EXHIBIT 6

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i
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“per slg ® dtum uoz ¢

Sz

‘dtyuM uol ¢

yazoy

i /
fd
Y

1
5

yj

57



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
‘LOA-- Beam) length
i t
Name and location ae teabie’s Drydock in fee Remarks
FD--Floating Drydock |__Longest _
MR--Marine Railway | Total linear
feet
Levingston SB Co. 550 x 80 SW 590  /construction of offshore
Gulfport SB Division 400 x 80 SW 270 drilling rigs and barges.
Port Arthur, TX (2) 325 x 68 FO Ship repairs and conversion.
2/400
Marathon LeTourneau Co. 1100 x 150 SW 1600 IL/construction of offshore
Gulf Marine Division 2100 drilling rigs and drill ships.
Brownsville, TX Yard has capability of
building large oceangoing
ships.
2/1227
Tampa Shipyards, Inc. 500 x 105 SW 845, 1/ship construction and repairs.
Tampa, FL 542 x 72 GD 800 2
896 x 146 «GD 2/700
Todd Shipyards Corp. 670 x 86 FD 1160 I/ship construction, repairs
Galveston, TX 475 x 85 = SW 7000 and conversion.
2/737
Todd Shipyards Corp. 600 x 96 SW 1844 —_|2/ship construction, repairs
Houston, TX 600 x 96 FD 3200 and conversion. Construction
of barges and vessels up to
600' in length.
2/488
GULF COAST
REPAIR YARDS WITH
DRYDOCK FACILITIES
Bender Welding & Machine Co. 414 x 55 FD 617 2/ship repairs and construction
Mobile, AL 2300 up to 200’ long.
2/700
Delta Shipyard 300 x 54 Dolphins construction and repair of
Houma, LA (Syncrolift) only small vessels up to 300'

long.
2/e00

121



15. Ingalls Shipbuilding Division/Litton Industries

The Ingalls Shipbuilding Division, a wholly owned subsidiary
of Litton Industries is actually two separate shipyards.. Located
on the Gulf of Mexico at Pascagoula, MI, Ingalls is a diversified
shipbuilding complex experienced in the.construction, conversion
and overhaul of commercial ships and Navy combatants and auxil-
jiaries. In addition, the yard participates in ship systems
analysis and design, operational effectiveness analysis, logistic
system analysis, and ship design concepts.

In 1980, Ingalls took advantage of the boom in offshore
drilling rig construction. As of October 1, 12 rigs were in
production.or on order. The backlog of new ship construction
for the Navy consisted of the following: two Ticonderoga Class
guided missile cruisers (CG) equipped with the Aegis weapons
these" four guided missile destroyers (DDG), and one destroyer

DD).

The older of the two Ingalls yards is referred to as the
East Bank yard. It has been in operation for 42 years, engaging
primarily in new construction of commercial cargo ships and
tankers, and in 1974 completed a series of highly productive
containerships, the last commercial ships built at Ingalls. The
yard maintains six inclined shipways. Maximum ship sizes which
can be accommodated are: four ways 650 by 90 feet (198 m by 27 m),
one way 690 feet by 85 feet (210 m by 26 m), and one way 550
by 80 feet (168 m by 24 m. The East Bank plant has one small
graving dock which has been used for construction of nuclear-
powered submarines but is currently being used mainly for repair
work. A wharf and four piers serviced by cranes with a 50-ton
(45 metric ton) maximum capacity provide a total of 3,700 feet
(1128 m) of berthing space for outfitting and topside repair.

The newer West Bank yard, completed in 1970, was designed
and equipped for series production using modular construction
methods. 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 minor subassemblies are brought from the fabrication,
panel and shell shops to the subassembly area where they are
erected into major subassemblies, which in turn move to the module
assembly area. These areas are divided into five bays, each of
which can produce 6,000-ton (5447 metric ton) modules. After
modules are completed in the module assembly area, they are moved
to the integration area where they are erected into a complete
ship. The completed ship is then moved onto a launch pontoon
(floating drydock) which is subsequently floated and moved to
a deep water area where it is sunk and the ship launched. The
West Bank yard can launch a maximum ship size of 800 feet by
173 feet (244 m by 53 m). It is estimated that the various

23



* 1980 *
REPORT ON SURVEY OF U.S.
SHIPBUILDING AND REPAIR FACILITIES
* 1980 *

Prepared by:

Office of Ship Construction
Division of Production

Issued December 1980


APPENDIX B

MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES a/
Berths/Piers
Maximum Ship Size Usable
(LOA--Beam) dength t
=-Shi n fee
Name and location Ooucreving prydock Remarks
FD--Floating Drydock | ___Longest _
MR--Marine Railway | Totel linear
feet
EAST COAST
SHIPBUILDING YAROS
Bath Iron Works Corp. 650 (+) x 88 SW 850 1/construction, conversion and
Bath, ME (2) 700x130 SW 2500 repairs - all types of vessels.
550 x 88 FD 2/, :
-6,119
Also has floating bow drydock
for sonar domes.
Beth. Steel Corp. (2) 900 x 108 SW 1260 |4/New ship construction - to
Sparrows Point, MD 1200 x 192 GD iyi) vessels 1200’ in length.
2/2866
General Dynamics Corp. (2) 860 x 123 GO 93 |2/construction, conversion and
Quincy SB Division 936 x 143. GD 00 repairs ~ all types of vessels.
Quincy, MA (2) 860 x 144 GD 2/
=" 3,650
Maryland SB and DD Co. 50x 110 SW 1902 |4/construction, conversion and
Baltimore, MD 775x110 =-FD 5650 repairs - all types of vessels.
715 x 91 FD 2/
900 x 146 FD ="1,800
Newport News SB & DD Co. 649 x 93 SW 1370 |2/construction, conversion and
Newport News, VA 715 x 93 SW TH620 repair - all types of vessels.
(2) 940 x 125 SW 2
960 x 124 GD* = 22,900
1100 x 136 GD*
646 x 88 GD** *Used for construction
858 x 114 GD**
461 x 68 GD** **Used for repairs and overhaul.
1600 x 246 Go*
Norfolk SB & DD Corp. 475 x 85 SW 1030 | 2/ship construction, repairs,
Norfolk, VA 650 x 83 FD T2170 and conversion.
1100 x 156 FD 2/.
441 x 60 MR 23,360
Sun Ship, Inc. (2) 745 x 129° SW 1100 —|2/ construction, conversion and
Chester, PA 700 x 195 SW 3500 repairs - all types of vessels.
1000 x 195 SW 2
1100 x 195 FD 2/4,100

2/ shipbuilding: for ships 475" x 68' or above.
Repair: drydocking facilities for ships 300' in length or above.

W7



EXHIBIT 15

66

“S016 “NING
(a NALW Id d0HS
— SAVMIVE (CL aonsava_] —_— 91410373, aSnoHaUWM
N3LV Id SNIGTIM [ mH J ‘oa18
N3LV1d DNIGTSM “IAVHUAAO
aSNOHauvM OHS
HS Idd
\ “ ulvd3y AIND
co

129 X 1669 OLAVM
«29 X 16£9 GAWM
129 _X £69 BAVM

129 X 1669 LAVM
woos ,OIT ‘LOS

GLX G87
yo0d oNAvHD

\ SWOO8 .S9T

29 X S09 LAWM
Y3AIN WINODVOSVd \Zg X 00S ZAVM

ALINIOVS INVE LSV3

S3IMLSMGNI NOLLIT 40 NOISIAIG
ONIGINGdIHS STIVONI


PIER “8 - 630 So}
ELIZABETH RIVER “
SOUTHERN BRANCH

(We
5 <>
PIER 6 - 600 ~O

EXHIBIT 26

NORFOLK SHIPBUILDING AND
ORYDOCK CORP.
BERKLEY PLANT

PARKING

ai
° |
ig
Fal
i!
P |
TW
cS
Wy PARKING
cy | se
voNen | ~| im
HOP RIGGER
SHOP
‘SHIPBUILDING PLATEN
Max. Ship Size 640'x88"
STEEL
as.
SHOP ‘ST. HELENA
Ls

77



1979, the following self-unloading ore carriers were completed:
the CHARLES E. WILSON, H. LEE WHITE, SAM LAUD, ST. CLAIR,
JOSEPH L. BLOCK, BELLE RIVER, BUFFALO, LEWIS W. FOY, EDWIN H.
GOTT, FRED R. WHITE JR., and INDIANA HARBOR. Four of these
were 1,000-foot (305 m) self-unloading vessels. These are
constructed in two sections. The bow portion of the ship is
built from prefabricated sections and side launched, and the
stern section is built in the graving dock and later joined
to the bow portion. During 1980, Bay Shipbuilding completed
the ore carriers MARINERS HARBOR and BURNS HARBOR and a large
tanker barge.

As of October 1, 1980, despite the slump in Great Lakes
ship construction, the yard was building two large self-
unloading ore carriers and was converting a straight deck ore
carrier to a self-unloader. The bad news is that by mid-1981
all this work will be completed; and unless new contracts
materialize, there will be some layoffs. However, Bay does
a good business in the regular maintenance and repair of
Great Lakes vessels, especially during the winter months.

Production methods at Bay Shipbuilding are highly sophisti-
cated. The company in 1977 completed a major facilities ex-
pansion program that has enabled the shipyard to build 1,000-
foot (305 m) Great Lakes bulk carriers. The new graving dock
can accommodate a vessel as large as 1,100 feet by 136 feet
(335 m by 41 m) and is the largest such dock on the Lakes.

It is serviced by a 200-ton (182 metric ton) traveling gantry
crane and several crawler cranes. The steel erection capacity
for ship construction is estimated to be 15,000 tons (13617
metric tons) per year. Also included in Bay Shipbuilding's
expansion program was a $2 million plate fabrication and
burning shop, completed in 1975.

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

At mid-1980, total employment was 1,550 down from 1,825 a
year earlier.

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

13



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Name and location

Maximum Ship Size
LOA--Beam

FD--Floating Drydock
MR--Marine Railway

Berths/Piers

Usable
length
in feet

Longest.
Total linear
feet

Remarks

GREAT LAKES

SHIPBUILDING YARDS

(Maximum size ship that can
exist St. Lawrence Seaway
locks is 730' x 78')

American SB Co. 708 x 78 GD 900 /ship construction, repairs
Lorain, OH 1021 x 121 «GD 1800 and conversion.
2/930
American SB Co. 680 x 78 GD 800 1/ship construction, repairs
Toledo, OH 540 x 68 GD T600 and conversion.
2/330
Bay SB Corp. 750 x 105 SH 900 —_|2/ship construction, repairs
Sturgeon Bay, WI 650 x 66 FD 7050 and conversion.
1100 x 136 GD 2
2/1,550
Fraser Shipyards 825 x 82 GD 900 —_|2/ship construct ion, conversion
Superior, WI 630 x 62 6D 750 and repairs.
Zan
GREAT LAKES
REPAIR YARDS WITH
DRYDOCK FACILITIES
American SB Co. 694 x 73 GD tee 2/ship repairs and conversion.
Chicas IL
icago, 2/60
; l/, j
Peterson Builders 360 x 36 FO 550 =Construction and repair of
Sturgeon Bay, WI Bp small ships and boats.

2/e29

126




EXHIBIT 21

vauy Lsv1a aNys
“Ld €@ — HLd3G HALVM as
———_—__—_——_———— Tv 30 ..9-, LOL Ba
‘L/S 00008 2
,OGL * OOLL 38
aZIS dlHS "XV Q
bse we
ONILLIA SJOUVE HOH “LOSL — Z |
-1n0 /SHTIMVHO “LOOL — >
c#_avIS - yo
SEINE
SIE vauv
4 —1L-f  iswia
“01g SSNOHIYVM "J \_ anvs
(= = = = = ————— = —
1) if z )G aous sravis
vauv | fu avis} # vis} | adid  Perray
‘ava TaNvd+! T
‘Da18 —|vauv a5va0Is
ERIEE To} |
Hi oo
Il ee SS U g
2 g
—v— xo T Taal
— 5
=> || 95 — c# avs a
——— a
=z— ain cc) 3
—o_ rt Cc) S
—o— 2D y a
a S <
is} B
= o
2 it GuvA 1331S

NOISIAIG SNUV 413
09 NVANUNOLST NOHLVUVA

72


0 Computer lofting and a new tape-controlled, automatic
burning machine.

In addition to the new floating drydock, Maryland operates
three other floating drydocks, the largest of which can accom-
modate ships up to 775 feet by 110 feet (236 m by 34 m).

There are 5,650 feet (1722 m) of pierside berthing available
for outfitting and above water repairs.

The total administrative and production work force at mid-
1980 was approximately 1,800, compared to 1,100 in July 1979.

Exhibit 22 is a current plot plan of Maryland's facilities.

21. National Steel and Shipbuilding Company

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

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

From 1973 through August 1980, the yard completed two
San Clemente class oil/bulk/ore carriers (0B0's), six Coronado
class tankers, 13 San Clemente class tankers, and four San Diego
class tankers. In 1976, NASSCO delivered a large fleet replen-
ishment oiler (AOR-7) to the Navy, and in May 1980 the first
of four Gompers class destroyer tenders (AD-41) was completed.

As of October 1, 1980, the following merchant ships were
under construction or on order at National Steel: three Carlsbad
class product tankers, five Ingram class product tankers, and
also three La Jolla class product carriers. Under construction
for the Navy were three Gompers class destroyer tenders (AD-41,
AD-43, and AD-44), and a cable repair ship (T-ARC-7). This
backlog of work combined with ship repair and modernization
operations portends a continued high level of employment and
activity through 1982.

30


SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

CML * 866
000° CST

030,

901 * 98
000°

82 X HOZT
OLL06E}

BLT X QOTT!
000° 9;

OvT * OOLT
000° SzZz|

ovt X 266)
purng 000‘ Se

SET ¥ 026}
000‘ 02T

Tankers

SOT ® 63
0008 8

06 * $89
000‘ 8

SL % 029

000 sc

Maxi
Ship Siz:

e
28
“3

g

Reg

96

600 x

Todd-Houston

al

al

ol

al

sl

st

TOTAL GULF COAST

90

600 x

San Francisco

Beth.

=

700 x 105

FMC Corporation

e000

ocoo

eooS
coos
oocd
eos
oocS
eos
cond

sano

90
90
700 x 100

650 x
650 x

amt

Lockheed S/8

eoo0e

ooo

00008
oooos
oo0es
mooon
mood
moans
aS

Naa

980 x 170
90

690 x
900 x 106

900 x 106

National Steel & SB

101

84
84

800 x
800 x

LA

Todd,

96

600 x

1A

Todd Seattle



Exhibit 27 is the latest available layout of plant and
facilities at Sun Ship. However, it does not show facilities
improvement currently underway, such as extension of Slab A
from 700 feet (213 m) to 1,000 feet (305 m).

25. Tampa Shipyards, Inc.

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

Since World War II, Tampa Ship has been a major Gulf
Coast repair yard, serving many of the tanker fleets Operating
on the Gulf. During.the Viet Nam conflict, this shipyard
renovated and reactivated several Victory ships and played a
major role in the upgrading of the Military Sealift Command
tanker fleet. In 1972, the facility was purchased by The
American Ship Building Company.

Tampa Ship, despite its Capability to construct large
oceangoing ships, is primarily a repair and conversion facility.
Since 1975, the yard has been building barges to complement
its repair business. The most recent delivery was a coal
barge for Electric Fuels.Corporation, completed in 1978.
Currently, Tampa is actively pursuing ship construction, repair,
and overhaul contracts.

The first phase of the most significant facility expansion
in the company's recent history was completed in 1978. The
centerpiece of the program was a new 900-foot by 150-foot
(274 m by 46 m) graving dock with all necessary ancillary
equipment and services, including a 90-ton (82 metric ton)
crane. This drydock, leased from the Tampa Port Authority, is
used only for repair and overhaul work. With its expanded
repair facilities, Tampa has become a major ship repair opera-
tion not only in the Gulf but also for the entire Eastern
United States.

Phase II of the company's overall expansion program is
underway and is scheduled for completion in mid-1981. Two
existing slips, each measuring 1,200 feet by 80 feet (366 m
by 24 m),.are being reconstructed into a combination wet
berth/graving dock facility. A finger of land is being removed
to create two large wet berths. Two gates will be placed on
each side of the remaining portions, thereby creating two
additional graving docks for construction or repair of small

37


EXHIBIT 11

uobeig ‘puepod
uo(siaiq wewdinb3 [ey 8 SULeA,
NOLIVHOdHOO OIN4

62



repair, or conversion. The largest of these can accommodate

a maximum ship size of 858 feet by 114 feet (262 m by 35 m).
Eight piers for outfitting and topside repair are available
with a combined berthing space of approximately 12,000 linear
feet (3658 m). These piers are serviced by cranes with
capacities of up to 50 tons (45 metric tons) and are supple-—
mented by locomotive cranes and floating derricks with capaci-
ties to 67 tons (61 metric tons).

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

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

o A fully-equipped wood pattern shop facility;

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

o A machining complex with over 250 machines including
a 42-foot (13 m) boring mill, and lathes with maximum
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 non-destructive and hydrostatic
testing capabilities;

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

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

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

. The total labor force at Newport News increased from 22,400
in mid-1979 to 22,900 in mid-1980.

33



EXHIBIT 14

WAREHOUSES

\ PREOUTFIT.
‘ BUILDINGS.

1 PIPE

FORE RIVER

f 468
8
9. ~
By P. ex
ok
‘SHOP

NORTH PLATEN

rs ts.

+ ad
7 1 7
Le

Ve
A 6 BASIN

ALL BASINS CAN BE
USED AS DRYDOCKS

#6 867'x132'
#7 950'x150!
#8 867! x 132"
#11 874' x 150'
#12 874' x 150"

n GENERAL DYNAMICS
= f QUINCY SHIPBUILDING DIVISION

65



CAPABILITY BY SHIP TYPE

NSTRUCTIO’

SHIP COR

B

C¥T ® Sis
OO COT

90T X 98s}

000‘ Os)
Bro X OCT
OLL* 06E]
BAT X OOT
G00" 9%

OPL * ce6
“wen ooo" Se

“o00'HeT

COTS 468)
6006s
06 ¥ 989
00 8E

cL 089
000° Se

Basin

Re

rororoyey

Onna

oooS
coos
2008
oooS
o008
ond
one

dane

82
996 x 107

715 x
1088 x 136

A
Hunters Point

Triple

ol

ol

ol

coal

wl

col

TOTAL WEST COAST

GREAT LAKES

78

708 x
1021 x 121

GD2
GD3

$/B-Lorain

American

roroxey

coo

coo

68
78

540 x
680 x

GOl
GD2

American S/B-Toledo

oo

(0)

o00
eco
o00

ooo

(

1
0
(1)

1*
le
(2)

)

(

1100 x 136
750 x 105

GOl

Bay S/B Corporation

102

oo

oo

0 0
(0) = (0)

0
(0)

82

825 x

Gb2

Fraser Shipyards

al

ol

ol

ol

ol

i)

o

TOTAL GREAT LAKES

TM

all

ol

on

tou

Sil

ll

al

al

a

TOTAL POSITIONS ALL YARDS

730' x 78',

is

*Maximum size ship that can exit St. Lawrence Seaway locks


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers

Maximum Ship Size Usable
‘LOA-- Beam’ length
. Sw--Shipway in feet
Name and location GD--Graving Drydock Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
Campbell Industries (2) 360x 46 FD 575 |2/construction of Fishing
San Diego, Ci boats. Also ship repairs.
2/400
Graving dock is leased from
Unified Port District of
San Diego. (Listed under
NASSCO)
Dillingham Marine & Mfg. Co. 2/ship repairs and conversion.
Portland, OR oy
2/250
Leases drydocks and berths
from Port of Portland as
required.
Dillingham Shipyard 370 x 53 FD 600 |2/ship repairs and conversion.
Honolulu, HI BD long
Lake Union DD Co. 340 x 56 FD 1000 2/ship repairs and conversion.
Seattle, WA 235 2/407
Marine Power & Equip. Co. 400 x 57 FO 832 |2/construction of small vessels
Seattle, WA 400 x 60 FD 2700 and barges. Also ship repairs.
400 x 101 y
(Syncrolift) 2/600
Merritt Ship Repair Co. 320 x 52 FD 600 —|4/ship and barge repairs.
Oakland, CA ba
Northwest Marine Iron Works 500 x 100 SW YU ship repairs, conversion and
Portland, OR (Barge construc- barge construction.
tion only)

21,270

Leases drydocks and berths
from Port of Portland as
required.

124


up to 600 feet by 96 feet (183 m by 29 m). It can also be used
as a dual launchway for construction of two ships with beams of
50 feet (15 m) or less simultaneously. A small side-launch
building way was added in 1974. The shipyard maintains three
floating drydocks, the largest of which is capable of accommo-
dating vessels up to 650 feet by 83 feet (198 m by 25 m).
Between March 1979 and March 1980, 104 vessels were drydocked
for repairs. A large drydock in the range of 40,000 tons
(40640 metric tons) lifting capacity is in the planning stage
for the Seattle Division.

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

Total employment at the Seattle plant was 4,680 in mid-1980,
compared to about 3,770 in July 1979. The current work force is
the yard's highest peacetime employment in its 64 years of
existence.

Exhibit 32 is a current plot plan of Todd-Seattle's
facilities.

30. Triple "A" Machine Shop, Inc.

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

In 1976, the company leased the shipbuilding and ship
repair facilities at the Hunters Point Naval Shipyard which had
been closed and idle for almost two years. Triple "A", since
leasing the Hunters Point facility, has been awarded repair,
conversion and overhaul contracts from commercial and Navy clients,
such as repairs to the HUGHES GLOMAR EXPLORER, activation of two
Malaysian LST's, and overhaul of Navy auxiliaries. In 1977, the
company completed reconstruction of four American President Lines
containerships (MA Design C6-S-85b).

In 1978, Triple "A" completed the major overhaul of three
frigates of the KNOX (FF-1052) class, the FANNING, HEPBURN, and
(arsi1j. well as the overhaul of the combat stores ship MARS

AFS-1).

During 1979, the yard finished the major overhaul of the

Navy replenishment oiler WICHITA (AOR-1) and the conversion
and overhaul of two American President Lines cargo ships, the

43



EXHIBIT 34

gS W104U0N

SMOUUWdS "Hd

diHS NAS
GYVAdIHS
NIVULVIS
SOINVNAG
‘WwuaNd9

NOLSONIAT1
JIVONOAV

so96¢ 4b TWLOL
G02 & diHS NNS
Tl2L & NOLSONIAT1
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SNOITIIN = SdIHS GYVAdIHS
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0861 ‘| 4380190 NOILONYLSNOD HIGNN SdIHS

NOILINULSNOD dIHS 40 391440
(A JTL) INWH90Hd SNICTIINGdIHS

85



awarded ADDSCO a $17.5 million contract to overhaul the destroyer
tender YOSEMITE (AD-19).

Alabama Dry Dock operates four side-launching shipways, each
of which can accommodate a maximum ship size of 523 feet by 68
feet (220 m by 21 m) and one sliding way which can handle vessels
as large as 620 feet by 90 feet (189 m by 27 m). All of these
ways are too small to construct today's mammoth ships. ADDSCO
also operates three floating drydocks, the largest of which can
handle a ship size of 750 feet by 100 feet (229 m by 30 m).
There are also 9,370 feet (2856 m) of berthing space available
at seven finger piers for topside and inboard repairs. There
are 19 revolving gantry cranes with capacities up to 65 tons
(59 metric tons) available to service the shipways and berthing
areas. A 275-ton (250 metric ton) Goliath bridge crane, which
straddles the slip between piers K and L, is used for repair
work and outfitting.

ADDSCO, as of mid-1980, employed a labor force of 2,300, up
from 1,500 a year earlier.

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

2. The American Ship Building Company - Lorain, Ohio

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

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

AMSHIP yards possess a high degree of sophistication in
production methods. In.1971, the company completed an extensive
modernization and improvement program at its Lorain shipyard,
including new computer control programs and management infor-
mation systems. This yard has large machine shops which can


Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit

Exhibit

ll
12
13
4
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34

35

FMC Corporation - Yard Plan. ......
Fraser Shipyards - Yard Plan. ......
Galveston Shipbuilding - Yard Plan. ...
General Dynamics, Quincy - Yard Plan...
Ingalls/Litton (East Bank) - Yard Plan. .

Ingalls/Litton (West Bank) - Yard Plan. .

Levingston Shipbuilding (Orange,TX)-Yard Plan

Levingston Shipbuilding (Gulfport) - Yard Plan.

Lockheed (Plant 1) ~- Yard Plan. .....

Lockheed (Plant 2) - Yard Plan. .....

Marathon, Gulf Marine Division - Yard Plan.

Maryland Shipbuilding - Yard Plan. ...
National Steel - Yard Plan. ......
Newport News (South Yard) - Yard Plan. .
Newport News (North Yard) - Yard Plan...
Norfolk Shipbuilding (Berkley Plant)-Yard
Sun Ship, Inc. ~ Yard Plan .......
Tampa Shipyards - Yard Plan. ......
Todd, Galveston Division - Yard Plan...
Todd, Houston Division - Yard Plan. ...
Todd, Los Angeles Division - Yard Plan. .
Todd, Seattle Division - Yard Plan. ...
Triple "A", Hunters Point - Yard Plan. .
Shipbuilding Program (Title V)......

Ship Financing Guarantee Construction ..
Program (Title XI)

iii

Page
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86


shipyard, it has also been active in conversion and repair work.
As of October 1, 1980, the new construction backlog consisted of
two cement barges, an oil barge, and a crane barge; and outlook
for new construction in the months ahead appeared encouraging.
In addition to the continuing demand for vessels to support the
offshore industry, there is an increasing need for towboats and
barges for the inland waterways trade.

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

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

Todd-Houston's total work force in July 1980 was 488,
compared to 436 a year earlier.

Exhibit 30 is a general arrangement plan of the yard.

28. Todd Pacific Shipyards Corporation - Los Angeles Division

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

Since re-entering the new construction and conversion field
in the late 1950's, the yard has completed the following contracts:
conversion of the DIAMOND MARINER to the attack transport PAUL
REVERE; construction of five large cargo ships, four product
tankers for charter to Military Sealift Command, and four product
tankers for Zapata; construction of two guided-missile frigates
and seven destroyer escorts for the U.S. Navy; construction of
four forebodies and joining them to reconditioned stern sections
as Sea-Land containerships; and jumboizing and upgrading the
fleet oiler ASHTABULA. In 1977, the yard completed a 475-foot
(145 m) forebody for an anhydrous ammonia carrier for Collier
Carbon and Chemical Corporation.

40


EXHIBIT 20

AVMuaLVM 152M

_ 7) SNOL 08021 — - a
T Co mixer wooenwa oo
Cerri ir _

71

i. fp wd i > cp
moos.ea/ \ [essae
\ Pore
ava sionos

abnonauym

‘48 Valuota we

°e : ore x ‘S89 BTS TM rows im
%e ° oa
snouauy,

ee

NOLONIHSVM ‘A’LLLVaS ‘VGINOTA “MS 099%
OML LNV1d
ANVWdINOS NOLLONYLSNOSD ONY ONIGTINGdIHS G33Hx9071

\



EXHIBIT 29

ON

TODD SHIPYARDS CORP.
GALVESTON DI

ORR

rag

ae | oO Le rem
MOVABLE BLOGS <1. Bo Tons ‘Tt fj

_

T DWV

199°
40 TONS h 43 TONS iN
— OPER D aa-is7 8 ~ J
—S>
STEEL ORYDOCK NO zs |
boeg TopNey Saree
WAREHOUSE Mob Caane S22 TONS. | GALVESTON
wutt- psec —___}] #2 sere" SHIP CHANNEL
PURPOSE 40 TONS ]
LABOR & .
PAINT 271
DEPT I
10 TONS il
TPR © 42 « 1042" oT)
Y 30 TONS
+ HARBOR
230 LINE
SiGR A Sore Renee |

|.WAREHOUSE & REC'VNG |

ce |
— 2 PRODUCTION OFFICE
3 SHEET METAL SHOP
4 BOILERA COMPRESSOR HS,
5 CHEMISTS DEPT
6 ELECTRIC SHOP
7 PIPE SHOP |

OFFICE

!

ADMINISTRATION. |

A
SOUTHWEST LOMILES
PLANT
alent ae ae
A- SLIP, Go COVERED ¢ 40 OPENK
prorage BG, SERVICE BY GOOT CRANE CAPACITY

sup B- SLIP OUTSIDE 42 «od
SANDBLAST a

MAIN SHOP AREA a sup

‘surporT AREA,

80



1980

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

U.S. DEPARTMENT OF COMMERCE
Maritime Administration


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106


Kurt's Marine Diesel, Inc. Sandblasters, Inc.

Ft. Lauderdale, FL John's Island, SC

Marine Contractors Co., Inc. Seahol Contracting Co.

East Boston, MA Charleston, SC

Marine Electric Corporation South Portland Shipyard & Marine
Brooklyn, NY Railway Corporation

South Portland, ME

Meier & Oelhaf Company, Inc.

New York, NY Stephen Ransom, Inc.
Port Newark, Nd

Merrill-Stevens DD Company

Miami, FL Surless Ship Repair Corporation
Brooklyn, NY

Metro Machine Corporation

Norfolk, VA Thames Shipyard & Repair Co.
New London, CT

A. Moe & Co., Inc.

Philadelphia, PA Tickle Engineering Works, Inc.
Brooklyn, NY

Moon Engineering Co., Inc.

Norfolk, VA Todd Electric Company
Norfolk, VA

Munro Drydock, Inc.

Chelsea, MA Williams Brothers
. Division of Gowen, Inc.
Neptune Machine Works, Inc. Portland, ME

Brooklyn, NY

Williams & Manchester Shipyard
Newport Ship Yard, Inc. Newport, RI pyar
Newport, RI

Wilmington Iron Works, Inc.
Nordic Diesel & Machine Co. Wilmington, NC ,
Brooklyn, NY

Norlantic Diesel, Inc. GULF COAST
Fairhaven, MA a
American Marine Corporati
North Florida Shipyards New Orleans, LA p on
Jacksonville, FL
. . Boland Marine & Manufacturing Co.
Promet Marine Services Corp. New Orleans, LA
East Providence, RI
Buck Kreihs Co., Inc.

Reynolds Shipyard Corporation N
Staten Island, NY ew Orleans, LA

Rollinson Electric Contractors
Savannah, GA

129



Newport News Shipbuilding & Dry Dock Co... «s+

Norfolk Shipbuilding & Drydock Corporation»... .

Sun Ship, Inc. . . . 2 s+ © © © e@ ©

Tampa Shipyards, Inc. . «© + «+ + «© «

Todd

Todd

Todd

Todd

Shipyards Corporation - Galveston Division .

Shipyards Corporation - Houston

Pacific Shipyards Corporation - Los Angeles

Pacific Shipyards Corporation - Seattle

Division ..

Triple "A" Machine Shop - HuntersPoint . . . +s.

Employment

Material Shortages . . «+ «+ «© 2+ se eee

Shipyard Pollution Abatement ... «+s +

Ship Repair Facilities . . . s+ + ees

Major Drydocking Facilities ....-.-.

Major Topside Repair Facilities ... -

Active Shipbuilding Base . . 2. + eee «

Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit

Exhibit

1

2

8

9

Shipbuilding Industry in the
Alabama Dry Dock - Yard Plan
American Ship, Lorain - Yard

American Ship, Toledo - Yard

United States
Plan . wee

Plan «wee

Avondale Shipyards - Yard Plan... wee

Bath Iron Works - Yard Plan

Bay Shipbuilding - Yard Plan. - + e+ ee «

Bethlehem, Beaumont - Yard Plan . ... «

Bethlehem, San Francisco - Yard Plan...

10 - Bethlehem, Sparrows Point - Yard Plan. .

Division

Division


APPENDIX A

STANDARD FORM 17
FACILITIES AVAILABLE FOR THE CONSTRUCTION

OR REPAIR OF SHIPS

107



19. Marathon LeTourneau Company - Gulf Marine Division

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

As of October 1, 1980, the Gulf Marine Division was
building a total of eight jackup drilling rigs. Three were
delivered during the first nine months of this year, and four
were completed in 1979.

The Brownsville yard operates one shipbuilding way with
a maximum ship size of 1,100 feet by 150 feet (335 m by 46 m)
on which oceangoing ships could be constructed in the event
of national emergency. Modular construction techniques are
combined with conventional shipbuilding methods. Large module
sections are fabricated on a forming and subassembly slab
about 400 feet by 200 feet (122 m by 61 m) which is actually
an extension of the yard's building way. A 250-ton (227 metric
ton) gantry crane travels on rails which run the full length
of the slab and building way. The crane lifts the subassembly
sections from the slab to the launchway, and the sections are
joined to form the completed vessel which is then side-launched.
There is one wharf, 500 feet (152 m) in length, for outfitting
Purposes. Estimated steel throughput at this shipyard is from
750 tons (681 metric tons) to 1,000 tons (908 metric tons) a
month.

At mid-1980, the total work force at the Brownsville plant
was 1,227, slightly higher than a year earlier.

Exhibit 21 is a plot plan of the yard's construction
facilities.

20. Maryland Shipbuilding & Drydock Company

Maryland Shipbuilding & Drydock Company, a subsidiary of
Fruehauf Corporation, is located on the south bank of the
Patapsco River in Baltimore, MD. This yard, which has been in
business for 58 years, offers full facilities for ship construction,

28


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87

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EXHIBIT 31

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82


addition to its use as a launching platform for new construction,
this drydock has given the company the capability of performing

a variety of conversion and major repair work. Additional
buildings and equipment to supplement the yard's mechanized
material-handling, fabrication and blasting/painting systems

are also part of Avondale's recent expansion program.

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

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

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

In August 1980, the total labor force was 7,507, an
increase of about 500 compared to August 1979.

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

5. Bath Iron Works Corporation

Bath Iron Works Corporation, a subsidiary of Fibac Corpora-
tion, is located on the Kennebec River in Bath, ME. 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 experienced shipyard has engaged in both

10


EXHIBIT 1

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SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

9OL x 006
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Maximum
Ship Size

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or
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Region

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maaan
aaa
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745 x 129
745 x 129

1000 x 195
700 x 195

Inc.

Sun Ship,

TOTAL EAST COAST

200000 wma
200000 wma

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700 x 120

Galveston S/B

1 700 x 100

Levingston (Orange, TX)

80

550 x

Levingston (Gulfport)


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Exhibits 24 and 25 are current general arrangement drawings

showing major facilities in both the South yard and the North
yard.

23. Norfolk Shipbuilding & Drydock Corporation

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

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

Norfolk Shipbuilding is currently building a large seagoing
self-propelled hopper dredge for the U.S. Army Corps of Engi-
neers and a large ferryboat. Also under construction at Norfolk
is the barge portion of an oceangoing tug/barge unit for
Coordinated Caribbean Transport, Inc. (CCT). The now defunct
Seatrain Shipbuilding Corporation had left this barge unfinished.
It is scheduled for delivery by Norfolk in early 1981.

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

ay.

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

34


Shipyard Pollution Abatement

During the past year, the shipbuilding and ship repair in-
dustry continued to strive for pollution abatement. The efforts
of the industry in this endeavor are to an extent monitored and
coordinated by the Society of Naval Architects and Marine
Engineers (SNAME) and the Shipbuilders Council of America (SCA).

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

During 1980, some of the activities of these committees
included:

o Assisting an EPA-funded contractor in a study of
hydrocarbon emissions from shipyards as a result of
painting;

o Commenting on EPA guidelines for the shipbuilding
industry hazardous waste management programs;

o Commenting on the OSHA abrasive blasting standard;

o Commenting on an evaluation of the outercoating com-
pounds on ships! hulls along with the associated
blasting media for their potential as a hazardous
waste due to toxicity;

o Commenting on a bill to amend the Federal Water
Pollution Control Act relating to civil penalties; and

o Commenting on an EPA draft report on proposed effluent
limitation guidelines and standards for the shipbuilding
and ship repair industry.

Also discussed by the committees were:

o Developments in the field of toxic substances,

especially algacides and boiler compounds;

46


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115



as of October 1, 1980, in order to maintain an adequate backlog
for available facilities and work force. Estimates of need for
new business are determined by the Maritime Administration based
on methodologies developed for the Shipyard Production and
Mobilization Model (SPAMM). Most of these yards presently have
building facilities available to expand employment levels if

new contracts could be secured.

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

Employment projections for equivalent production workers
is shown by Exhibit 40. This data is generated by overlaying
Navy, private, and CDS hypothetical 5-year shipbuilding programs
onto the estimated work force required to complete the work
on order, Work force levels are expected to continue to decline
through 1981 with a modest upturn to begin in 1982. This upswing
is attributed to an optimistic outlook for construction of small
and medium size product tankers and the need to revitalize the
bulk fleet. This forecast depends considerably on political
stimuli, economic conditions, and other unpredictable factors.

51



o The U.S. Senate Endangerment Bill;
0 Solid waste disposal;

o U.S. Coast Guard waterfront facilities regulations
relating to barges and ships under repair; and

0 Proposed PCB regulations.

In duly 1980, the Maritime Administration released the
results of its comprehensive study of asbestos in a paper titled
"Environmental Assessment for the Control of Asbestos Hazards in
MarAd Programs." The purpose of this paper is to completely
Prevent or minimize the exposure of Agency and non-Agency per-
sonnel to airborne asbestos fibers while involved in any of
MarAd's program functions.

Ship Repair Facilities

The ship repair industry is a composite of many organizations
of varying capabilities. More than 200 privately owned American
firms repair ships, but only 61. yards are capable of drydocking
vessels 300 feet in length or over. For ships this size, the
U.S. shipbuilding and repair industry is currently Operating a
total of 76 floating drydocks, 47 graving docks, and several
marine railways. However, many of these graving docks are com-
mitted to new construction. The large organizations which have
drydocks generally use extensive waterfront acreage and are capable
of all types of ship repair and maintenance. Major shipyards
usually combine repair, overhaul, and conversion with shipbuilding
capabilities, and 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,

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

The Maritime Administration currently holds master repair
contracts with 82 ship repair facilities. Forty-five are located
on the East Coast, 18 along the Guif Coast, 18 on the West Coast,
and one on the Great Lakes.

47



EXHIBIT 25

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76


EXHIBIT 35

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86


In October 1977, the Los Angeles and Seattle Divisions
were combined to form Todd Pacific Shipyards Corp. Rebounding
from several disastrous tanker cancellations in the mid-
1970's, Todd-LA in 1976 won its first contracts under the
Navy's guided-missile frigate (FFG) program. As of October 1,
1980, the yard had on order or under construction a total of
11 of these sophisticated guided-missile frigates (FFG-7 class)
which will provide employment to mid-1984,. The first frigate,
the WADSWORTH (FFG-9), was delivered to the Navy in April 1980,
and a second was completed in August 1980. Todd-LA generates
about 85 percent of its revenues from naval construction and
the balance from repair and overhaul of Navy and commercial
vessels,

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

The yard presently has two conventional inclined shipways,
each capable of launching a ship as large as 800 feet by 84
feet (244 m by 25 m). The panel line, platens and shipways are
serviced by two 175-ton (159 metric ton), and six smaller
whirley cranes. There are two floating drydocks, one of which
can accommodate a vessel 700 feet by 86 feet (213 m by 26 m),
and the other a vessel 550 feet by 80 feet (168 m by 24 m).

With 4,800 feet (1463 m) of berthing space available at
six wharves, and a full complement of shops and related facili-
ties, the Todd shipyard can carry out all types of repairs and
conversions, in addition to new construction.

Total employment at the yard was 4,570 at mid-1980, up
from 3,124 a year earlier. The current manpower level is this
shipyard's highest since 1970.

Exhibit 31 is a current plant map of the Los Angeles
Division's facilities.

41



APPENDIX C

MAJOR TOPSIDE REPAIR FACILITIES

SHIPS 300 FEET IN LENGTH AND OVER

127



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MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
LOA~- Beam’ length
‘SW--Shipway in feet
Name and location @D--Greving Drydock Remarks
FD--Floating Drydock Longest
MR--Marine Railway | Total linear
feet
Avondale Shipyards, Inc. 2),1020 x 174 su 1625 |2/ship construction, conver-
x 3800 sion and repairs. Also
***450 x 90. SW drill rig construction.
300 x 50 MR 2
1000 x 216 FD 2/7 507
380 x 76 FD
*Three vessels up to 1020' x
174' can be constructed
simultaneously.

**Five large, greater than
600' LOA, vessels can be
under construction simul-
taneously in this area.

* Westwego plant - Two plants
can be constructed simul-
taneously.

Beth. Steel Corp. 800x 96 SW 1100 [construction of barges and
Beaumont, TX 650 x 84 FD O50 drilling rigs. Also ship
repairs and conversion.
2Veyir7
Galveston 8 Co. 700 x 120 SW None* construction of ‘barges tugs
alveston, TX and oceangoing integrate
, tug/barge units.
2/375
*City wharf in Galveston is
available.
Ingalls $8 Division 690 x 85 SW 2650 construction, conversion,
Litton Industries 550 x 80 SW BI00 overhaul - all types of
Pascagoula, MS (4) 650 x 90 SW vessels.
481 x 71 GD 2
*800 x 173 FD 11,170
*West Bank can launch ships
up to 800' x 173', Equiva-
Tent of six conventional
inclined ways in terms of
ships delivered annually.
Levingston SB Co. 700 x 100 SW 600 |2/construct ion of offshore
Orange 8 Division 470 x 122 fo 2400 Gritting vigs, grid lshipss
Orar xX x arges ard large comme
meee vessels. Repairs and con-
version - all types of
vessels.
2/1 ,980

120


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
‘LOA--Beam length
in feet
Name and location organ Drydock n Ree Remarks
FD--Floating Drydock |___Longest__
MR--Marine Railway | Total linear
feet
Port of Portland 600 x 83 FD 1000 Port of Portland owns these
Swan Island Ship Repair Yard 500 x 88 FD 6300 drydocks which are leased
Portland, OR 700 x 108 FO to ship repair companies on
1100 x 181 FO an as-required basis.
Richmond DD & Marine 7a x so cox} 1560 —|2/ship repairs and overhaul.
Repairs, Inc. 583 x 80 GD* T560 2s
Richmond, CA 570 x 80 GD* aINAY
*Leases from Port of
Richmond, CA.
Southwest Marine, Inc. 380 x 80 FD 600 —_|2/ship repairs and overhaul.
San Diego, C ToS Construction of vessels up
to 200' in length.
2/700
Graving dock is leased from
Unified Port District of San
Diego (listed under NASSCO).
Todd Shipyards Corp. 523 x 80 FD 800 Uship repairs and conversion.
San Francisco Division 900 x 136 FD a5
Alameda, CA 2/750
Triple "A" South None* —|4/Ship repairs and overhaul.
San Diego, CA 2
2/443
Graving dock is leased from
Unified Port District of San
Diego (listed under NASSCO).
*Ships are worked at Navy piers.
Willamette Iron & Steel Co. 1232 |4/shi
Portland, OR 3. Ship repairs and conversion.
2426
Leases drydocks and berths
from Port of Portland as
required.

125



CONTENTS

Introduction . 2. 1 6 6 ee we we ee ew ew wwe
General . 2 ww ee ew we ee we ew wwe
Major Shipbuilding Facilities. ......ee.
Alabama Dry Dock and Shipbuilding Co.. .
American Ship Building Company - Lorain,
American Ship Building Company - Toledo,
Avondale Shipyards, Inc. .. . . «. e o« «
Bath Iron Works Corporation. .....s.e.

Bay Shipbuilding Corporation ......

Ohio.

Ohio.

Bethlehem Steel Corporation - Beaumont Yard,

Bethlehem Steel Corporation - San Francisco Yard

Bethlehem Steel Corporation - Sparrows Point Yard.

FMC Corporation ~ Marine and Rail Equipment Division

Fraser Shipyards, Inc. . 2... ew. wee

Galveston Shipbuilding Company .....

General Dynamics Corp. - Electric Boat Division.

General Dynamics Corp. - Quincy Shipbuilding Division.

Ingalls Shipbuilding Division/Litton Industries.

Levingston Shipbuilding Co. - Orange Shipbuilding Division

Levingston Shipbuilding Co.-Gulfport Shipbuilding Division

Lockheed Shipbuilding and Construction Company . .

Marathon LeTourneau Company - Gulf Marine Division

Maryland Shipbuilding & Drydock Company

National Steel and Shipbuilding Company.


TABLE II

MAJOR U.S. PRIVATE SHIPYARDS

NUMBER OF SHIPBUILDING WAYS BY LENGTH
(MAXIMUM SHIP SIZE

104


EXHIBIT 13

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64


Appendix B tabulates information updated through 1980 on
39 of these yards on a coastal basis. Additional data is
available in the Office of Ship Construction.

Major Topside Repair Facilities

Major topside repair facilities are those that have the
capability to provide repair service to oceangoing ships when
the work can be accomplished without taking the ships out of
the water. The topside yards continue to get a substantial
share of large ship business. These facilities usually lease
pier space on a job basis and do not have any type of drydocking
installations. Services rendered by these firms vary from a
simple repair job to a major topside overhaul. It is common
practice.for a shop 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 is particularly appli-
cable to highly skilled technicians as against the hull trades.
Several yards which normally build or repair only smaller vessels
and barges are also capable of performing topside repair work
on oceangoing ships.

Appendix C is a list of 122 major topside repair facilities,
55 of which are located on the East Coast. No attempt has been
made to tabulate their machinery and equipment due to the
variance of the type of work an individual firm will engage in.
Detailed data for most of the facilities has been obtained
during the MarAd annual shipyard survey and is available in

the Office of Ship Construction.

Active Shipbuilding Base

The active shipbuilding base comprises the 25 privately
owned U.S. shipyards currently engaged in or seeking contracts
for the construction of naval ships and/or major oceangoing or
Great Lakes merchant ships. Exhibit 37 identifies and
geographically locates these 25 yards. Exhibit 38 tabulates
the number and contract value of commercial vessels and barges,
large and small, under construction or on order as of September 30,
1980, in these shipyards; and Exhibit 39 indicates when each of
the yards in the active shipbuilding base needed new contracts,

50


SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

OBC

Tankers

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1200 x 126
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99

96

800 x

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700 x 120

Galveston $/8

*Sun Ship has capability of building a ship of this deadweight tonnage if deeper draft to compensate

for shipway's beam limitation of 195 feet.



assembly and subassembly areas are the equivalent of six con-
ventional inclined ways in terms of the number of ships that
could be delivered annually. Approximately 4,400 feet (1341 m)
of berthing space, serviced by cranes up to 200 tons (182 metric
tons) are available for outfitting.

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

Ingalls Shipbuilding Division at mid-1980 employed a total
labor force cf 11,170, down from 16,926 a year earlier.

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

16. Levingston Shipbuilding Company - Orange Shipbuilding Division

Levingston, one of the leading producers of offshore drilling
rigs, was founded in 1933. The plant is strategically located on
the Sabine River at Orange, TX, approximately 30 miles (48.3 km)
inland from the Gulf of Mexico. Gulfport Shipbuilding, in Port
Arthur, TX, was purchased in 1970 by Levingston to supplement
Levingston's construction and repair facilities at the Orange
plant. In 1975, Levingston became a wholly owned subsidiary of
Ashland Oil, Inc., and a new program was instituted for the
company's operations. Tug and barge construction was effectively
abandoned for the building of larger vessels and offshore drilling
rigs. In July 1980, Ashland 0i1, Inc. sold Levingston Ship-
building Company to Paden Corporation, but there was no change in
the operations or work force.

Levingston combines commercial ship construction with its
traditional offshore industry work, with a solid base of ship
repair and some industrial fabrication. Levingston has built
more than 700 vessels of all types since it started steel ship
construction in 1933. Of this total, 164 were for the offshore
industry -- including nine drillships, seven semisubmersibles,
nine jack-up rigs, and 139 barges and tenders of various types.
The company has also built 167 vessels for the U.S. Government,
including frigates, a surface-effect ship, and 162 tugs and
coastal vessels. For the commercial marine industry, Levingston
has built a total of 372 vessels (mostly barges) as well as
tankers, small roll-on/roll-off ships and ferries.

In August 1978, the company completed the second of two

drillships for Glomar Marine, Inc. These vessels are the largest
drillships ever built on the Gulf Coast. In 1978, the Orange

24


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

In 1974, this shipyard completed construction of the
SEABULK CHALLENGER, a catamaran type oceangoing integrated
tug/barge (Catug) for Seabulk Tankers, Ltd. In 1977, the
SEABULK MAGNACHEM, another catug, was delivered to Hvide
Shipping, Inc. In 1978, construction was completed on two
chemical tank barges; and during 1979, Galveston delivered
two large seagoing deep-notch petroleum barges -- one for
Belcher Oil Co. and one for Interstate and Ocean Transport
Co. In early 1980, construction was completed on another
deep-notch barge for Interstate. As of October 1, 1980, four
deep-notch oceangoing oil barges were under construction for
Belcher, Interstate, and Marathon Oil Co.

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

In addition to its large side-launch way, Galveston Ship-
building has four smaller shipways served by a 750-ton (762
metric ton) syncrolift. In the absence of a drydock, arrange-
ments must be made to drydock large vessels at Todd-Galveston
or Levingston Shipbuilding Company. Since the former Kelso yard
does not have an outfitting berth, outfitting is done at the
municipal pier in Galveston.

In mid-1980, Galveston Shipbuilding Company's total work
force was 375, up slightly compared to a year earlier.

Exhibit 13 is a current general arrangement drawing of the
yard's ship construction facilities.

20


1

TABLE
SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

SUMMARY

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103



Newport News is the Nation's foremost builder of Navy
nuclear warships. The yard, as of October 1,.1980, was at work
on nine nuclear-powered ships for the U.S. Navy - one aircraft
carrier, and eight attack submarines. These ships are under
construction in the South yard which also handles overhauls and
repair work. Also, in September 1980, the Navy awarded Newport
News a $1.2 billion contract for construction of another
Nimitz-class nuclear-powered aircraft carrier, the CVN-71.

Commercial shipbuilding is carried out in the North yard.
During 1978 and 1979, the company completed three 125,000-
cubic-meter LNG carriers. The U.S.T. ATLANTIC, the first of
two ultra-large crude carriers (ULCC's), was delivered in
March 1979; and a sistership, the U.S.T. PACIFIC, was delivered
in December 1979. These ULCC's are the largest commercial
ships ever built in the United States. Newport News is
currently engaged in the reconstruction and jumboizing of
four large oil tankers - two for affiliates of Keystone Shipping
Company, one for the Berger Group, and one for an affiliate
of Atlantic Richfield Company.

The North yard, completed in 1977, is adjacent to the
South yard on land reclaimed from the James River. This
facility, designed for high production and efficiency, has
the capability to handle large components from fabricating
areas to final erection. Data storage and retrieval systems
control material storage and work flow. The building basin,
the largest in the Nation, is 1,600 feet (488 m) long, 250 feet
(76 m) wide, and 44 feet (13 m) deep. In this graving dock,
one ULCC or large LNG and part of a second can be built simul-
taneously. A two-position intermediate gate is under construction
and nearing completion which will further expand the multi-ship
construction capability of this dock. The potential for
simultaneous ship construction and repair will also be realized.
The all-weather steel production plant includes automated panel
lines and supporting equipment. A 900-ton (817 metric ton)
23-story Goliath gantry crane, one of the largest in the world,
can handle completely outfitted assemblies. This crane services
the graving dock and the final assembly platen and has a height
of 234 feet (71 m) overall, a girder clearance of 200 feet
(61 m) and a span between rail centers of 540 feet (165 m).
The North yard has one 1,670-foot (509 m) outfitting berth and
one 950-foot (290 m) outfitting berth.

Currently, all Navy ship construction is taking place in
the South yard. The South yard has four inclined shipways,
the two largest of which can accommodate a maximum ship size
of 940 feet by 125 feet (287 m by 38 m). The South yard has
five graving docks. Two are serviced by a 310-ton (281 metric
ton) gantry crane and can accommodate ships up to 1,100 feet
by 136 feet (335 m by 42 m) and 960 feet by 124 feet (293 m by
38 m). The remaining three docks can be used for new construction,

32


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113



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110


EXHIBIT 23

74

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in 1970, when it was purchased by Levingston, Gulfport Shipbuilding
has constructed drilling rigs and other vessels for the oil
drilling industry. Presently, in addition to repair work, it
supports Levingston's.Orange shipyard in the manufacture of
structural and other vessel components.

An expansion and modernization program is currently under-
way at Gulfport which includes a general upgrading of facilities,
enlargement of drydocks, and development of new outfitting
facilities downstream from the main portion of the yard.

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

The mid-1980 work force at Gulfport was about 400, unchanged
from a year earlier.

Exhibit 18 is a plot plan of the main portion of the yard.
Because of the attenuated shape of the: yard as a whole, this
plan does not show Gulfport's downstream outfit and repair berths
or tank=-cleaning and gas-freeing facilities.

18. Lockheed Shipbuilding and Construction Company

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

This 91-year-old company was known as Puget Sound Bridge and
Drydock Company when acquired in 1959 by Lockheed. In 1965,
the yard's name was changed to Lockheed Shipbuilding and Con-
struction Company. It is now the largest privately owned
shipyard in the Pacific Northwest.

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

With the current scarcity of commercial ship orders, the

Navy has again become Lockheed's best customer. In March 1979,
the yard delivered its first naval vessel in six years, the

26


TABLE 1

SHIP CONSTRUCTION CAPABILITY

BY SHIP TYPE

92



accommodate almost any type of machining operation within the
marine industry. These shops can handle industrial as well as
marine work. The Lorain plant is one of two shipyards on the
Great Lakes capable of building ships up to 1,000 feet (305 m)
in length. The Lorain yard is the major source for new con-
struction work, with the company's Toledo and Chicago yards
supplying various components.

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

Currently, there is a downturn in the demand for new
Great Lakes bulk carriers; and upon delivery in September 1980
of the EDGAR B. SPEER to United States Steel Corporation, Lorain
had only one 1,000-foot (305 m) self-unloader under construction.
This ship is scheduled for delivery to the Interlake fleet of
Pickands Mather in April 1981. As of October 1 of this year,
there was no other ship construction or conversion work in the
yard.

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

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

At mid-1980, the total payroll at Lorain was approximately
930, slightly less than mid-1979; and unless new construction
or conversion contracts materialize, there will be substantial
layoffs in the spring of 1981.

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



Newport News Shipbuilding

SOUTH YARD

JAMES RIVER

75

EXHIBIT 24

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the following narrative, exhibits, and tabulations to focus
attention on those elements that are most often requested from
this office. Appendix B is an especially valuable statistical
abstract of data gathered from those companies responding to

the annual survey. It lists the Nation's major shipbuilding,
ship repair, and drydocking yards sorted on a coastal basis.
Information is displayed pertaining to the size and type of each
building position, drydock, and berth space, employment and
remarks regarding principal shipyard activities.

MarAd has examined drydock data submitted by shipyards in
the 1980 survey. In preparing Appendix B, 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 shipyard. The maximum width was
determined by allowing a 2-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 2-foot (.6 m) clearance at
each end between the ship and the inside of the dock
at the floor. The maximum width was determined by
allowing a 2-foot (.6 m) clearance on each side
between the ship and each side of the dock entrance
at the sill.

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

Major Shipbuilding Facilities

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

Despite the continuing worldwide shipping and shipbuilding
recession, the climate of uncertainty, and the global overcapacity
in shipbuilding, the U.S. shipbuilding and ship repair industry in
FY 1980 invested some $265 million in facilities modernization and
expansion, and as of July 1, 1980, planned to spend an additional
$164.4 million to improve facilities during the year ending
dune 30, 1981.



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105



EXHIBIT 39

SHIPYARD STATUS: NF! D FOR NEW BUSINESS

U.S. DEPARTMENT OF COMMERCE
MARITIME ADMINISTRATION
TIME NOW

ACTIVE SHIPBUILDING BASE

1979
| 1 1

L

1980
| 4

1981 1982
| ti

ALABAMA DD&SB — MOBILE, AL
AMERICAN $B — LORAIN, OH
AVONDALE SHIPYARDS — N.O., LA
BATH IRON WORKS — BATH, ME
BAY SHIP — STURGEON BAY, WI
BETH. STEEL — SPARROWS PT.. MD
BETH. STEEL — SAN FRANCISCO, CA
EQUITABLE SHIPYARDS — N.O., LA

GEN. DYN.-E.B. — GROTON, CT
GEN. DYN. — QUINCY. MA

INGALLS/LITTON — PASCAGOULA, MS
LEVINGSTON SHIP — ORANGE, TX

LOCKHEED SHIP — SEATTLE, WA
MARYLAND DD — BALTIMORE, MD
MARINETTE MARINE —- MARINETTE, WI
NASSCO — SAN DIEGO, CA

NEWPORT NEWS SB&DD — VA

NORFOLK SB&DD — VA

PETERSON BLDRS. — STURGEON BAY, WI
SUN SHIP — CHESTER, PA

TAMPA SHIP REPAIR — FL

TODD SHIPYARDS — GALVESTON, TX
TODD SHIPYARDS — HOUSTON, TX
TODD SHIPYARDS — SAN PEDRO. CA

TODD SHIPYARDS — SEATTLE. WA

*

* * *

3K Shipyards engaging primarily in repair work

NOTE: END OF BAR, EXCEPT FOR YARDS MARKED WITH AN ASTERISK. INDICATES WHEN YARD NI

JEEDS NEW CONTRACTS IN ORDER TO

MAINTAIN ADEQUATE BACKLOG FOR AVAILABLE FACILITIES AND WORK FORCE ASSUME 8-MONTH ADMINISTRATIVE ANO PRE FAB TIME

(LEAD TIME BEFORE KEEL LAYING).

90



EXHIBIT 7

BAY SHIPBUILDING CORPORATION

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58


EXHIBIT 3

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54


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

The total work force at mid-1980 was approximately 890,
up from 800 a year earlier.

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

9. Bethlehem Steel Corporation - Sparrows Point Yard

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

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

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

Other work under contract at Sparrows Point as of October 1,
1980, comprised the following: six oceangoing tug/barge CATUG
tankers (construction of the tugs is subcontracted to Halter
Marine), and three jack-up drilling rigs. These will be the
first offshore drilling rigs ever built at Sparrows Point, and
this is the only U.S. shipyard outside the Gulf Coast states
with contracts for construction of offshore drilling rigs.

16


universal data base for use by MarAd, the Naval Sea Systems
Command (NAVSEA), and the shipbuilding community for assessing
the current status of shipbuilding and for forecasting future
requirements.

As shown in Exhibit 40, the most recent industry workload
projection, prepared by MarAd's Office of Ship Construction,
presents a gloomy outlook for employment in the 25 major yards
in the active shipbuilding base through 1981, during which it
is anticipated that several thousand production workers could
be laid off. However, during the 1982 - 1986 time span, shipyard
employment is expected to show an overall improvement.

Material Shortages

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

In the fall of 1980, the steel industry was operating at
about 80 percent of capacity. Supplies were adequate and are
expected to continue to be plentiful in the foreseeable future.
Lead times for most basic materials remained generally stable
during 1980.

Lead times for ship components, with a few exceptions, were
also stable during the year; but a continuation of the recession
in shipbuilding will inevitably result in a diminishing of the
industry's component supply base. As shipbuilding contracts
continue to decline, some manufacturing industries allied with
shipbuilding and ship repair will shift emphasis to non-marine
work in order to maintain a stable workload. There are already
some signs of a gradual erosion of the existing supporting in-
dustrial base.

MarAd is continuing to request DO-A3 priority ratings for
ships built with the aid of construction-differential subsidy
(CDS). The priority rating system, under the Defense Priority
System and the Defense Materials System, continues to be an
integral part of our national defense-related ship construction
program, given the unpredicatable nature of material and com-
Ponent procurement in the shipbuilding industry.

45



seeking to increase their repair business. Ship repair is con-
sidered 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 have also
been actively soliciting non-ship industrial work requiring
skills such as steel fabrication, welding, boiler repairs, and
motor overhauls, typical in ship repair.

Repair of naval ships has become a matter of vital impor-
tance requiring the highest skill and dedication; and as the
complexity and sophistication of warships grow, so must the
capabilities of U.S. repair yards. This country's privately
owned ship repair industry is an essential national resource
in the planning and execution of the maintenance and upkeep of
these complex naval ships. Private U.S. shipyards are con-
tinuing to receive at least 30 Percent of the funds available
for repairs, alterations, and conversion of naval vessels.
Projected ship alteration and repair programs essential to main-
tain these ships at a high level of material readiness will result
in a workload increase through the mid-1980's for both naval and
private shipyards. However, because of the large size and the
complexity of Navy combatant ships, participation in this Navy
work will be restricted to a limited number of private yards.

The ship repair business in the United States is good and
looking better than it has in some time. Many firms in the indus-
try are readying their yards to take advantage of the prospective
markets of the 1980's.

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

Major Drydocking Facilities

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

49



EXHIBIT 27

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78


Navy and commercial ship construction, as well as Navy overhaul
and repair work. The yard has a history of proven diversity,
having constructed various types of ships including roll-on/roll-
off vessels, containerships, tankers, destroyers, and guided-
missile frigates. Bath has built a total of 153 destroyers for
the Navy. In the late 1960's and early 1970's, six container-
ships were delivered to American Export Lines; and in 1975,

the yard completed a series of five “handy-size" tankers. In
1977, the company completed the last of four large sophisticated
roll-on/roll-off cargoliners (MA Design C7-S-95a) for States
Steamship Company. In 1978, a containership was delivered to
Matson Navigation Company; and in February 1980, the second of
two containerships (MA Design C5-S-73b) was delivered to Farrell
Lines. Currently the only commercial ship construction in the
yard is a large seagoing diesel-propelled hopper dredge for the
Corps of Engineers. Sun Ship subcontracted this work to Bath

in September of this year.

Bath Iron Works is one of the industry leaders in design,
construction, and modernization of destroyer-type vessels for
the U.S. Navy. BIW is the lead shipbuilder for the Navy's
guided-missile frigate (FFG-7 Class) program. The lead ship,
the USS OLIVER HAZARD PERRY, was completed in 1977; and the
Navy has.awarded the company follow-on contracts for the con-
struction of 17 additional FFG-7 Class guided-missile frigates,
the last of which is scheduled for delivery in 1984. As of
October 1, 1980, there were 14 of these ships on order or in
various stages of construction. Now at the peak of production
on the FFG program, the Bath shipyard is launching an FFG
every 3% months. Also swelling the backlog of work were the
major overhauls of three Navy ships, the guided-missile de-
stroyer CONYNGHAM (DDG-17), the frigate TRIPPE (FF-1075), and
the frigate VREELAND (FF-1068).

In 1974, Bath completed a major expansion and modernization
program. The upgrading of facilities included the reconstruc-
tion of two shipways to accommodate ships of 700 feet (213 m)
in length between perpendiculars (LBP) with a maximum beam of
130 feet (40 m), or two ships per way with a beam of 54 feet
(16 m) each; the installation of a 220-ton (200 metric ton)
level luffing crane with sufficient outreach to erect units on
all shipways; and new steel fabrication shops and equipment
that have increased steel throughput capacity by 50 percent.

To accommodate its accelerated naval shipbuilding program, the
Bath yard in 1979 began its latest expansion and facilities
improvement program which will continue through 1980. Included
in this program are the following: expansion of the main
assembly building to double the interior work area; installation
of additional computer-aided lofting and burning equipment;
expanded machine shop and pipe shop capability; and replacing
wood wing walls with steel wing walls on the floating drydock.

VW



ALABAMA DRYDOCK & SHIPBUILDING CO.

MOBILE RIVER

aNvIs! Tae

Sn ara ty z
7" gag O0AN NOL O00‘ fe ‘CON -3SHM,
it N s Auois-2

ATH
y

<a

4 300"
8

VOT X OL9~ 2 “ON a
= "900440 NOL_000'6T. |
rs

EXHIBIT 2



Exhibit

Exhibit

Exhibit

Exhibit

Exhibit

36 -

37 -

38 -

39 -

40 -

Major U.S. Private Shipyards- ... . eee
Number of Shipways by Maximum Length Capability

Active Shipbuilding Base (Map). .......-

Orderbook, Commercial Vessels . ..... + ss
Active Shipbuilding Base

Shipyard Status - Need for New Business ... .

Shipbuilding Industry Workload Projection...

Table I - Ship Construction Capability by Ship Type ....

Table II

Appendix

Appendix

Appendix

- Major U.S. Private Shipyards- ... eee ee
Number of Shipbuilding Ways by Length

A-

B-

c-

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

Major U.S. Shipbuilding and Repair Facilities .

Major Topside Repair Facilities ........

iv

90
91
92
104

107

116
127


EXHIBIT 19

OMAN

nme "ms anwany Hast >)

ee busta

wie vale
AVMUSLYM 183M
NOLONIHSVM ‘A'1LLVaS “A'S AV 9ST 6768

3NO LNV1d
ANVdWO9 NOILONULSNOD GNV ONIGTINGdIHS Ga3HADOT

70


facility also delivered a small product tanker to Cleveland
Tankers, Inc., and two jackup drilling rigs. Two more jackup
rigs were completed in 1979. .

As of October 1, 1980, Levingston had under construction
three dry-bulk carriers (MA Design C5-M-129a) for Levingston
Falcon I Shipping Company, with delivery of the first ship
scheduled for early 1981. These 612-foot (187 m) ships are
being built with the technical assistance of a U.S. subsidiary
of the Japanese shipbuilder, IHI, and are the first dry-bulk
carriers built in this country in 16 years. Also in production
at Levingston are three jackup drilling rigs.

A long-range expansion and modernization program is
underway at the Orange, TX, yard, in order to eventually in-
crease steel throughput from about 25,000 tons (22695 metric
tons) per year to approximately 50,000 tons (45390 metric tons)
per year. Some of the improvements incorporated in the program
are a new flat panel fabrication line, numerically controlled
cutting equipment, an automatic blasting and paint shop, a new
subassembly construction area, and a new gantry crane.

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

In July 1980, the total work force at the Orange plant was
1,980, up from 1,769 a year earlier.

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

17. Levingston Shipbuilding Company - Gulfport Shipbuilding Div.

Levingston's Gulfport shipyard, located. in Port Arthur, TX,
is primarily engaged in ship repairs and conversion, although it
has the capability of building ships up to about 550 feet (168 m)
long by 80 feet (24 m) in width. This shipyard is strategically
located on the busy intracoastal canal with a portion of the
facility extending south of the Gulfgate bridge, allowing unlimited
vertical clearance to the Gulf of Mexico.

Since the yard was founded in 1932, it has built a variety of
small vessels, such as tugs, dredges, and ice-breakers. Beginning

25



EXHIBIT 17

ONILNIYA
ONISSI90Ud VIVE

“3H
onnpanions LS BSHM 349 guvnd
-L iH

68

JE OOO*TL (.HZTX,88€) hb CON
GL OOS*E (24%, 042) % “ON
1 000°9 (.78x,0SE) T “ON
L QOO'T (.S9x,S22) “HTH
*S93dS WOOCANA

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SNLLLIALNO Tavis'ava | rT: t : vad ¢
Wood o2t) (109) 531
[rene i oS ey it Vauv NALVTd q
C AMLNY!
[ TCI 4 T
c : T Savis ‘v4 NaLW1d
v# NO0QAHG [waivia) [ } Gaonsaaz) (CE reali
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L LIC J} osth |B |S} | ous
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(,009) 38VHM ONTLLTsInNG b>, /3SHM) | onDRayd Ei
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} Lsavaois | LI j
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NALVId it [BLY 1d] i} SN3ILV Id
NaLY
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[auva ALuowa
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1331S

INVW1d SVX31L ‘J5NVHO
‘O03 ONIGIINGdIHS NOLSONIAI1


EXHIBIT 10

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61



1978 and 1979, four large triple-deck RO/RO barges were delivered
to Crowley Maritime Corporation. These are the world's largest
RO/RO barges. In the first half of 1980, FMC completed an ocean-
going covered deck barge for Puget Sound Freight Lines and a dump
scow for Smith-Rice. Currently under construction are two large
tank barges for Crowley Maritime Corporation.

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

The yard operates one side-launch shipway that can accommo-
date a maximum ship size of 700 feet by 105 feet (213 m by 32 m).
This building position is serviced by one 200-ton (182 metric ton)
whirley crane and one 50-ton (45 metric ton) gantry crane.

FMC has one 600-foot (183 m) outfitting dock but no dry-
docks. Outfitting and drydocking can be done in the nearby Port
of Portland facility.

At mid-1980, the labor force involved in marine work totaled
300, unchanged from mid-1979.

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

11. Fraser Shipyards, Inc.

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

18


has a lifting Capacity of 54,250 long tons (55118 metric tons).

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

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

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

Norshipco's payroll totaled 3,360 in July 1980, an increase
of 500 compared to a year earlier.

Exhibit 26 is a current plan of the Berkley Plant, the
largest of the company's three plants.

24. Sun Ship, Inc.

Sun Ship, located in Chester, PA, is a complete ship-
building and manufacturing complex bordering on the Delaware
River. In its 62 years of operation, the yard has designed and
constructed more than 650 vessels, mainly commercial ships.
Today, Sun is a world leader in the design and construction of
roll-on/roll-off ships. In recent years, the yard has specialized
in these vessels and medium-sized tankers of its own design. In
addition to its shipbuilding, conversion, and repair activities,
the.company also engages in the manufacture of a wide variety of
heavy industrial equipment including welded pressure vessels,
plate work, machinery, oi] refinery equipment, and bridge
structures,

New construction contracts underway as of October 1, 1980,
at Sun Ship comprise the following: three RO/RO containerships

35


AMERICAN SHIP BUILDING CO.

EXHIBIT 4

TOLEDO

\
mS
a NY
a
< >
2
al |e nu
i = TS =
Sys ® 2
°
2 2° <
wi v7 Ve
e rs} am)
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a
> ~>
& 8 2
a a a
=
st aH
N
SLAB | Iw
MILL FABRICATING SHOP
MOLD LOFT
BLACK-
SMITH 4
SHOP

{CRAWLER CRANES

U

PLATEN AREA

| FOUNDRY

FRONT STREET

LOCKER ROOM

TOOL ROOM

E PAINT
SHOP

SHEET
METAL

SHOP

g
q
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55



13. General Dynamics Corporation - Electric Boat Division

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

U.S. Navy.

14, General Dynamics Corporation - Quincy Shipbuilding Division

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

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

As of October 1, 1980, Quincy's backlog of work consisted
of the construction of five large oil barges, plus the overhaul
of a U.S. Navy cable ship, and the repair and overhaul of a
large oil tanker.

In September 1980, General Dynamics Corp. signed condi-
tional contracts with subsidiaries of Zapata Corp. and Ogden Corp.
to build six 125,000-cubic-meter LNG carriers at the Quincy yard.
The most controversial of several factors on which the transaction
depends is the problem of approval for construction of an LNG
receiving terminal in California. Environmental impact hearings
are expected to defer the start of ship construction for an
indefinite period.

To provide the tools and facilities to efficiently build
LNG tankers in series production, General Dynamics in 1975 com-
pleted a major expansion and.modernization program. In addition
to the conversion of two conventional sliding ways to large
construction basins, other improvements at Quincy included: a
steel fabrication facility, materials-handling equipment, a

21



EXHIBIT 37

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88


29. 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, a variety of
vessels were produced, including the world's first six-masted
barkentine and (at that time) the world's fastest single-screw
steamer.

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

For several years after the war, Todd-Seattle was primarily
a repair facility with employment dipping as low as 700 people.
In the early 1950's the yard embarked on new vessel construction
and industrial production, completing a formidable array of
tugs, barges, ferries, dredges, pile drivers, floating cranes,
etc. In 1964, the company delivered a series of four guided-
missile destroyers to the Navy. In the late 1960's and early
1970's, the Seattle Division was lead yard for a class of 26
frigates, seven of which were built in Seattle. During this
period, the yard also built the Navy's only catamaran ocean-
ographic vessel.

Prospects for the Seattle Division looked bleak in 1976
when the Navy awarded Todd its first contracts under the guided-
missile frigate (FFG) program. As of October 1, 1980, the
Seattle yard had 11 of these frigates on order or in production.
The DUNCAN (FFG-10) was delivered in May 1980, and the second
was scheduled for completion in November of this year. Three
of these ships are for the Royal Australian Navy. The last of
the 11 vessels on order is slated for delivery in late 1984.

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

Overall modernization has resulted in vastly improved
facilities. Recent yard additions include a numerically con-
trolled plasma arc burning system that cuts steel plate at five
times the speed of gas. A new facility for nondestructive
testing was finished in 1976, completely updating the Division's
NDT capability. Other capital improvements include a panel line,
new steel shop, and a missile launcher erection building.

The largest building way at Todd-Seattle can handle a ship

42


EXHIBIT 32

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83



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60



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MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
‘LOAW~ Beam, length
roa t
Name and location eeanied prydock in fee Remarks
FD--Floating Drydock Longest
MR--Marine Railway | Totel linear
feet
Jackson Engineering Co., Inc. 400 x 81 FD 653 L/ ship repairs and conversion.
Staten Island, NY 500 x 81 FD 2606 2/g6
Jacksonville Shipyards (2) 660 x 90 Fo* 680 L/ship repairs and conversion.
Jacksonville, FL 900 x 140 FD a18t Construction of small vessels.
400 x 53 FD*
22,000
*Leased from the Navy.
Perth Amboy DD Co. 400 x 68 FD 400 1/ship repairs and conversion.
Perth Amboy, Nd 2130 2/4
=" 156
Puerto Rico DD & 632 x 83 GD* 1000 L/ship repairs.
Marine Terminals T000 2/
San Juan, PR ="110
*Leased from Navy.
Rodermond. Industries 425 x 80 FD 242 |2/ship repairs.
Jersey City, Nd 350 x 60 FD Bae 2
300 x 57 FD ="120
Savannah Shipyard Co. 536 x 64 GD 382 2/snip repairs and conversion.
Savannah, GA 1563 2/
j=" 400
Todd Shipyards Corp. 700 x 85 GD 1152 |2/ship repairs and conversion.
Brooklyn, NY 755 x 95 FD 7653 2/
448
Tracor Marine, Inc. 360 x 80 1825 —_|2/ship repairs and conversion.
Port Everglades, FL (Syncrolift) Te25
2/312
GULF COAST
SHIPBUILDING YARDS
Alabama DD & SB Co. (4) 523 x 68 SW 1132 1/ship construction, conver-
Mobile, AL 620 x 90 SW 3370 sion, and repairs. Also
620 x 83 FD drill rig construction.
750 x 100 FD 2.
380 x 70 FD 2/2,300

119



MAJOR U.S, SHIPBUILDING AND REPAIR FACILITIES

Berths /Piers
Maximum Ship Size Usable
LOA--Beam: length
SW--Shipway in feet
Name and location GD--Graving Drydock Remarks
FD--Floating Drydock Longest
MR--Marine Railway | Total linear
feet
Equitable Shipyards, Inc, 325 x 90 MR 500 E/construction and repair of
New Orleans, LA 5a small vessels and barges.
2/980
6u1f-Tampa 0D Co. 348 x 47 FD 2/ship repairs.
Tampa, FL . 2/
IS" 240
McDermott Shipyard 325 x 105 FD 225 / ship construction, repairs
Morgan City, LA 225 and conversion.
2/439
Southern SB Corp. 350 x 54 Go 200 2/ construct: ion and repair of
Slidel1, LA 300 vessels up to 350' in Tength
and not drawing over 15! of
water.
2/309
Todd Shipyards Corp. 696 x 86 FD 1725 /ship repairs and conversion.
New Orleans, LA 643 x 80 FD a6 2/57
WEST COAST
SHIPBUILDING YARDS
Beth. Steel Corp. 600 x 90 SW 813 Barge construction, ship
San Francisco, CA 700 x 94 FO repairs end conversion.
950 x 144 FD Can buile C3 and C4 type
vessels.
2/e90
uy i
FMC Corp. 700 x 105 SW 600 ='Construction of vessels up
Portion, OR T200 to 700' in length.
2/300
Leases drydocks and berths
from Port of Portland as
required.

122


conversion, overhaul, and repair. Although primarily a repair
and conversion yard in recent years, Maryland built the
following vessels in the 1960's: two containerships, one
oceanographic research vessel, one hydrofoil, and two trawler/
factory ships, which were the first stern ramp fish-processing
trawlers to be built in the United States. The company's
Industrial Products Department engages in nonmarine work such
as (1) the design, manufacture and installation of large steam
surface condensers for the utility industry; (2) general
machine repairs to pumps, turbines, and other industrial
machinery; and (3) heavy structural steel fabrications.

In 1976, Maryland Dry Dock completed construction of the
cargo-carrying unit of a large integrated tug/barge. In 1977,
1978, and 1979, the company's activities consisted principally
of long-term Navy repair and overhaul, commercial ship repair,
and the design and manufacture of industrial condensers.

Supplementing merchant ship repair contracts, Maryland
currently is working on two major military ship contracts,
the repair and overhaul of the RALEIGH, an amphibious trans-
port, and the OBSERVATION ISLAND, a missile testing ship.

The Industrial Products Department has a backlog of six large
industrial condensers and other non-ship work. The first of
four Moore-McCormack cargo ships entered the Maryland yard

in October of this year for reconstruction to increase the
container-carrying capacity of the ships. The vessels are
being converted under MarAd's CDS program.

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

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

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

o Modernization of the panel fabrication system;
o Automatic pre-blast equipment, a new building for

blasting and painting, and a totally enclosed
final-blast building; and

29



of a second ship could be constructed simultaneously. This
production procedure, analyzed periodically by SPAMM, maxi-
mizes the use of shipbuilding facilities, minimizes the con-
struction period, and increases the number of ships that can
be produced in a given period of time.

Table II is a somewhat different presentation of the data,
meaningful to many requesting information from the annual survey.
In lieu of actual ships, maximum ship length is used to deter-
mine the number of shipways or basins available. In this
tabulation, the emphasis is on the number of individual facili-
ties available and not on the number of ships that can be
constructed. Again using Sparrows Point as an example, Table
II lists the 1,200-foot by 192-foot (366 m by 59 m) basin
as one facility regardless of what type of ship is constructed
in it. Table I indicates that there are six building positions
for a ship 475 feet (145 m) LOA at Sparrows Point, whereas
Table II indicates that the yard has three individual shipways
capable of constructing a ship 475 feet (145 m) in length.
Exhibit 36 is a histogram displaying the reduction in the
number of available shipways as the maximum ship length
increases.

Following is a brief description of 30 major U.S. commercial
shipyards capable of constructing oceangoing or Great Lakes
merchant ships, with a minimum size of 475 feet by 68 feet (145 m
by 21m).

1. Alabama Dry Dock and Shipbuilding Company

Alabama Dry Dock and Shipbuilding Company (ADDSCO) has been
in operation for 64 years. It is located on Pinto Island across
the river from Mobile, AL, approximately 30 miles from the Gulf
of Mexico. During World War II, this shipyard constructed 102
tankers and 20 cargo ships and has since built a variety of
ships, barges and drilling rigs. For several years, the yard
has been predominantly a repair and conversion facility. During
the past two years, the company continued its facility improve-
ments, mainly the upgrading and modernization of existing drydocks,
piers, shops and equipment.

Supplementing its booming ship repair business, ADDSCO, as
of October 1, 1980, had the following new construction work
under contract: one large drill barge and a $60 million semi-
submersible offshore drill rig for Diamond M Company. The yard
is aggressively seeking other construction contracts, especially
for offshore drill rigs. In September of this year, the Navy



PRESIDENT TYLER and PRESIDENT LINCOLN. In 1980, the only major
overhaul job underway was the Navy repair ship HECTOR (AR-7).
This $16.4 million contract was completed in October of this
year; and only general ship repair work remained for the
dwindling labor force.

In the sprawling Hunters Point yard, there is pier space
totaling about 24,000 linear feet (7315 m), 21 repair berths,
19 deep-water berths, and 40 tie-up berths. The yard has six
graving docks with sizes ranging from 420 feet by 60 feet (128 m
by 18 m) to 1,092 feet by 140 feet (333 m by 43 m). Equipment
includes 20 whirley cranes, a 300-ton (272 metric ton) gantry
crane, and 19 fully-eguipped shop buildings totaling 1,424,000
square feet (132290 m¢).

In September 1980, employment at the yard totaled about 280,
down from 1,100 a year earlier.

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

Employment

Total employment during the past four years in privately
owned U.S. shipbuilding and ship repair yards (Bureau of Labor
Statistics figures) is shown in the following table:

1977 Average 174,100
1978 Average 172,000
1979 Average 171,600
1980 January 172,100
1980 February 173,100
1980 March 172,800
1980 April 171,900
1980 May 169,400
1980 June 168,100
1980 July 169,200
1980 August 164,200

1980 September (Preliminary) 168,800

The Maritime Administration monitors employment in the 25
major U.S. privately owned shipyards in the active shipbuilding
base. (as identified in Exhibit 37) on a monthly basis. The
active shipbuilding base is defined as that group of shipyards
actively constructing new commercial or naval ships and/or
seeking new construction orders. The main purpose of monitoring
employment in the active shipbuilding base is to provide a single

44


The Merchant Marine Act of 1970 shifted the emphasis in
U.S. shipyard investments from replacement to modernization and
expansion, with emphasis recently on expanded ship repair and
conversion facilities. Since enactment of the Act, the ship-
building industry has invested approximately $2.04 billion in
facilities modernization and improvements, such as new building
basins and floating drydocks, cranes of unprecedented lifting
capacity, plus the introduction of automated equipment and
highly mechanized production systems. Emphasis has been on
prefabrication of large subassemblies and preoutfitting of
components using modular techniques. By these investments, the
industry has increased both its capacity and its capability.
Exhibits 2 through 33 are general arrangement plans outlining
shipbuilding and repair facilities in 29 of the major yards.
Detailed descriptions of these exhibits are included in this
report.

As of October 1, 1980 (see Exhibit 34), MarAd was subsidizing
a construction backlog of 17 deep-draft merchant ships in seven
shipyards. These were in addition to 33 nonsubsidized merchant
ships under construction or on order in U.S. shipyards. MarAd
was also providing Title XI financing guarantees for 268 vessels
and 1,199 barges and lighters under contract in 66 shipyards
throughout the country (see Exhibit 35).

Table I has been prepared to answer the frequent question as
to how ;many building positions are available to build a specified
ship.—’ A single shipway or basin may have several building
positions depending on the size of the ships being constructed.
For example, the 1,200-foot by 192-foot (366 m by 59 m) basin at
Bethlehem's Sparrows Point shipyard can accommodate one 265,000-
dwt. tanker or four of the smaller 475-foot by 68-foot (145 m by
21m) cargo ships. With the exception of the mobilization ship,
the ship types listed are mainly those presently under construc-
tion or recently delivered to commercial service. The number of
building positions varies from 119 for the small cargo ship to
two for the huge 390,770-dwt. tanker. Length overall and beam
are given for all ships and, in addition, deadweight tonnage is
indicated for the bulk carriers. An important consideration
that is ignored in Table I is the common shipbuilding practice
of laying a keel on a building position already occupied by
another ship. For example, in a 700-foot (213 m) basin, a
complete 610-foot (186 m) containership and the stern section

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


ships and large barges simultaneously. The new facility,
which is within the company's main complex, will increase
Tampa Ship's ship-handling capability up to nine vessels

at one time.

The yard currently operates one sliding way which can
accommodate a maximum ship size of about 500 feet by 105 feet
(152 m by 32 m). This building way is serviced by three 40-ton
(36 metric ton) gantry cranes. In addition to the new graving
dock, the company maintains a graving dock that can handle
vessels up to 542 feet by 72 feet (165 m by 22 m). Usable
berthing space in the yard totals about 1,800 feet (549 m).

Mid-1980 employment at this Florida shipyard was down to
700, compared to about 1,100 in duly 1979.

Exhibit 28 is a general plan of Tampa Ship's main plant
showing drydocks, piers, and wet berths under construction, as
well as existing facilities. Since the large building way is
located approximately one-half mile (800 m) north of the main
plant, it is not shown on this plan. This building way, like
the graving docks, is leased from the Tampa Port Authority.

26. Todd Shipyards Corporation - Galveston Division

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

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

Hundreds of ships, mainly foreign-flag, enter this yard every
year for repair, overhaul, and drydocking; but conversion work
has also been a mainstay of the company. From 1967 to 1973, 23
major conversions were completed. In 1980, Todd-Galveston
delivered a large oceangoing tank barge and some smaller barges;
but as of October of this year, there was no new construction
work on order.

38


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers

Maximum Ship Size Usable
LAA. Length
in feet
Name and location @D--Graving Drydock Remarks
FD--Floating Drydock Longest
‘MR--Marine Railway | Total linear
feet
EAST COAST
~~~~REPAIR_ YARDS WITH
Beth. Steel Corp. 490 x 81 FD 964 L/Ship repairs and conversion.
Baltimore, MD 775 x 106 FO T3000 2
900 x 136 FD 2/750
585 x 71 GD
Beth, Steel Corp. 690 x 92 FO 1020 2/ship repairs and conversion.
East Boston, MA 533 x 86 FD ST 27
|="500
Beth. Steel Corp. 443 x 66 FO 923 2/ship repairs and conversion.
Hoboken, NJ 685 x 106 FD 3000 2/
549 x 90 FD I~’ 700
640 x 96 FD
1064 x 138 GD* *Military Ocean Terminal,
Bayonne, NJ - leased by Beth.
Boston Marine Industrial Park 1145 x 119 GD* NA. *GD #3 is a public arydock in
‘oston, the former Boston Naval Annex
owned by the Economic Develop-
ment Industrial Corp. of
Boston and leased to ship
repair companies.
Ira S. Bushey & Sons 455 x 71 FD 786 1/ship repairs and conversion.
Brooklyn, NY 300 x 66 FD 2/139
Coastal DD & Repair Corp. 340 x 60 GD 1400 —|/ship repairs and conversion.
Brooklyn, NY 456 x 80 GD 5780 2/
706 x 112 GD </950
2) 1094 x 143 GD
(2) 761 x 100 GD Includes facilities formerly
operated by Seatrain Ship-
building Corp.
Colonna's Shipyard, Inc. 300 x 40 MR 900 2/ceneral ship repairs.
Norfolk, VA 360 x 65 MR 2/153
Detyens Shipyards 560 x 82 FD 300 1/General ship repairs.
Mt. Pleasant, SC 305 x 87 FD 600

2/aa5

118


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

Complementing.the large construction basin, Sparrows Point
maintains two active building ways, each of which can accommodate
a maximum ship size of 900 feet by 108 feet (274 m by 33 m).

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

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

The total labor force at the Sparrows Point yard was
2,866 at mid-1980, up from 2,450 a year earlier.

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

10. FMC Corporation - Marine and Rail Equipment Division

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

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

In 1978, the company turned to barge construction. During

W7



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

In addition to the two upgraded building positions, Bath
operates one other shipway that can accommodate a ship 650
feet (198 m) in length with a beam of 88 feet (27 m). Besides
a 9,500 ton (9652 metric ton) floating drydock that can handle
ships up to 550 feet by 88 feet (168 m by 27 m), there is also
a special partial drydock used exclusively for the installation
and repair of sonar domes.

Two wharves and a pier provide a total of 2,900 linear
feet (884 m) for outfitting and repair work. One wharf is
serviced by two 25-ton (23 metric ton) rotating cranes, and
the other wharf by one 25-ton (23 metric ton) rotating crane.
The pier is serviced by a 94-ton (85 metric ton) rotating crane.

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

As of mid-1980, the company's administrative and production
work force totaled 6,119, its highest employment since World War
II. Employment in duly 1979 was 5,311.

Exhibit 6 is a current plot plan of the Bath Iron Works
facilities.

6. Bay Shipbuilding Corporation

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

Bay Shipbuilding has built more modern self-unloading ships
than any other shipyard in the United States. From 1973 through

12


Introduction

In compliance with the Merchant Marine Act of 1936, as amended, L/
the Office of Ship Construction conducts an annual survey to obtain
information from the shipbuilding and ship repair industry to be
used primarily to determine if an adequate mobilization base exists
for national defense and for use in a national emergency. This
report on the 1980 survey of U.S. shipyard facilities was prepared
by the Division of Production, Office of Ship Construction, and is
for general use within the Maritime Administration (MarAd) and
other Government agencies.

—

Vsection 210

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

Section 211

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

Section 502(f)

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



Coastal Iron Works, Inc.
Corpus Christi, TX

Coastal Marine Service of Texas
Port Arthur, TX

Dixie Machine Welding & Metal Works
New Orleans, LA

Farmer's Marine Copper Works,
Galveston, TX

Inc.

General Engineering Co.
New Orleans, LA

Hahn & Clay
Houston, TX

Harrisburg Machine Co., Inc.
Houston, TX

Hendry Corporation
Tampa, FL
Marine Repairs, Inc.
Houston, TX

McDonough Iron Works
Galveston, TX
Misener Industries, Inc.
Tampa, FL

National Marine Service
Harvey, LA

Newpark SB & Repair, Inc.
Houston, TX

Port Houston Marine, Inc.

Houston, TX

Runyan Machine & Boiler Works
Pensacola, FL

Saucer Marine Service, Inc.

New Orleans, LA

Sherman Shipyard
Panama City, FL

130

Slocum Iron Works, Inc.
Mobile, AL

Texas Shipbuilding Co.
Houston, TX

WEST COAST

Cavanaugh Machine Works
Wilmington, CA

Coastal Marine Engineering Co.
San Francisco, CA

Colberg, Inc.
Stockton, CA

Dockside Machine & Ship Repair
Wilmington, CA

Duwamish Shipyard, Inc.
Seattle, WA

Electro-Mechanical Co.
Portland, OR

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

Franklin Machine Works, Inc.
San Francisco, CA

Fulton Shipyard
Antioch, CA

General Engineering & Machine
Works

San Francisco, CA

Golten Marine Co., Inc.

Wilmington, CA

Kettenburg Marine
San Diego, CA

Marine Ways Corporation
Portland, OR

Pacific Dry Dock & Repair Co.
Oakland, CA


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67



200-ton (188 metric ton) transporter, a double-bed flat bar
stripper, a web cutter with 19 torches in tandem, an angle
fabricator, two web stiffener welding gantries, a T-beam
fabricator, two plate stiffeners, a butt welding gantry, a
panel turnover fixture, and two 40-ton (36 metric ton) cranes.
In addition, a 1,200-ton (1089 metric ton) Goliath crane, the
largest gantry in the Western Hemisphere, was installed for
transferring the spherical LNG tanks from the barge, on which
they are delivered one at a time, to the LNG ships under
construction. The company in 1975 also expended several
millions of dollars for tools, machinery and buildings at

its newly acquired Charleston, SC, facility for fabrication
of the 800-ton (726 metric ton) spherical aluminum tanks

for the LNG's at Quincy.

The five building positions at Quincy include three
assembly basins and two new construction basins. Especially
noteworthly is the ingenious construction schedule for the
LNG carriers. Since Basins No. 11 and 12 can only accommodate
ships up to 860 feet (262 m) in length and 144 feet (44 m)
in beam, and since the LNG vessels were 935 feet (285 m) LOA,
hull erection in Basins No. 11 and 12 excluded the bow section.
Following float-out from No. 11 or No. 12, the ships were
floated into Basin No. 7 for bow erection and sphere installation.
Basin No. 7 can accommodate a maximum ship size of 936 feet by
143 feet (285 m by 44 m). The 900-ton (817 metric ton) bow
units of the LNG's were constructed at the inboard end of Basin
No. 6 and were lifted by the 1,200-ton (1089 metric ton)
Goliath crane over into No. 7 where they were attached to
the hull. The spheres were barges into the outboard end of
No. 6 and lifted into No. 7 for installation. Basin No. 8,
.presently not in use, and Basin No. 6 can accommodate ships
860 feet by 123 feet (262 m by 28 m).

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

The Quincy shipyard was without major ship construction
work when the last of its LNG's was completed in September 1980.
Employment dropped from 4,850 at mid-1979 to 3,650 at mid-1980.
At the General Dynamics plant near Charleston, SC, which has
been manufacturing the spherical aluminum tanks for the LNG
ships, the labor force fell from 340 in July 1979 to 100 at mid-1980.

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

22


3. The American Ship Building Company - Toledo, Ohio

In 1947, The American Ship Building Company purchased this
shipyard from the Toledo Shipbuilding Company. Like the Lorain
yard, the Toledo plant is a complete, modern,full-service ship-
yard, equipped for new construction, conversion, repairs, and
general heavy fabrication and machine work.

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

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

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

The company operates two graving docks at Toledo. 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 21 m).
Usable berthing space totals about 1,600 feet (488 m).

Total employment at mid-1980 was about 330, down from 450 in
the summer of 1979.

Exhibit 4 is a current layout of AMSHIP's Toledo yard.


submarine tender EMORY S. LAND (AS-39). A second tender, the
FRANK CABLE (AS-40), was delivered in September 1979; and a
third, the McKEE (AS-41), is scheduled for completion in
August 1981.

In early 1980, Lockheed was awarded a $38.3 million
contract for advanced procurement of equipment and materials
for the Navy's new LSD-41 program. Also included was advanced
engineering and program support activities.for these amphibious
dock landing ships. In early 1981, the Navy is expected to
award the contract for construction of the lead ship to Lockheed.

The following are the yard's principal sources of ship
repair and overhaul business: naval vessels, Alaska fleet barges
and supply vessels, and maintenance and overhaul contracts for
Washington and Alaska ferries.

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

To improve shipbuilding technology to meet requirements for
construction of the Navy submarine tenders, Lockheed has upgraded
its production facilities and has accomplished system changes.

To handle the increased production rate, Lockheed installed a

modernized, numerically controlled steel cutting system. The

automated steel fabrication panel line is another new facility
developed following the award of the sub tender contracts.

The yard operates three inclined shipways, two of which can
accommodate ships up to 650 feet by 90 feet (198 m by 27 m), and
one which can handle a ship as large as 700 feet by 100 feet
(213 m by 30 m). These building ways are serviced by 10 whirley
cranes varying in capacity from 28 tons (25 metric tons) to
50 tons (45 metric tons). Lockheed maintains three floating
drydocks, the largest of which can accommodate a maximum ship
size of 643 feet by 96 feet (196 m by 29 m). Also available is
6,500 feet (1981 m) of wharf and pier space that is used for
both repair and outfitting. .Whirley cranes up to a capacity of
50 tons (45 metric tons) service the wharf and pier areas.

Lockheed's labor force, at mid-1980 totaled 1,700, down
from 2,370 at mid-1979. However, due to Navy overhaul and other
repair work, and with work on the LSD-41 program to begin in
1981, the work force is expected to remain stable.

Exhibits 19 and 20 are current general arrangement drawings
of the Seattle yard's Plant No. 1 and Plant No. 2,

27



Dry Bulk

General Cargo

SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

W130] coeS monnB 08 oF ond
301 00g 2005 tonne 00S OS one
HAG] min ween en od wend
soure quod 2008S HOCOm COS OS OnHN
ee
won| CSCS Hons coS oF one
Gouegueg Hane datas C085 0S Onn
ootes yee C006 HOnnm CCS OS CAHN

obiey Sigg) ARE foe aS

(1)
1
2
4
7

200 cows ve © ane
e ano manoOo aon a aom
x 4 aoa aa
&

er ae ar ee ee
o
21500 coos 99 9 nwo
&| eS sass 85 S AaB
B82 8888 88 S kas
>

2

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zé

&

2
2
3
2
ry ° »
>| 2 3 2 A
g ~ oa » =
é nn nw = zo
é 3 £2
=| 0 = < $
&| 3 3 s 3 0
3 iH of
2 5 * - 25
= 2 3 s 3s
s s 3 z ft
8 % 3 3 Ts
s 2 e e £2
5
5
&
Fi
&

96

78
68
78

708 x
1021 x 121
540 x
680 x

GD2
GD3
GDl
GD2

American S/B-Lorain
American S$/B-Toledo

TOTAL WEST COAST

GREAT LAKES


a EXHIBIT 38

COMMERCIAL VESSELS UNDER CONSTRUCTION OR ON ORDER IN 25 U.S.
SHIPYARDS IN ACTIVE SHIPBUILDING BASE (SEPTEMBER 80, 1980)

CONTRACT CONTRACT TOTAL
$VAL. NO. $VAL. TOTAL CONTRACT
NO. CDS CDS VESSELS PRIVATE PVT. VESSELS ALL $VAL.
SHIPYARDS VESSELS (MILLIONS) VESSELS _ (MILLIONS) VESSELS (MILLIONS )
Alabama DD - - 2 61.0 2 61.0
AmShip, Lorain - - 1 45.0 1 45.0
Avondale 7 507.1 5 253.0 12 760.1
Bath Iron Works - —— 1 25.0 1 25.0
Bay SB - - 2 87.9 2 87.9
Beth, S.F. - - 2 10.8 2 10.8
Beth, Sp. Pt. 1 78.3 9 397.2 10 475.5
Equitable 1 9.6 324** 113.5 325 123.1
Gen. Dyn., Quincy - - 5 65.0 5 65.0
Gen. Dyn.,
Flec. Boat (EXCLUSIVELY NAVY SHIP CONSTRUCTION)
Levingston 3 121.2 3 115.0 6 236.2
Litton/Ingal1s - - 12 220.0 12 220.0
Lockheed - - - - - -
Marinette - - - - - -
Maryland SB - - - - . .
National Stee] - - 11 607.9 11 607.9
Newport News - - - - . -
Norfolk SB 1 11.9 2 25.0 3 36.9
Peterson - - 4 28.0 4 28.0
Sun Ship 3 207.9 5 391.7 8 599.6
Tampa Ship - - - - - -
Todd, Galveston - - - - - -
Todd, Houston - - 4 34.0 4 34.0
Todd, LA - - - - - -
Todd, Seattle - - - - - -
TOTALS 16* $936.0 392 $2,480.0 408 $3,416.0

Figures include drilling rigs, and vessels and barges of all sizes, but
exclude conversions, ship repairs, and non-ship work.
*Total CDS figures do not include one unfinished CCT barge at Seatrain Shipbuilding.

**Equitable Shipyards - Figure for private vessels (324) consists of 2 ferries and
322 barges.

89



4. Avondale Shipyards, Inc.

Avondale Shipyards, a subsidiary of Ogden Corporation, is
located on the west bank of the Mississippi River approximately
nine miles upstream of New Orleans, LA. Avondale has developed
into one of the largest and most diversified shipyards in the
country. The yard has constructed dry cargo ships, tankers,
Navy ships, Coast Guard cutters, offshore drilling rigs and
drillships.and has the distinction of being the only U.S. ship-
yard to have built LASH vessels. Twenty were delivered to
various.shipowners from 1970 to 1975. During 1977, 1978, and
1979, Avondale completed six crude oil carriers, four for
SOHIO and two for EXXON (USA). In 1980, a large LASH ship was
delivered to Waterman Steamship Corporation.

As of October 1, 1980, the following commercial vessels
were under construction: one LASH ship (MA Design C9-S-81f)
for Waterman; three large containerships (MA Design C9-M-132b)
for American President Lines; two medium size Ogden Marine
product tankers; three integrated tug-barge chemical/oil
vessels (MA Design IB6-MT-130a) for subsidiaries of Occidental
Petroleum Corporation; and three diesel-propelled hopper dredges.
Also in production at Avondale were five auxiliary oilers (A0's)
for the U.S. Navy.

Since 1974, three 125,000-cubic-meter liquefied natural
gas (LNG) carriers, MA Design LG9-S-107a, have been under con-
struction, with the aid of CDS, at Avondale Shipyards for sub-
sidiaries of El Paso Company. Due to serious technical problems
with the cargo insulation system, construction of these ships
was terminated in accordance with a settlement agreement among
the contractual parties, dated September 15, 1980.

In 1975, Avondale completed a multimillion-dollar facilities
improvement program primarily to “tool-up" for the construction
of large LNG ships. The shipbuilding area previously used for
series production of U.S. Navy destroyer escorts was restructured
and expanded into two large positions to accommodate vessels of
up to 1,020 feet (311 m) in length by 174 feet (53 m) in beam,
The major part of one ship can be erected along with the stern
section of a second ship on position No. 1 while a third hull
is being finalized on position No. 2. As presently configured,
the new floating drydock is 900 feet (274 m) long, 260 feet
(79 m) wide and 78 feet (24 m) high, with 220 feet (67 m) clear
width inside the wing walls. It can accommodate ships as large
as 1,000 feet (305 m) in length by 216 feet (66 m) wide, and
the lifting capacity is 81,000 long tons (82296 metric tons).

The dock is serviced by gantry cranes of up to 200 tons (182
metric tons) capacity which are mounted on the supporting wharf,
two 50-ton (45 metric ton) gantry cranes on the drydock floor,
and a 600-ton (610 metric ton) floating lifting device. In



SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

90L * 004
000° oot)

SOL * 00!
000‘ LS}

Dry Bulk

gL * OL
o0e*L

90L X 26)
you 23 U0

OOL X £68)
HSV7

2OL X 989)
ov/ou

06 x O19
sautequog

General Cargo

9OL X bed
obey * G0)
89 X Glb
obey *uag)

Maximum
Ship Size

Shipyway
or
Basin

Shipway

Region

ecc0000o
ococoooMe

HOddanwed

ooocc00S
ooccccoS
ooocces
connaeS

ocococowe

adda ton
a

wooooOmM
DDARAAN

a
xx KKK KX
eo00000
AnnnnnS
wHoOoDOLOO

aNR Ono
a=

Litton/Ingalls

1100 x 150

Marathon

0 0
(0) (0)

0
(0)

500 x 105

Tampa Shipyards

95

85

475 x

Todd-Galveston

0 0 0 60
(0) (0) (0) (0)

0
(0)

96

600 x

Todd-Houston

oa

al

al

TOTAL GULF COAST

90

600 x

4

San Francisco

Beth.

700 x 105

FMC Corporation



‘APABILITY BY SHIP TYPE

SHIP CONSTRUCTION C:

OBO

%
g
g

~~]
ful & seal

6006097}

SOT X 989}
000" Gs

Sez X OCT

LL" 06¢|

BLT _X QOTT
000' 69}
Ov X QoTt
000" S77

OvL * ce6
rung 000 Sz

SEI * 026
000° 0eT
SOL ® 463)
00063}

06 ¥ Sgy
000° RE

GLX 09
000° Sz

Ship Size

wy

x

Shipwa’
Basin

rd

hipyar

BS

Region

0
(0)

0
(0)

0
(0)

0
(0)

1 700 x 100

Levingston (Orange, TX)

0
(0)

0
(0)

0
(0)

80

550 x

1

Levingston (Gulfport)

eoo0000000

ecoccc0d

occccc0d
ecccc00S
20000008
occccc0S
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BOdnnwO

neoo000mM
DOAARAN
XK OOK
2000000
annnMne
OHooooH

aNR ance
a=

Litton/Ingal1s

100

1100 x 150

Marathon

500 x 105

Tampa Shipyards

0
(0)

0
(0)

85

475 x

Todd-Galveston


APPENDIX B

MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

LEGEND: Remarks Column
Ltype of work usually engaged in
2/employment - Mid-1980

116


EXHIBIT 12

FRASER SHIPYARDS, INC.
SUPERIOR, WISCONSIN

o 4

INTERSTATE
BRIDGE
2
2
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worm 2 900°
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63



EXHIBIT 18

u3AId aNIaVS
WBEXZLL (ZLX,282
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90a }
| AN il OT | TM
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sum #8¥9 Vo Zex,28
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'INIvd  39VHO1S gov ONILSVI8 DNLSIXA 4900 ———
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wives

SVX3L ‘UNHLYV LHOd—ONIGTINGdIHS LYOds1ND
‘09 SNIGTINGdIHS NOLSONIAI1

69



7. Bethlehem Steel Corporation - Beaumont Yard

This shipyard, located on the Neches River in Beaumont, TX,
was established in 1916 by Beaumont Shipbuilding and Drydock
Company, which, in addition to repair and conversion work, built
C1-A cargo ships and Navy minesweepers during World War II.
Bethlehem acquired the yard in 1947 and has pioneered in the
design and production of mobile offshore drilling rigs and
offshore facilities needed to find and produce oil and gas from
under the world's continental shelves. The Beaumont plant has
been one of Bethlehem's most successful operations and is one of
the world leaders in production of offshore drilling rigs and
drillships. It is also an experienced builder of barges, pri-
marily of the sophisticated tank type required by Gulf Coast
industries for the transportation of liquid and bulk chemicals.

During the first nine months of 1980, Bethlehem-Beaumont
signed contracts for the construction of eight new offshore
drilling rigs and completed seven new rigs. As of October 1,
1980, the yard had a record total of 14 offshore drilling units
under construction or on order. All were jack-up rigs.

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

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

Employment at Bethlehem-Beaumont totaled 2,177 at mid-1980,
up slightly from mid-1979.

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

4


1OEL SL Sx90, Aemeas aduaamey “3S FLXO

ol gy
A

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SQUVA 11¥ SNOILISOd 1WLOL

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90L X 004
90L X LvG
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20L * 989)
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3dAL dIHS AG ALITIGVdvD NOILONYLSNOD dIHS

97



then became known as Knudsen Bros. Shipbuilding and Dry Dock Co.

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

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

Since World War II, this shipyard has specialized in vessel
repair and ship modernization including lengthenings, repowering
and engine room automation, and self-unloader conversions. In
the past eight years, Fraser has performed most of the major
ship lengthening work on the Great Lakes.

During 1980, the Fraser yard completed the following
conversion jobs: converted the SPARROWS POINT, a Bethlehem
Steel bulk carrier to a self-unloader; installed a bow thruster
on the JOHNSTOWN, a sistership of the SPARROWS POINT; and
reconstructed the cargo holds of the ARTHUR ANDERSON, a U.S.
Steel bulk carrier. Currently in the yard is the $14.2 million
conversion of the CHARLES M. BEEGHLY from a straight deck bulk
carrier to a self-unloading bulker for Interlake Steamship
Company. Delivery is scheduled for April 1981. At this shipyard,
general ship repair is also an important source of revenue.

Fraser operates two graving docks suitable for ship construc-
tion, 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 630 feet by 62 feet (192 m by 19 m). A small graving-
type drydock was added in 1973 to build new midbody sections for
the bulk ore freighters under contract for lengthening. There is
4,450 feet (1356 m) of pierside berthing. Fraser's nine mobile
cranes, ranging from 15 tons (14 metric tons) to 150 tons (136
metric tons) can service any building dock and outfitting and
repair berths and also can be floated on a crane lighter for
work afloat.

The yard's work force totaled 211 at mid-1980, down from 400
a year earlier.

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

12. Galveston Shipbuilding Company

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

19



With the scarcity of shipbuilding orders, several shipyards
have in the past two or three years expanded or upgraded ship
repair and conversion facilities to improve their efficiency and
competitive posture. The following are examples of such plant
expansion and modernization programs:

0 Newport News Shipbuilding

A major ongoing program to almost double the shipyard's
submarine repair and overhaul capability involves
constructing a new graving dock, enlarging and
modernizing an existing graving dock, rebuilding piers,
and installing larger capacity cranes;

o Norfolk Shipbuilding & Dry Dock Corporation

An expansion program consisting of a new 950-foot
(290 m) floating drydock with a clear width of 160
feet (49 m) and a lifting capacity of 54,250 long
tons (55118 metric tons), a new 1,030-foot (314 m)
concrete pier to be used for repair and servicing
of ships as long as 1,200 feet (366 m), and other
facilities to increase the company's repair and
conversion capability. This expansion project was
completed in 1979;

o Tampa Shipyards, Inc.

A new 900-foot by 150-foot (274 m by 46 m) graving
dock. This drydock, leased from the Port of Tampa,
became operational in 1978 and is the largest
graving-type drydock on the Gulf Coast;

6 Port of Portland (Oregon)

A floating drydock, 982 feet (300 m) in length overall
and 192 feet (59 m) between wing walls. Lifting capacity
is approximately 81,000 long tons (82296 metric tons).
This drydock, which became operational in 1979, is the
largest floating drydock on the U.S. West Coast; and

o Todd Shipyards Corporation
Either under construction or in the planning stage
are new large floating drydocks for the company's
shipyards in Galveston, Seattle, Los Angeles, and
New Orleans.
The ship repair market has taken on added importance as orders
for new ships have declined, and a number of large yards are

48


TABLE I
SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

90L X 008
000° 004}

Sol x 00g
000‘ Ls

Ory Bulk

SL X 049
og‘ 14

90L X Lb6)
aautezuog|

OOL * £68)
HSWT

201 X p89)
ou/0u

06 X O19
sauteyuog

General Cargo

90L X bed
ob4e} * gow

89 X Gib
ob4eg *uag)

Maximum
Ship Size

Shipyway
or
Basin

Shipway

Region

ooce
Odan

aaa

aaam

88

700 x 130
700 x 130

Bath Iron Works 650 x

EAST

aaam
dam

ast

oon

aaa
aan
reroyey

saan

900 x 108
900 x 108

1200 x 192

Bethlehem Steel
Sparrows Point

en40004
Porererererey

Haddin

oocc0S
ex0c0d
mene
aan
eer

NANANO

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

General Dynamics

Quincy

93

850 x 110

1

Maryland S/B & D/D

COdnaaa
COnnANTH

doannNot
=

oooonnns
Oona
conan S
Barns
connate

AANNNN OD

omnMsoo
Aannans
aaa
xx KKK KX
anNo0000
tat FOCOO
ORAAATOS
aa

Newport News S/B

85

475 x

Norfolk SB & OD



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

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

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

In addition to the new building dock, the yard Operates
three inclined shipways, two of which can accommodate a maximum
ship size of 900 feet by 106 feet (274 m by 32 m), and one a
ship size of 690 feet by 90 feet (210 m by 27 m). These ways
and the new building dock are serviced by 11 gantry cranes
ranging in capacity from 45 tons (41 metric tons) to 175 tons
(159 metric tons). A small 2,800-ton (2845 metric ton) floating
drydock and a large graving dock that can handle a maximum ship
size of 687 feet by 90 feet (209 m by 27 m) are leased on a use
basis from the Unified Port District of San Diego. There are
ten berths with a total berthing space of approximately 7,075
feet (2156 m) for outfitting and repair. These berths are
serviced by mobile and gantry cranes varying in capacity from
five tons (4.5 metric tons) to 175 tons (159 metric tons).

At mid-1980, the total labor force was 6,600, compared to
6,356 at mid-1979.

Exhibit 23 is a current NASSCO Plot plan.

22. Newport News Shipbuilding and Dry Dock Company

Newport News Shipbuilding & Dry Dock Company, located at
the Port of Hampton Roads in Newport News, VA, is the largest
shipbuilding complex in the world. The company, founded in
1886, is a subsidiary of Tenneco, Inc. Newport News has built
22 aircraft carriers, 29 nuclear-powered submarines, and 121
other surface ships for the U.S, Navy. Commercial vessels
delivered.by the yard include 71 cargo ships, 83 tankers, 62
Passenger ships (most notably the famed superliner UNITED STATES),
and more than 60 other vessels. Newport News was a pioneer in
the field of jumboizing ships, and since 1957 has completed 23
such operations. The company is also engaged in various indus-
trial and marine product lines.

31



Pacific Marine & Supply Co.
Honolulu, Hawaii

Rowe Machine Works, Inc.
Seattle, WA

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

Service Engineering Co.
San Francisco, CA

Southwest Marine of SF
San Francisco, CA

Tacoma Boatbuilding Co., Inc.
Tacoma, WA

Triple “A" South
San Diego, CA

Western Maritime, Inc.
Tacoma, WA

West Winds, Inc.
San Francisco, CA

Wilmington Iron Works
Wilmington, CA

Wilmington Welding & Boiler Works
Wilmington, CA

GREAT LAKES

Advance Boiler & Tank Co.
Milwaukee, WI

American Propeller Company
Toledo, OH

Diversified Piping Company
Avon Lake, OH

Erie Machine & Iron Works
Toledo, OH

131

G &.W Industries, Inc.
Cleveland, OH

Edward E. Gillen Co.
Milwaukee, WI

Hans Hansen Welding Co., Inc.
Toledo, OH

Lower Lake Dock Company
Sandusky, OH

Niagara Industries, Inc.
Erie, PA

Nicholson & Hall Corporation
Buffalo, NY

Nicholson Terminal & Dock Co.
River Rouge, MI

Oldman Boiler Works, Inc.

Buffalo, NY

Perry Shipbuilding Corp.
Erie, PA

Pittsburgh & Conneaut Dock Co.
Conneaut, OH

Purvis & Foster
Detroit, MI

Soo Drydock Company
Sault Ste. Marie, MI

William Farrel, Inc.
Toledo, OH

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

Sen-Wel Industries, Inc.
Buffalo, NY

Twin City Drydock & Marine, Inc.
Sault Ste. Marie, MI

U.S. GOVERNMENT PRINTING OFFICE ; 1981 340-997/350



8. Bethlehem Steel Corporation - San Francisco Yard

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

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

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

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

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

In duly 1980, the yard completed the last of six combination
grain/petroleum barges for Crowley Maritime Corporation. Current-
ly in production are two large deck cargo barges for a subsidiary
of Crowley.

Bethlehem-San Francisco operates one building way, a con-
ventional end-launch type that can accommodate ships up to 600
feet by 90 feet (183 m by 28 m). The yard's mammoth floating
drydock with a maximum vessel size of 950 feet by 144 feet
(290 m by 44 m) has a lifting capacity of 65,000 long tons
(66040 metric tons). This drydock, designed by Bethlehem and

15



EXHIBIT &

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APPENDIX C

MAJOR TOPSIDE REPAIR FACILITIES, SHIPS 300 FEET

IN LENGTH AND OVER

EAST COAST

American Ship Repairs Co., Inc.
Brooklyn, NY

Arnessen Electric Company, Inc.
Brooklyn, NY

Atco Marine Corporation
Brooklyn, NY

Atlantic Marine, Inc.
Fort George Island, FL

Atlantic Repair Co., Inc.
Brooklyn, NY

Auto Marine Sales Corporation
Ft. Lauderdale, FL

Banks Ship Rigging Corporation
Brooklyn, NY

Berkley Shipbuilding & DD Corp.
Norfolk, VA

Best Repair Company
Norfolk, VA

Brady Marine Repair Co., Inc.
Elizabeth, NJ

Braswell Shipyards, Inc.
Mt. Pleasant, SC

Caddell Dry Dock & Repair Co.
Staten Island, NY

Camden Ship Repair Co., Inc.
Camden, Nd
Charlton Marine, Inc.
Jersey City, Nd

128

Classon Industries
Brooklyn, NY

Diesel Injection Sales & Service
Norfolk, VA

Electric Motor and Contracting Co.
Norfolk, VA

General Ship Corporation
East Boston, MA

General Ship Repair Corporation
Baltimore, MD

Golten Marine Co., Inc.
Brooklyn, NY

Golten Ship Repair, Inc.
Portland, ME

Horne Brothers, Inc.
Newport News, VA

Hudson Engineering Company
Hoboken, NJ

Ind-Mar.Diesel Services
Jacksonville, FL

Industrial Welding & Machine, Inc.
Portland, ME

J-Y Industrial Corporation
Brooklyn, NY

Jackson Engineering Co., Inc.
Hoboken, NJ

Jonathan Corporation
Norfolk, VA


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

The survey also provides a data base that is used to evalu-
ate the feasibility of proposed shipbuilding programs. Deter-
minations are made as to which existing shipyards might construct
proposed ships consistent with ship size and delivery date
requirements. The need for construction of new facilities to
meet the demands of proposed shipbuilding programs can also be
identified. The data gathered by the annual survey is also used
extensively in MarAd responses to queries received from a
variety of interests, including members of Congress, the Secretary
of Commerce, the Department of Defense, and the Office of Manage-
ment and Budget.

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

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

General

The annual shipyard survey of 1980 has been completed; and
the information collected has been organized and condensed in


EXHIBIT 40

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91



for Waterman Steamship Corp.; two product tankers for a sub-
sidiary of the Sun Company; two 130,000-cubic-meter LNG

carriers for Pacific Lighting Marine (conditional contract);

and a 687-foot (209 m) sugar barge for C&H Sugar Company. In
September of this year, the company subcontracted to Bath

Iron Works the construction of a large seagoing diesel-propelled
hopper dredge. In August 1980, Sun delivered a 720-foot (220 m)
containership, the KAUAI, to Matson Navigation Company.

In 1976, Sun completed a major capital improvement program
which enhanced the shipyard's ability to fabricate larger, more
sophisticated ships. This expansion and modernization program
has provided Sun Ship with a new level shipbuilding platform,
a two-section floating drydock capable of lifting 75,000 long
tons (76200 metric tons), a 1,100-foot (335 m) outfitting pier,
a new plate burning shop, and other shipbuilding support
facilities. The new level shipbuilding slab has two sections.
It is serviced by two 250-ton (227 metric ton) gantry cranes
and three 75-ton (68 metric ton) gantry cranes. Two halves of
a ship as large as 1,400 feet by 195 feet (427 m by 60 m) can
be constructed, or two smaller vessels 700 feet (213 m) in
length or less can be built simultaneously. For launching,
each half of a large ship is rolled individually to sections
of the new drydock and then welded together in the river.

The ship is brought to the pier for outfitting completion.
Sun's new drydock, which is capable of handling vessels up to
400,000 dwt., is one of the world's largest floating drydocks.
It is serviced by two 25-ton (23 metric ton) gantry cranes,
two 10-ton (9 metric ton) gantry cranes, two 25-ton (23 metric
ton) truck cranes, and an 800-ton (813 metric ton) barge
crane, which is used for both construction and major repair
work.

A new modernization and expansion program, recently com-
pleted, improves the yard's fabrication shop facilities, which
are now capable of approximately a 60,000-ton (54468 metric
ton) annual steel throughput. This program included: (1)
installation of automated shape handling and preparation system;
(2) automated panel line; (3) automated assembly line; (4)
improving and enlarging the subassembly area; and (5) overall
improvement of general working conditions in the fab shop.

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

The shipyard's total work force at mid-1980 was 4,100, a
slight increase over a year earlier.

36


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
‘LOA~- Beam) length
= in feet
Neme and location ae aneniey Drydock Remarks
FD--Floating Drydock Longest
MR--Marine Railway | Total linear
feet
Lockheed SB & Construction Co.|(2) 650 x 90 SW 800 L/ship construction, conversion
Seattle, WA 700 x 100 SW 5500 and repairs - all types of
400 x 46 FD vessels.
530 x 80 FD 2/.
643 x 96 FD I="1,700
National Steel and SB Co. 980x170 GO 1090 |\/construction, conversion and
San Diego, CA 690 x 90 SW 075 repairs - all types of vessels.
(2) 900 x 106 SW 2/
397 x 52 Fo* ="6 600
687 x 90 GD*
*Leases from Unified Port
District of San Diego.
Todd Pacific Shipyards Corp. |(2) 800 x 84 SW 680 L/ship construction, repairs
San Pedro, CA 700 x 86 FD TB00 and conversion - all types
550 x 80 FD of vessels.
2/4414
Todd Pacific Shipyards Corp. 600 x 96 SW 1137 /ship construction, repairs
Seattle, Wi 650 x 83 FD B50 and conversion - all types
420 x 62 FD of vessels.
425 x 88 FD 2)
=" 4,680
Triple "A" Machine Shop 15 x 82 GD 600 —_|2/ship repairs, overhaul and
Hunters Point 996 x 107. GD 2E000 conversion. Has ship con-
San Francisco, CA 1088 x 136 6D struction capability.
(2) 416 x 56 GD 2/.
416 x 71 GD =" 280
All graving docks are part
of the inactive Hunters
Point Naval Shipyard and
are leased from the U.S.
Navy.
WEST COAST
REPAIR YARDS WITH
DRYDOCK FACILITIES
California SB & DD Co. 400 x 52 FO 6 L/
Long Beach, CA 00 Ship repairs and conversion.

2/107

123



SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

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With regard to ship and barge construction, vessels up to
475 feet by 85 feet (145 m by 26 m) can be built under roof on
a launching pontoon and then launched into the yard's 15,000-
ton (15240 metric ton) floating drydock. The indoor fabrica-
tion plant is equipped with a 400-ton (363 metric ton) overhead
(oi2s3 Banufacturing space totals 228,766 square feet
m°).

Todd's Galveston Division Operates a floating drydock that
can handle ships or barges as large as 670 feet by 86 feet
(204 m by 26 m). There are four piers in the main yard, ser-
viced by seven rail-mounted revolving gantry cranes, ranging
from 5 tons (4.5 metric tons) to 75 tons (68 metric tons),
which also service the platen areas. For use throughout the
yard, three rubber-tired truck cranes with lifting capacities
of up to 50 tons (45 metric tons) are also available. In the
main yard, usable berthing for outfitting and repair work
totals about 6,400 linear feet (1950 m).

Supplementing the main yard is Galveston's Southwest
plant, about a mile (L6 km} away, which provides more than
90,000 square-feet (8361 m ) of covered manufacturing space
serviced by two 200-ton (182 metric ton) overhead cranes which
combine to make 400-ton (363 metric ton) lifts possible. The
Southwest plant is used principally for steel fabrication and
hull erection and. is equipped with a 212-foot by 85-foot
(65 m by 26 m) covered slip.

Todd Shipyards Corporation has authorized acquisition of
a mew 40,000-ton (40640 metric ton) drydock at the Galveston
Division. The new drydock will provide repair and maintenance
services to vessels up to about 225,000 dwt. Completion is
scheduled for April 1982.

In July 1980, Todd-Galveston's work force totaled 737,
compared to about 900 at mid-1979.

Exhibit 29 is a current plan of the main yard.

27. Todd Shipyards Corporation - Houston Division

This shipyard, located on the Houston (Texas) ship channel,
has since 1953 specialized in the design and construction of
barges, towboats, dredges, crewboats, drilling structures, and
other equipment for the offshore petroleum industry. During
this 27-year period more than 400 barges and vessels of diversi-
fied types have been built at Todd-Houston. Although ship and
barge construction has been the principal business of this

39