s Seattle Division is located at the northwest corner
of Harbor Island in Elliot Bay, less than 10 minutes from
downtown Seattle, WA. From 1898 until 1916, when the William H.
Todd Company of New York bought the shipyard from the Seattle
Construction and Drydock Company, a variety of vessels were
produced, including the world’s finest six-masted barkentine and
(at that time) the world”s fastest single-screw steamer.

This 52-acre yard has been a prime supplier of fighting
ships for the 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 during the war years, constructing over 125
ships as well as repairing and servicing some 2,700 deep-draft
vessels of all sizes, types, and flags. However, in 1987 the
corporation filed for protection under Chapter 11 of the U.S.
bankruptcy code.

In 1952, Todd-Seattle added two shipbuilding ways which
further enhanced their capabilities. Since 1952, the yard has
built 80 vessels of 20 distinctly different types -- from two
self-unloading phosphate barges, to a surface effect craft, to 13
guided missile frigates (FFGs), to a floating drydock especially
designed to drydock nuclear-powered attack submarines, as well as
12 barges.

39