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MAJOR U.S. SHIPBUILDING AND

REPAIR FACILITIES

Maximum Ship Size Berths/Piers
(LOA Usable
n Length
Name and Location Parades prydock in feet Remarks
FD--Floating Drydock Longest,
MR--Marine Railway Total linear
feet
GULF COAST
SHIPBUILDING YARDS
ADDSCO Industries, Inc.| (4) 523 x 90 SW 1132 1/Ship construction, conversion,and repairs.
Mobile, AL 620 x 90 SW 9370 Also drill rig construction.
625 x 83 FD 2/465
750 x_ 100 FD
Avondale Shipyards, Inc/*(2) 1020 x 174 SW 2300 1/Ship construction, conversion, and repairs
New Orleans, LA **1200 x 126 SW 6100 - all types of vessels.
+e 450 x 90 SW 2/4, 342
300 x 50 MR
1000 x 216 FD *Three vessels up to 1020' x 174' can be
380 x 76 FD constructed simultaneously.
750 x 114 FD
**Five large, greater than 600' LOA,
vessels can be under construction
simultaneously in this area.
*Westwego Plant - Two vessels can be
constructed simultaneously.
Beth. Steel Corp. 800 x 96 SW 1000 U/Construction of barges and drilling rigs.
Beaumont, TX 4000 Also ship repairs and conversion.
2/1,690
Halter Marine, Inc.
New Orleans, LA 550 x 75 SW 1000 1/Construction of small and mid-size vessels
2100 mainly for offshore oi] and gas industry.
Chickasaw Can build deep-draft ships at Chickasaw
Division Division.
2/461 (All Halter Yards)
159 (Chickasaw)
Ingalls SB Division i 690 x 85 SW 2650 l/Construction, conversion, and repairs -
Litton Systems, Inc. 550 x 80 SW 8100 all types of vessels.
Pascagoula, MS (4) 650 x 90 SW 2/9, 760
481 x 71 GD
*800 x 173 FD *West Bank can launch ships up to 800' x
173'. Equivalent of six conventional
inclined ways in terms of ships delivered
annually.
Levingston SB Co. 700 x 100 SW 600 1/Construction of drilling rigs, barges and
Orange, TX 2400 large commercial vessels. Repairs and
conversion - all types of vessels.
Yard is closed on a care and maintenance
basis.
Marathon LeTourneau Co. 1100 x 150 SW 600 1/Construction of drilling rigs. Yard has
Gulf Marine Division 1100 capability of building large oceangoing

Brownsville, TX

ships.
2/733



i i 11-on/roll-off
rld's largest hydrofoil, a large bulk carrier, a ro /
ship, and several ferries. In 1976 and 1977, Lockheed delivered two
U.S. Coast Guard icebreakers, the POLAR STAR and the POLAR SEA, the
world's most powerful non-nuclear icebreakers.

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

1981.

Lockheed is the lead yard in the construction of a new class of
amphibious dock landing ships. In 1981, the Navy awarded the company
the contract to support the design as well as to build the first of the
class, the WHIDBEY ISLAND (LSD-41). As of October 1, 1984, Lockheed was
also building two additional LSD's, the GERMANTOWN (LSD-42), and the
LSD-43, as yet unnamed. The last of these three ships is scheduled for
delivery in June 1987.

During the first nine months of 1984, the company's repair and
overhaul work consisted almost entirely of Navy contracts. Commercial
repair work was at its lowest volume in several years.

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

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

The yard operates three inclined shipways, two of which can
accommodate a ship up to 650 feet by 88 feet (198 m by 27 m), and one
which can handle a ship as large as 690 feet by 90 feet (210 m by 28 m).
These building ways are serviced by 10 whirley cranes varying in
capacity from 28 tons (25 metric tons) to 50 tons (45 metric tons).
Lockheed maintains one floating drydock 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 100 tons (90 metric
tons) service the wharf and pier areas. Multiple crane lifts and

locally available floating cranes routinely provide capacities up to 400
tons (363 metric tons).

Lockheed's labor force at mid-1984 totaled 2,799, down slightly
from approoximately 3,000 a year earlier. By the end of 1984, 600
layoffs are expected; and unless new contracts are obtained, another
1,300 layoffs are anticipated by the end of 1985.

23



REPORT ON SURVEY OF U.S. °
SHIPBUILDING AND REPAIR FACILITIES
1984

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

“” December 1984



APPENDIX B

MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

LEGEND: Remarks Column
1/Type of work usually engaged in
2/Employment - Mid-1984



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United States, it is capable of constructing ships of sizes up to about
300,000 dwt.

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

With a sagging tanker market, the Sparrows Point 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 1979, and the
second containership, the AUSTRAL PURITAN, was completed in 1980.

Since 1979, Sparrows Point has built six Bethlehem-design
offshore drilling rigs and six 47,000-dwt. oceangoing tug/barge tankers.
(Construction of the tug portion was subcontracted to Halter Marine).

The yard is currently engaged in the major conversion of two
Maersk Line RO/RO ships to maritime prepositioning ships, as part of the
Navy's MPS program to support the Rapid Deployment Force. Each vessel
is being lengthened 157 feet (48.8 m), and the depth is being increased
from 54 feet (16.4 m) to 70 feet (21.3 m). The first of the ships,
renamed the CPL. LOUIS J. HAUGE, JR., was redelivered in September 1984.
The second ship, the PFC. JAMES ANDERSON, JR., is scheduled for
redelivery in April 1985; and the third vessel, the PVT. HARRY FISHER,
is slated for completion in August 1985. As of October 1, 1984, the
yard had no other contracts, and unless additional work materializes,
there will be large-scale layoffs at Sparrows Point. The company is
aggressively pursuing several contracts for both commercial and military
projects.

With its range of skills, tools, and facilities, this yard has
been called upon regularly by various industries to produce large-scale
fabricated steelwork, weldments, and a variety of specialized
assemblies.

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

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

13



MAJOR US.

SHIPBUILDING AND REPAIR FACILITIES

Maximum Ship Size

Berths/Piers

Usable
Length
: . ,
Name and Location Gh. .Graring Drydock in feet Remarks
FN--Floating Drydock Longest
ree p —bongest __
MR--Marine Railway [aoe yynagy
feet
Northwest Marine Iron 500 x 100 SW 1/ Ship repairs, conversion,and barge
Works (Barge construct io: construction.
Portland, OR only) 2/ 600
Leases drydocks and berths from Port
of Portland as required.
Pacific DD & Repair Co. 400 x 60 ED 600 1/ Ship and barge repairs.
Oakland, CA 1155 2/ 40
Pacific Marine & Supply | 300 x 76 FD 290 1/ Ship repairs and overhaul.
Company, Ltd. H 407 2/ 100
Honolulu, HI |
i _
i
Port of Portland 600 x = 83 FD 1000 1/ These are pub’icly-owned drydocks
Swan Island Ship Repair : 500 x88 FD 9100 leased to ship repair companies.
Yard 700 x 108 FD
Portland, OR 1100 x 181 ED
Port Richmond Shipyard (3) 571 x 80 GD 1600 1/ Ship repairs, overhaul, and conversion.
Richmond, CA 583 x 80 GD 2100 2 200
733 x 80 cD
RMI, Inc. i * 300 Y/ Ship repairs and overhaul. Construction
National City, CA H 300 of small vessels for the Navy.
2 lo
*Graving dock and piers at Naval
Station can be leased as required.
Southwest Marine, Inc. 600 x 104 FD 700 Y/ Ship repairs, overhaul, and conversion.
San Diego, CA 360 x 82 FD 1722 2/ 344
Graving dock at Naval Station can be
i leased as required.
Southwest Marine, Inc. | 720 x 93 ED 1500 1/ Ship repairs, overhaul, and conversion.
Terminal Island 4175 2/ 330
San Pedro, CA
Southwest Marine of SF, 400 x 54 FD 700 1/ Ship repairs and overhaul.
Inc. 1950 2/ 300
San Francisco, CA
Triple A South 389 x 53 FD * 1/ Ship repairs and overhaul.
San Diego, CA 2/ 530
*Graving dock and piers at Naval Station
can be leased as required.
U.S. Naval Station 687 x 85 GD NA. Drydock and piers available for lease to
San Diego, CA 13000 ship repair companies.

126


WEST COAST

Cavanaugh Machine Works
Wilmington, CA

Charles Lowe Company
Emeryville, CA

Coastal Marine Engineering Co.
San Francisco, CA

Colberg, Incorporated
Stockton, CA

Continental Maritime of San Francisco
San Francisco, CA

Dockside Machine & Ship Repair
Wilmington, CA

Duwamish Shipyard, Incorporated
Seattle, WA

Fulton Shipyard
Antioch, CA

General Engineering & Machine Works
San Francisco, CA

Golten Marine Company
Wilmington, CA

Kettenburg Marine
San Diego, CA

Al Larson Boat Shop
Terminal Island, CA

Marine Industries Northwest, Inc.
Tacoma, WA

Marisco, Ltd.
Honolulu, HI

3. M. Martinac Shipbuilding Corp.
Tacoma, WA

Rowe Machine Works, Incorporated
Seattle, WA

132

Service Engineering Company
San Francisco, CA

Thomas A. Short. Company
Emeryville, CA

Westinghouse Marine Repair
- Seattle, WA

- Portland, OR

- Emeryville, CA

- Anchorage, AK

West Winds, Incorporated
San Francisco, CA

Wilmington Iron Works
Wilmington, CA

GREAT LAKES

Advance Boiler & Tank Company
Milwaukee, WI

American Propeller Company
Toledo, OH

Diversified Piping Company
Cleveland, OH

G. W. Industries, Inc.
Cleveland, OH

Edward E. Gillen Company
Milwaukee, WI

Hans Hansen Welding Co., Inc.
Toledo, OH

Lower Lake Dock Company
Sandusky, OH

Merce Industries, Incorporated
Toledo, OH

Nicholson & Hall Corporation
Buffalo, NY


Exhibit 22

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U.S. NAVAL STATION

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suing wavs 3 Tio clean BETWEEN winawatis)

NATIONAL STEEL AND SHIPBUILDING COMPANY

72


The labor force at Newport News in July 1984 totaled 28,112,
about the same level as a year earlier.

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

20. 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. Ome of the
largest ship repair facilities on the Fast Coast, Norshipco is also
capable of constructing large oceangoing vessels.

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

In 1981, Norshipco delivered the diesel-powered oceangoing hopper
dredge YAQUINA to the Corps of Engineers. During 1982, three major
construction projects were completed: (1) a large passenger ferry; (2)
a new fully-equipped 2,800-ton (2845 metric ton) floating drydock for
use in the company's Brambleton yard; and (3) delivery of the RO/RO
ATLANTIC to the Maritime Administration. This vessel is the 6,500-dwt.
barge portion on an integrated tug/barge. The unfinished barge had been
removed from the defunct Seatrain yard in Brooklyn, NY and towed to
Norshipco for completion and joining to the completed tug.

Norshipco is currently building a ferry for the Delaware
Transportation Department, with delivery slated for 1985. During 1983
and the first three quarters of 1984, the company's repair and overhaul
business, although not up to the higher 1982 level, continued at a
steady, acceptable pace. During the past year, Navy phased maintenance
contracts and Navy selected repair availability (SRA) work have been
especially beneficial to Norshipco. In recent months from 20 to 25
percent of the company's repair work has been on commercial contracts.

Norshipco's yards are among the best equipped on the East Coast.
Available ship repair functions include tank cleaning and coating,
machinery, electrical, carpentry, steel, piping, nondestructive testing,
blasting and painting. The company also offers a full range of repair
service for ships located away from its yards. Norshipco also has
experience and expertise in many types of conversions. Its steel
throughput is approximately 50 tons (45 metric tons) per day.

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

30


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World War II in the field of ship repair.

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

Ship repair and overhaul have for many years been a major segment
of work at Galveston; but conversion work has also been a mainstay of
the company. Over the past 15 years, 25 major conversions were
successfully accomplished. During 1981 and 1982, Todd's Galveston
Division delivered four large oceangoing barges. In 1983, under a
contract with Bethlehem Steel, the yard installed a new midbody in the
ELEO MAERSK, the first of two Maersk Line cargo ships being converted to
maritime prepositioning ships by Bethlehem-Beaumont. In November 1984,
installation of the midbody for the second Maersk vessel, the EMILIE
MAERSK, was scheduled for completion. In recent months, repair and
overhaul contracts at Galveston have consisted of primarily commercial
work.

The Navy in May 1984 awarded Todd-Galveston a design contract
authorizing design work on the conversion of two RO-RO/containerships,
MA Design C5-S-78a, to Aviation Logistics Support Ships (T-AVB). The
contract includes options for reconstruction of one of these ships in FY
1985 and one in FY 1986.

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

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

As a result of Todd's decision in 1983 to consolidate its Houston
yard with its Galveston facility, Houston's new 17,500 ton (17780 metric
ton) floating drydock was moved to the company's Galveston shipyard.
This drydock, which became operational in May 1984, can accommodate
vessels up to 600 feet by 118 feet (183 m by 36 m).

There are four piers at the main Galveston yard. The usable
berthing for outfitting and repair work totals about 6,400 linear feet
(1950 m). These piers are serviced by seven rail-mounted, revolving
gantry cranes ranging from five tons (4.5 metric tons) to 75 tons (68
metric tons) that also service the platen areas. In addition to the
outfitting and repair berthing piers, a new layberth with support
facilities, other than gantry, was placed into operation in late 1982.
This layberth can accommodate ships up to 1,000 feet (304.8 m) in length
and 140 feet (42.67 m) beam.

37



Exhibit 12

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

62


In addition to the two-section shipbuilding platform, two
conventional sliding ways are available. Each can handle a ship as
large as 825 feet by 136 feet (251 m by 41.5 m). The yard has a total
of about 3,900 feet (1189 m) of usable berthing space with modern
facilities at six deepwater piers.

Employment at Penn Ship totaled 1,120 at mid-1984, compared with
1,240 a year earlier.

Exhibit 26 is the latest available layout of the plant and
facilities at Pennsylvania Shipbuilding Company.

22. Tacoma Boatbuilding Company

In operation for over a half of century in Tacoma, WA, this
shipyard designs, constructs, and repairs vessels for commercial
customers, for the Navy and Coast Guard, and for foreign governments.
Tacoma Boat's overall facilities consist of four yards covering over 45
acres of leased or company-owned land located in the Commencement Bay
area.

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

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

In 1983, Tacoma delivered two medium endurance Coast Guard
cutters (WMEC's), the BEAR and the TAMPA; completed a contract with the
U.S. Navy for construction of four patrol chaser guided missile ships
(PCG's) for a foreign government; and completed the last of a series of
six revolutionary-design tractor tugs.

During the first three quarters of 1984, the company delivered
two more Coast Guard WMEC's, the HARRIET LANE and the NORTHLAND; and two
ocean surveillance ships (T-AGOS), the STALWART and the CONTENDER, were
delivered to the Navy. The 12-ship T-AGOS contract has become a focal
point for zone outfitting in which various portions or "zones" of a ship
are built separately as virtually complete units and then assembled at
the launchway.

The ship construction backlog at Tacoma Boat as of October 1,
1984 consisted of 10 T-AGOS ships for the Navy, two 6,200-dwt.
incinerator ships for Apollo Company, two tuna purseiners for a
Norwegian company, and two corvette missile ships for the Government of
Thailand. In addition, tne company in 1984 signed a provisional
contract for construction of an 800-passenger U.S.-flag cruise ship for

33



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102


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIFS

Maximum Ship Size Berths/Piers
____(LOA--Beam) Usable
; Length
. sk
Name and Location Gheeraving Drydock in feet Remarks
F)--Floating Drydock Longest
MR--Marine Railway total linear
feet __
WEST COAST
SHIPBUILDING YARDS
FMC Corporation goo x 130 SW 1100 1/Construction of barges and vessels up to
Portland, OR 1100 800' in length.
2/200
Leases drydocks and berths from Port of
Portland as required.
Lockheed Shipbuilding Co. (2) 650 x 88 SW 698 1/Ship construction, conversion, and repair
Seattle, WA | 690 x 90 SW 6500 - all types of vessels.
| 643 x 96 FD 2/2,799
i
Marine Power & Equip. Co. ; 600 x 86 SW 620 1/Ship construction, repairs, and
Seattle, WA : 400 x 57 FD 4230 conversion,
400 x 60 FD 2/1,100
300 x 46 FD
400 x 101
: (Syncrolift)
National Steel & SB Co. | 980 x 170 GD 1000 1/Construction, conversion, and repairs -
San Diego, CA i 690 x 90 SW 6800 all types of vessels.
(2) 900 x 106 SW 2/4,770
750 x 130 FO
Large graving dock and piers at U.S.
Naval Station is also leased as required.
Tacoma Boatbuilding Co. j 650 x 400 SW 1100 I/Ship construction, repairs, and
Tacoma, WA 540 x 74 FD 4200 conversion - all types of vessels.
| 420 x 64 FD 2/1,770
Todd Pacific Shipyards \(2) 800 x 87 SW 700 1/Ship construction, repairs, and conversion
Corp. (2) 750 x 105 SW* 6175 - all types of vessels.
San Pedro, CA 700 x 86 FD 2/3,340
470 x 82 FD
750 x 105*
(*Syncrolift)
Todd Shipyards Corp. 550 x 96 SW 813 1/Barge construction, ship repairs and
San Francisco, CA 700 x 94 FD 3200 conversion. ‘an build C3 and C4 type
(formerly Beth. Stee1) 950 x 144 FD vessels.
2/450
Todd Pacific Shipyards, 600 x 96 SW 1400 A/Ship construction, repairs, and conversion
Corp. 650 x 84 FD 6017 - all types of vessels.
Seattle, WA 420 x 62 FD 2/1,730
943 x 133° FD



In 1976, the company leased the shipbuilding and ship repair
facilities at the Hunters Point Naval Shipyard which had been closed and
idle for almost two years. Triple A, since leasing the Hunters Point
facility, has become a full-service repair yard and the predominant ship
repair organization in the San Francisco Bay Area, engaging in Navy and
commercial ship repair, overhaul, and conversion work. An average of
about 30 ships a year have been drydocked.

During the first three quarters of 1984, the volume of work
slowed considerably compared to a year earlier. A contract for repair
and modernization work on the aircraft carrier CARL VINSON (CVN-70)
provided work for about four months, and extensive engine room and hull
repairs on a Matson RO/RO containership resulted in work for six weeks.
The only other recent substantial work at Triple A was a contract to
reactivate the passenger/cargo vessel SANTA MERCEDES for the Maritime
Administration. The ship was drydocked and repairs were made to her
hull and topside areas. Work included changes required by the American
Bureau of Shipping and U.S. Coast Guard as well as removal of items to
facilitate the ship's later conversion to a training ship for the
Massachusetts Maritime Academy.

The sprawling Hunters Point yard has a multi-drydock capability
that is highlighted by the largest private graving dock on the West
Coast. This dock can accommodate ships as large as 1,092 feet by 140
feet (33 m by 43 m), and there are five other graving docks available.
Additionally, the large land area, office buildings, numerous
fully-equipped shop buildings, warehouses, and other special purpose
buildings provide Triple A with a capability exceeding that of any other
private West Coast ship repair yard.

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

As of July 1, 1984, employment at the yard totaled 410; but the
labor force fluctuates depending upon available repair work.

Exhibit 35 is a current yard plan outlining the Triple A
facilities at Hunters Point.

43



Exhibit 35

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85



at seven finger piers for topside and inboard repairs. ADDSCO
Industries and its subsidiaries have 19 revolving gantry cranes with
capacities up to 75 tons (67 metric tons) 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 utilized for construction
and outfitting.

Mobile Giant Erectors, Inc., also a nearby subsidiary of ADDSCO
Industries, operates the largest capacity lifting facility on the Gulf
Coast. This twin-boom luffing derrick with 300-foot (91 m) high booms
and the capability of handling 1400 metric tons at a radius of 175 feet
(53 m) gives ADDSCO Industries, Inc. the ability to serve the heavy
construction industry and to construct the heavy offshore structures
required in today's market.

At mid-1984, combined employment totaled 465 at the ADDSCO
subsidiaries that handle ship construction and ship repair--Alabama Dry
Dock and Shipbuilding Corporation (repair work) and Alabama Maritime
Corporation (new construction).

Exhibit 2 is a current general arrangement plan of these two
ADDSCO facilities.

2. Avondale Shipyards, Incorporated

Avondale Shipyards, a wholly owned subsidiary of Ogden
Corporation, is located on the west bank of the Mississippi River
approximately nine miles upriver from New Orleans, LA. Since it began
operations in 1938, Avondale has developed into one of the largest and
most diversified shipyards in the country. The yard has constructed dry
cargo ships, tankers, Navy ships, Coast Guard cutters, offshore drilling
rigs and drill ships; and it has the distinction of being the only
American shipyard to have constructed LASH vessels. A total of 22 were
built with the aid of construction-differential subsidy.

New ships completed from January 1, 1982 through October 1, 1984
included two fleet oilers for the Navy, three 2,500-TEU containerships
for American President Lines, two oceangoing diesel-propelled hopper
dredges, a 17,000-dwt. self-unloading cement barge, and three tankers
for Exxon. During the construction of the Exxon tankers, Avondale used
a technology transfer arrangement from the Japanese shipbuilder, IHI,
known as zone outfitting. These systems were used to an extent of about
90 percent with highly successful results.

From October 1982 to January 1983, the World War II battleship
IOWA was in drydock at Avondale for extensive refurbishing and
modernization work, before being moved to Ingalls/Litton for completion

of the reactivation of the ship.

In 1982, the Navy awarded contracts to Avondale for the major
conversion of three former Sea-Land SL-7 class containerships to T-AKR
fast sealift ships for the DOD Rapid Deployment Force. Avondale has


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

Exhibit

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

PAGE

General Dynamics, Quincy - Yard Plan.........+ seeeeee 62
Halter Marine, Inc. (Chickasaw, Ala.) ~ Yard Plan....- 63
Ingalls/Litton (East Bank) - Yard Plan..... seeeeeeeee 64

Ingalls/Litton (West Bank) - Yard Plan. . 65

Levingston Shipbuilding (Orange, Texas) - Yard Plan.. 66
Lockheed (Plant 1) - Yard Plan.....ceeeeeeeeeeeeerees 67
Lockheed (Plant 2) - Yard Plan........... seeeeeeeeeee 68

Marathon, Gulf Marine Division - Yard Plan........... 69

Marine Power & Equipment - Yard 2 Plan...........0005 70
Marine Power & Equipment - Yard 4 Plan........ seeeeee 71
National Steel and Shipbuilding - Yard Plan... - 72
Newport News (South Yard) - Yard Plan.............00e 73
Newport News (North Yard) - Yard Plan..... seeeceeeceee 74
Norfolk Shipbuilding (Berkley Plant) - Yard Plan..... 75
Pennsylvania Shipbuilding Company - Yard Plan........ 76
Tacoma Boatbuilding (Yards 1 and 2) - Plan.speseeeeee 77
Tacoma Boatbuilding (Yards 3 and 4) - Plan........... 78
Tampa Shipyards ~- Yard Plan.. ee eeeeee 79
Texas Gulfport Shipbuilding Company - Yard Plan...... 80
Todd, Galveston Division - Yard Plan............0000e 81
Todd, Los Angeles Division — Yard Plan..........e.00+ 82
Todd San Francisco Division - Yard Plan............-5 83
Todd, Seattle Division - Yard Plan.........eeeeeeeeee 84
Triple A, Hunters Point - Yard Plan.............0eeee 85

iii



Exhibit 32 is a plant map of the Los Angeles Division's
facilities.

27. Todd Shipyards Corporation - San Francisco Division

Under the terms of a three-party agreement consummated on October
14, 1982, Bethlehem Steel Corporation sold this 40-acre San Francisco
shipyard to the city and sold the yard's equipment, including drydocks,
to Todd Shipyards Corporation. The San Francisco Port Commission took
title to the land, piers, and buildings; and Todd acquired a 30-year
lease on this property.

This shipyard, which traces its beginning back to 1894, is
reportedly the oldest yard in the United States from the standpoint of
continuous service. One of the larger and more versatile repair yards
in the country, it offers a complete range of ship repair and
reconditioning services and can handle conversion and jumboizing work,
as well as industrial work. It is also capable of constructing large
oceangoing ships.

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

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

This San Francisco yard 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.
An outstanding 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 recent years, this shipyard's specialty has been barge design
and construction. Other activities included ship conversion and general
ship repair work. Business declined in 1982; and at the time of
Bethlehem's sale of the yard to Todd Shipyards Corporation in October
1982, no major ship construction or repair work remained.

During 1983 and the first three quarters of 1984, the yard was
engaged primarily in ship repair, overhaul, and maintenance work for the
Navy. Other work included extensive modifications to passenger
accommodations on a large cruise ship, construction of a graving dock
caisson for Mare Island Naval Shipyard, and construction of submarine
propulsion shafts for General Dynamics-Electric Boat.

Todd's San Francisco shipyard operates one building way, a

40


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1984

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

Q
U.S. DEPARTMENT of TRANSPORTATION
Maritime Administration


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106


APPENDIX C

MAJOR TOPSIDE REPAIR FACILITIES, SHIPS 400 FEET

IN_LENGTH AND OVER

EAST COAST

Advex Corporation
Hampton, VA

Alco Welding and Machine Co.
Norfolk, VA

Allied Repair Service, Inc.
Norfolk, VA

AMT, Inc.
Miami, FL

American Ship Repairs Co., Inc.
Brooklyn, NY

Intertec Marine Corporation
Camden, NJ

Applied Marine Technology
Mt. Laurel, NJ

Arnessen Electric Company, Inc.
Brooklyn, NY

Atco Marine Corporation
Brooklyn, NY

Atlantic B.C. Incorporated
Brooklyn, NY

Atlantic Marine, Inc.
Ft. George Island, FL

Atlantic Repair Co., Inc.
Brooklyn, NY

Banks Ship Rigging Corporation
Norfolk, VA

Best Repair Company
Norfolk, VA

BFC Marine Service, Inc.
Brooklyn, NY

129

Brady Marine Repair Co., Inc.
Elizabeth, NJ

Camden Ship Repair Co., Inc.
Camden, NJ

Classon Industries
Brooklyn, NY

Diesel Injection Sales & Service
Norfolk, VA

E & S Marine Service, Inc.
Brooklyn, NY

Electric Motor & Contracting Co.
Norfolk, VA

Fairhaven Marine, Inc.
Fairhaven, MA

Fisher Marine Repair Corporation
Brooklyn, NY

Florida Ship, Incorporated
Miami, FL

G. Marine Diesel Corporation
Brooklyn, NY

G. Marine Diesel Corporation
Miami, FL

General Ship Repair Corporation
Baltimore, MD

Golten Marine Co., Incorporated
Brooklyn, NY

Golten Service Co., Incorporated
Miami, FL



Pennsylvania Shipbuilding Company (formerly Sun Ship, Inc.)..........

Tacoma Boatbuilding Company....

Tampa Shipyards, Inc.......seeeceeeeeeeceeeee Dede eeenere date reeeeee
Texas Gulfport Shipbuilding Company/Levingston............eeeeeeeeeee
Todd Shipyards Corporation - Galveston Division. ....... ccc eee cee ceeee
Todd Pacific Shipyards Corporation ~- Los Angeles Division............
Todd Shipyards Corporation - San Francisco Division.......... Sec ceee
Todd Pacific Shipyards Corporation - Seattle Division................

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

Employment.......+eeeeeeee been w een enc esees eet e emcee ene e ee senaaanene
Shipyard Pollution Abatement. ......sseeeeeeeeeeee ee errr
Ship Repair Facilities.............+-.-.- ee ey se ecees

Major Drydocking Facilities... bene eee e eee e eens
Major Topside Repair Facilities............. bee eee eee eens tee ee eee
Active Shipbuilding Base..........--+- See eee weeenee beeen eee ee envees
Exhibit 1 - Shipbuilding Industry in the United States (Map)....... .

Exhibit 2 - ADDSCO Industries - Yard Plan....... see e erences pe eeeeee
Exhibit 3 - Avondale Shipyards - Yard Plan........seeeeeeeeees beeen
Exhibit 4 - Bath Iron Works Corporation - Main Yard Plan..........+6+
Exhibit 5 - Bath Iron Works Corporation - Portland Yard Plan.........
Exhibit 6 - Bay Shipbuilding - Yard Plan... sees eeeeeeeeeeeereeereee

Exhibit 7 - Bethlehem, Beaumont - Yard Plan

Exhibit 8 - Bethlehem, Sparrows Point - Yard Plan...........- bee e eee
Exhibit 9 - Goastal Drydock - Yard Plan...... be eeeeee seen eees pe eeene
Exhibit 10 - FMC Corporation - Yard Plan...... een ee enone

Exhibit 11 - Fraser Shipyards - Yard Plan........ eee een rere eee eeene

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in Newport News, VA, is the largest shipbuilding complex i

World. The company, founded in 1886, is a subsidiary of Tenneso. tee
Newport News has built 23 aircraft carriers, 32 nuclear-powereé ” ;
submarines, and 121 other surface ships for the U.S. Navy. Commercial
vessels delivered by the yard include 71 cargo ships, 84 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 33 such operations. A
leader in the application of high technology to shipbuilding, the
fompany provides a variety of engineering and design services to the
avy.

Newport News is the Nation's foremost builder of Navy nuclear
warships. The yard as of October 1, 1984, was at work on three Nimitz
class aircraft carriers and seven attack submarines. Overhaul and
repair of nuclear-powered submarines and surface ships for the Navy is
also a principal activity at Newport News. The last commercial vessel
built in the yard was the CHEMICAL PIONEER, delivered in September 1983,

The company's continuing multimillion-dollar capital investment
program was highlighted by the completion in 1982 of a new 1,334-foot
(407 m) pier complex with two 30-ton (27 metric ton) cranes. Capability
has been provided for transferring, via transfer rail, one 30-ton (27
metric ton) crane for use at Drydock 1. A new electroplating facility
became available in mid-1983. Capabilities include zinc, cadmium, lead,
copper, chrome, silver and nickel plating. Chemical cleaning, pickling,
stripping, buffing and polishing are also available. Other major
improvements include upgrading and renovation of outfitting piers and
older drydocks.

In July 1983, Newport News announced plans to build a new $300
million submarine construction and repair complex. The facility will be
used mainly for nuclear attack submarines and will be completed in 1988.
The project will involve four new building ways, a major new
construction facility under cover, and the addition of a new launching
dock and a 900 metric-ton crane.

The 150-acre North yard was designed for high production and
efficiency and 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 1613 feet (492 m) long, 250 feet (76 m) wide, and 33
feet (10 m) deep. The addition during 1982 of two 30 metric ton cranes
and a third position for the intermediate gate further expands the
multi-ship construction capability of this dock, permitting simultaneous
ship construction and repair. A 900 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 each of which had one additional 30
metric-ton crane installed during 1982.

28


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. Exhibit 4 is a current plot plan of the Bath Iron Works main yard
facilities, and Exhibit 5 is a general arrangement drawing of BIW's new
repair and overhaul yard in Portland, Maine.

4. Bay Shipbuilding Corporation

Bay Shipbuilding Corporation, in Sturgeon Bay, Wisconsin, is the
largest shipbuilder on the Great Lakes. Its parent company, The
Manitowoc Company, Inc., purchased Sturgeon Bay Shipbuilding and Dry
Dock Company in 1968 and the adjoining Christy Corporation property in
1970. These two facilities were combined to form the Bay Shipbuilding
Corporation. The present 80-acre site has channel access from both Lake
Michigan and Green Bay and provides ample dock space for Great Lakes
vessel repair and new construction.

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

With declining orders for construction of Great Lakes ore
carriers, Bay Shipbuilding in 1980 entered salt water shipbuilding
competition by delivering a 396-foot-long (121 m) tank barge and a
407-foot-long (124 m) tank barge. In 1981, two 550-foot-long (168 m)
oceangoing deep-notch barges were completed; and in August 1982, a
610-foot-long (186 m) oceangoing deep-notch barge was delivered. With
the delivery in September 1982 of a tug/barge to Amoco Oil Company for
service on the Lakes, no new construction work remained in the yard.
Overhaul of the Coast Guard cutter MACKINAW and tank top renewal of the
ore carrier WILLIAM CLAY FORD provided work until April 1983. Bay
Shipbuilding in March 1983 was awarded a contract for conversion of the
former general cargo/containership PRESIDENT HARRISON to an auxiliary
crane ship (T-ACS 1) for the Navy. This project was completed on May 7,
1984. In August 1983, the company was awarded a contract from Lamberts
Point Barge Co., Inc. to build a 550-foot (168 m) long oceangoing coal
topping-off barge. This 35,000-dwt. self-loading and self-unloading
barge was delivered in late June 1984.

On October 22, 1984, Sea-Land Corporation signed a contract to have
three new 1,400-TEU containerships constructed at Bay Shipbuilding.
This contract is expected to provide some 1,500 additional jobs at the
yard. The last of the three ships is scheduled for delivery in May

1987.

The company in 1977 completed a major facilities expansion
program that has enabled the shipyard to build 1000-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 in the Lakes. It is serviced by a 200-ton (182 metric ton)
traveling gantry crane and several crawler cranes. More recently the
following facilities were added to the yard's modern plant: an
additional 2,400 linear feet (732 m) of new dock wall; an extensive
expansion of the fabrication shop with 200-ton (182 metric ton) bridge
crane lifting capacity; new pipe shop, carpenter shop, and stores

10


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Gilf Pacific Cruise Lines, Inc. of Houston, TX. However, finalizing of
the contract is dependent upon funding arrangements and MARAD approval
of Title XI financing.

From July to December 1984, Tacoma was also working on a
conversion contract awarded by APL to modify a foreign-built
containership to meet U.S. Coast Guard operating standards prior to
registering the ship under the American flag.

Ship repair is an important source of revenue for this shipyard.
The company also designs and manufactures deck machinery and fabricates
controllable-pitch propeller systems under license from Escher Wyss, a
West German firm.

To broaden the company's shipbuilding base, Tacoma Boat expanded
its operations in 1980 to include a third yard near its two plants on
Commencement Bay. In addition to the acquisition of an 8,000-ton (8128
metric ton) floating drydock and installation of a large side-launch
building way which will permit construction of ships up to 650 feet (198
m) in length, the company's ongoing expansion and modernization program
includes a new approach to shipbuilding. CAD/CAM (Computer-Aided Design
and Computer-Aided Manufacturing), introduced in 1981, is used in
conjunction with zone outfitting construction techniques. The Navy
T-AGOS program is the first Tacoma Boat contract to use zone outfitting
exclusively.

Tacoma Boat's facilities include five end-launch construction
ways and a new side-launch way fitted with a marine railway and serviced
by a 200-ton (184 metric ton) whirley crane. This new building way,
which became operational in 1982, permits launching of ships, barges or
drill rigs up to 650 feet (198 m) in length. Its width is about 400
feet (122 m). The facility launches into water 20 feet (6 m) deep.

The company operates two floating drydocks. The larger of the
two can handle vessels up to 540 feet by 74 feet (165 m by 23 m) and has
a lifting capacity of 8,000 tons (8128 metric tons). Available for
outfitting and repair work is 4,200 feet (1280 m) of berthing space.

Total work force at Tacoma Boat at mid-1984 was 1,770, down from
2,760 a year earlier.

Exhibits 27 and 28 are current general arrangement drawings of
the company's four yards.

23. Tampa Shipyards, Incorporated

Founded in 1948, Tampa Shipyards Inc. (formerly Tampa Ship Repair
and Drydock Co.) is a full-service yard and is the largest 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 Il, Tampa Ship has been a major Gulf Coast repair
yard, serving many of the tanker fleets operating on the Gulf and

34


support facilities, the company in 1982 also completed a $4.5
million modernization program including a new 2,800-ton (2844
metric ton) steel floating drydock and other facilities to
further increase repair and conversion capability.

Avondale Shipyards

An outstanding feature of the company's recently completed
modernization and expansion program was a new, largely automated
pipe fabrication shop, the most advanced of its kind in the
world. In July 1982, Avondale's new "Panamax" floating drydock
entered service. This drydock, in conjunction with the
company's existing drydock, doubled the main yard's ship repair
capacity.

Bath Iron Works

BIW in December 1983 placed in operation a new $46.7 million
conversion, overhaul, and repair facility in Portland, ME. The
centerpiece of this fully-equipped, self-contained shipyard is
an 81,000 long ton (82296 metric ton) lift capacity floating
drydock, 844 feet (257 m) in length with a 140-foot (43 m) clear
docking width.

Todd Shipyards Corporation

Todd's Galveston Division in April 1982 put into operation a new
floating drydock capable of accommodating ships up to 225,000
dwt. This drydock, built in Japan, is 853 feet (260 m) long
with an inside width of 160 feet (49 m) and a lifting capacitiy
of 40000 metric tons, the largest unit of its kind in the
Western Gulf area. In addition, a new 17,500-ton (17780 metric
ton) floating drydock, built by Bender Shipbuilding for Todd's
Houston Division in 1982, was transferred to Todd-Galveston in
late 1983.

At Todd's Los Angeles Division, ground was broken in 1982 for a
land-level ship repair and construction facility which will use
a Syncrolift platform 655 feet (200 m) long by 106 feet (32 m)
wide having a lifting capacity of 21,942 long tons (22293 metric
tons) to raise ships as large as 48,000 dwt. to land level where
they will be transferred to a work bay via a rail system. The
completed system will accommodate two vessels simultaneously.

It went into operation in March 1984. According to Todd's
management, this multimillion-dollar facility will double the
yard's construction capacity and increase its repair capability
by 250 percent.

Todd's facility upgrading program also included the transfer in
1982 of a 40,000 displacement ton (40640 metric ton) floating
drydock from its San Francisco Division to its Seattle Division
where it has been modified to accommodate naval combatants and
auxiliaries, as well as commercial ships.

46


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115



Exhibit 1

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Tampa Shipyards, Inc.

As part of the yard's current facilities expansion program, two
additional graving docks went into service in the third quarter
of 1984, along with a new concrete pier, two wet berths, and
additional shops and cranes. Each of these two new drydocks can
accommodate vessels up to about 740 feet (225 m) in length, and
the wet berths can handle ships up to 900 feet (274 m) in
length.

Continental Maritime of San Francisco, Inc.

In early 1985, this San Francisco topside repair yard, formerly
SFW Corporation, will place in operation a new 26,000-ton (26416
metric ton) lifting capacity floating drydock to greatly
increase the company's repair, overhaul, and conversion
capability. The drydock was built in West Germany.

Jacksonville Shipyards

A new 30,000-ton (30480 metric ton) lifting capacity floating
drydock, built in West Germany, was put into service in

July 1983 in Jacksonville's main plant. This drydock which can
accommodate ships up to 725 feet by 127 feet (221 m by 39 m)
complements the main yard's two large floating drydocks
presently in operation.

National Steel and Shipbuilding Company

In late 1983, NASSCO placed in operation a new 25,000-ton (25400
metric ton) floating drydock, which will enable the yard to
respond more fully to both Navy and commercial ship repair
markets. This drydock was built in Japan.

Southwest Marine, Inc.

As part of a multimillion-dollar modernization program at its
San Diego, CA, shipyard, Southwest Marine in late 1984 put into
service a 22,000 metric-ton lift capacity floating drydock built
by Kawasaki Heavy Industries of Japan. This new high-tech
computer-operated drydock includes many innovative design
features. According to company management, the planned addition
of two shore platforms and other support equipment to be used in
conjunction with this unique end-transfer drydock will provide
the capability to transfer ships up to 600 feet (183 m) in
length onto the two platforms for dry berthing. Using this
concept, three large ships can be repaired simultaneously
out-of-water -- one on each platform and one in the new floating
drydock.

Braswell Shipyards

A new 10,000-ton (10160 metric ton) floating drydock, built in
West Germany, began operations in 1983 at the company's
Charleston, SC, repair yard.

47



Exhibit 26

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86


conventional end-launch type that can accommodate ships up to 550 feet
by 96 feet (168 m by 29 m). The yard's larger floating drydock with a
maximum vessel size of 950 feet by 144 feet (290 m by 44 m) has a
lifting capacity of 65,000 long tons (66,040 metric tons). This
drydock, designed by Bethlehem and built at the San Francisco yard, is
capable of serving the largest tankers that transport crude oil from
Alaska to West Coast ports. Also available is 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.

At mid-1984, the yard's work force totaled 450, down from 750 a
year earlier.

Exhibit 33 is a current plot plan of Todd's San Francisco plant
and facilities.

28. 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 finest six-masted barkentine and (at that time)
the world's fastest single-screw steamer.

This 42-acre yard has been a prime supplier of fighting ships for
the Navy. During World War II, Todd operated three shipyards in the
Seattle-Tacoma area, mainly turning out destroyers and aircraft
carriers. More than 57,000 persons worked three shifts during the war
years.

For several years after the war, Todd-Seattle was primarily a
repair facility with employment dipping as low as 250 people. In the
early 1950's, the yard embarked anew on vessel construction and
industrial production, completing a formidable array of tugs, barges,
dredges, pile drivers, floating cranes, etc. In 1958, the company
re-entered destroyer construction and by 1964 had delivered four guided
missile destroyers to the Navy. The Seattle Division then became lead
yard for a class of 26 frigates, seven of which were built there.
During this period, the yard also built the Navy's only catamaran
oceanographic vessel.

From mid-1971 until early 1976, Todd-Seattle built the Washington
State ferry system's two 200-car double-ended ferries, a surface effect
ship for the U.S. Navy, seven tug-supply vessels designed for North Sea
conditions, and several barges. Containership conversions were
performed for American President Lines and Sea-Land.

In late 1976, the yard once again began combat ship construction
with the first of a series of guided missile frigate (FFG) contracts.
As of October 1, 1984, 11 FFG's had been delivered and the remaining two
were under construction. The last frigate, the CARR (FFG-52), is
scheduled for delivery in July 1985.

41



MAJOR U.S, SHIPBUILDING AND REPAIR FACILITIES

Maximum Ship Size Benths/Piers
(LOA--Beam) Usable
, Length
Name and Location Oheceraeiny Drydock in feet Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
GREAT LAKES
SHIPBUILDING YARDS
(Maximum size ship that
can exist St. Lawrence
Seaway locks is 730' x
78")
Bay SB Corporation 730 x 105 SW 1000 \1/ Ship construction, repairs, and
Sturgeon Bay, WI 640 x 66 FD 7090 conversion,
1100 x 136 GD 2/ 243
+
Fraser Shipyards 825 x 82 GD 900 [1/ Ship construction, repairs, and
Superior, WI 620 x 61 GD 4450 conversion.
‘ 2/ 35
t
GREAT LAKES
REPAIR YARDS WITH
DRYDOCK FACILITIES ,
Peterson Builders 360 x 36 FD 550 [I/ Construction and repair of small ships

Sturgeon Bay, WI

and boats.
2/ 976

127



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MAJOR U.S, SHIPBUILDING AND REPAIR FACILITIES

Maximum Ship Size Berths/Piers
(LOA--Beam) Usable
“Shi Length
Name and Location aerunees Drydock in feet Remarks
FD--Floating Drydock Longest,
MR--Marine Railway Total linear
feet .
General Ship Corp. 678 x 90 GD* 900 Y/ Ship repairs and overhaul. Construction
East Boston, MA 2530 up to 225' in length.
2/ 326
*GD is located in the Boston Marine
Industrial Park in the former Boston
Naval Annex and is leased by General Ship
Corp.
Hoboken Shipyards, Inc. 433 x 67 FO 923 1/ Ship repairs, overhaul, and conversion.
Division of BSI Corp. 685 x 106 FD + 3000 2/7 400
Hoboken, NJ 549 x 90 FD
640 x 96 FD *Military Ocean Terminal, Bayonne, Nd -
1082 x 138 GD* leased from Corps of Engineers.
Jackson Engineering Co. ° 425 x 82 FD 653 1/ Ship repairs and conversion.
Staten Island, NY 550 x 82 FD 2600 2/125
Jacksonville Shipyards | 660 x 90 FD 800 1/ Ship repairs and conversion.
Jacksonville, FL 1 900 x 140 FD q18h Construction of small vessels.
| 400 x 53 FD 2/ 1,500
i 745 x 127. FD
Metro Machine Corp. 660 x 96 FD 785 Yi Ship repairs and conversion.
Norfolk, VA 1950 2/362
Newport Offshore Ltd. 320 x 60 MR 500 4 Small vesse? construction and repairs.
Newport, RI 215 2/ 185
North Florida Shipyards 500 x 66 FD 1600 |1/ Ship repairs ard conversion.
Jacksonville, FL 3390 2/ 323
Perth Amboy DD Co. 400 x 68 FD 450 l/ Ship repairs ard conversion.
Perth Amboy, Nd 2930 2/85
Puerto Rico DD & Marine 632 x 80 GD* 940 [1/ Ship repairs.
Terminals T632 2/ 98
San Juan, PR
*Leased from the Navy.
Rodermond Industries 775 x 106 FD 842 [1/ Ship repairs ard conversion.
Jersey City, NU 425 x 80 FD 842 2/ 100
300 x 57 FD
Tracor Marine, Inc. 300 x 80 FD 780 (l/ Ship repairs and conversion.
Port Everglades, FL 360 x 80 1305 2/ 300
(Syncrolift)



MAJOR U.S, SHIPBUILDING AND REPAIR FACILITIES

Maximum Ship Size Berths/Piers
Usable
Length
Name and Location Gb--Graving Drydock in feet Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total Linear
feet
Triple A Shipyards 715 x 82 GD 600 1/ Ship repairs, overhaul, and conversion.
Hunters Point 996 x 107 GD 24000 2 410
San Francisco, CA 1088 x 136 GD
(2). 416 x 56 GD All graving docks are part of inactive
416 x 71 GD Hunters Point Naval Shipyard and are
leased from the Navy.
WEST COAST
REPAIR YARDS WITH
DRYDOCK FACILITIES i
Arewel Corporation * * 1/ Ship repairs and overhaul.
National City, CA 2/ 340
i *Graving dock and piers at Naval
‘ Station can be leased as required.
Campbell Industries ; (2) 360 x 46 FD 640 1/ Construction of fishing boats. Also
San Diego, CA } 2280 ship repairs.
Hl 2/ 65
H Graving dock at Nayal Station can be
i leased as required.
Concrete Technology Corp 496 x 136 GD 200 1/ Construction of floating structures and
Tacoma, WA 200 drydocking of barges.
2/ 170
Continental Maritime of 1/ Ship repairs and overhaul.
San Diego, Inc. * * 2/ 295
National City, CA *Can rent graving dock and piers at Naval
Station and piers from Port of San Diego.
Dillingham Ship Repair ® * 1/ Ship repairs and conversion.
Portland, OR 2/ 1,040
*Leases drydocks and berths from Port of
Portland as required.
Dillingham Shipyard 400 x 54 FD 600 1/ Ship repairs and overhaul.
Honolulu, HI 800 2
Kaiser Steel Corp. 379 x 51 GD 500 1/ Heavy steel fabrication and erection.
Napa, CA 500 Construction and repair of small ships
and barges.
2/ 410
Lake Union DD Co. 340 x 56 FD 1000 1/ Ship repairs and conversion,
Seattle, WA 4235 2/ 85

125



Major Shipbuilding Facilities.............

CONTENTS

Introduction.........seeeeeee seen eee eee e eee eee see e eee e eee e eee eeeeeeeeeee

General. .... cee ee ee eee eee ceee see eee ecw neeter cree rees bee ee eee eee enna

ADDSCO Industries, Inc...... bene eee e ee eee bee e eee eeseee

Avondale Shipyards, Inc............ see e ee eeee Dee e ee cccccees see e eee
Bath Iron Works Corporation.........c cece cece ce cce cece ee eseeeeeeececnes

Bay Shipbuilding Corporation...... ey beac eeeeee seeeee

Bethlehem Steel Corporation - Beaumont Yard........... Fae a cece cene teeee
Bethlehem Steel Corporation - Sparrows Point Yard........ceseecceececes

Coastal Dry Dock and Repair Corporation...

FMC Corporation - Marine and Rail Equipment Division..........eeseeeeee

Fraser Shipyards, Inc..... eee eee ene see eeeee see eeee bee e cece eens se eeees

General Dynamics Corporation - Quincy Shipbuilding Division..

Halter Marine, Inc.......... se eceeae Denne reece eee e eee ee teens seeeee
Ingalls Shipbuilding Division/Litton Systems, Inc............6 eee eee oe
Levingston Shipbuilding Company - Orange, Texas..... eee e een e we rees eee
Lockheed Shipbuilding Company....... te eeeeee wee eeee veer e eee ae
Marathon LeTourneau Company - Gulf Marine Division...... enn
Marine Power and Equipment Co., Inc..... eeee

National Steel and Shipbuilding Company............cceceeeeee eee eeee tee
Newport News Shipbuilding and Drydock Company..............06 see eeee woe

Norfolk Shipbuilding and Drydock Corporation...

10
ll
12
14
15
16
17
17
18
19
21
22
24
25
26
27


TABLE 1

SHIP_CONSTRUCTION CAPABILITY BY SHIP TYPE

SUMMARY

DRY BULK

90T X 006
000‘ oT

SOT xX 009
000° TS

Sé xX OLS
00€ ‘12

GENERAL CARGO

901 X Lv6
YANIVLNOD

OOT X €68
HS¥1

201 X 989
04/08

06 * O19
Y3NIVLNOD

9OL X pee
lOduvd * g0W

89 X GLb
OouWI “N39

REGION

27

38

19 36 24

51

EAST COAST

16

24

15 22 15

39

GULF COAST

20

26 11

WEST COAST

GREAT LAKES

23

€pl X 866

000‘ 091
z 3 901 x 988
000‘ 08
wo
oc
822 X p0zT
024‘ 06g
BLT X OTT
co 000° S94
&
Ovl x oOTT
2 000‘ sea
Obl X 266
“WAND O00*SzT|
n
af
$6
Fa
=| set x 026
000° ozT|
i
GOL X p68
000° 68
¢
06 * 889
000‘8€
°
x gL x 029
000‘ S2
2
oO
cS
ead
o>
2 z
1) i=)
aa =
et 8
Oo 4
2

28 13

36

EAST COAST

17 15

23

GULF COAST

10

18

WEST COAST

GREAT LAKES

22

57 34 12 12

80

TOTAL POSITIONS
ALL YARDS



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NOL 09


During CY 1983 and the first three quarters of CY 1984, the number
of yards in the Active Shipbuilding Base was reduced from 27 to 23 as a
result of the closure of Todd's Houston shipyard, The American Ship
Building Company's yard in Lorain, Ohio, Maryland Shipbuilding and
Drydock Company, and Levingston Shipbuilding Company, Orange, Texas,
(temporarily closed on a care-and-maintenance basis). In September
1984, these 23 yards employed roughly 67 percent of the U.S.
shipbuilding and repair industry's total work force, as reported by the
Bureau of Labor Statistics. At that same time, 84 percent of the
production workers in these 23 shipyards were engaged in Navy or Coast
Guard ship constsuction and repair work.

As of December 1984, 12 of the 23 shipyards were engaged in
construction of major combat ships and auxiliary vessels for the Navy.
Three of the yards were building a total of 10 major commercial vessels,
and eight of the yards were engaged in ship contruction and conversion
work provided by the Navy's T-Ship program. Three of the yards had only
repair and overhaul work and a minimal amount of small ship
construction.

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

Exhibit 40, dated December 31, 1984, indicates a likely continuing
decline during 1985 in production work force levels of the shipyards in
the Active Shipbuilding Base, followed by a period of relatively stable
work force requirements prior to a recovery expected to commence in
mid-1987. These projections are contingent upon near-term economic
conditions, the demand for commercial vessels, and upon future
Administration and Congressional action with regard to continuation of
the proposed Navy shipbuilding and conversion programs.

50


Tankers

SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

CHL X B66) CooOnm CS SCOnOD oo0c0S
¢ = ef = 2
091]
MIX 99 Conmnnse CS COnOn of eo0000s
9 = ef fal 2
00°08}
8tZ xX WZI] cCoCOnm OS coooS =I ecoo0s
? = ef =< <
OLL* 06€}
coo onm CS CON mt eoocos
000°S97]
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OVE x OOLT ~ ~_ ~ ~
000° S22;
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pun 000" S27)
ooonHN COS COnOm AI ecoc0s
SEI 026 2 ee = =
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connns COS Scorned ~ eocecs
Sot * 968 = ef = al 2
000*68}
Odaath OS Fane ow eccoos
06 * 999) v> of £ gl 2£
000° SE!
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99



Exhibits 17 and 18 are current general arran t i
this Seattle yard's Plant No. 1 and Plant No. 2. Pement drawings of

16. Marathon LeTourneau Company - Gulf Marine Division

Marathon Manufacturing Company, a world leader in production of
offshore drilling rigs, launched its new Gulf Coast shipyard, the Gulf
Marine Division, in 1971 with a commitment of several million dollars.
This 133-acre shipyard is located in Brownsville, TX, and has a
2,500-foot (762 m) frontage on the Brownsville ship channel. Since it
was founded, this Marathon yard has built and launched semi-submersible
and jackup drilling rigs totaling more than 150,000 tons of production
and has the capability to build and launch drillships, crane barges,
work boats, tugs, and large commercial vessels. The Gulf Marine
Division's total marine construction and repair capabilities are
supported by Marathon's Engineering Group in Houston and by Marathon's
manufacturing facilities in Longview, TX, and Vicksburg, MS.

The Gulf Marine Division provides major repair, modification, and
conversion work on offshore drilling rigs and other oceangoing vessels
at Brownsville and has sent repair and maintenance teams to locations
around the world. The yard can also fabricate packaged mobile power
plants and other types of equipment as well as perform heavy metal
fabrication.

Three jack-up rigs were delivered at Marathon's Brownsville yard
in 1983, and one was delivered during the first three quarters of 1984.
As of October 1, 1984, the new construction backlog consisted of two
offshore jack up drill rigs for Penrod Drilling Company for delivery in
December 1984 and mid-1985. There was also some rig maintenance and
repair work in the yard during 1984.

The Brownsville yard operates one launchway with a maximum vessel
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. Steel plate
and other materials move from a 400,000 square-foot (37160 m2) in-yard
storage area and from four warehouses through a 450-foot by 240-foot
(137 m by 73 m) plate shop equipped with a 55-foot (17 m) wide automated
panel line. 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 the building way. The crane lifts the
subassembly sections from the slab to the launchway, and the sections
are joined to form the completed vessel which is then side-launched.

The 250-foot by 120-foot (76 m by 37 m) covered pipe shop has a complete
range of positioning, welding, and cutting equipment. Usable berthing
space for outfitting and repair totals 1,100 feet (335 m).

At mid-1984, the total work force at the Brownsville plant was
733, down from 900 a year earlier.

24


shipyard participates in ship system analysis and ship conceptual
design. Ingalls was a pioneer in the application of modular
construction in the U.S. shipbuilding industry.

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

Between 1975 and 1983, Ingalls designed, built, and delivered to
the Navy 41 surface combatant ships. These included 31 Spruance class
(DD-963) destroyers, four Kidd class (DDG-993) guided missile
destroyers, five Tarawa class (LHA-1) amphibious assault ships, and the
USS TICONDEROGA (CG-47), the lead ship of a new class of Aegis guided
missile cruisers. During 1981 and 1982, 13 jackup drill rigs and four
semisubmersible drill rigs were also delivered to six offshore drilling
companies.

In April 1984, Ingalls completed the complex modernization and
reactivation of the World War II battleship IOWA. The underwater work
was done at Avondale Shipyards, and the ship arrived at Ingalls in
January 1983. The Ingalls yard upgraded shipboard systems, modernized
weapons, added new weapons systems, and upgraded electronic systems.

A second Aegis guided missile cruiser, the USS YORKTOWN (CG-48),
was delivered to the Navy in May 1984; and as of November 1, 1984, the
company held orders for nine additional Aegis cruisers. The last of
these ships is scheduled for completion in December 1988.

In February 1984, the Navy awarded Ingalls a contract for design
and construction of the lead ship of a new class of multi-purpose
amphibious assault ships, the LHD-1. Fabrication work is expected to
start in late 1984, with delivery scheduled in 1989.

Ingalls' East Bank facility has been in operation since 1938,
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), one way 690
feet by 85 feet (210 m by 26 m) and one way 550 by 80 feet (168 m by

24m).

The East Bank facility has a graving dock which has been used for
construction and overhaul of nuclear-powered submarines, but is
currently being used for ship repair work. A wharf and four piers
serviced by cranes with a 60-ton (54 metric ton) maximum capacity
provide a total of 3,700 feet (1128 m) of berthing space for outfitting
and topside repair.

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

20


“182 X ,O€£ SL Sx90, AeMeag aduauMe] “3g J1x9 UD ZeYyI diys azLs WHWLXep,

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(0) (1) (0) (0) (0) (0), (0), (1) Ca) (2)
0 0 0 0 0 0 0 0 al I SOL X 0&2 ead
0 al 0 0 0 0 0 al aT L 9€T X OOTT 109 “dog a/s Avg
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& | 8 S18 ]s5 | 2] 8] se “

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103



Sun Ship, in early 1981, announced its decision to phase out its
ship construction business and concentrate on ship repair and
conversion. At that time the company had under construction or on
order, three RO/RO containerships for Waterman Steamship Corporation.
Sun completed the first vessel, the JOHN B. WATERMAN. The second ship,
the CHARLES CARROLL, was built for Sun by General Dynamics, Quincy; and
the third ship, the THOMAS HEYWARD, was built for Sun by Penn Ship and
was delivered in February 1983.

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

In addition to work on the DENEBOLA, the Chester yard is actively
supporting the Philadelphia Naval Shipyard on a number of programs, most
notably the Service Life Extension Program (SLEP) of the aircraft
carrier FORRESTAL (CVA-59).

In 1976, completion of a major capital improvement program
enhanced Sun Ship's ability to fabricate larger, more sophisticated
ships. This program provided a new level shipbuilding platform, a
two-section floating drydock capable of lifting 75,000 long tons (76200
metric tons), a 1,100-foot (335 m) outfitting pier, and other
shipbuilding support facilities. The new level shipbuilding slab has
two sections. On Slab "A", a ship 1,000 feet by 195 feet (305 m by 59
m) can be built. In this shipyard, a ship as large as 1,100 feet (335
m) in length and 195 feet (59 m) wide can be constructed. This is the
maximum limit of the large floating drydock into which vessels built on
the two-section shipbuilding platform are launched. Two halves of a
large ship can be built on this platform and each half can be rolled
individually to the drydock and then welded together. The ship is
brought to the pier for outfitting and completion. The large drydock,
which is capable of handling vessels up to about 300,000 dwt., is one of
the world's largest floating drydocks. It is serviced by two 23-ton (21
metric ton) gantry cranes, two 10-ton (9 metric ton) gantry cranes, two
25-ton (23 metric ton) truck cranes, and an 800-ton (813 metric ton)
barge crane with a 230 foot (70 m) boom.

In September 1982, in order to handle an increasing volume of
repair and overhaul work, Penn Ship purchased and moved a medium-size
floating drydock from Levingston Shipbuilding Company, its affiliate in
Orange, TX, to the Chester, PA, plant. The company, however, is also
seeking new construction business -- both naval ships and commercial
ships.

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

32


9 49 ¢ 70US

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113





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Exhibit 24

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74


the syncrolift. This construction method and the h i

ydrolift movement
were used successfully in the construction of the six Washington State
ferries and oceangoing barges up to 487 feet (148 m) in length.

In addition to the syncrolift, the company operates seven
floating drydocks, the largest of which can handle vessels up to 400
feet by 57 feet (122 m by 17 m). Usable berthing space for outfitting
and repair work totals 4,280 feet (1305 m).

Total employment at Marine Power & Equipment Co. in July 1984 was
1,100, compared to 400 a year earlier.

Exhibits 20 and 21 are current general arrangement plans of Yards
2 and 4 where the company's new construction work is done.

18. National Steel and Shipbuilding Company

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

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

From 1973 to October 1, 1984, NASSCO completed two San Clemente
class (80,500 dwt.) oil/bulk/ore carriers, six Coronado class (38,300
dwt.) tankers, 13 San Clemente class (90,000 dwt.) tankers, four San
Diego class (188,500 dwt.) tankers, three Carlsbad class (37,500 dwt.)
tankers, three La Jolla class product carriers (44,000 dwt.), and two
Ingram class (37,500 dwt.) product carriers. The San Diego class
tankers were the largest vessels ever built on the West Coast. In July
1983, the company delivered the SHENANDOAH (AD-44), the last of a series
of four Gompers class destroyer tenders built at NASSCO; and in March
1984, a large cable repair ship, the ZEUS (T-ARC-7), was delivered to

the Navy.

The last commercial newbuilding to leave the yard was the
37,500-dwt. product tanker HUNTER B. ARMISTEAD, delivered in June 1983.
However, in August 1984, Exxon Shipping Co. signed a contract with
NASSCO for construction of two new 209,000-dwt. crude oil carriers which
will provide work at the yard until early 1987.

Other work under contract as of November 1, 1984, at NASSCO
consisted of ships being reconstructed, as described below, under the

ongoing Navy T-Ship program.

In 1982, NASSCO was awarded contracts to convert three Waterman
RO/RO containerships into maritime prepositioning ships to support the
DOD Rapid Deployment Force. The first of these ships, renamed the SGT.

26


TABLE 1

SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

Dry Bulk

GOT X 006
000‘ 00T

SOT X 009
000‘ TS

SL X OLS
00€ TZ

General Cargo

901 X 176
Jautequ0)

OOI * £69
HSVI

ZOI X 789}
0u/08

06 _X O19
JauTequog|

OO ¥ 972
082e * qo]

89 X Gly
ogre ‘ued

MAXIMUM
SHIP SIZE

SHIPWAY
OR
BASIN

SHIPYARD

REGION

EAST COAST

oooc
odHN

rorens)

coos
ocos
cans
rene)
coos

eer)

720 x 130
720 x 130

650 x 88

Bath Iron Works

cond
mone

ase

oon
oon
mone
amo

ronNw

800 x 106
95

800 x
1200 x 192

7
10

GD

Bethlehem Steel,
Sparrows Point

92

oonnn
onan

roan

conned
cones
nee
aaans
connd

ramos

755 x 102
717 x 110
1082 x 141
1082 x 141

mtn.

Coastal Drydock

eonccon
Hee

PHdaaeif

co0006

encoon

ra rrareaey

a arrarnery

Haein

anand

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

wonoan

y
8
=
Pe
a
ED
oe
33
Se

93
93

649 x
715 x

Newport News SB


reconstruction of the first of these ships, the ANTARES
Coo gu) and turned it over to the Navy in July 1984, The second
vessel, the ALTAIR (T-AKR 291), is scheduled for redelivery in November
1985; and the third ship, the POLLUX (T-AKR 290), is slated for
completion in March 1986.

Avondale's new construction orderbook as of October 1, 1984
consisted of four fleet oilers (T-AO's) and one dock landing ship (LSD),
with options to build two additional LSD's. The company is also
currently building the forebodies for five 30,000-dwt. T-5 product
tankers for Tampa Shipyards.

In 1975, Avondale completed a multimillion-dollar facilities
improvement program primarily for the construction of large LNG ships.
The shipbuilding area previously used for series production of Navy
destroyer escorts was restructured and expanded into two large positions
to accommodate vessels of up to 1,020 feet (311 m) in length by 174 feet
(53 m) 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 completed on position No. 2. Avondale's large floating drydock is
900 feet (274 m) long, 260 feet (79 m) wide and 78 feet (24 m) high,
with 220 feet (67 m) clear width inside the wing walls. It can
accommodate ships as large as 1,000 feet (305 m) in length by 216 feet
(66 m) wide, and 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 mounted on the supporting wharf, two 50-ton (45
metric ton) gantry cranes on the drydock floor, and a 600-ton (610
metric ton) floating lifting device. In addition to its use as a
launching platform for new construction, this drydock has given the
company greater capability and increased capacity to perform major
conversion and major repair work.

The outstanding feature of the company's most recently completed
modernization and expansion program is a new largely automated pipe
fabrication plant, the most advanced of its kind in the world.

Besides its "upper yard" building positions, Avondale has a
side-launching construction area that can accommodate ships as large as
1,200 feet by 126 feet (366 m by 38 m) with a light weight of
approximately 16,000 long tons (16026 metric tons). /Up to five large
vessels, greater than 600 feet (183 m) LOA, can be under construction
simultaneously in this "lower yard" 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 6,100 feet (1859 m) of berthing
space, serviced by gantry cranes. Use of the 600-ton (610 metric ton)



“meme
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MARINE RAILWAY
200'x 60°

75

Exhibit 25

NORFOLK SHIPBUILDING AND

ORYOOCK CORP.
BERKLEY PLANT



Exhibit 31

'
Koma 2 ‘i: [5 TONS
f

PIER E42" 607" @ _)
MOVABLE 75. TONS
BLDGS. TCI “a
to 40 TONS 45 TONS
— PLATE PIER D447 xT ot J

SHOP CJ WINGWALL CRANE 16 TONS

— g2'

ra) A stestoy voce td, |

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WAREHOUSE| 548' x 118' x 28

& R X ABS TWO ae.
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BLDG. 271 40,000 TON LIFT ae | ‘|

38. 5 TONS
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PIER R477 X a

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| © So not
®C 4 - FAT Tot wr LINE

140!
[rate rsanr J NATN PLANT ] ——

PERSONNEL

ADMINISTRATION
OFFICE

GALVESTON
SHIP CHANNEL

A-SLIP, 160' COVERED & 40°
OPEN X 86° = SERVICED BY
400 T CRANE CAPACITY

B-SLIP, OUTSIDE 42' X 63! 1.0 MILES

WAREHOUSE & RECEIVING
+ PRODUCTION OFFICE
SHEETMETAL SHOP

+ BOLLER & COMP. HOUSE

+ HEAVY MACHINE SHOP

+ ELECTRIC SHOP

+ PIPE SHOP

+ INSTRU. & CONTROL SHOP
WASTE OIL STORAGE
PAINT STORAGE

BUSLIP

SANDBLAST
MAIN SHOP AREA Fa gi dp
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TODD SHIPYARDS CORP.

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OFFICE

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GALVESTON SHIP CHANNEL
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81

GALVESTON DIVISION



by the shipyards. The maximum beam was determined by allowing
a two-foot (.6 m) clearance at each side between the ship and
wing wall.

For graving docks, the maximum ship length was determined by
allowing a two-foot (.6 m) clearance at each end between ship
and the inside of the dock at the floor. The maximum beam was
determined by allowing a two-foot (.6 m) clearance on each side
between the ship and each side of the dock entrance at the 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. Permissable ship sizes requiring
additional clearance may be determined by simple calculation from the

above criteria.

Major Shipbuilding Facilities

A major shipyard is defined in this report as one having at least
one shipbuilding 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 (21m). There are presently 29 shipyards in this category, which
are identified and geographically located in Exhibit 1.

Despite the continuing worldwide shipping recession, uncertain
near-term future prospects, and declining commercial orderbooks, the
U.S. shipbuilding and ship repair industry in FY 1984 invested some
$338.5 million in facilities modernization and expansion and as of July
1, 1984, planned to spend an additional $158.5 million during the year
ending June 30, 1985, mainly for larger drydocks and support facilities
to increase vessel conversion, overhaul, and repair capabilities.
Several yards are gearing up for the increase in naval ship
construction.

Since enactment of the Merchant Marine Act of 1970, the U.S.
shipbuilding and ship repair industry has invested approximately $3.4
billion in plant modernization and improvements. These investments have
significantly increased the capacity, capability, and productivity of
the industry. With the slump in commercial ship construction, the
emphasis in recent years has been on expansion of ship repair and
conversion facilities. Exhibits 2 through 35 are general arrangement
plans outlining shipbuilding and repair facilities in 28 of the major
yards. Detailed descriptions of these exhibits are included in this
report.

As of October 1, 1984, there were 10 deep-draft commercial vessels
under construction or on order in U.S. shipyards. This orderbook was
comprised of two large crude oil carriers, two incinerator ships, one
self-propelled dredge, and five product tankers (for a private shipping
company for charter to the Military Sealift Command). Three of these 10
ships were being built with Federal ship financing guarantees (Title
XI). Only five offshore drilling rigs were in production or on order in



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NUMBER OF SHIPBUILDING WAYS BY LENGTH

(MAXIMUM SHIP SIZE)

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54


9. Fraser Shipyards, Incorporated

The Fraser Yard, the only major American shipyard and drydock
operat en on the Western end of the Great Lakes, is located on Howards
Bay in Superior, sil. Since it was founded in the 189(i's by Capt.
Alexander McDougall, who built 42 of his famous “whaleback" steamers and
barges there, this p! t has had a succession of owners. From 1900 to
1926, Superior Shipbuilding Company operated the yard and built more
than 50 large great Lakes ore carriers and oceangoing ships. The yard
became a repair facility of the American Ship Building Company from 1926
to 1945 and then became known as Knudsen Brothers Shipbuilding and Dry
Dock Company.

Fraser-Nelson Shipbuilding and Dry Dock Company took over the
plant in 1955, and the present name was adopted in 1964. In August
1977, the yard was sold to Reuben Johnson & Son, Incerporated, a
Superior, WI, contracting and construction firm, but business continues
under the Fraser name,

Since World War II, this complete shipbuilding and ship repair
facility has specialized in vessel repair and ship modernization
including lengthenings, repowering and engine room automation, and
self-unloader conversions. In the past 14 years, Fraser has performed
most of the major ship lengthening work on the Great Lakes. At this
shipyard, general ship repair has also been an important source of
revenue.

In 1981, Fraser completed the $14.2 million conversion of the
CHARLES M, BEEGHLY from a straight-deck bulk carrier to a self-unloading
bulker for Interlake Steamship Company. In May 1982, Fraser Shipyards
completed conversion of three ships of U.S. Steel Corporation's Great
Lakes fleet -- the ARTHUR M. ANDERSON, CASON J. CALLAWAY, and PHILIP R.
CLARKE -- to conveyor-type self-unloaders. Following completion of
these vessels, there has been no major repair or conversion work. As of
July 1984, with only minor repair work in the yard, employment including
salaried personnel totaled only 35 people.

In 1981, the Fraser yard instituted a major renovation of its
fabrication capabilities including a 40 percent increase in its platen
table capacity and extension of its railroad trackage to increase steel
unloading capabilities by 300 percent. An all-new steel cutting process
with hydraulic loading and unloading tables was installed, as well as a
major repowering of the shipyard to support the expanding facilities and
to improve existing capacity. New automated welding equipment and
related modern techniques were also instituted to increase productivity.

Fraser maintains two graving docks suitable for ship
construction, repair, and conversion work. One basin can accommodate a
vessel 825 feet by 82 feet (251 m by 25 m), and the other a vessel 620
feet by 61 feet (189 m by 19 m). A small graving-type 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 10 mobile cranes, ranging from 15 tons (14 metric
tons) to 150 tons (136 metric tons) can service any bu:lding dock and

16


Fiscal Year 1984 saw within the committees a continuation of 1983
activities.

Ship Repair Facilities

While over 200 privately owned firms of varying capabilities are
involved in repairing ships in the United States, only 76 yards are
capable of drydocking vessels 300 feet in length and over. For ships
this size, the U.S. shipbuilding and repair industry is currently
operating a total of 88 floating drydocks, 51 graving docks, and several
marine railways. However, some of these graving docks are committed 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, generally referred to as topside
repair yards, have no drydocks and usually have only shops and pier
facilities. These yards can perform many types of above-water ship and
barge repair, and if necessary, can transport labor and material to the
work site. Topside yards employ a limited number of people, often less
than 100.

As of October 1984, the Maritime Administration held lump sum
master repair contracts with 103 private ship repair companies; and 150
private shipyards were included in the Navy's master ship repair list.

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

o Newport News Shipbuilding

A continuing multimillion-dollar capital investment

program was highlighted by the opening in 1982 of a new

drydock complex to double the yard's submarine overhaul
capacity. Other major improvements included upgrading and
renovation of older drydocks, outfitting piers, and other
facilities. In July 1983, Newport News announced plans to build
a new $300 million submarine construction and repair complex
which will be completed in 1987. This project will involve
four new building ways, a major new construction facility under
cover, and the addition of a new launching dock.

o Norfolk Shipbuilding and Dry Dock Corporation

In addition to a major expansion program completed in 1979,
consisting of a new 54,000-ton (54064 metric ton) floating
drydock, a new concrete pier 1,030 feet (314 m) in length, and

45



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 installation. Services rendered by these firms vary
from a simple repair job to a major topside overhaul. It is common
practice for a shipyard to send its personnel and equipment to provide
voyage repairs while the ship is at anchor or working cargo at a
commercial marine terminal. There is an increasing trend worldwide to
send ship repairers to the ship rather than to bring the ship to the
shipyard, thus calling for greater mobility of ship repair personnel.
This is particularly applicable 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 136 major topside repair facilities, 65 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 Shipbuilding Costs and Production.

Active Shipbuilding Base

The Active Shipbuilding Base, as identified by the Navy and MARAD,
comprises the 23 privately owned U.S. shipyards which are open and
currently engaged in or seeking contracts for the construction of major
oceangoing or Great Lakes ships 1000 gross tons or over. Exhibit 38 of
this report identifies and geographically locates these 23 yards.

Exhibit 39 indicates when each of the yards in the Active
Shipbuilding Base needed new contracts as of September 30, 1984, 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 Evaluation Analysis System Model (SEAS). Most of these yards
presently have building facilities available to expand employment levels
if new contracts could be secured.

Exhibit 39 shows that five of the 23 privately owned yards in the
Active Shipbuilding Base normally engage in ship repair work, while 18
of the 23 yards are normally ship construction yards. Of these 18
shipyards, only seven (as of September 30, 1984) had an adequate
orderbook for the short term--mainly Navy shipbuilding and conversion
work.

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 shipbuilding and for
forecasting future requirements.

49



Exhibit 28

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Nicholson Terminal & Dock Company
River Rouge, MI

Oldman Boiler Works, Incorporated
Buffalo, .NY

Perry Shipbuilding Company
Erie, PA

Purvis & Foster
Detroit, MI

Sen-Wel Industries, Incorporated
Buffalo, NY

Ship Repair & Supply Company
Milwaukee, WI

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

*U.S» GOVERNMENT PRINTING OFFICE: —_1985-526-694/30369

133



distribution center; shot blast and prime surface treatment line;
one-side panel welder; computer lofting and in-house design ; .
capabilities. Steel fabrication capacity for ship construction is
estimated to be 36,000 tons (32681 metric tons) per year.

Bay operates a side-launching way that can accommodate a maximum
ship size of 730 feet by 105 feet (223 m by 32 m), and one floating
drydock having a lift capacity of 7,000 tons (7112 metric tons) is
available which can handle ships up to 640 feet by 66 feet (195 m by
20 m). There is 7,090 feet (216 m) of berthing space for repair and
outfitting. The 14 available piers are serviced by crawler cranes of up
to 80 tons (73 metric tons) capacity each.

At mid-1984, total employment was 243, slightly less than a year
earlier.

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

5. Bethlehem Steel Corporation - Beaumont Yard

This shipyard, located on the Neches River in Beaumont, Texas,
was established in 1917 by Beaumont Shipbuilding and Drydock Company,
which built C1-A cargo ships and Navy minesweepers during World War Il.
Bethlehem acquired the yard in 1947 and has pioneered in the design and
production of mobile offshore drilling rigs and offshore oil and gas
facilities. The Beaumont plant has been one of Bethlehem's most
successful operations and has been a world leader in production of
offshore drilling rigs and drillships. It is also an experienced
builder of barges, primarily of the sophisticated tank type required by
Gulf Coast industries for the transportation of liquid and bulk
chemicals.

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

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

In November 1982 and January 1983, the Navy awarded Bethlehem
Steel Corporation contracts to reconstruct five Maersk Line RO/RO ships
to maritime prepositioning ships, as part of the Navy's MPS program to
support the Rapid Deployment Force. Two of these five ships are being
converted at the company's Beaumont yard, with some of the work
subcontracted to Todd-Galveston. Each vessel is being lengthened 157
feet (48.8 m), and the depth is being increased from 54 feet (16.4 m) to

11



Exhibit 3

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53



Exhibit 36 - Merchant Vessels Building or on Order (As of

January 1)......... oe
Exhibit 37 - Major U.S. Private Shipyards - Number of f Shipways
by Maximum Length Capability.. on oe .
Exhibit 38 - Active Shipbuilding Base (Map)................005 we
Exhibit 39 - Shipyard Status - Need for New Business............
Exhibit 40 - Shipbuilding Industry Workload Projection..........
Table 1 - Ship Construction Capability by Ship Type.............

Table 2 - Major U.S.Private Shipyards - Number of Shipbuilding
Ways by Length..... cece eee e eee ee eee te eeee eho eneeeene

Appendix A - Standard Form 17 - Facilities Available for the
Construction or Repair of Ships......... cee ee eeeeee

Appendix B - Major U.S. Shipbuilding and Repair Facilities...

Appendix C - Major Topside Repair Facilities.........seeee cece

iv

PAGE

86

87
88
89
90
91

105

108
117

128


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70


Exhibit 19 is a plot plan of the yard's construction facilities.

17. Marine Power & Equipment Co., Inc.

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

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

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

During 1983 and the first three quarters of 1984, several
oceangoing barges and tugs and eight LCM's (landing craft) for the Navy
were built at MPE. The largest vessels built were two state-of-the-art
triple deck RO/RO barges for Seaway Express. These barges, for service
to Alaska, are 487 feet (148 m) in length.

In production, as of October 1, 1984, were one oceangoing barge
and 20 LCM's. Repair work during 1984 consisted almost entirely of
commercial work.

Although Marine Power's shipbuilding and repair complex comprises
five yards, new construction work is done in Yards 2 and 4 with support
available from other divisions. The company operates seven building
ways, and the maximum size vessel that can be built is 600 feet by 86
feet (183 m by 26 m).

Modular construction techniques are combined with conventional
shipbuilding methods. Production facilities have been upgraded by the
installation of a modernized numerically controlled steel cutting system
and a semi-automatic steel fabrication panel line. CAD/CAM systems are
used for lofting and design, and a Vision 4 system is used for cost
scheduling and control. Laser control alignment is used.

During construction of a deep-draft ship from 500 to 600 feet
(152 to 183 m) in length, advanced zone-outfitting techniques would be
used. Construction and launching would be in the company's yard 4 where
a 4,000-ton (4064 metric ton) capacity syncrolift is available for
launching or retrieving vessels. Adjacent to the syncrolift is a
building site which consists essentially of a flat concrete slab of
sufficient dimensions to accommodate one ship. The syncrolift, since it
is not sufficiently long for a large vessel in excess of 500 feet (152
m), would need to be extended in length. Movement of the ship from the
construction site to the adjacent launching position would be
accomplished by hydrolift. A film of water is introduced in between the
lifting platform and the concrete slab to reduce friction, and trucks
and/or winches would be used to push or pull the vessel sideways onto



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rhe first quarter of 1986. This is the most important newbuilding
effort to get underway at Quincy since the construction of t
back in the 1970's. ron oF she ING Fleet

In 1975, Quincy Shipbuilding completed a major expansion and
renovation of its 180-acre facility. Among the major improvements were:

° Conversion of two conventional sliding ways to large
construction basins;

° A new steel fabrication process line with updated
equipment including a doubled-bed flat bar stripper, a
web cutter with 19 torches in tandem, a T-beam fabricator,
two plate stiffeners, a one-sided butt welding gantry, and
two 40-ton (36 metric ton) cranes;

fo) A 1,200-ton (1089 metric ton) Goliath bridge crane, the
largest in the Western Hemisphere;

° New materials handling equipment including two 200-ton
(188 metric ton) transporters; and

° Completion of a new facility at Charleston, SC, especially
designed for the fabrication of spherical LNG cargo tanks
but also capable of fabricating a wide range of pressure
vessels, drill rigs and platforms, and similar structures.

There are five building basins at the Quincy shipyard. The
largest of these can accommodate a maximum ship size of 936 feet by 143
feet (285 m x 44 m). The shipyard also has extensive facilities for
topside and inboard repair work. Four piers and a wet basin are
available with a total dockside accessibility of 4,600 feet (1402 m).
There is ample crane capacity together with all utilities and services
needed for outfitting and general repair work. The building basins are
available as drydocks when not in use for new construction.

In addition to its shipyard construction and repair facilities,
Quincy Shipbuilding also has a total capability in virtually all aspects
of marine engineering and design.

Employment at mid-year 1984 totaled 4,900, up from 2,400 at
mid-1983.

Exhibit 12 is a current layout of the Quincy Shipbuilding
Division's facilities.

12. Halter Marine, Incorporated

Halter Marine, founded in 1956, is the world's foremost builder
of support vessels for the offshore oil and gas industry. This New
Orleans-based company has built more than 1,000 small and mid-size
vessels for diversified uses throughout the world, including vessels for

military applications.

18


repairing cargo ships, barges, and a wide range of oceangoing vessels.
In 1972, the facility was purchased by The American Ship Building
Company.

In July 1981, Tampa Ship's parent company, The American
Ship Building Company, was awarded a $73 million contract to convert
four Moore McCormack C4 cargo ships (with the aid of CDS) to larger
self-sustaining breakbulk/container vessels. The first ship was
redelivered by Tampa Ship in August 1982, and the second was completed
at the company's Lorain Yard in October 1982, with the third and fourth
completed at Tampa in December 1982 and June 1983.

The American Ship Building Company, under contracts signed June
30, 1983, with Ocean Carriers, Inc., is building five new 30,000-dwt.
clean-product, ice-strengthened tankers for charter to Military Sealift
Command. The preponderance of work will be accomplished at Tampa
Shipyards, although Avondale Shipyards will build the forebodies and
ADDSCO Industries has contracted to do the deckhouse steel work. Final
assembly and outfitting will take place at Tampa Ship. This five-ship
program is expected to provide work at Tampa through February 1986.

To provide additional fabricating capability, for the tanker
program and other conversions, Tampa Ship has activated, under a
three-year lease, the Westinghouse heavy steel fabricating facility on
Tampa's Westshore. This facility provides 11 acres of covered
fabrication floor, bridge cranes from 200 to 700 ton (182 to 635 metric
ton) capacity, and barge loading facilities. The building is two hours
by tow from Tampa Ship.

The company currently operates one sliding way that can
accommodate a maximum ship size of about 500 feet by 105 feet (152 m by
32m). This building way is serviced by three 40-ton (36 metric ton)
gantry cranes. Usable berthing space in the yard totals 2,240 feet (683
m).

Tampa Shipyards now has four graving docks operational. The
largest (No. 2) can handle ships up to 896 feet by 146 feet (273 m by 45
m). Two of these four graving docks, part of the yard's ongoing
expansion program, went into service in the third quarter of 1984. Each
of the two new drydocks can accommodate a vessel as large as 746 feet by
121 feet (227 m by 37 m).

The current facilities improvement program also includes a new
concrete pier, two wet berths, and additional shops. A new assembly
building, containing two 250-ton (227 metric ton) bridge cranes, will
cover one end of the new No. 4 graving dock. Most of the expansion
project was completed in October 1984.

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

At year end 1983, 900 people were on the Tampa payroll with
increases up to 1,200 anticipated by the end of 1984.

35



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55



The West Bank yard does not have conventional inclined
shipbuilding ways. Instead, fabricated steel and subassemblies are
brought from the fabrication, panel, and shell shops to the subassembly
area where they are erected into major subassembiies, which in turn move
to the module assembly area. These area 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 to a deep-water area where it is ballasted
and the ship launched. The pontoon can launch a maxinmum ship size of
300 feet by 173 feet (244 m by 53 m). Approximately 4,400 feet (1341 m)
of berthing space, serviced by cranes up to 200 tons (182 metric tons),
are available for outfitting.

The company's technical pioneering in shipbuilding is continuing
with the introduction of computer-aided design and manufacturing
systems, such as integrated CAD/CAM, to streamline and automate the
process of designing and building modern warships.

Ingalls Shipbuilding Division at mid-1984 employed a total labor
force of 9,730, down from 10,200 a year earlier.

Exhibits 14 and 15 are current general arrangement plans of
facilities in the Ingalls East Bank and West Bank Yards.

14. Levingston Shipbuilding Company

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

In April 1984, a newly-formed private investment group, based in
Mobile, AL, and headed by Tom Weller, Jr., acquired a “substantial
interest" in Paden, Inc. of Orange, TX. Paden is the parent company of
both Levingston Industries, Inc. and Pennsylvania Shipbuilding Company.
Levingston Shipbuilding Company and Texas Gulfport Shipbuilding Company
are subsidiaries of Levingston Industries which purchased these two
shipyards from Ashland Oil in 1980.

Levingston's Orange plant combines commercial ship construction
with its traditional offshore industry work, with a solid base of ship
repair and some industrial fabrication. Levingston has built more than
700 vessels of all types since it started steel ship construction in
1933. Of this total, 164 were for the offshore industry -- including
drillships, semisubmersibles, jackup rigs, and barges and tenders of

21



ACTIVE U.S. SHIPBUILDING BASE

23
19

12

13

18

17

15

16

Exhibit 38

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October 1, 1984


Todd-Seattle is currently building a new floating drydock for the
Navy, with delivery scheduled for December 1985.

In August 1984, the yard completed the refitting of two large
German-built containerships for Lykes Bros. These vessels, the ELBE
EXPRESS and the ALSTER EXPRESS, were refitted to bring them up to U.S.
Coast Guard and American Bureau of Shipping standards in order that they
could be registered under the American flag. Work performed included
drydocking, surveying, and modernization of radio and other equipment.
The hulls were also coated with copolymer anti-fouling paint to improve
the speed of the ships.

This yard has an active ship repair and overhaul operation that
annually works on from 200 to 300 commercial and naval vessels. The
Seattle Division has been appointed authorized repair and service
representative for B&W/M.A.N. Diesel of Denmark and Sulzer Marine
Diesels of Switzerland.

The FFG Program provided the impetus for a multmillion-dollar
capital investment program for improving productivity of the Seattle
yard in ship repair, overhaul, and conversion. In July 1982, the
company transferred a 40,000 metric ton floating drydock from its San
Francisco Division to Seattle. A new 150-ton (137 metric ton) traveling
whirley crane on the adjacent 1,000-foot (305 m) concrete pier serves
the floating drydock and the adjacent berths. A second pier was rebuilt
in concrete and lengthened to give the yard a 1,000-foot (305 m) berth
with a 40-foot (12.2 m) water depth.

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

Two wharves and five piers provide a cotal of 6017 feet (1834 m)
of berthing space for outfitting and repair. The yard is serviced by
several whirley traveling cranes and a number of smaller portable units.

In July 1984, total employment at the Seattle plant was 1,730
down from 3,056 a year earlier. With the FFG program winding down,
further layoffs are anticipated.

Exhibit 34 is a current plot plan of Todd-Seattle's facilities.

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

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

42


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MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Maximum Ship Size Berths/Piers
__(LOA--Beam) Usable
7 Length
--! ;
Name and Location Oceania prydock in feet Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
EAST COAST
REPAIR YARDS WITH
DRYDOCK FACILITIES
Allied Repair Service 400 x 77 FD 500 1/ Ship repairs and conversion.
Norfolk, VA To0o 2 65
Atlantic Dry Dock Corp. 450 x 76 MR 585. J/ Construction of small vessels. Repair
Ft. George Island, FL T440 and overhaul of small and medium size
vessels,
2/ 321
Bath Iron Works Corp. ' 1000 x 136 FD 1000 l/ Ship repairs and conversion.
Portland Shipyard H T600° 2/ 550
Portland, ME
Boston Shipyard Corp. : 690 x 92 FD 1020 1/ Ship repairs and conversion.
East Boston, MA | 533 x 85 FD 3000 2 368
H
Boston Marine Industrial i 1150 x 120 GD* 900 *Public drydock in former Boston Naval
Park 2500 Annex. Leased to ship repair companies,
Boston, MA
Braswell Shipyards 600 x 91 FD 616 1/ Ship repairs and conversion.
Charleston, SC T350 2/ 355
Caddell DD & Repair Co. 330 x 60 FD 666 1/ Ship repairs and conversion.
Staten Island, NY t 2802, 2/7 191
Colonna's Shipyard, Inc. 400 x 65 MR 900 1/ General ship repairs.
Norfolk, VA 400 x 45 MR 300 2/ 176
Robert E. Derecktor of 450 x 96 FD 1500 1/ Construction of Coast Guard ships and
Rhode Island, Inc. B500 vessels repairs.
Middletown, RI 2/ 980
Detyens Shipyards 500 x 85 FD 510 1/ General ship repairs.
Mt. Pleasant, SC 300 x 88 FD 022 2_/ 300

ng



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Maximum Ship Size Berths/Piers
(LOA--Beam) Usable
: Length
: SW--Sh:
Name-and Location Gb. Craving brydock in feet Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet _
Tampa Shipyards, Inc. 500 x 105 SW 845 1/Ship construction, conversion, and repairs.
Tampa, FL 542 x 72 GD 240 2/770
896 x 146 GD
746 x 121 GD
746 x 121 GD
Texas Gulfport SB Co. 550 x 80 SW 590 VConstruction of drilling rigs and barges.
Port Arthur, TX 400 x 80 SW 1270 Ship repairs and conversion.
(2) 325 x 68 FD 2/200
420 x 122. FD
i
if
Todd Shipyards Corp. 475 x 85 SW 1086 A/Ship construction, repairs. and conversion.
Galveston, TX 900 x 160 FD 7000 2/587
600 x 118 FD
GULF_COAST
REPAIR YARDS WITH
DRYDOCK FACILITIES
Bender Shipbuilding & ; 414 x 55 FD 617 1/Construction of vessels up to 300' in
Repair i 414 x 45 FD 2300 length. Also repairs and conversion.
Mobile, AL ! 660 x 89 FD 2/685
Bergeron Industries, In: 300 x 72 MR 100, 1/Construction and repair of barges, dredges,
St. Bernard, LA 600 and small vessels.
2/60 (Braithwaite Yard)
Bludworth Bond Shipyard 435 x 80 FD 530 I/Ship repairs.
Houston, TX 1500 2/150
Bollinger Machine Shop { 300 x 72 FD 5400 1/Construction and repair of small vessels.
and Shipyard 12180 2/203
Lockport, LA
Delta Shipyard 300 x 56 1200 l/Construction and repair of small ships
Houma, LA (Syncroli ft) 1200 and barges.
340 x 88 FD 2/157
Equitable Shipyards, In 325 x 90 MR 500 1/Construction and repair of small vessels
New Orleans, LA 1654 and barges.
2/164
Gretna Machine & Iron 300 x 52 GD 340 U/Construction and repair of barges.
Works, Inc. 500 x 100 GD 340 2/40
Harvey, LA
Gulf-Tampa DD Co. 500 x 97 FD 800 A/Ship repairs and overhaul.
1100 2/310

Tampa, FL

122


The older South yard has two inclined shipbuilding ways; the
larger of these can each accommodate vessels as large as 715 feet by 93
feet (218 m by 28 m). In the South yard, there are six graving docks in
Operation, two of which are used for construction work and are serviced
by a 310 long ton (315 metric ton) gantry crane. The larger of these
two basins can handle ships up to 1,100 feet by 130 feet (335 m by 40
m). The other four of the six graving docks in the South yard are used
mainly for ship repair and overhaul work. Eight piers for outfitting
and topside repair are available with a combined berthing space of
approximately 12,000 linear feet (3658 m). These piers are serviced by
cranes with capacities of up to 50 tons (45 metric tons) and are
supplemented by locomotive cranes and floating derricks with capacities
to 67 tons (61 metric tons).

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

° A steel fabrication shop where various types of steel and
other metals ranging in thickness from 1/8 inch (3 mm) to
six inches (152 mm) up to 45 feet (14 m) long and weighing
as much as 17-1/2 tons (16 metric tons) are cut and shaped
to design specifications;

° A fully-equipped wood pattern shop facility;

° 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 nondestructive and hydrostatic testing capabilities;

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

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

° A computer center, testing laboratories, and over 1,000,000

square feet (92900 m2) of inside storage including a 106,000
square foot (9847 m2) automated material storage facility.

29



Following is a brief description of 29 major U.S. commercial

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

1. ADDSCO Industries, Incorporated

As a result of a major reorganization during the past year, the
shipyard name previously referred to as Alabama Dry Dock and
Shipbuilding Company has been changed to ADDSCO Industries, Inc., as the
parent or holding company of a newly-formed group of marine-related
companies. A new corporation, Alabama Dry Dock and Shipbuilding
Corporation, has been formed to handle all marine repair work. Alabama
Maritime Corporation, also a subsidiary of the parent company, is in
charge of all new construction.

Both the repair and new construction facilities are located on
the Tenn-Tom Waterway, across the River from Mobile, Alabama, about 30
miles from the Gulf of Mexico.

During World War II, 102 tankers and 20 cargo ships were
constructed at this facility. Following this period, the yard
constructed a variety of ships, barges and drill rigs. During the past
four years, the company has continued its facility improvements, mainly
the upgrading and modernization of existing drydocks, piers, shops, and
equipment.

Supplementing its ship repair and overhaul work, ADDSCO
Industries' wholly owned subsidiary, Alabama Maritime Corporation, in
early 1983, completed a series of three semi-submersible offshore
drilling rigs for Diamond M Company. Since that time, the only
construction contract has been the deckhouse steel work for five T-5
tankers being built by Tampa Shipyards. Alabama Maritime expects to
complete this deckhouse project in April 1985. During the first three
quarters of 1984, ADDSCO's repair business was slow. The only available
work was minor ship repair and drill rig repair and maintenance.

ADDSCO Industries, Inc. and its subsidiaries operate four
side-launching shipways, each of which can accommodate a maximum ship
size of 523 feet by 90 feet (160 m by 27 m) and one sliding way which
can handle vessels as large as 620 feet by 90 feet (189 m by 27 m).
There are two floating drydocks available for repair and conversion; the
larger of the two can accommodate a ship size of 750 feet by 100 feet
(229 m by 30.5 m). There are also 9,370 feet (2856 m) of berthing space



Employment

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

1978 Average 172,000
1979 Average 173,300
1980 Average 178,000
1981 Average 186,700
1982 Average 171,600
1983 Average 147,300
1984 January 151,900
1984 February 155,200
1984 March 155,500
1984 April 154,400
1984 May 156,700
1984 June 154,600
1984 July 156,900
1984 August 158,600
1984 September (Prelim.) 157,700

The Maritime Administration monitors employment in the 23 major
U.S. privately owned shipyards in the Active Shipbuilding Base (as
identified in Exhibit 38 of this report) on a monthly basis. As of
September 1984, employment in these 23 yards totaled 104,916 or
approximately 67 percent of the overall shipbuilding and repair industry
employment published by the Bureau of Labor Statistics. See Exhibit 40
of this MARAD report for employment projections for production workers
in the Active Shipbuilding Base. These industry workload projections
were prepared by the Office of Shipbuilding Costs and Production.

Shipyard Pollution Abatement

During the past year, the shipbuilding and ship repair industry
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, its Industrial Health and Safety Committee, and its
Ad Hoc Committee on Carcinogen Policy. The committees and panel focus
their attention toward the control within shipyards of pollutants such
as oil, sewage, solid waste, toxic and hazardous materials, noise, and
hydrocarbon air emissions. Part of the complexities of the
deliberations of these committees is a result of the number of
organizations involved with pollution abatement within local and State
governments as well as the Federal Government.

44


the United States, Exhibit 36 illustrates the overall decline since the
mid-1970's in both the numbers and gross tonnage of merchant ships built
in the United States.

On October 1, 1984, there were 77 major combat and auxiliary ships
under construction or on order for the Navy and nine medium-endurance
cutters for the Coast Guard. In addition, the Navy's multibillion-
dollar T-Ship program is providing much-needed near-term relief to U.S.
shipbuilders, particularly to those yards which have traditionally
relied on construction of new oceangoing merchant ships. (The
designation "T, for transportation, distinguishes these auxiliary ships
from Navy commissioned ships of the line). As of October 1, 1984, 11
commercial shipyards had been awarded contracts for construction of 22
new T-Ships and for major reconstruction of 23 existing merchant ships.
Examples of types of vessels involved in the T-Ship program are: fast
sealift ships, maritime prepositioning ships, auxiliary crane ships, and
hospital ships.

Table 1 has been prepared to answer the frequent question as to the
number of shipbuilding positions 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 21 m) cargo ships. With the exception of the
mobilization ship, the ship types listed in Table 1 are mainly those
historically delivered to commercial service. The total number of
building positions varies from 120 for the small cargo ship to one for a
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 1 is the
common shipbuilding practice of laying a keel on a building position
already occupied by another ship. For example, in a 700-foot (213 m)
basin, a complete 610-foot (186 m) containership and the stern section
of a second ship could be constructed simultaneously. This production
procedure, analyzed periodically by SEAS, maximizes the use of
shipbuilding facilties, minimizes the construction period, and increases
the number of ships that can be produced in a given period of time.

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


Completing Todd's Galveston complex is the Southwest Plant
support facility, located within approximately one mile (1.6 km) of the
main yard with more than 90,000 square feet (8361 m2) of covered
manufacturing area. This facility is serviced by two 200 ton (182
metric ton) overhead cranes which combine to make 400 ton (362 metric
ton) lifts possible. The Southwest Plant is used principally for steel
fabrication and hull erection and has a 200 foot by 86 foot (61 m by 26
m) slip, of which 160 feet (49 m) are covered.

As of mid-1984, total employment was 587, down from about 900 a
year earlier.

Exhibit 31 is a current plan of the main yard and the Southwest
Plant.

26. Todd Pacific Shipyards Corporation - Los Angeles Division

Todd's Los Angeles Division is located on a city-leased 116-acre
site in the West Basin of the Port of Los Angeles. This facility,
formerly Los Angeles Shipbuilding and Drydock Company, was managed for
the Navy by Todd beginning in 1942. Todd purchased the shipyard
facilities in 1947. In 1977, the Todd Los Angeles and Seattle Divisions
were organized as the Todd Pacific Shipyards Corporation, a wholly owned
subsidiary of Todd Shipyards Corporation.

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

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

In the 1950's and 1960's, in addition to the conversion of
several major Navy auxiliary ships, the yard constructed nine
destroyer-type vessels. Since the late 1970's, the Navy has awarded
Todd-LA contracts to build a total of 19 sophisticated guided missile
frigates (FFG-7 class). As of December 1, 1984, four of these ships
were on order or in production. The last frigate is scheduled for
delivery in November 1988. During 1983 and 1984, Todd-LA has performed
repair and overhaul work on several types of naval auxiliary vessels, as
well as post shakedown availability work on guided missile frigates.

Over the past 15 years, the yard has pursued an ongoing

facilities expansion and modernization program in parallel with
shipbuilding, conversion, and repair work. The underlying inclined

38


Name and Location

Shipway

GD--Graving Dr

MR--Marine Railway

Length
in feet

Longest

Total linear

Remarks

Repair:

ing:

ee 4 feet
EAST COAST
~~ SHTPBUILDING YARDS

650 x 88 SW 850 J/ Construction, conversion and repairs -
Bath Iron Works Corp. (2) 720 x 130 SW 2200 all types of vessels.
Bath, ME 550 x Ba FD 2/ 6,800
Beth Steel Corp. 800 x 106 SW 1260 If Construction and conversion - all
Sparrows Point, MD 800 x 95 SW 3970 types of vessels.

1200 x 192 6D 2/ 2,240
Coastal DD & Repair Corp. 318 x 39 GD 1200 1/ Ship repairs, overhaul and conversion.
Brooklyn, NY 451 x 72 GD 7700

2/:1,150
755 x 102 GD Facilities are part of former Brooklyn
717 x 110 6D Navy Yard and are leased from the City
(2)1082 x 141 GD | of New York.

General Dynamics Corp. (2) 860 x 123 GD _ 893 1/ Construction, conversion and repairs -
Quincy SB Division 936 x 143 GD 600 all types of vessels.
Quincy, MA (2) 860 x 144 GD 2/ 4,900
Newport News SB & DD Co. 649 x 93 SW 1370 I/ Construction, conversion and repairs -
Newport News, VA / 5 x 93 SW 14220 all types of vessels.

960 x 124 GD* 2/ 28,112

1100 x 130 GD*

646 x 88 GD** *Used for construction

858 x 102 GD** **Used for repairs and overhaul.

455 x 68 GD**

521 x 68 GD**

1600 x 246 GD*
Norfolk SB & DD Corp. 475 x 85 SW 1030 1/ Ship construction, repairs and conversion,
Norfolk, VA 650 x 83 FD T2170 all types of vessels.

1100 x 156 FD 2/ 2,890

441 x 60 MR* ~

325 x 60 FD* *Located at Brambleton plant.
———-—__—---- po a on
Pennsylvania SB Co (2) 826 x 136 sw 1100 I/ Ship construction, conversion and
Chester, PA 700 x 195 SW 3900 repairs - all types of vessels.

1000 x 195 SW 2/ 1,120

1100 x 195 FD

400 x 80 FD

For ships 475" x 68' and above.

118

Drydocking facilities for ships 300' in length and above.



i air berths and also can be floated on a crane lighter
gutfitcing and tePrhe company also operates an "outside" repair fleet,
totaling 12 units -- tugs, work launches and barges -- capable of
performing repairs on vessels while they are loading or unloading
cargoes in Duluth-Superior harbor and adjacent ports.

Exhibit 11 is a current plot plan of Fraser's shipbuilding and
ship repair facilities.

10. 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.

11. General Dynamics Corporation - Quincy Shipbuilding Division

One of the Nation's largest and most modern shipbuilding
facilities, the Quincy Shipbuilding Division of General Dynamics
Corporation is located on the Fore River in Quincy, MA, approximately 10
miles southeast of Boston. Since its founding in 1884 as the Fore River
Engine Company, this shipyard has designed and built more than 500
vessels of all sizes and types, including 285 ships for the Navy and 215
commercial ships. The yard was purchased from Bethlehem Steel
Corporation in 1964.

Quincy Shipbuilding is the world's foremost designer and builder
of LNG tankers, delivering 10 of these 935-foot (285 m) high-technology
carriers during the late 1970's. The shipyard's present facilities
reflect the substantial investments made in new technology to achieve
efficient series production of these ships.

Other commercial construction has included three innovative
barge-carrying ships built for Lykes Brothers and several large
oceangoing deep-notch petroleum barges.

In recent years, the yard has also delivered to the Navy two
ammunition ships, six replenishment oilers, two submarine tenders, and
four dock landing ships. Quincy Shipbuilding also carries out a
substantial volume of overhaul and repair work for the Navy. In April
1983, the company delivered the RO/RO containership CHARLES CARROLL
(built for Sun Ship) to Waterman Steamship Corporation.

Additionally, Quincy has also designed a new class of coal-fired
self-unloading collier for the coastwise transport of coal. The first
of these 32,300-dwt. ships, the ENERGY INDEPENDENCE, was delivered in
August 1983 and is carrying approximately two million metric tons of
coal annually from mid-Atlantic ports to generating stations of the New
England Electric System. This is the first coal-burning collier to be
built in the United States since the late 1920's.

Currently under construction are five new Quincy-designed
maritime prepositioning ships, part of the Navy's MPS program to support
the Rapid Deployment Force. These ships, to be time-chartered to the
Military Sealift Command, will provide work at the Quincy yard through

17



70 feet (21.3 m). Upon completion, the ships will be time-char

the Military Sealift Command. Work on the iret ship, the ELEO MAERSK.
(renamed the PFC. WILLIAM B. BAUGH) began in January 1983; and the
reconstructed vessel was redelivered in October 1984. Work on the
second ship, the EMILIE MAERSK (renamed the Ist LT. ALEXANDER BONNYMAN,
1988 started in August 1983 and is slated for redelivery in September

The Beaumont Yard is highly mechanized. In the early 1970's the
company installed a multimillion-dollar panel line and new materials
handling facilities. During the past six years, other capital
improvements included: installation of CNC plasma burning machine,
larger plate bending rolls, larger overhead bridge cranes, pipe burning
and bending equipment, an additional pipe fabricating shop, better and
more automatic welding equipment, an updated electrical distribution
system, mobile cranes, better building platens, automated air
compressors, and a computer graphics design terminal. The program of
facility improvement is continuing with the installation of CNC machine
tools, automated panel line operations, and CAD/CAM systems among those
projects anticipated.

Bethlehem-Beaumont has one side-launching way that can
accommodate ships up to approximately 800 feet by 96 feet (224 m) by 29
m) and also operates a smaller side-launching way which is available for
barge or module construction and repair work.

There are 4,000 feet (1219 m) of fully-serviced piers and wharves
and mobile equipment for servicing ships or other vessels at pierside or
anchorage. With a 500-ton (508 metric ton) lift capacity, the company's
barge-mounted "Big Bessie" is the largest floating derrick between
Houston and New Orleans.

Employment at Bethlehem-Beaumont totaled 1,690 at mid-1984, up
from about 1,160 at mid-1983. However, extensive layoffs are expected
in the fourth quarter of 1984.

Exhibit 7 is a current layout of the plant and facilities.
In mid-1985, Beaumont will open a new offshore drill rig repair
yard in Port Arthur, Texas, utilizing a 56,000-ton (56,896 metric ton)

lifting capacity floating drydock acquired in 1984 as surplus from the
Navy in Hawaii.

6. Bethlehem Steel Corporation - Sparrows Point Yard

The Sparrows Point shipyard is located on the Patapsco River in
the Baltimore, MD, metroplitan area. Established in 1891, the yard
became part of the Bethlehem organization in 1916 and served as a major
shipbuilder during two world wars. During World War I1, 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 containerships. Sparrows Point is primarily a
shipbuilding yard, and in its building basin, the secord largest in the

12


Introduction

In compliance with the Merchant Marine Act of 1936, as amended,
1/ the Maritime Administration (MARAD) conducts an annual survey to
obtain information 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 1984 survey of U.S. shipyard facilities was prepared by the Division
of Production, Office of Shipbuilding Costs and Production, and is for
general use within the Maritime Administration and other Government

agencies.

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

1/7 Section 210

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

Section 211

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

Section 502(f)

"The Secretary of Transportation with the advice of and in
coordination with the Secretary of the Navy, shall, at least once a
year, as required for purposes of the Act survey the existing privately
owned shipyards capable of 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."

be



Gowen, Incorporated
Portland, ME

Hoffert Marine, Inc.
-Jacksonville, FL
-Norfolk, VA
Holmes Brothers, Inc.
Portsmouth, VA

Ind-Mar Diesel Services
Jacksonville, FL

Industrial Welding & Machine, Inc.

Portland, ME

Jay Maritime Agency Corporation
Staten Island, NY

Kurt's Marine Diesel, Inc.

Ft. Lauderdale, FL

Lyon Shipyard, Incorporated
Norfolk, VA

Marine Electric Corporation
Brooklyn, NY

Marine Hydraulics International
Norfolk, VA

Merrill-Stevens DD Company
Miami, FL

Metal Trades, Incorporated
Hollywood, SC

Mieier & Oelhaf Company, Inc.
New York, NY

A. Moe & Co., Incorporated
Philadelphia, PA

Moon Engineering Co., Inc.
Norfolk, VA

Munro Drydock, Incorporated

Chelsea, MA

National Marine Service, Inc.
Norfolk, VA

130

Neptune Machine Works, Inc.
Brooklyn, NY

Nordic Diesel & Machine Company
Brooklyn, NY

Norlantic Diesel,
Fairhaven, MA

Incorporated

Phillyship
Philadelphia, PA

Promet Marine Services Corporation
East Providence, RI

Reynolds Shipyard Corporation
Staten Island, NY

Rollinson Electric Contractors
Savannah, GA

Seaward Marine Services
Norfolk, VA

Ship Repair & Supply Company
Norfolk, VA

South Portland Shipyard & Marine
Railways Corporation
South Portland, ME

Stephen Ransom, Incorporated
Port Newark, NJ

Swygert Shipyard, Incorporated
John's Island, Sc

Thames Shipyard & Repair Company
New London, CT

Tickle Engineering Works, Incorporated
Brooklyn, NY

Todd Electric Company
Norfolk, VA

Tony Stamis Engineering Co.
Ridgefield, NJ

The Jonathan Corporation
Norfolk, VA

Universal Metal Machine Works
Brooklyn, NY


APPENDIX A

STANDARD FORM 17
FACILITIES AVAILABLE FOR THE CONSTRUCTION

OR REPAIR OF SHIPS

108


Exhibit 17

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3NO INV1d

ANVdW09 SNIGTINGdIHS 033HXI901

n
oc = = IIS SSS
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67


various types. The company has also built 167 vessels for the U.S.
Government, including frigates, a surface-effect ship, and more than 160
tugs and coastal vessels. For the commercial marine industry,
Levingston has built more than 370 vessels (mostly barges) as well as
tankers, small roll-on/roll-off ships, and ferries,

In May 1981, Levingston, Orange, delivered the 36,000-dwt.
dry-bulk carrier PRIDE OF TEXAS, followed by the completion of a
sistership, the STAR OF TEXAS, in January 1982, The SPIRIT OF TEXAS,
the last in a series of three of these 612-foot (187 m) vessels, was
delivered in December 1982. These were the largest ships ever built in
the yard.

The delivery of the three dry-bulk vessels and delivery of an
offshore drilling rig in December 1982 completed Levingston's backlog of
new construction contracts. Since that time, the yard has been closed
on a care-and-maintenance basis due to a lack of work although they
continue to actively seek construction, overhaul and repair contracts.

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

A ship approximately 700 feet by 100 feet (213 m by 31 m) can be
constructed on Levingston's side-launch building way, which measures
1,100 feet (335 m) in length. A 200-foot (61 m) extension to this
shipway is feasible. In addition, there is a small conventional
shipway. One floating drydock with a lift capacity of 3,500 tons (3556
metric tons) and a larger 11,000-ton (11176 metric ton) floating drydock
have been transferred to the company's Texas Gulfport yard in Port
Arthur. Total usable berthing space is about 2,400 lineal feet (732 m)
at the Orange plant.

Exhibit 16 is a current general arrangement drawing showing
construction facilities at Levingston's Orange, TX, yard.

15. Lockheed Shipbuilding Company

Lockheed Shipbuilding, a wholly owned subsidiary of Lockheed
Corporation, is located in Seattle, WA, on the southern perimeter of
Puget Sounds's Elliott Bay. This 95-year-old shipyard was known as
Puget Sound Bridge and Drydock Company when acquired in 1959 by
Lockheed. In 1965, the company's name was changed to Lockheed
Shipbuilding and Construction Company and was changed again in early
1984 to its present name.

At Lockheed's Seattle plant a wide variety of vessels have been
constructed, including light cruisers, destroyers, patrol frigates,
ammunition ships, amphibious transports, oil drilling vessels, the

22


Frosting lifting barge is available along the entire length of the
erths.

In July 1982, Avondale's new "Panamax" floating drydock entered
service in the main plant. This drydock, which complements the
company's existing drydock and doubles the main yard's ship repair
capacity, can accommodate ships up to 750 feet (228 m) long by 114 feet
(35 m) wide. Lifting capacity is 20,000 long tons (20320 metric tons).

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

In July 1984, the total labor force was 4,342, down from about
5,180 a year earlier.

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

3. Bath Iron Works Corporation

Bath Iron Works Corporation, a subsidiary of Congoleum
Corporation, is located on the Kennebec River in Bath, Maine. The small
iron foundry which was established on this site in 1826 became Bath Iron
Works, Ltd. in 1884, and the first shipbuilding began in 1889. This
yard has a history of proven diversity, having constructed various types
of ships including roll-on/roll-off cargo vessels, containerships,
tankers, dredges, barges, fishing vessels, destroyers, and guided
missile frigates. Bath has built a total of 168 destroyers for the

Navy.

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

Bath Iron Works is one of the industry leaders in design,
construction, and modernization of destroyer-type vessels for the U.S.
Navy. BIW was the lead shipbuilder for the Navy's guided missile
frigate (FFG-7 class) program. The lead ship, the OLIVER HAZARD PERRY,
was completed in 1977; and the Navy has awarded the company follow-on
contracts for the construction of 23 additional FFG-7 class frigates,
the last of which is scheduled for delivery in 1986. As of October 1,
1984, there were six of these ships in various stages of construction.

The Navy in 1982, selected Bath Iron Works as its second source
for the high-technology CG 47 class Aegis cruiser program, awarding the
company contracts to build two of these Ticonderoga class cruisers
(CG-51 and CG-58). The lead shipyard in the program is the Ingalls
Shipbuilding Division of Litton Industries which currently has nine of
these ships on order or in production.


i i d Waterman
TEJ KOCAK, was redelivered in September 1984. The secon a n
ehip. renamed the PFC. EUGENE A. OBREGON, is slated for redelivery in _
December 1984, and the third vessel, the MAJ. STEPHEN W. PLESS, in April
1985.

e

In 1982, the Navy awarded NASSCO contracts to reconstruct three
former Sea-Land SL-7 class containerships into T-AKR fast sealift ships.
The first of the ships, the ALGOL (T-AKR 287), was completed and turned
over to the Navy in June 1984; and the second vessel, the BELLARIX
(T-AKR 288) was redelivered to the Navy in September 1984. The last of
the three T-AKR's, the REGULUS (T-AKR 292), is slated for redelivery in
October 1985.

In 1983, the Navy awarded contracts to NASSCO to convert two
90,000-dwt. San Clemente class tankers into 1,000-bed hospital ships
(T-AH). The first ship ‘s expected to be redelivered in September 1986,
and the second ship is scheduled for completion in April 1987. Work
started on the first vessel in August 1984.

Repair and overhaul work in 1984 consisted entirely of Navy
contracts.

In the fourth quarter of 1983, NASSCO placed in operation a new
25,000-ton (25400 metric ton) floating drydock which will enable the
yard to respond more fully to both Navy and commercial ship repair
markets.

NASSCO's facilities include a building dock in which ships up to
980 feet by 170 feet (299 m by 52 m) can be constructed. In addition,
the company operates three inclined building ways. Two of these can
accommodate a maximum size ship of 900 feet by 106 feet (274 m by 32 m)
and one a ship size of 690 feet by 90 feet (210 m by 27 m). Cranes are
available that can provide lifts up to 175 tons (159 metric tons).
Berthing is available at 10 full-service berths that can accommodate
ships with drafts up to 35 feet (10.6 m) and lengths up to 1,000 feet
(305 m). For overhaul and repair work, a large graving dock at the
nearby U.S. Naval Station, that is capable of handling a maximum ship
size of 687 feet by 85 feet (209 m by 26 m), can be leased by NASSCO on

a use basis.

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

As of mid-1984, the total labor force was 4,770, up from 3,460 at
mid-1983.

Exhibit 22 is a current NASSCO plot plan.

19. Newport News Shipbuilding

Newport News Shipbuilding, located at the Port of Hampton Roads

27



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U.S. DEPARTMENT OF TRANSPORTATION
Exhibit 39
SHIPYARD STATUS: NEED FOR NEW BUSINESS
MARITIME ADMINISTRATION

TIME NOW

ACTIVE SHIPBUILDING BASE 1983 1984 1985 1986

ADDSCO INDUSTRIES — MOBILE, AL *
AVONDALE SHIPYARDS — N.O. LA " .
BATH IRON WORKS — BATH, ME
BAY SHIP — STURGEON BAY, Wi
BETH STEEL ~ BEAUMONT, TX
BETH STEEL — SPARROWS PT., MD
EQUITABLE SHIPYARDS, INC., N.O.
GEN DYN E.8. — GROTON, CT

GEN DYN — QUINCY, MA

HALTER MARINE — CHICKASAW, AL

INGALLS/LITTON — PASCAGOULA, MS
LOCKHEED SHIP — SEATTLE, WA

MARINETTE — (MARINE MARINETTE, WI

NASSCO ~ SAN DIEGO, CA

NEWPORT NEWS SB & DO — VA

NORFOLK SB & DO — VA *
PETERSON BLDRS — STURGEON BAY, Wi

PENN SHIP — CHESTER, PA (EX-SUN) *
TACOMA BOAT — WA

TAMPA SHIP — FL *
TODD SHIPYARDS — GALVESTON, TX *
TODD SHIPYARDS — SAN PEDRO, CA

TODD SHIPYARDS — SEATTLE, WA.

H Shipyards normaly engaged in repair work.

NOTE: END OF BAR EXCEPT FOR YARDS MARKED WITH AN ASTERISK INDICATES WHEN YARD NEEDS NEW CONTRACTS tN ORDER TO
MAINTAIN ADEQUATE BACKLOG FOR AVAILABLE FACILITIES AND WORKFORCE. ASSUME B. MONTH ADMINISTRATIVE AND PRE-FAB TIME
{LEAD TIME BEFORE START OF FABRICATION).

‘September 30, 1984



In the early 1970's, BIW instituted modular construction and
preoutfitting processes.

In 1974, Bath completed a major expansion and modernization
program, The upgrading of facilities included the reconstruction of two
shipways to accommodate ships of 720 feet (220 m) in length 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 both
shipways; and new steel fabrication shops and equipment that have
increased steel throughput capacity by 50 percent. To accommodate its
accelerated naval shipbuilding program, BIW in 1979 began an additional
facilities improvement program which continued into 1981. Included in
the earlier stage of this program were expansion of the main assembly
building to double the interior work area, installation of additional
computer-aided lofting and burning equipment, and expanded machine shop
and pipe shop capability.

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

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

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). For drydock work at its main yard, there
is an 8,400-ton (8534 metric ton) floating drydock that can handle ships
up to 550 feet by 88 feet (168 m by 27 m). Two wharves and a pier
provide a total of 2,900 linear feet (884 m) for outfitting and repair
work.

BIW operates a supporting facility, the 33-acre Hardings
fabrication 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 coated, 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 Hardings plant has been highly mechanized and computerized, and much
of the work is automated.

In a joint industrial development with the State of Maine and the
City of Portland, BIW built a new ship overhaul and repair yard in
Portland Harbor. The new facility became operational in late 1983. Its
centerpiece is a large floating drydock with a lifting capacity of
81,000 long tons (82296 metric tons), greatly expanding the company's
capabilities in the overhaul and repair field. Overhaul contracts have
already been secured for the new facility.

As of mid-1984, the company's administrative and production work
force totaled 6,800, down from 7,720 a year earlier.



95

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VipucT ROAD.

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CHICKASAW DIVISION

63



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69


reactivate. The yard does not have drydocking facilities except for the
building basin which is currently used for the conversion of the Maersk
Line ships. 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 Sparrows Point was 2,240 at mid-1984, up
from 1,550 a year earlier.

Exhibit 8 is a current plot plan outlining the company's
construction facilities.

7. Coastal Dry Dock and Repair Corporation

Coastal Dry Dock was incorporated in New York in 1950 and for a
number of years maintained ship repair facilities on Staten Island. In
1971, the company disposed of its Staten Island plant, taking over two
drydocks along with ancillary facilities in the former Brooklyn Navy
Yard (later the New York Naval Shipyard). In 1980, under an agreement
with Seatrain Lines, Inc., the company also took over drydocks, shops,
and other adjacent facilities previously operated by Seatrain
Shipbuilding Corporation, which ceased operations in 1979. Coastal Dry
Dock is presently leasing from the City of New York the entire former
Brooklyn Navy Yard waterfront, shipbuilding and repair facilities, and
shoreside housing quarters for 2,400 naval personnel.

Although Coastal's current activities mainly involve the repair,
overhaul, and conversion of U.S. Navy vessels, the yard has the capacity
for major shipbuilding in the event of national emergency. When this
shipyard was the Brooklyn Navy Yard, several battleships, aircraft
carriers, and other naval combatants were among the large number of
vessels built.

As of October 1, 1984, repair and overhaul work in the yard
consisted of two Navy frigates, a DD-963 class destroyer, a
Hamilton-class Coast Guard cutter, and an MSC oiler.

Among the facilities Coastal Dry Dock has now at its disposal are
six graving docks ranging from 349 feet (106 m) to 1,092 feet (333 m) in
length, and 12 deep-water berths up to 1,200 feet (366 m) in length.

The two largest graving docks are serviced by two 200-ton (182
metric ton) gantry cranes and two 85-ton (77 metric ton) gantries.
Cranes servicing the other four drydocks range from 35 to 50 tons (32 to
45 metric tons). Several other cranes are available throughout the
yard, including a 150-ton (136 metric ton) rubber-tired mobile crane.

By operating the two 200-ton gantries in tandem, Coastal has the
capability of lifting a maximum weight of about 400 tons (364 metric
tons).

The company's multimillion-dollar facilities improvement and

14


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In September 1983, Trinity Industries, Inc. acquired 100 percent
of the stock of Halter Marine, including Halter Marine's interest in
Bell Halter, Inc.

Halter Marine's shipbuilding operation is unique. The company
operates six separately managed yet centrally-controlled shipyards at
the following locations on the Gulf Coast: New Orleans, Industrial
Canal (also New Orleans area), Lockport, LA, Chalmette, LA, Moss point,

MS, and Chickasaw, AL.

While Halter has built few large deep-draft ships, it has this
capability. At the company's Chickasaw Division near Mobile, deep-draft
ships up to 550 feet by 75 feet (168 m by 23 m) can be launched. As
with smaller vessels, the operation would be supported by the other
Halter yards. For example, plate cutting would be done at the
Industrial Canal facility, and modules and various vessel components
could be manufactured or fabricated at the Lockport and Moss Point
yards. The preponderance of work -- final assembly, launching, and
outfitting -- would take place at Chickasaw.

Sophisticated shipbuilding techniques are used in the Halter
yards, including state-of-the-art computerized lofting. Plate cutting,
done at the Industrial Canal Division in support of other Halter yards,
is done by numerically-controlled, high-speed plasma arc cutting
machines. The company combines modular techniques with conventional
shipbuilding methods.

Halter's repair and overhaul facilities are located primarily at
Chickasaw. At this yard, for repair work on small vessels and drill
rigs, there is a floating drydock 160 feet (49 m) in length with 120
feet (37 m) between wing walls. In the Chickasaw yard, there is a total
of 2,100 feet (640 m) of pier and bulkhead space available for repair
and outfitting work.

In 1982, Halter Marine delivered 53 vessels; and in 1983, twenty

vessels were delivered. However, in 1984, new boat orders from offshore
operators have slowed considerably.

Seven catamaran tugs (CATUGS) were delivered at the Chickasaw
yard during 1982/1984. Each of these was joined to a 47,000-dwt. barge
to form an integrated tug-barge.

At mid-1984, employment at Halter Marine's six yards totaled 461.
The total work force at the Chickasaw plant was 159.

4 Exhibit 13 is a general arrangement plan of Halter's Chickasaw
yard.

13. Ingalls Shipbuilding Division/Litton Systems, Incorporated

The Ingalls Shipbuilding Division is located on the Gulf of
Mexico at Pascagoula, MS. Ingalls is a diversified shipbuilding
facility experienced in the construction, conversion, and overhaul of
commercial ships and Navy warships and auxiliaries. In addition, the

19



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

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

The commercial ship repair market continued to be generally weak
during 1984, and future prospects are uncertain. Navy repair and
overhaul work continued to be a consistent and stable element in the
repair industry's endeavors. Competition for all repair contracts has
been intense.

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

Major Drydocking Facilities

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

Appendix B tabulates information updated through 1984 on 56 of
these repair yards on a coastal basis. Additional data is available in
the Office of Shipbuilding Costs and Production.

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

48


SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

Dry Bulk

901 * 006
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GULF COAST



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 large
floating drydock. A giant Kroll L-1800 hammerhead jib trolley crane is
located on this pier and spans the width of this floating drydock. The
crane is also able to service the outboard side of the new pier.

During 1982 and 1983, Norshipco's ongoing capital investment
program continued, with expansion and modernization of both the Berkley
and Brambleton yards.

For major ship construction, the company's Berkley Plant operates
a building way which can accommodate ships as large as 475 feet (145 m)
in length by 85 feet (26 m) beam. 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 is an older
floating drydock in the Berkley Plant which can handle vessels up to 650
feet by 83 feet (198 m by 56 m). The largest of the company's marine
railways, located in the smaller Brambleton Plant can accommodate a
vessel 441 feet by 60 feet (134 m by 18 m) with a lifting capacity of
5,500 long tons (5580 metric tons).

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

Norshipco's payroll totaled 2,890 in June 1984, down slightly
from 3,080 a year earlier.

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

21. Pennsylvania Shipbuilding Company (Formerly Sun Ship, Inc.)

Pennsylvania Shipbuilding Company came into existence in February
1982 when its parent company, Paden, Inc., acquired this Chester, PA,
yard from the ailing Sun Ship, Inc. In April 1984, a private investment
group, based in Mobile, AL, and headed by Tom Weller, Jr., purchased a
“substantial interest" in Paden, Inc.

Pennsylvania Shipbuilding Company is one of the largest and best
equipped shipyards in the country. It covers 185 acres on a mile of the
Delaware River waterfront, just south of Philadelphia, PA.

In its 63 years of operation, the Sun yard designed and
constructed more than 650 vessels, mainly commercial ships. In recent
years the yard had specialized in the design and construction of RO/RO
ships and medium-size tankers. In addition to its shipbuilding,
conversion, and repair capabilities, the company also manufactured heavy
industrial products.

31



Wiley Manufacturing
Port Deposit, MD

Williams & Manchester Shipyard
Newport, RI

GULF COAST

American Marine Corporation
New Orleans, LA

Atlantic Sandblasting & Coatings
Tampa, FL

Automated Marine Propulsion Systems
LaPorte, TX

Boland Marine & Manufacturing Co.
New Orleans, LA

Buck Kreihs Co., Incorporated
New Orleans, LA

Coastal Iron Works, Inc.
Corpus Christi, TX

Coastal Marine Service of Texas
Port Arthur, TX

Dixie Machine Welding & Metal Works
New Orleans, LA

Eastern Marine, Incorporated
Panama City, FL

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

Florida Ship Repair
Tampa, FL

General Electric Company
A & ES Marine
Houston, TX

Hahn & Clay
Houston, TX

Harrisburg Machine Co., Inc.
Houston, TX

Hendry Corporation
Tampa, FL

131

Houston Ship Repair
Channelview, TX

International Ship Repair &
Marine Services, Inc.
Tampa, FL

Marine Repairs, Incorporated
Houston, TX

Marine Maintenance Industries
Houston, TX

Marine Maintenance Industries
Galveston, TX

Marine Services Unlimited, Inc.
Tampa, FL

McDermott Shipyards
Gulfport, MS

McDermott Shipyards
New Iberia, LA

McDonough Iron Works
Galveston, TX

Misener Industries, Inc.

Tampa, FL

Modern Diesel Power, Inc.
New Orleans, LA

National Marine Service
Harvey, LA

Port Houston Marine, Incorporated
Houston, TX

River & Offshore Services
Violet, LA

Runyan Machine & Boiler Works
Pensacola, FL

Vemar, Incorporated
Channelview, TX



i i i includes
radin, rogram, which was completed in early 1983,
eeeetivation and modernization of the yard's six graving docks. Each of
these drydocks has been certified by the Navy.

Coastal's work force in July 1984 totaled 1,150 slightly higher
than a year earlier.

Exhibit 9 is a current general arrangment plan of the company's
drydocks, piers, and shops.

8. FMC Corporation - Marine and Rail Equipment Division

FMC Corporation's Marine and Rail Equipment Division, originally
known as Gunderson Brothers Engineering Corporation, is located on 71
acres of Willamette River waterfront property in Portland, OR. FMC,
also a major manufacturer of railroad freight cars, is an experienced
builder of oceangoing and river barges, tugs, tankers, ferry boats,
small military craft, and a wide range of marine structures. The
facility is also engaged in general marine overhaul and repair.

Since 1977, FMC has concentrated its marine construction
capabilities on barge building, primarily ABS-classed vessels. The
company built several oceangoing barges in 1983 and in the first half of
1984 built one 340-foot (104 m) deck barge, one 258-foot (79 m)
hydraulic dump barge, and completed the conversion of three 400-foot
(122 m) single-deck Crowley railcar barges into similar double-deck
barges capable of hauling trailers in addition to railcars. As of
October 1, 1984, the only major work remaining in the yard consisted of
the construction of one tank barge for Sause Brothers.

To expand its barge building capabilities, FMC made substantial
capital investments during the 1970's. Included were additions of a
200-ton (182 metric ton) whirley crane, new types of state-of-the-art
welding equipment, a 2,500 ton (2270 metric ton) hydraulic press,
numerically-controlled burning equipment, and computerized lofting.

Improvement in FMC's barge business necessitated a second major
yard expansion, completed in 1982. The side-launch ways capacity was
increased to accommodate a maximum vessel size of 800 feet by 130 feet
(244 m by 40 m). Crane tracks were lengthened accordingly, and a 1,100
foot (335 m) outfitting dock serviced by two whirley cranes and railroad
tracks was also acquired. Drydocking is done at the nearby Port of
Portland facility.

FMC’s panel line and subassembly buildings are serviced by
several overhead cranes with capacities to 40 tons (36 metric tons).
Steel modules weighing up to 200 tons (182 metric tons) are fabricated
to streamline hull assembly.

At mid-1984, the labor force employed in marine-related work
totaled 200, down from about 300 in July 1983.

Exhibit 10 is a current general arrangement drawing of FMC's
marine construction and repair facilities.

15



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APPENDIX C

MAJOR TOPSIDE REPAIR FACILITIES

SHIPS 400 FEET IN LENGTH AND OVER

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The survey also provides a data base that is used to evaluate the
feasibility of proposed shipbuilding programs. Determinations are made
as to which existing shipyards might construct proposed ships consistent
with ship size and delivery date requirements. The need for
construction of new facilities to meet the demands of proposed
shipbuilding programs can also be identified. The data gathered by the
annual survey is also used extensively in MARAD responses to queries
received from a variety of interests, including members of Congress, the
Secretary of Transportation, the Department of Defense, the Office of
Management and Budget, and other Government agencies.

Each year in late spring, Standard Form 17, "Facilities Available
for the Construction or Repair of Ships," is mailed to some 230 U.S.
shipyards and ship repair facilities. The survey form was developed
jointly by MARAD and the Navy. A completed Form 17 represents a
detailed description of a shipbuilding or ship repair facility, which is
not available from any other source on a continuing and structured
basis. The information requested, and available for official use, can
be reviewed on a blank Form 17 shown herein as Appendix A. A graving
dock characteristics summary and floating drydock characteristics
summary are appended to Standard Form 17 to better identify the
characteristics of the facilities.

Upon receipt of a completed Form 17 from a shipyard, MARAD forwards
a copy to the Office of the Coordinator for Ship Repair and Conversion
which maintains records of available facilities and capacities of
various shipyards and repair plants so that the Department of
Transportation and the Department of Defense can use such facilities to
the best advantage. The Federal Emergency Management Agency (FEMA) also
uses information obtained by this survey, as does the U.S. Coast Guard
and U.S. Army Corps of Engineers.

General

The annual shipyard survey of 1984 has been completed; and the
following information collected has been organized and condensed in 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 MARAD's annual survey. It lists the
Nation's major shipbuilding, ship repair, and drydocking yards sorted on
a coastal basis and displays information with respect to the size and
type of each building position, drydock and berth space, employment, and
remarks regarding principal shipyard activities.

MARAD has examined drydock data submitted by shipyards in the 1984
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


TABLE 1

SHIP CONSTRUCTION CAPABILITY

BY SHIP TYPE

91



Exhibit 29 is a general plan of Tampa Ship's main yard showing
the existing facilities as well as the additional facilities under
construction. Neither the South Slip nor the Westinghouse facility is
shown.

24. Texas Gulfport Shipbuilding Company (formerly Gulfport

Shipbuilding)

This Port Arthur, TX, shipyard, formerly the Gulfport Division of
Levingston Shipbuilding Company, became a wholly owned subsidiary of the
newly formed corporation, Levingston Industries, Inc., in May 1981 and
was renamed Texas Gulfport Shipbuilding Company. The yard has the
capability of building ships up to about 550 feet (168 m) long by 80
feet (24 m) beam. This facility is strategically located on the busy
intracoastal canal with a portion of the plant extending south of the
Gulfgate bridge, allowing unlimited vertical clearance to the Gulf of
Mexico.

Since the yard was founded in 1932, it has built a variety of
small vessels, such as tugs, dredges, and ice-breakers. Beginning in
1970, when it was purchased by Levingston, this shipyard has mainly
constructed drilling rigs and other vessels for the oil drilling
industry. Since the last drilling rig was completed in early 1982, the
only remaining work has been repair of offshore rigs, small vessels, and
barges.

An expansion and modernization program was completed in 1981 at
Texas Gulfport, including 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 four floating drydocks, the largest
can accommodate a vessel 420 feet by 122 feet (128 m by 37 m). There is
a total of 1,270 feet (387 m) of pierside berthing.

Texas Gulfport's labor force at mid-1984 totaled 200, about the
same as mid-1983.

Exhibit 30 is a plot plan of the main portion of the yard.
Because of the attenuated shape of the yard as a whole, this plan does
not show downstream outfit and repair berths or tank-cleaning and
gas-freeing facilities.

25. Todd Shipyards Corporation - Galveston Division

The Galveston Division of Todd Shipyards Corporation was founded
in 1934 on Pelican Island on the Galveston Ship Channel. The yard,
located directly across from the City of Galveston, TX, is a ship
construction, repair and conversion complex with a work force
experienced in custom industrial steel fabrications. The shipyard was
awarded the Navy's "E" Award for its substantial contribution during

36


MAJOR U.S, SHIPBUILDING AND REPAIR FACILITIES

Maximum Ship Size Berths/Piers
(LOA--Beam) Usable
; Length
Name and Location Gheeraving Drydock in feet Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
Ingalls Marine, Inc. 496 x 81 GD 500. 1/Construction and repair of barges.
Decatur, AL (Barges ) 500
Yard closed on care and maintenance basis.
McDermott Shipyards 325 x 106 FD 600 1/Construction and repair of tugs, supply
Morgan City, LA TI90 boats, barges, and drill rigs.
2/393
Newpark SB & Repair, Inf 300 x 72 FD 500 1/Smal1 vessel construction and repairs.
Houston, 1X 300 x 84 FD 1500 2/220
+
Platzer Shipyard, Inc. 300 x 60 MR 300 1/Construction and repair of barges
Houston, TX Toon 2/125
Port Allen Marine ! 300 x 81 FD 1060 U/Construction and repair of boats and
Service, Inc. 1940 barges.
Port Allen, LA 2/338
Saucer Marine Service, |(2) 300 x 56 FD 200 I/Repair of barges, dredges, and drill rigs
Inc. ; 600 2/38
New Orleans, LA
SBA Shipyards, Inc. 496 x 72 GD 500 1/Construction, conversion,and repair of
Jennings, LA 2000 boats and barges.
2/35
Southern SB Corp. 350 x 52 GD 200. /Construction and repair of vessels up to
Slidell, LA 300 350' in length and not drawing over 15'
of water.
| 2/254
Todd Shipyards, Corp. 643 x 82 FD 1725 1/Ship repairs and conversion.
New Orleans, LA 643 x 80 FD 3756 2/273
350 x 60 FD

123



TABLE 1

SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

evr x.
000°

S8

90T

8B

x
000

822 * 4021
022‘ 06€

LT X OOTT
000‘ <9,

Ov X QOTT
000'¢zz

Tankers

Ov X 7€6
und 000'SZ]

SEL * 026
000'0ZT

Sol * 968
000'68

06 * 389
000‘ 8

SL x 929
000" sz

Maximum
Ship Size

Shipway
Basin

Shipyard

Region

EAST

oooo

coos

coos
coos
coos
coos
coos
coos
onset

ttt

88

720 x 130
720 x 130

650 x

Bath Iron Works

oona

cond

coos
cond
eond
cond
cond
cond
ane

samo

95

800 x 106
1200 x 192

800 x

7

Bethlehem Steel,
Sparrows Point

98

GD

cooes

conan

e0005

oooos
conned
cons
conns
oonnd

Bases

perenN ENE

755 x 102
717 x 110

1082 x 141
1082 x 141

Coastal Dry Dock

e2cooos

onocon

eoco0s

cococs
eococs
enooce
onoood
rode

retonenen)

Heameaio

860 x 123
936 x 143

860 x 123
860 x 144
860 x 144

General Dynamics,

Quincy


building ways and supporting cranes were modified from three ways,
limited to 1950-60 era maritime construction and destroyer class
buildings, to two ways capable of "Panamax" and cruiser class
construction. Complementing the building ways capabilities expansion,
the upland construction areas have been developed into a fully-equipped,
sophisticated production line for fabrication and movement of modules
from semi- and fully-automatic welding units to the building ways area.

Shops have been extended in size, platens expanded, craneways
extended, and new construction manufacturing machinery added. One of
the first robotic production welding centers in U.S. shipbuilding is
also in full operation.

The most recent facility expansion project in this program is the
addition of a land-level ship lift (Syncrolift) facility. The completed
facility will include a shiplift platform 655 feet by 106 feet (200 m by
32 m) with a lifting capacity for vessels up to 48,000 dwt., a
side-transfer system, and five work bays. Phase I of this project,
which encompasses the shiplift, side-transfer system, and two work bays
capable of handling up to five vessels simultaneously, first become
operational in March 1984. Further expansion is to continue in an
orderly phased program over the next five years until the total project
is completed. According to Todd's management, this $47 million facility
will double the Los Angeles Division's ship construction capacity and
increase its repair capability by 250 percent.

Todd-LA operates two floating drydocks, the larger of which can
handle a vessel up to 700 feet by 86 feet (213 m by 26 m). Berthing
space in the yard totals 6,175 feet (1,882 m).

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

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

R&D in shipbuilding technology continues to be an important
aspect of the shipyard's management. Presently, the yard sponsors two
SNAME/SPC technical panels: Outfit Planning (SP-2) and Flexible
Automation (SP-10). Research under other SNAME/SPC panels is being
conducted in other areas of robotics, waterborne coatings, shipbuilding
standards, and outfitting aids. The Los Angeles Division has been
established as the Todd corporate center for R&D and advanced
shipbuilding technology development. An independent research and
development program for other projects having special interest or impact
on the corporation is also conducted at the shipyard.

Total employment at the yard was 3,340 in July 1984, down from
5,000 a year earlier. ‘

39