10.

260 feet wide and 78 feet high with 220 feet clear width inside

the wing walls. The lift capacity is 81,000 long tons. The dock

is serviced by a 200-ton gantry crane on the supporting wharf. In
addition to its use as a launching platform in new construction,
this drydock hes civen the company the capability of performing a
variety of conversion ard major repair work. Additional buildings
and equipment to supplement the yard's mechanized, materials-handling
and fabrication systems are also part of Avondale's recent expansion
program.

Besides the new building positions for the LNGs, Avondale has
a side-launching construction facility that can accommodate ships
as large as 1,200 feet by 130 feet and weighing up to approximately
15,600 tons. Three large oceangoing vessels can be constructed
simultaneously on this shipway, and as many as six smaller vessels
can be constructed simultaneously if they are 600 feet or less in
length.

A unique assembly method, whereby large sections of a ship are
moved horizontally from different building positions, is employed
by Avondale. A ship will be situated and worked on in three different
building positions between keel laying and launching. For relatively
small vessels, the yard has perfected a system of down-hand welding
of the hull which is mounted on a rotating jig. Modern construction
methods and steel processing facilities have made Avondale one of
the nation's most productive shipyards. No U.S. shipbuilder has
had more success with series production of commercial ships. The
yard offers almost 3,600 feet of berthing space, serviced by six
30-ton to 50-ton rotating gantry cranes. A 600-ton floating heavy
lift barge is also available at the berths. A small floating dry-
dock, 378 feet by 68 feet, is used for repair of smaller ships,
river boats, and barges.

Yard employment, at 6,300, has remained substantially unchanged
since a year ago. .

Bethlehem Steel Corporation - Beaumont Yard

This shipyard, located on the Neches River in Beaumont, Texas,
was established in 1916 by Beaumont Shipbuilding and Drydock Company,
which in addition to repair and conversion work, built C1-A cargo
ships and Navy, minesweepers during World War II. Bethlehem acquired
the yard in 1947 and has pioneered in the design and production of
mobile oil drilling rigs. The Beaumont plant has been one of Bethle-
hem's most successful operations and is one of the world leaders in
production of offshore drilling rigs and drillships. It is also an
experienced builder of oceangoing barges and is capable of producing
large merchant ships.

Bethlehem-Beaumont is currently engaged mainly in work for the
petrochemical industry, but the backlog of major new construction has

dwindled to one jack-up drilling rig that is scheduled for completion
in late 1976.

15



EXHIBIT 5

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Following vessels in the 1960's: two containerships, one
oceanographic research vessel, one hydrofoil, and two 195-
foot trawler/factory ships, the first stern Tamp fish-pro-
cessing trawlers to be built in the United States. The
company's Industrial Products Division engages in non-marine
work such as (1) the design, manufacture and installation of
large steam surface condensers for the utility industry;

(2) general machine repairs to pumps, turbines, and other
industrial machinery; and (3) heavy structural steel fabri-
cations.

The yard is currently building a large self-unloading
rice barge which is part of a 25,000-dwt. integrated tug-
barge. (Southern Shipbuilding Corporation is building the
tug.) Other work at Maryland includes the major overhaul
of a Navy LSD, merchant ship repair, and fabrication of
industrial products.

Maryland is completing the final Phase of a major moderni-
zation and expansion program, the main features of which are:

- Installation of a new floating drydock 827 feet
long by 150 feet between wing walls with a lifting
capacity of 36,000 long tons. This dock, which
can handle ships up to about 125,000 dwt., will be
-used for launching newly constructed vessels, as
well as for ship repair and conversion work;

- Lenghthening of the yard's one building way to
permit construction of ships up to 850 feet by
110 feet, compared to the previous maximum of
630 feet by 96 feet;

- Modernization of the panel fabrication systems

- Automatic pre-blast equipment and a new building and
for blasting and painting, and a totally enclosed
final-blast building; and

- Computer lofting and a new tape-controlled, auto-
matic burning machine.

In addition to the new floating drydock, Maryland has two
other floating drydocks used primarily for repair and conversion
work. The maximum ship sizes that the older drydocks can accom-
modate are 775 feet by 110 feet and 715 feet by 91 feet. There
are 5,650 feet of pier-side berthing available for topside and |
inboard repair. Each pier and drydock is served by adequate crane
capacity.

The current administrative and production work force at mid-
-1976 was approximately 1,150, down from 1,700 at mid-1975,



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only other construction contract at the the Brownsville yard was for a
super tender with capability to erect its own derrick set during of f-
shore operations. The Vicksburg Plant has no other construction work.

. The Brownsville yard has one’ shipbuilding way with a maximum
ship size of 1,100 feet by 150 feet on which Oceangoing ships could
be constructed in the event of national emergency. Modular construc-

the yard's building way. A 250-ton gantry crane travels on Tails
which run the full length of the slab and building way. The crane
lifts the subassembly sections from the slab to the launchway, and
the sections are Joined to form the completed vessel which is then
side-launched. For outfitting purposes, there is One 500-foot-long
wharf.

At mid-1976, the total work force at the Brownsville plant was
about 1,109, down from 1,600 a year earlier,

Jampa Ship Repair & Dry Dock Co., Inc.

Founded in 1948, Tampa Ship Repair & Dry Dock is the largest ship
repair facility on the West Coast of Florida. It is located at Hooker's
Point on Tampa Bay in Tampa, Florida. During World War II, the company
built Navy auxiliary vessels and C2 cargo ships for the Maritime Com-
mission.

Since World War IT, Tampa Ship has been a major Gulf Coast repair
yard, serving many of the tanker fleets operating on the Gulf. During
the Viet Nam conflict, the yard renovated and reactivated several Vic-

- tory ships and Played a major role in the upgrading of the Military

Sealift Command tanker fleet, In 1972, the year the facility was pur-
chased by the American Ship Building Company, Tampa Ship completed the
conversion of a C1-M-AV] cargo ship to a deep sea drillship; and a
year later it built two hulls for a large, semi-submersible drilling
rig under construction at Bethlehem-Beaumont.

Although Tampa Ship is primarily a repair facility, this shipyard
has the capability to build large oceangoing ships. Current new con-
struction consists of a 350-foot 100-foot deck barge for the offshore
oil industry.

Tampa Ship has one sliding way which can accommodate @ maximum
ship size of about 600 feet by 150 feet. The shipway is served by three
40-ton gantry cranes. There is one graving dock that can handle vessels
up to 550 feet by 75 feet, but present plans call for work to begin in
early 1977 on an additional graving dock 900 feet by 132 feet which will
be used for repair and conversion work. The new dock will be capable of
drydocking tankers up to 105,000-dwt., the largest vessel that can enter
into the Tampa Bay area. The yard Presently has 2,700 feet of berthing
space. .

Mid-1976 employment at the Tampa yard was approximately 700, the
same level as a year earlier.

19



EXHIBIT 6

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Exhibit 12 Shipyard Status: Need for New Business, we

Exhibit 13 U.S. Shipyard Employment. ........ oe

Exhibit 14 Dollar Volume, Repair and Conversion by Private Yards

Table I Ship Construction Capability by Ship Type...

Table II Major U.S. Private Shipyards - Number of wae
Shipbuilding Ways by Length

Appendix A

Appendix B
Appendix C

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

Major U.S. Shipbuilding and Repair Facilities

Major Topside Repair Facilities. ......

iii

45

46
58

61

- 70

82



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES 2/

Berths/Piers

Maximum Ship Size Usable
L am, length
, SW--Shipway in feet Remarks
Name and location @D--Graving Drydock ‘emar]
FD--Floating Drydock | __Longest _
MR--Marine Railway | Total linear
feet
EAST COAST
SHIPBUILDING YARDS.
Bath Iron Works Corp. 650 (+) x 88 SW 850 lL/ Construction, conversion and
Bath, Maine (2) 700 x 130 SW 2900 repairs-all types of vessels.
500 x 81 FD
|2/ 3,330
Also has floating bow drydock
for sonar domes.
Beth. Steel Corp. (2) 650 x 90 sw 1260 |1/ New ship construction - to
Sparrows Point, Md. (2) 900 x 108 SW 3968 vessels 1200' in length.
1200 x 192 cp
[2/ 4,040
General Dynamics Corp. (2) B60 x 123 co 823 [1/ Construction, conversion and
Quincy SB Division 936 x 143 co 4621 repairs - all types of vessels.
Quincy, Mass. (2) B60 x 144 cD
|2/ 4,800
Maryland SB and DD Co. 850 x 110 SW 1902 [1/ Construction, conversion and
Baltimore, Md. 775x110 FD 5651 repairs - all types of vessels.
715 x 91 FD
900 x 146 FD \2/ 1,150
Newport News SB & DD Co. (2) 715 x 93 SW 1670 |1/ Construction, conversion and
Newport News, Va. (2) 940 x 125 SW 15070 repairs - all types of vessels.
960 x 124 cor
1100 x 136 co* I2/ 23,600
650 x 88 co
862 x 114 cD
458 x 68 cD
1600 x 240 cD*

* Used for construction.

** Located in new North yard.

This GD was scheduled for
completion in December 1976.

a/ Shipbuilding: for ships 475' x 68' or above.
Repair: drydocking facilities for ships 300' in length or above.

7



APPENDIX B

MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

LEGEND: Remarks Column
V/

= Type of work usually engaged in.

2 Employment - current.

70


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
‘LOA-- Beam) length
Sw--Shipway in feet Remarks
Name and location GD--Graving Drydock
FD--Floating Drydock | __Longest__
MR--Marine Railway | Total linear
feet
Bromfield Corp. 376 x 36 FD 430 ll/ Ship repairs and conversion.
United $B Division 790
East Boston, Mass. l2/ 120
Ira S. Bushey & Sons, Inc. 455 x 71 FD 786 l1/ Ship repairs and conversion,
Brooklyn, N.Y. 300 x 66 FD 4086
l2/ 215
Coastal DD & Repair Corp. 340 x 60 i) 575 / Ship repairs and conversion.
Brooklyn, N.Y. 456 x 80 i) TI50 i:
706 x 112 cD \2/ 300
Colonna's Shipyard Inc. 300 x 40 MR 9n0, [1/ General ship repairs.
Norfolk, Va. 360 x 65 MR 2200
12/ 135
Detyens Shipyards 560 x 82 FD 300 |1/ General ship repairs.
Mt. Pleasant, S.C. 305 x 87 FD én
12/ 460
Jacksonville Shipyards 530 x 83 FD 680 |1/ Ship repairs and conversion.
Jacksonville, Fla. (2) 600 x 90 FD* 4184 Construction of small vessels.
900 x 140 FD
500 x +53 FD* I2/ 2,350
*Leased from Navy
Munro Drydock Inc. 350 x 60 MR 300 —‘{1/ General ship repairs.
Chelsea, Mass. 55
[2/ 40
Norfolk SB & DD Corp, 670 x 84 FD 1420 |1/ Ship repairs and conversion.
Norfolk, Va. 316 x 60 FD To172 Construction of small vessels.
41x 64 MR

12/ 2,060



Lack of requirements and capabilities for Ultra-Large Crude
Carriers (ULCCs) to operate in the ports of the United States has
been one factor that has not forced construction in the U.S. of
completely new ship repair facilities with huge drydock capabilities
such as those available in foreign yards.

There has been, however, an increase in new drydocks acquired by.
the private ship repair yards over the past several years, geared to
many of the larger types of ships now operating, even if not capable
of handling many of the world's larger VLCC/ULCC ships. Such drydocks
include those at Sun Shipbuilding & Dry Dock Company, Avondale Ship-
yards, Maryland Shipbuilding & Drydock Comoany, Jacksonville Shipyards,
Ingalls Shipbuilding Division/Litton Industries, Bethlehem Steel Cor-
poration (San Francisco and Hoboken Yards), and Todd Shipyards Corpora-
tion (San Francisco Division).

For ships 300 feet in length and above, the U.S. shipbuilding and
repair industry has a total of 74 floating drydocks, 48 graving docks,
and five marine railways. Of course, several of these graving docks
are committed to new construction.

Despite the fact that U.S. repair yards are now competitive with
foreign facilities, earnings increases have not been significant. In
the opinion of the Shipbuilders Council of America, ship repairing over-
all through 1980 will apparently be more stable than shipbuilding. As
shown in Exhibit 14, the dollar volume of repair and conversion work in
private yards is expected to increase in 1977, especially with respect
to work on naval ships. Because of the large size and the complexity
of Navy combatant ships, participation in this increased Navy workload
will be restricted to a limited number of private yards - only those
with the physical plant capability to perform a complete regular over-
haul on ships the size of an ammunition ship or larger, and those yards
with the specialized trades necessary to do this work.

Major Drydocking Facilities ‘

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

Appendix B tabulates information updated through 1976 on 40 of
these yards on a coastal basis. Additional data is available in the
Office of Ship Construction.

Major Topside Repair Facilities

Major topside repair facilities are those that have the capability
to provide repair service to oceangoing ships when the work can be
accomplished without taking the ships out of the water. The "topside"
yards continue to get their share of large ship business. These facili-

30


ll.

The Beaumont facility is highly mechanized. In 1973, the
company completed a multimillion-dollar modernization program,
including a new panel line and new materials—-handling facilities.
Bethlehem - Beaumont has one -side-launching way that can accom-
modate ships up to approximately 842 feet by 96 feet. The yard
also has a smaller side-launching way which is used for barge and
module construction. One floating drydock is available which can
handle vessels as large as 650 feet by 83 feet. The Beaumont plant
has 4,050 feet of berthing space served by adequate crane capacity
for outfitting and general repair work.

Employment at the yard was 1,320 at mid-1976, down from 3,075
a year earlier.

Galveston Shipbuilding Company

Galveston Shipbuilding Company, formerly a division of Kelso
Marine, Inc., covers 25 acres of waterfront on Galveston Island's
bay side adjacent to the Intra-Coastal Canal in Galveston, Texas.
The yard began operations in 1966 and has been primarily a builder
of barges and tugs, although it has the capability of building
tankers up to about 35,000 dwt.

In 1974, the shipyard completed construction of a 35,000-dwt.
integrated tug/barge (ITB) unit for Seabulk Tankers, Ltd. and in
the fall of 1976 delivered a 42,000-dwt. catamaran tug/barge com-
bination to Hvide Shipping, Inc. for U.S. coastal trade. The
company has begun construction of ‘two 469-foot chemical tank barges
which will provide work until the first quarter of 1978.

Galveston Shipbuilding has one building way (side launching)
on which oceangoing ships can be built, the maximum vessel size
being about 700 feet by 100 feet. A present limitation is that,
except at the launch site whete the water is approximately 20 feet
deep, the water depth on the way to the channel is only about 12
feet. However, by means of pontoons (sectional barges fitted to-
gether) a vessel with up to an 18-foot or 20-foot draft could be
floated out to Galveston harbor. Launching weights of hulls are
kept as low as possible with final installation of equipment done
at the Galveston municipal pier. Since the yard is not geared to
major machinery installation work, machinery is installed by a sub-
contractor.

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

In mid-1976, Galveston Shipbuilding Company's total work force
was 400.

16


19.

Lockheed's labor force, at 1,700, has remained substantially
unchanged during the past four years.

National Steel and Shipbuilding Company

National Steel and Shipbuilding Company (NASSCO), jointly
owned by the Morrison-Knudsen Company, Inc. and Kaiser Industries
Corporation, is located on a 122.5-acre site in San Diego, Califor-
nia. NASSCO, the largest shipbuilding complex on the West Coast, has
had experience in both Navy and commercial construction, having in the
1970's completed 17 Navy tank landing ships (LSTs), five large cargo-
liners, two NASSCO-designed oil/bulk/ore carriers (0B0s), six NASSCO-
designed 89,700-dwt. tankers, and five NASSCO-designed 38,300-dwt.
tankers.

Since San Diego is the headquarters of the Eleventh Naval District
and home port for the major portion of the Pacific Fleet, NASSCO obtains
a great deal of Navy repair and overhaul work.

The following ships were under construction or on order at the
yard on October 1, 1976: seven San Clemente class (89,700-dwt.) tan-
kers, one Coronado class (38,300-dwt.) tanker, two Catalina Class
(150,000-dwt.) tankers, and two San Diego class (190,000-dwt.) tankers.
In addition to this backlog of commercial work, NASSCO is constructing
a 37,000-ton displacement fleet replenishment oiler (AOR-7) and has on
order two 641-foot destroyer tenders (AD-40 and AD-41) for delivery in
1980.

In early 1976, NASSCO completed a major facilities expansion and
modernization program. In the new building dock, the shipyard can now
Produce ships up to 996 feet by 170 feet, compared to a previous maxi-
mum of 900 feet by 106 feet. Exhibit 8 is a general arrangement plan
of the existing and new shipbuilding positions. A new outfitting pier
and additional mechanized steel handling and fabricating facilities
were also included in the program.

In addition to the new building dock, the yard has three inclined
shipways, two of which can accommodate a maximum ship size of 900 feet
by 106 feet, and one a ship size of 700 feet by 90 feet. These ways
and the new building dock are serviced by 11 gantry cranes ranging in
capacity from 45 tons to 175 tons. A small 2,8N0-ton floating drydock
is available, and a large graving dock that can accommodate a maximum
ship size of 687 feet LOA by 90 feet is leased on a use basis from
the Unified Port District of San Diego. Ten berths with a total berthing
space of approximately 6,175 feet are available for outfitting and re-
pair. These. berths are serviced by mobile and gantry cranes varying in
capacity from five tons to 175 tons.

The work force at the yard increased from 5,230 in mid-1975 to
6,300 in mid-1976.

22


13.

14.

Levingston Shipbuilding Company

Levingston, one of the leading producers of offshore drilling
rigs, was founded in 1933. The 10fM-acre plant is strategically
located on the Sabine River at Orange, Texas, approximately 30
miles inland from the Gulf of Mexico. Gulfport Shipbuilding Cor-
poration in Port Arthur, Texas, was purchased in 1970 by Levingston
to supplement Levingston's construction and repair facilities. In
1975, Levingston became a wholly owned subsidiary of Ashland Oil,
Inc.

Since the inception of offshore oil drilling, most of the yard's
work has been related to this industry, primarily in the construction
and repair of offshore drilling rigs and related floating equipment.
However, Levingston is not limited to serving the petrochemical indus-
try. To date, the yard has built 65 drill barges, 25 tenders, eight
drillships, seven jack-ups, and six semi-submersibles. Levingston
has designed a sizeable portion of the rigs constructed in the yard.
As of August 1, 1975, the company's orderbook consisted of one semi-
submersible, four jack-up rigs, and. two drill ships.

An expansion and modernization program is presently underway at
the Orange, Texas, yard. Some of the improvements incorporated in
the program are: a new panel shop, numerically-controlled cutting
equipment, an automatic blasting and paint shop, a new subassembly con-
struction area, and a new gantry crane.

Levingston has one side-launch building way with a maximum ship
size of 1,109 feet by 90 feet, om which oceangoing ships could be built
in the event of national emergency. In addition, there is a small
conventional shipway and four floating drydocks, the largest of which
can accommodate a vessel 420 feet by 120 feet. Total usable berthing
space is about 2,400 feet.

The current work force at Levingston's Orange plant is 2,010, and
at Gulfport Shipbuilding Corporation, Levingston's subsidiary, total
employment is 840.

Marathon LeTourneau Company - Gulf Marine Division

Marathon Manufacturing Company, the 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 millions
of dollars. This shipyard is located on a 133-acre tract with a
2,500-foot frontage on the ship channel at the Port of Brownsville,
Texas. In addition to the construction of offshore drilling rigs,
the yard has the capability of fabricating and launching drillships,
barges, work boats, tugs, supply vessels, and large merchant ships.
Marathon's Vicksburg, Miss. plant and another in Longview, Texas,
serve as support facilities for the Brownsville yard.

As of October 1, 1976, the Gulf Marine Division and Marathon's

Vicksburg yard were each building one self-elevating (jack-up) dril-
ling rig. S8oth rigs were scheduled for delivery in late 1976. The

18


ties usually lease pier space on a job basis and do not have any type
of drydocking installations. Services rendered by these firms vary
from a simple repair job to a major topside overhaul. It is common
Practice for a shop to send its personnel and equipment to provide
voyage repairs while the ship is at anchor or working cargo at a
commercial marine terminal. There is an increasing trend worldwide
to send ship repairers to the ship rather than to bring the ship to
“the shipyard, thus calling for greater mobility of ship repair per-
sonnel. This is particularly applicable to highly skilled technicians
as against the hull trades. Several yards which normally build and
Tepair only smaller vessels and barges are also capable of performing
topside repair work on Oceangoing ships.

Appendix C is a list of 100 major topside repair facilities, 45 of
which are located on the East Coast. No attempt has been made to tab-
ulate 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 survey and is
available in the Office of Ship Construction.

31



Sun Shipbuilding & Dry Dock Company

Sun Ship, located in Chester, Pa., isa complete shipbuilding
and manufacturing comp lex encompassing nearly 20 acres bordering
on the Delaware River. In its 59 years of Operation, the yard has
delivered more than 600 vessels, mainly commercial ships. - In recent
years, Sun has concentrated on roll-on/roll-off ships and medium-
sized tankers of its own design. In addition to its shipbuilding,
conversion and repair activities, the company also engages in the
manufacture of heavy industrial equipment including welded pressure
vessels, plate work, machinery, and oil refinery and chemical works
equipment.

Sun's current. backlog of orders for new ship construction con-
sists of two 130,000-cubic-meter LNGs, two Sun-designed double hull
"ecology" class crude oil carriers, and one roll-on/roll-off ship.

In 1976, Sun completed the final phase of a major capital
improvement program which enhanced the shipyard's ability to fabri-
cate the larger, more sophisticated ships which are expected to be
Part of the coming generation of commercial vessels. This expansion
and modernization Program has provided Sun Ship with a new level "ship-
building platform," a two-section floating drydock capable of lifting
75,000 tons, an 1,100-foot outfitting pier, a new plate burning shop
and other ‘shipbuilding support facilities. On the new level ship-
building slab, which is served by three 250-ton cranes, two halves of
a ship as large as 1,400 feet by 195 feet can be constructed, or two
smaller vessels 700 feet in length or less can be built simultaneously.
For launching, each half of a large ship is rolled individually to
sections of the new drydock and then welded together in the river. The
ship is brought to the pier for outfitting completion. Sun's new dry-

+ dock, which is capable of handling vessels up to 400,000-dwt., is one

of the world's largest Floating drydocks. It is serviced by four 25-
ton gantry cranes. Exhibit 6 is a general arrangement drawing of the
yard's new shipbuilding facilities.

In addition to the new shipbuilding platform, the company has two
active conventional Sliding ways that can handle ships as large as 745
feet by 129 feet. The yard has a total of 3,900 feet of usable berthing
space. Sun's 800-ton barge crane is used for both construction and major

repair work. Its heaviest lift to date has been a completely outfitted
deckhouse weighing 785 tons.

The shipyard's total work force at mid-1976 was 3,700, down slightly
from a year earlier.

Alabama Dry Dock and Shipbuilding Company

Alabama Dry Dock and Shipbuilding Company (ADDSCO) is located
approximately 30 miles from the Gulf of Mexico on Mobile Bay. The
yard is situated on Pinto Island across the river from the city of
Mobile, Alabama. Although the shipyard constructed 102 tankers and 20

13



Marine Repairs, Inc.
Houston, Texas

McDonough Iron Works
Galveston, Texas

Runyan Machine & Boiler Works, Inc.
Pensacola, Florida

Saucer Marine Service, Inc.
New Orleans, Louisiana

Sherman Shipyard
Panama City, Fla.

Slocum Iron Works, Inc.
Mobile, Ala.
WEST COAST

Cavanaugh Machine Works
Wilmington, California

Coastal Marine Engineering Co.
San Francisco, Calif.

Colberg, Inc.
Stockton, California

Dockside Machine and Ship Repair
Wilmington, California

Duwamish Shipyard, Inc.
Seattle, Washington

Electro-Mechanical Co.
Portland, Oregon

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

Franklin Machine Works, Inc.
San Francisco, California

85

Fulton Shipyard
Antioch, California

General Engineering & Machine Works
San Francisco, California

Marine Iron Works, Shipyard Division
Tacoma, Washington

Marine Power & Equipment Co.
Seattle, Wash.

Pacific Dry Dock & Repair Co. ~
Oakland, Calif.

Pacific Marine & Supply Co.
Honolulu, Hawaii

Plant Bros. Corp.
San Francisco, California

Port Welding & Machine Works, Inc.
Wilmington, California

Rowe Machine Works, Inc.
Seattle, Washington

Service Engineering Company
San Francisco, California

Tacoma Boatbuilding Co., Inc.
Tacoma, Washington

Triple A South
San Diego, California

West Winds, Inc.
San Francisco, California

Wilmington Iron Works
Wilmington, California

Wilmington Welding & Boiler Works
Wilmington, California



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers

Maximum Ship Size Usable
‘LOA-- Beam, Length
SW--Shipway in feet 40
Name and location GD--Graving Drydock Remarks
FD--Floating Drydock Longest
MR--Marine Railway | Total linear
feet
Seatrain SB Corp. 740 x 108 cD 1200 l1/ New ship construction ~ to
Brooklyn, N.Y. (2) 1094 x 143 co 3190 vessels 1094" in length.
\2/ 1,700
Sun SB and DD Co. (2) 745 x 129 sw 1100 lL/ Construction, conversion and
Chester, Pa, (2) 700 x 195 sw* 3900 repairs - all types of vessels,
1100 x 195 FD
\2/ 3,700
*Shipbuilding platform. Maximum
ship 1400' x 195' or two ships
700' x 195’ simultaneously.
EAST COAST
REPAIR YARDS WITH
DRYDOCK FACILITIES
Beth. Steel Corp. 530 x 81 FD 964 [1/ Ship repairs and conversion
Baltimore, Md. 775 x 106 FD T2944
675 x 92 FO 12/ 1,800
585 x 71 GD
456 x 44 ro)
Beth. Steel Corp. 690 x 92 FD 1020 |1/ Ship repairs and conversion
East Boston, Mass. 523 x 86 FO TT
: \2/ 500
Beth. Steel Corp. 443 x 66 FD 923 |1/ Ship repairs and conversion
Hoboken, N.J. 685 x 106 FD 3000
549 x 90 FD \2/ 650
640 x 96 FO
1064 x 138 GD* *Military Ocean Terminal, Bayonne,
N.J. - leased by Bethlehem.
Brewer DD Co. 400 x 81 FD 653 11/ Ship repairs and conversion
Staten Island, N.Y. 500 x 81 FD 2606

2/ 200

T2


DRY _BULK

SUMMARY

GENERAL CARGO

SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

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TOTAL POSITIONS
ALL YARDS


ment. Estimates on need for new business have been determined by
the Maritime Administration based on methodologies developed for
the Shipyard Production and Mobilization Model (SPAMM). Many of
these yards presently have building facilities available to expand
employment levels if new contracts can be secured.

Following is a brief description of major U.S. commercial ship-
yards capable of constructing oceongoing or Great Lakes merchant
ships, with a minimum size of 475 feet by 68 feet.

Bath Iron Works Corporation

Bath Iron Works Corporation, located on the Kennebec River in
Bath, Maine, is an old, established shipyard engaged in both Navy
and commercial ship construction, as well as Navy overhaul and repair
work. The yard has a history of proven diversity, having constructed
various types of ships including containerships, tankers, destroyers
and guided-missile frigates. Bath has built a total of 153 destroyers
for the Navy. In the late 1960's and early 1970's, six containerships
were delivered to American Export Lines$ and in 1975, the yard completed
a series of five 25,000-dwt. "handy-size" tankers.

In May 1977, the company will deliver the last of four large
sophisticated roll-on/roll-off cargoliners (MA Design C7-S-95a) for
States Steamship Company. Other commercial ships under contract are
a 26,600-dwt. containership for Matson Navigation Company and two
14,600-dwt. containerships (MA Design C5-S-73b) for American Export
Lines. Bath Iron Works is the lead shipbuilder for the Navy's Guided-
Missile Frigate (FFG-7 Class) program. The lead ship, the USS OLIVER
HAZARD PERRY, is under construction at Bath; and the Navy has awarded
the company a $224 million follow-on contract for the construction of

+ five additional FFG-7 Class guided-missile frigates, the last of which

is scheduled for delivery in May 1981. The yard is also currently en-
gaged in the major overhaul of the USS DETROIT (AOE-4) for the Navy.

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

In addition to the building positions recently upgraded, BIW has
one other shipway that can accommodate a ship 650 feet in length with
a beam of 88 feet. During the year, the company purchased and
installed a 9,600-ton floating drydock that can handle ships up to



The steady manpower demand is predicated on a continuing ship-
building program by the Navy and the Maritime Administration; however)
many major shipyards will be forced to lay off substantial numbers of
skilled craftsmen unless new contracts are acquired in the near future.
Experience has indicated that a large number of these men would be
lost to the shipbuilding industry forever, thus reducing the capability
of the industry to respond quickly and effectively to a commercial or
mobilization requirement.

Throughout the Gulf Coast and certain Atlantic Coast areas, there
continues to be a skills shortage most persistently in shipyard-quali-
fied welders. Other skills also in short supply include shipfitters,
pipefitters, and inside and outside machinists.

Material Shortages

According to the Navy Shipbuilding Scheduling Office, most of the
lead times for basic materials and ship components increased during
the first half of 1976 due to rising aggregate consumer demand. Earlier
ordering of ship components has been necessary to ensure timely deliver-
ies. Lead times for castings and forgings have continued to decrease.

MarAd is continuing to request DO-A3 priority ratings for both
Title V Construction-Differential Subsidy (CDS) ships and Title XI-
Ship Financing Guarantee vessels. The priority rating system, under
the Defense Priority System and the Defense Materials System, continues
to be an integral part of our national defense-related ship construction
program, given the unpredictable nature of material and component pro-
curement in the shipbuilding industry.

Shipyard Pollution-Abatement Requirements

The shipbuilding industry has made a commitment, both in terms of
. manpower and funding, to upgrade its new construction shipyards,
and ship repair and drydocking facilities to comply with Federal, state
and local pollution-abatement regulations.

The pollutants associated with shipyard activities are those which
primarily affect air, water and noise pollution. Shipyards throughout
the United States have undertaken major programs to eliminate or con-
trol these pollutants. For example, air pollution has been reduced sub-
stantially by the use of closed cycle blast and paint facilities. Booms
and pollution-control craft are utilized to control accidental spillage
of liquid and solid pollutants. The deleterious effects of noise pollu-
tion have been minimized by the use of silencers and mufflers, as well
as utilization of hearing protection such as ear plugs-

With the implementation of the Federal Water Pollution Control Act,
as amended, the Clean Air Act, and the Occupational Safety and Health Act,
shipyards have developed programs designed to improve the environmental
quality of the shipyards and those geographical areas that are directly
affected by the shipyard activities. Shipyards, as well as any industry

28


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23.

24.

In August 1976, Lorain completed the JAMES R. BARKER, a
1,000-foot self-unloading Great Lakes ore carrier. The yard cur-
rently has under construction three more ore carriers of the same
size, one for Pickands Mather, one for National Steel Corporation,
and one for U.S. Steel Corporation.

In the Lorain facility, one side-launching way is available
for construction of vessels up to 700 feet by 75 feet. The large
graving dock (maximum ship size 1,021 feet by 121 feet) is used
for new construction. The yard's other graving dock, which can handle
ships up to 705 feet by 78 feet, is being used for drydock work. A
total of about 1,800 feet of berthing space is available for repair
and outfitting.

The total payroll at Lorain averaged approximately 800 during
1976.

American Ship Building Company ~ Toledo, Ohio

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

In addition to repair, overhaul and conversion work, Toledo in
the 1960's and 1970's built the following vessels: an oceanographic
survey ship, a naval patrol escort, a Coast Guard cutter, and three
Great Lakes ore carriers, the last of which was the 26,000-dwt. ROGER
M. KYES, delivered in 1973.

Repair and overhaul work on Great Lakes vessels during the winter
lay-up is an important source of business. Besides repair and over-
haul, the Toledo plant is currently fabricating the 560-foot by 77-
foot midbody sections for the.1,000-foot ore carriers under construction
at Lorain.

The AMSHIP Division's Toledo yard utilizes the headquarters en-
gineering staff located at Lorain for all work requiring a technical
staff.

Like the Lorain yard, the Toledo facility has two graving docks.
One is capable of accommodating a vessel 634 feet by 78 feet, the
other a vessel -529 feet by 68 feet. There is about 1,600 feet of
berthing space available.

Total employment averages about 350 the year around.

Bay Shipbuilding Corporation

Bay Shipbuilding Corporation, located in Sturgeon Bay, Wisconsin,
is a subsidiary of The Manitowoc Company, Inc. As a result of Mani-
towoc's purchase of Sturgeon Bay Shipbuilding and Dry Dock Company in
1968 and the adjoining Christy Corporation property in 1970, Bay Ship-

25



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
‘LOA-~ Beam! length
SW--Shipway in feet Remarks
Name and location @D.-Greving Drydock et
FD--Floating Drydock Longest
MR--Marine Railway | Total linear
feet
Todd Shipyards Corp. 600 x 95 SW 1844 l/ Ship repairs and conversion.
Houston, Tex. 600 x 96 FD 271 Construction of barges and
vessels up to 600' in length.
2/ 588
Todd Shipyards Corp. 696 x 86 FD 1725 lL/ Ship repairs and conversion.
New Orleans, La. 628 x 80 FD 4956
2/ 400
WEST COAST
SHIPBUILDING YARDS
Beth. Steel Corp. 550 x 90 SW 813 l1/ Ship repairs and conversion.
San Francisco, Calif. 700 x 94 FD 3200 Can build C3 and C4 type
950 x 144 FD vessels.
\2/ 750
FMC Corp. 700 x 100 SW 600 1/ Construction of vessels up to
Portland, Ore. 600 700' in length.
12/ 2,000
Leases drydocks and berths from
Port of Portland as required.
Lockheed SB & Construction Co 650 x 95 SW 800 |1/ Ship construction, conversion
Seattle, Wash. 650 x 90 sw 6500 and repairs.
700 x 100 SW
400 x 46 FD [2/ 1,700
530 x 80 FD
600 x 96 FO
National Steel and SB Co. 996 x 170 cp 950 1/ Construction, conversion and
San Diego, Calif. 700 x 90 SW 9470 repairs - all types of vessels.
(2) 900 x 106 SW
350 x 60 FD 2/ 6,300
687 x 90 Go» ,
Leased from Unified Port District

of San Diego.

7



reactivation of the Maritime Administration reserve fleet and the
U.S. Navy reserve fleet.

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

Each year in late spring, Standard Form 17, "Facilities Avail-
able for the Construction or Repair of Ships," is mailed to approx-
imately 200 American shipyards and ship repair facilities. The
survey form was developed jointly by MarAd and the Navy. A comple-
ted Form 17 represents a detailed description of a shipbuilding or
ship repair facility. The information requested, and available for
official use, can be reviewed on a ‘blank Form 17, shown herein as
Appendix A. In the 1976 survey, a graving drydock characteristics
summary and a floating drydock characteristics summary were appended
to Standard Form 17 to better identify the facilities characteristics.

Upon receipt of completed Form 17 from industry, MarAd forwards

a copy to the Office of the Coordinator for Ship Repair and Conver-
sion which maintains appropriate records of available facilities and
capacities of various shipyards and repair plants to enable the Depart-
ment of Commerce and the Department of Defense to use such facilities
to the best advantage. Form 17 also serves as a primary data input

_ to the Industry Evaluation Board Summary Analysis conducted by the
Bureau of Domestic Commerce in cooperation with MarAd. The Federal
Preparedness Agency in the General Services Administration is also a
recipient of this information.

General

jhe annual shipyard survey of 1976 has been completed, and the
information collected has been organized and condensed in the fol-
lowing narrative, exhibits, and tabulations to focus attention on
those elements that are most often requested from this office. Appendix
B is an especially valuable statistical abstract of data gathered from
those companies responding to the annual survey. It lists the nation's
major shipbuilding and ship repair and drydocking yards sorted on a
coastal basis. Information is displayed pertaining to the size and
type of each building position, drydock, and berth space, employment ,
and remarks regarding yard activities.

MarAd has examined drydock data submitted by shipyards in the 1976
survey. In preparing Appendix B, the following criteria were developed


Introduction

In compliance with the requirements of Merchant Marine Act of
1936, as amended, 1/ the Office of Ship Construction conducts an
annual survey to obtain information from the shipbuilding and ship
repair industry that is used primarily to determine if an adequate
mobilization base exists for purposes of national defense and for
use in a national emergency. This report on the 1976 survey of U.S.
shipyard facilities was prepared by the Division of Production,
Office of Ship Construction, and is for general use within the Mari-
time Administration (MarAd) and other Government agencies.

The statistical data accumulated by the survey is a major input
into the Shipyard Production and Mobilization Model (SPAMM), a quan-
titative 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 determine the adequacy
of the shipbuilding mobilization base, including ship repair and

J/ Section 210

"It shall be the duty of the Secretary of Commerce to make a survey

of the American merchant marine, as it now exists, to determine what
additions and replacements are required to carry forward the national
Policy declared in Section 101 of this Act, and the Secretary of Com-
merce 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 person-
nel to provide an adequate mobilization base."

Section 211

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

Section 592(f)

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



cargo vessels during World War II, it has since been predominantly a
repair and conversion facility. During the past year, the company
continued its facility improvements, primarily to increase its capa-
bility to build offshore drill rigs and vessels for the petroleum
industry. ADDSCO currently has one semi-submersible rig and a large
pipe-laying barge under construction.

The shipyard has three side-launching shipways, each of which
can accommodate a maximum ship size of 523 feet by 68 feet, and one
sliding way which can handle vessels as large as 620 feet by 90 feet.
All of these ways are too small to construct today's mammoth ships.
ADDSCO also has three floating drydocks that can handle maximum ship
sizes of 750 feet by 100 feet, 620 feet by 83 feet, and 380 feet by
70 feet. There is also 9,370 feet of berthing space available at
seven finger piers for topside and inboard repairs. There are 19 re-
volving gantry cranes with capacities varying from 12 tons to 65 tons
available to serve the shipway and berthing areas. A 275~ton Goliath
bridge crane, which straddles the slip between piers K and L, is used
for repair work and for outfitting drill rigs.

ADDSCO, as of mid-1976, employed a labor force of 3,730, an
increase of about 500 over the previous year.

Avondale Shipyards, Inc.

Avondale Shipyards, a subsidiary of Ogden Corporation, is located
on the west bank of the Mississippi River approximately nine miles up-
stream of New Orleans, Louisiana. 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 drill rigs and drillships, and has the distinction of
being the only U.S. shipyard to have built LASH vessels. Twenty were
delivered to various shipowners from 1970 to 1975.

Ships under construction or on order as of October 1, 1976 included
three 125,000 cubic meter LNG carriers (MA Design LG9-S-107a), six
164,000-dwt. tankers for Standard Oil Co. of Ohio and Exxon, and the
jumboizing of two Farrell Lines containerships (MA Design C8-S-85c). In
addition, conditional contracts have been signed for construction of three
51,000-dwt. product tankers (MA Design T5-M-119a). The orderbook also
included one semi-submersible offshore drilling rig scheduled for comp le-
tion in December 1976, two 27,500-ton Navy fleet oilers {AQ-177 and AQ-178),
one oceangoing bulk barge and one cutter-head dredge.

In late 1975, Avondale completed a multimillion-dollar facilities
improvement program to "tool up" for the construction of large LNG ships.
The three to five position shipway, used in the destroyer escort pro-
gram, has been reconstructed and expanded to two large positions to
accommodate the LNG program. Exhibit 1 is a general arrangement plan of
the new shipways and floating drydock. Two ships, each 960 feet by 176
feet, can be built simultaneously in this new facility. To facilitate
launching, Avondale constructed a new floating drydock 900 feet long,

14


providing mortgage guarantee insurance for 345 vessels and 83 LASH
lighters under contract in 46 construction facilities throughout the
country (see Exhibit 10). The total Title XI guarantee value of
these vessels and barges is approximately $1.57 billion.

. Table I has been prepared to satisfy the frequent question as
to how many building positions are available to build a specified
ship. 1/ A single shipway or basin may have several building posi-
tions depending on the size of the ships being constructed. For
example, the 1,200-foot by 192-foot basin at Bethlehem's Sparrows
Point shipyard can accommodate one 265,000-dwt. tanker or four of
the smaller mobilization ships. The ship types listed, with the
exception of the mobilization ships, are those presently under con-
struction or recently delivered to commercial service. The number
of building positions varies from 120 for the small mobilization ship
to two for the huge 390,770 dwt. tanker. Length overall and beam are
given for all ships and deadweight tonnage for the bulk carriers. An
important consideration that is ignored in Table I is the common ship-
building practice of laying a keel on a building position already
occupied by another ship. For example, in a 700-foot basin a complete
610-foot containership and the stern section of a second ship could be
constructed simultaneously. This production procedure, analyzed
periodically by SPAMM, maximizes the use of shipbuilding facilities,
minimizes the construction period, and increases the number of ships
that can be produced in a given period of time.

Table II is a somewhat different presentation of the data,
meaningful to many requesting information from the annual survey. In
lieu of actual ships, maximum ship length is used to 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 II lists the, 1,200-foot by 192-foot basin as one
facility regardless of what type, of ship is constructed in it. Table I
indicates that there are eight building positions for a ship 475 feet
LOA at Sparrows Point,whereas Table II indicates that the yard has five
individual shipways capable of constructing a ship 475 feet in length.
Exhibit 11 is a histogram displaying the reduction in the number of
available shipways as the maximum ship length increases.

There appears to be sufficient U.S. shipyard capacity to handle
merchant shipbuilding requirements in the near future. Exhibit 12
indicates when each of the major commercial yards needs new contracts
in order to utilize facilities and to maintain current rates of employ-

1/ The usual accompanying questions to this query, €-Q+» when the
ships can be delivered and what effect a new proposal will have on the
existing program or work under contract, can be answered from SPAMM
output.

4


GREAT LAKES

Advance Boiler & Tank Company
Milwaukee, Wisconsin

G. W. Industries, Inc.
Cleveland, Ohio

Hans Hansen Welding Co., Inc.
Toledo, Ohio

Lower Lake Dock Company
Sandusky, Ohio

Niagara Industries, Inc.
Erie, Pennsylvania

Nicholson & Hall Corporation
Buffalo, New York

Nicholson Terminal & Dock Co.
River Rouge, Michigan

Oldman Boiler Works, Inc.
Buffalo, New York

Perry Shipbuilding Corp.
Erie, Pennsylvania

Pittsburgh & Conneaut Dock Company

Conneaut, Ohio

Soo Drydock Company
Sault Ste. Marie, Michigan

William Ferrel, Inc.
Toledo, Ohio

86


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
length
in feet Remarks
Name and location @D--Graving Drydock te
FD--Floating Drydock |__Longest _
MR--Marine Railway | Total linear
feet
Dillingham Shipyard 370 x 54 FD 550 l/ Ship repairs and conversion.
Honolulu, Hawaii 750
2/ 248
Lake Union DD Co. 340 x 52 FD 1900 lL/ Ship repairs and conversion.
Seattle, Wash. 4235
l2/ 114
Merritt Ship Repair Co. 350 x 50 FD 609 lL/ Ship and barge repairs.
Oakland, Calif. T155
l2/ 60
Northwest Marine 500 x 100 sw l1/ Ship repairs, conversion and
Iron Works (Barge construction barge construction.
Portland, Ore. only)
12/ 600
Leases drydocks and berths From
Port of Portland as required.
Port of Portland 633 x 85 FD 750 Port of Portland owns these
Swan Island Ship Repair Yard 525 x BB FD 636 drydocks which are leased to
Portland, Ore. 810 x 105 FD ship repair companies on an
as-required basis.
San Diego Marine 380 x 80 FD 700 l1/ Construction of ships, boats
Construction Corporation 1855 and barges up to 200' in
San Diego, Calif. length. Also repairs.
12/ 666
Todd Shipyards Corp. 523 x 80 FD 800‘ |1/ Ship repairs and conversion.
San Francisco Division 900 x 136 FD 2485
Alameda, Calif. |2/ 650



APPENDIX C

MAJOR TOPSIDE REPAIR FACILITIES

SHIPS 300 FEET IN LENGTH AND OVER

82


16.

ethlehem Stee! Corporation - San Francisco Yard

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

During World War II, the yard, with the help of facilities
leased from the Navy, built 72 ships including 52 Navy combat vessels.
In addition, approximately 2,500 Navy and commercial vessels were re-
paired or converted at the yard during that period.

Since World War II, the most. noteworthy new construction at the
San francisco yard included: five Mariner class cargo ships; four
litle XL oil tankers (33,N00 dwt.); one wine tanker; four Navy destroyer
escorts; and four Title V cargo ships (MA Design C4-S-1q and C4-S-1t).
However, in the last few years the shipyard has concentrated its build-
ing activities withing the specialized field of large seagoing barges.

Except for the last of a series of 40M-foot deck barges, the yard
has no new construction work. During the years repair and overhaul
business was also slow.

Bethlehem - San Francisco has one building way. It is a conven-
tional end-launch type and can accommodate ships up to 950 feet by
on feet. The yard's mammoth floating drydock (maximum vessel size
95 feet by 144 feet) has a lifting capacity of 65,900 long tons and
can handle ships up to about 230,090 dwt. This drydock, designed by
Rethlehem and built at the San Francisco yard, is capable of serving
the large tankers that will be transporting crude oil from Alaska to
west Coast ports. This Bay Area facility also has a second floating
drydock (maximum vessel size 70M feet by 94 feet) and about 2,179 lin-
ear feet of usable berthing space.

The total work force in July 1976 was 75n, down slightly from a
year earlier.

FMC Corporation - Marine and Rail Equipment Division

FMC Corporation's Marine and Rail Fquipment Division, originally
known as Gunderson Brothers Engineering Corporation, is located on the
Willamette River in Portland, Oregon. This 76-acre facility, which is
also a major manufacturer of rail cars, is an experienced builder of
barges, ferry boats and marine equipment.

In 1972 and 1973, the company contracted to build six 35,000-dwt.
gas turbine-powered electric drive tankers. The first of these ships
was delivered in 1975 and the second was completed in 1976. Four are
still under construction. These tankers will be chartered, for use in
the domestic trade, to Chevron Shipping Company, @ wholly owned sub-
sidiary of Standard Oil Company of California.

20


1976

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

U.S. DEPARTMENT OF COMMERCE
Maritime Administration



MAJOR TOPSIDE REPAIR FACILITIES, SHIPS 300 FEET

IN LENGTH AND OVER

EAST COAST

Ardell Marine Corporation
Brooklyn, New York

American Ship Repairs Co., Inc.
Brooklyn, New York

Arnessen Electric Company, Inc.
Brooklyn, New York

Atlantic Marine, Inc.
Fort George Island, Fla.

Atlantic Repair Co., Inc.
Brooklyn, New York

Auto: Marine Sales Corp.
Ft. Lauderdale, Fla.

Banks Ship Rigging Corporation
Brooklyn, New York

Berkley Shipbuilding & Drydock Corp.
Norfolk, Virginia

Braswell Shipyards, Inc.
Mt. Pleasant, S.C.

Caddell Dry Dock & Repair Co.
Staten Island, New York

Cardinal Engine & Boiler Works, Inc.
Brooklyn, New York

Carolina Marine & Drydock Co.
Wilmington, N.C.

Consolidated Service Inc. of Charleston

Charleston, S.C.

Diesel Injection Sales & Service
Norfolk, Virginia

Electric Motor and Contracting Co.
Norfolk, Virginia

General Ship & Engine Works, Inc.
East Boston, Mass.

General Ship Repair Corporation
Baltimore, Maryland

Horne Brothers, Inc.
Newport News, Virginia

Hudson Engineering Company
Hoboken, New Jersey

Industrial Welding & Machine, Inc.
Portland, Maine

J-Y Industrial Corporation
Brooklyn, New York

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

Marine Contractors Co., Inc.
East Boston, Mass.

Marine Electric Corporation
Brooklyn, New York

Merrill-Stevens DD Company
Miami, Florida

Metro Machine Corporation
Norfolk, Virginia

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

Moon Engineering Company, Inc.
Norfolk, Virginia



EXHIBIT 12

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43


capable of constructing panels up to 60 feet square, 4 feet in
depth, and weighing up to 200 tons. Other improvements include

the structural strengthening of pier number 1 to accommodate VLCCs,
a numerically controlled gas plate-cutting machine and automated
Plate and shape blasting-painting equipment. Exhibit 2 is a general
arrangement plan outlining the VLCC construction facilities.

Complementing the large basin, Sparrows Point has four building
ways. Two of these ways can accommodate a maximum ship size of 900
feet by 108 feet, and two can accommodate ships up to 650 feet by
90 feet. These four ways are presently being used as platen areas.
Activation of the two larger ways could be accomplished quickly, but
activation of the two smaller ways would require extensive refurbish-
ing. The yard does not have drydocking facilities except for the
building basin which is used for construction work. Four outfitting
berths are available with a combined length of 3,970 linear feet of
space serviced by a six tower cranes ranging in capacity from 30 to
50 tons. Several locomotive cranes of various capacities are also
available.

The total work force at the Sparrows Point yard was 4,040 at
mid-1976, down about 200 from last year.

General Dynamics Corporation - Quincy Shipbuilding Division

The Quincy Shipbuilding Division of General Dynamics Corporation
is located on Guincy Bay, eight miles south of Boston, Massachusetts.
This shipyard, which was purchased from Bethlehem Steel Corporation
in 1963, delivered 18 ships to the Navy from 1964 to 1973. These
included four nuclear submarines, two ammunition ships, six replenish-
ment oilers, two submarine tenders, and four dock landing ships. In
. 1973, the last of three revolutionary barge-carrying ships (MA Design
C8-S-82a) built for Lykes Brothers was completed. Twelve 125,000-cubic-
meter liquefied natural gas carriers (LNGs) are presently on order or
under construction at the Quincy yard, with the first ship scheduled for
delivery in May 1977.

To provide the tools and facilities to efficiently build these
LNG tankers in. series production, General Dynamics in 1975 completed
a major improvement and modernization program. In addition to the
conversion of two conventional sliding ways to large building basins,
other recent improvements at Quincy included: a steel fabricatio
facility, materials-handling equipment, a 250-ton transporter, a plate
cleaning and blasting facility, a double-bed flame Planer, a double-
bed flat bar stripper, a web cutter with 19 torches in tandem, an
angle fabricator, two web stiffener welding gantries, a T-beam fab-
ricator, two plate stiffeners, a butt welding gantry, a panel turn-



500 feet by 81 feet. There is also a special partial drydock used
exclusively for the installation and repair of sonar domes.

Two wharves and a pier provide a total of 2,900 linear feet for
outfitting and repair work. Each wharf is serviced by a 25-ton
rotating crane and the pier by a 90-ton rotating crane.

BIW operates a supporting facility, the Hardings plant, located
three miles from the shipyard, where the initial steel fabrication
takes place. At this plant, steel is blasted and sprayed, cut,
straightened or shaped. The steel is then transported to Bath by
truck or rail where it is joined together into subassemblies for
final erection at the shipway. The yard is not considered to be
automated although some numerically controlled burning is employed.

At mid-1976, the administrative and production work force
totaled 3,300, slightly less than a year earlier.

Bethlehem Steel Corporation - Sparrows Point Yard

Sparrows Point, the largest of Bethlehem Steel's seven shipyards,
is located on the Patapsco River in the Baltimore, Maryland, metro-
politan area. Established in 1891, the yard became part of the Beth-
lehem organization in 1916 and served as a major shipbuilder during
two world wars. During World War II, Sparrows Point constructed 101
vessels of 16 different classes. During the 1950's and 1960's, it
was among the most active yards in the nation, specializing in series
construction of standard sizes of Bethlehem-designed tankers, as well
as freighters and containerships. Sparrows Point is primarily a ship-
building yard. Its large building basin and support facilities are
capable of constructing crude carriers of sizes up to about 300,000-
dwt.

In 1975, the yard completed ‘the MASSACHUSETTS, the first of five
265,000-dwt. VLCCs (MA Design T10-S-101b) contracted for in 1972 and
1973. Two sister ships, the NEW YORK and the MARYLAND, were delivered
in the summer of 1976, and two more of these 1,100-foot-long crude
carriers are currently in production. Sparrows Point's construction
backlog also includes two 27,340-dwt. container/unitized cargo ships
(MA Design C8-S-85d) for Farrell Lines and a large floating drydock
for the Navy.

To provide the capability for construction of VLCCs millions of
dollars were invested in facilities improvement: establishing new
production and materials-handling methods, installing new and sophis-
ticated systems and equpment, and developing new design concepts
and engineering techniques. The major components of this program,
which was completed in 1974, are the new building basin for construc-
tion of ships as large as 1,196 feet by 196 feet and a 68,000-square-
foot panel shop for fabrication of steel. This fabrication shop is


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EXHIBIT 8

WW)

39



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
‘LOA-- Beam) Length
j-~Shipway in feet Remark:
Name and location QD--Graving Drydock jemarks
FD--Floating Drydock Longest,
MR--Marine Railway | Total linear
feet
Triple A Machine Shop 740 x 85 GD NA. 1/ Ship repairs and construction
San Francisco, Calif. 1005 x 110 GD up to 420' long.
1092 x 139 cD
(2) 420 x 56 GDF 2/ 850
420 x 71 GD*!
*Used for construction.
All graving docks are part of
the inactive Hunter's Point Naval
Shipyarc and are leased from
U.S. Navy.
Willamette Iron & Steel Co. 1232 1/ Ship repairs and conversion.
Portland, Ore. 1232
2/ 1200
Leases crydocks and berths from
Port of Portland as required.
Willamette Iron & Steel Co. 744 x 80 CD 1560 J/ Ship repairs and conversion,
Richmond, Calif. 583 x 80 cD 1560
(3) 570 x 80 @® 2/ 500
GREAT LAKES
SHIPBUILDING YARDS
(Maximum size ship that can
exit St. Lawrence Seaway
locks is 730" x 78')
American SB Co. 70x 75 SW 900 J/ Ship corstruction, repairs and
Lorain, Ohio 705 x 78 cD 1825 conversion.
102] x 121 cD
2/ 800
American SB Co. 634 x 78 GD B00 J/ Ship construction, repairs and
Toledo, Ohio 529 x 68 GD 610 conversion,
2/ 350



26.

1976 The work force at Defoe averaged around 200 in the summer of

Fraser Shipyards, Inc.

_The Fraser shipyard, located on Howards Bay in Superior, Wis-
consin, was founded in 1890 as the American Steel Barge Company.
Since then the Plant has had a succession of Owners. At one time
during World War II, the yard employed 20,000 People in shipbuilding,
but since the war it has been Principally a ship conversion and repair
facility. Fraser has the experience and capability to build large
ships. From 1973 to early 1976, the yard jumboized ten Great Lakes
bulk freighters in addition to self-unloader conversion work.

In the summer of 1976, the only work on hand at Fraser was short-
term ship repair and minor conversion work. During the winter lay-up
of Great Lakes boats, repair work is expected to double.

The yard has two graving docks suitable for ship construction,
Tepair or conversion work. One basin can accommodate a vessel 825
feet by 76 feet, and the other a vessel 621 feet by 56 feet. A small
graving-type drydock, 131 feet by 80 feet, was added in 1973 to build
new midbody sections for the bulk ore freighters under contract for
lengthening at the Fraser Plant. There is 4,450 feet of berthing space,
in addition to pier space available on the site of the dismantled build-
ing slips which are no longer used for ship construction.

Fraser's work force averaged about 150 in the summer of 1976, down
from 450 in mid-1975,

Manpower

As indicated. in Exhibit 13, there were approximately 229,200
employees engaged in the shipbuilding and ship repair industry,
including Navy shipyards, as of April 1976. This is an increase over
1975 of about 10,300 workers. Employment in the 25 major U.S. com-
mercial shipyards rose to 96,200, or about 58 percent of the work
force in all commercial yards, which totaled 165,600.

Manpower requirements for skilled shipbuilding occupations are
expected to remain constant on an aggregate national level at least
until 1980. 1/

J/ According to a summation of shipyards' manpower demands derived
from the Shipyard Production and Mobilization Model (SPAMM), which was
created by the Division of Production to analyze the production capa-
bilities of the U.S. shipbuilding industry.

27



EXHIBIT 13

SL/e SL wl CL ZL tk #oOL oo 8 8 8 9 8
a a a a ES |

LNGIWAOTAING NVITIAII—SQUVA TVAVN — 05

fd

LNIWAOTdINI—SGYVA TWIDHIWIWOD H3HLO
TT EE 0s

LNJWAOTdWI—SOYWA TWOIHIWINOD 39u¥1
[NN TM
- 7108

LNJWWAOTdINA GHVAdIHS ‘SN TWLOL
OO

IN3WAOTdINA GYVAdIHS'S'N

S33A01d AG 40 SONWSNOHL



25.

building now has 31 acres of waterfront property. The new combined
facilities at Sturgeon Bay have channel access from both Lake Mich-
igan and Green Bay and provide ample dock space for Great Lakes
vessel repair and new construction.

Six self-unloading Great Lakes ore carriers are on order or in
production at the yard, including five 1,000-footers. These con-
tracts will provide employment well into 19A0.

Bay Shipbuilding is completing the final phase of a major fac-
ilities expansion program that has enabled the company to build 1,000
-foot Great Lakes bulk carriers. The new graving dock, which is de-
signed to be used as both a building basin and a repair dock, can
accommodate a vessel as large as 1,146 feet by 136 feet and is the
largest such dock on the Lakes. It will be served by a 10N-ton gantry
crane and several crawler-type lift cranes. The steel erection capa-
city for ships to be built in the basin is estimated to be 12,000 to
15,000 tons per year. Also included in Bay Shipbuilding's expansion
program is a $2 million plate fabrication and burning shop, completed
in 1975. The entire program is scheduled for completion in December
1976.

Bay has three side-launching ways that can accommodate maximum
ship sizes of 750 feet by 105 feet, 600 feet by 80 feet, and 400 feet
by 70 feet. One floating drydock is available which can handle ships
up to 659 feet by 66 feet. There is 7,09 feet of berthing space for
repair arid outfitting.

The total employment is 1,200, a slight increase over last year.

Defoe Shipbuilding Company

The Defoe shipyard, established 1905, is located on the Saginaw
River in Bay City, Michigan. This yard is experienced in the con-
struction of ships, boats, barges, and many types of water craft.
During World War II, Defoe constructed commercial ships for service
on the Lakes, as well as vessels for the U.S. Coast Guard. In the
1950's and 1960's, Defoe built several Great Lakes bulk carriers,
destroyer escorts and quided-missile destroyers for the Navy, and
two oceanographic research vessels. Since 1970, the yard has special-
ized in conversion and repair work, although it has shipbuilding capa-
bility.

Currently; the company has no new ship construction or major con-
version work under contract, but repair work is expected to increase
during the winter lay-up of Great Lakes boats.

The Defoe plant has two large side-launching ways for ship con-
struction, one of which can accommodate a ship 900 feet by 92 feet,
and the other a ship 600 feet by 6M feet. Berthing space for repair
and outfitting totals 2,756 feet. There are no drydocking facilities.
When necessary, Defoe has used AMSHIP's drydocks at Lorain and Toledo,
Ohio.

26


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in order to establish the nominal maximum ship size that could be ac-
commodated in each drydock:

For floating drydocks, the maximum ship length is as
given by the shipyard. The maximum width was determined
by allowing a 2-foot clearance at each side between the
ship and the wing wall.

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

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

Major Shipbuilding Facilities

A major shipyard is defined for purposes of this report as one
having atleast one building Position, either an inclined way, a side-
launching platform or a building basin, with the capability to accom-
modate a minimum ship size of 475 feet length overall (LOA) and a
beam of 68 feet. These dimensions Tepresent the smallest ship size
that would be considered for mass production during a mobilization
Period. There are Presently 26 shipyards in this category, which
are identified and geographically located in Exhibit 1. .

Despite the drastic decline in the shipbuilding market and the
continuing uncertainties in the industry, U.S. shipyards plan to spend
approximately $132.5 million for improvement of facilities during fiscal
year 1977, Since enactment of the Merchant Marine Act of 1970, the U.S.
shipbuilding industry has expended $1.04 billion in capital improvements
for new building basins, new floating drydocks, cranes of unprecedented
lifting capacity, plus a wide Tange of new or modernized shops and fac-
ilities. Emphasis has been on Prefabrication of large subassemblies
and preoutfitting of components using modular techniques. Exhibits 2
through 8 are general arrangement plans outlining the new and recon-
structed building facilities in seven of these yards. Detailed des-
criptions of these exhibits are included in this report.

As of July 1, 1976 (see Exhibit 9), MarAd was subsidizing a con-
struction backlog of 32 large oceangoing ships in eight shipyards with
a total contract value of $2.2 billion. These were in addition to 41
non-subsidized ships under construction or on order. MarAd was also



12.

Ingalls Shipbuilding Division/Litton Industries

The Ingalls Shipbuilding Division, a wholly owned subsidiary of
Litton Industries, Inc., is actually two separate shipyards. Located
on the Gulf of Mexico at Pascagoula, Mississippi, Ingalls is a diver-
sified shipbuilding complex experienced in the construction, conver-
sion and overhaul of commercial ships and Navy combatants and auxilia-
ries. In addition, the yard participates in ship systems analysis
and design, operational effectiveness analysis, logistic system anal-
ysis, and ship design concepts.

As of October 1, 1976, the backlog of work at the Pascagoula
shipyard consisted of four LHA amphibious assault ships and 26 Spru-
ance-class (DD-963) destroyers. No commercial vessels are currently
on order.

The older of the two yards is referred to as the East Bank yard.
It has been in operation for 38 years, engaging primarily in new con-
struction of commercial cargo ships and tankers, and in January 1974
completed a series of highly productive containerships. The yard has
six inclined shipways. Maximum ship sizes which can be accommodated
are: four ways 650 feet by 90 feet, one way 690 feet by 85 feet, and
one way 550 feet by 80 feet. The East Bank plant has one small grav-
ing dock which has been used for construction of nuclear-powered sub-
marines but is currently being used mainly for repair work. A wharf
and four piers serviced by cranes with a 50-ton maximum capacity pro-
vide a total of 3,700 feet of berthing space for outfitting and tap-
side repair.

The ultramodern West Bank yard, completed in 1970, was designed
and equipped for series production using modular construction methods.
The yard is geared to assembly-line construction of large Navy and
merchant ships. The West Bank yard does not have conventional inclined
shipbuilding ways. Instead, fabricated steel and minor subassemblies
are brought from the fabrication, panel and shell shops to the subas-
sembly area where they are erected into major subassemblies, which in
turn move to the module assembly area. These areas are divided into
five bays, each of which can produce 225-foot-long, 6,000-ton modules.
After modules are completed in the module assembly area, they are
moved to the integration area where they are erected into a complete
ship. The completed ship is then moved onto a launch pontoon which
is subsequently floated ard moved to a deep water area where it is
sunk and the ship launched. The West Bank yard at the present time
can launch a maximum ship size of 820 feet by 176 feet. It is esti-
mated that the various assembly and subassembly areas are the equi-
valent of six conventional: inclined ways in terms of the number of
ships that could be delivered annually. Approximately 4,400 feet of
berthing space, serviced by cranes varying from 25 tons to 200 tons,
are available for outfitting.

Ingalls Shipbuilding Division at mid-1975 employed a total labor
force of 23,760, a slight increase over a year earlier.

17



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
length
Name and locetion in feet Remarks
FD. Longest
MR--Marine Railway | Total linear
feet
Bay SB Corp. 750 x 105 SW 820 1/ Ship construction, conversion and
Sturgeon Bay, Wis. 6u0 x 80 SW 7090 repairs.
400 x 70 SW
650 x 66 FD }2/ 1,200
1146 x 136 GD*
*Scheduled completion December '76.
Defoe SB Co. 900 x 92 1200 1/ Ship construction, conversion
Bay City, Mich. 600 x 60 2756 and repairs.
2/ 230
Fraser Shipyards 825 x 76 Gd 900 |1/ Ship construction, conversion
Superior, Wis. 621x 56 aso and repairs.
2/ 200
GREAT LAKES
REPAIR YARDS WITH
DRYDOCK FACILITIES
American SB Co. 694 x 73 GD 850 1/ Ship repairs and conversion.
Chicago, Ill. 1300
2/ 120
Peterson Builders 342 x 30 FO 550 Lf Construction and repair of ships
Sturgeon Bay, Wis. 7515 and boats.
2/ 470



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Asam



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
‘LOA-~ Beam, length
SW--Shipway in feet
Name and location GD--Graving Drydock Remarks
. FD--Floating Drydock Longest
MR--Marine Railway | Total linear
feet
Todd Shipyards Corp. (2) B00 x 84 SW 680 L/ Construction, repairs and
San Pedro, Calif. 563 x 82 FD 480 conversion ~ all types of
665 x BS FD vessels,
2/ 2,035
Todd Shipyards Corp. 550 x 96 SW 1137 ll/ Ship construction, repairs
Seattle, Wash. 650 x BS FD 4850 and conversion.
420 x 62 FD
550 x 88 FD 2/ 400
WEST COAST
REPAIR YARDS WITH
DRYDOCK. FACILI TIES
Dillingham Marine & Mfg. Co, |1/ Ship repairs and conversion
(formerly Albina Eng. &
Machine Works) \2/ 321
Portland, Ore.
Leases drydocks and berths from
Port of Portland as required.
Beth. Steel Corp. 500 x 86 FD 1800 1/ Ship repairs and conversion.
San Pedro Yard 720 x 94 FD ai75
Terminal Island, Calif. 2/ 688
Calif. SB & DD Co. 320 x 68 FO 600 [1/ Ship repairs and conversion.
Long Beach, Calif. 1700
2/ 230
Campbell Industries (2) 410 x 54 FD 575 [1/ Construction of fishing boats
Marine Division 1975 and ferry boats. Also ship repairs.
San Diego, Calif.
12/ 950
Graving dock is leased from
Unified Port District of San
Diego. (Listed under NASSCO)

73


Newport Ship Yard, Inc.
Newport, Rhode Island

Nordic Diesel & Machine Co., Inc.
Brooklyn, New York

Norlantic Diesel, Inc.
Fairhaven, Mass.

Port Marine Company, Inc.
Ft. Lauderdale, Fla.

Promet Corporation
East Providence, R.I.

Reynolds Shipyard Corporation
Staten Island, New York

Rollinson Electric Contractors, Inc.
Savannah, Georgia

Sandblasters, Inc.
Charleston, S.C.

Seahol Contracting Company
Charleston, S.C.

South Portland Shipyard & Marine
Railway Corp.
South Portland, Maine

Stephen Ransom, Inc.
Port Newark, New Jersey

“Surless Ship Repair Corporation
Brooklyn, New York

Thames Shipyard & Repair Co,
New London, Conn.

Tickle Engineering Works, Inc.
Brooklyn, New York

Williams Brothers
Division of Gowen, Inc.
Portland, Maine

Williams & Manchester Shipyard
Newport, R.I.

Wilmington Iron Works, Inc.
Wilmington, North Carolina

GULF COAST

American Marine Corporation
New Orleans, La.

Bludworth Shipyard, Inc.
Houston, Texas

Boland Marine and Mfg. Co.
New Orleans, La.

Buck Kreihs Co., Inc.
New Orleans, La.

Coastal Iron Works, Inc.
Corpus Christi, Texas

Coastal Marine Service of Texas, Inc.
Port Arthur, Texas

Dixie Machine Welding & Metal Works
New Orleans, La.

Farmer's Marine Copper Works, Inc.

Galveston, Texas t

J. A. Gerrets, Inc.
New Orleans, La.

Hahn & Clay
Houston, Texas

Harrisburg Machine Co., Inc.
Houston, Texas

Hendry Corporation
Tampa, Florida

Lone Star Marine Salvage Co.
Houston, Texas


APPENDIX A

STANDARD FORM 17

FACILITIES AVAILABLE FOR THE CONSTRUCTION

OR REPAIR OF SHIPS



EXHIBIT 3

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wvqu34ioo

AQNINO — SOIANVNAG TVYANI5D

34


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
LOA-- Beam) length
SW--Shipway in feet
Name and location @D--Graving Drydock Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
Perth Amboy DD Co. 400 x 68 FD 400 l/ Ship repairs and conversion.
Perth Ambay, N.J. 2130
B/ 200
Puerto Rico DD & 644 x 81 cD 1000 ll/ Ship repairs.
Marine Terminals ro00
San Juan, P.R. I2/ 125
Leases Naval Industrial
Reserve Shipyard.
Rodermond Industries 360 x 58 FD 842 lL/ Ship repairs.
Jersey City, N.J. B42
2/ 130
Savannah Machine and 532 x 64 cD 382 |1/ Ship repairs and conversion.
Shipyard Co, 1563
Savannah, Ga, 2/ 400
Todd Shipyards Corp. 700 x 85 cD 1152 l1/ Ship repeirs and conversion.
Brooklyn, N.Y. 622 x -92 FD 7653
755 x 95 FD 2/ 460
Tracor Marine, Inc. 360 x 80 1080 l1/ Ship repairs.
Port Everglades, Fla. (Syncrolift with 400° 1880
transfer system) \2/ 330
GULF_COAST
SHIPBUILDING YARDS
Alabama DD & SB Co. (3) 523 x 68 sw 1132 |1/ Ship construction, conversion,
Mobile, Ala. 620 x 90 sw 9370 and repairs. Also drill rig
620 x 83 FD construction.
750 x 100 FD
380 x 70 FO [2/ 3,730

Th


EXHIBIT 4

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SM4AN LYOdMAN

35



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20.

21.

Todd Shipyard Corporation - San Pedro, California

_ Todd's Los Angeles Division is located at San Pedro, Califor-
nia. The facility was formerly the Los Angeles Shipbuilding and
Dry Dock Company and was Purchased by Todd in 1947, During the
past decade, this yard constructed a series of destroyers for the
U.S. Navy and has converted several commercial freighters and con-
tainerships. Beginning in 1972, Todd's San Pedro yard moved into
the tanker market and in August 1975 completed a series of four
"handy-size" 25,000-dwt. tankers.

In December 1976, Todd - San Pedro will complete the last of
four 35,000-dwt. product tankers (MA Design T6-M-98a). The only
other major commercial ship work on hand is a $38 million conver-
sion contract for a 23,000-dwt. anhydrous ammonia carrier. The
yard has under contract three guided-missile frigates (FFG-7 class)
which will provide employment through 1980.

Todd, as a result of the cancellation in 1975 of construction
contracts for eight 89,700-dwt. tankers, scaled down its recent
San Pedro facilities expansion Program. Although the rebuilding
and enlarging of its two shipbuilding ways was halted, the company
completed the other aspects of the program, including a semi-auto-
mated panel line, improvement of heavy lift capabilities, outfitting
and related production improvements.

The San Pedro yard presently has two conventional inclined

shipways, each capable of launching a ship as large as 800 feet by

84 feet. The panel line, platens and shipways are presently ser-
viced by one 175-ton, two 50-ton and one 25-ton gantry crane. There
are two floating drydocks, one of which can accommodate a vessel 665
feet by 83 feet, and the other a vessel 563 feet by 82 feet. A total
of 4,800 feet of berthing space is available at six piers for outfit-
ting and repair. These piers-are serviced by seven cranes varying in
capacity from 25 tons to 50 tons.

Total employment at the yard was 2,035 at mid-1976, down from
2,460 a year earlier.

Todd Shipyards Corporation - Seattle, Washington

Todd's Seattle Division is located at the northwest corner of
Harbor Island in Elliott Bay. The yard enjoys an outstanding repu-
tation for building vessels for the U.S. Navy. It also does extensive
barge building and ship repair work and a large volume of industrial
work for the aircraft, aerospace, and hydroelectric industries, During
World War II, the Seattle plant built 46 Navy destroyers and three
tenders, in addition to ship repair and conversion work. In 1952, the
yard embarked on new vessel construction and industrial production,
completing a formidable array of tugs, barges, ferries, dredges, pile

23



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62

At wuod Guvauyye


Todd Shipyards Corporation - San Pedro, California

Todd Shipyards Corporation - Seattle, Washington

American Ship Building Company - Lorain, Ohio

American Ship Building Company - Toledo, Ohio

Bay Shipbuilding Corporation’... + + + sss

Defoe Shipbuilding Company . - + + +++ +>

Fraser Shipyards, Inc... ee ee ee eee

Manpower .

Material Shortages... ee ee ee ee ee es

Shipyard Pollution-Abatement Requirements .. .

Ship Repair Facilities... + + ee eee eevee

Major Drydocking Facilities

Major Topside Repair Facilities ... +. + ee ee

Exhibit

Exhibit

Exhibit

Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit

Exhibit

Exhibit

1

2

4

8
9

Shipbuilding Industry in the United States

Bethlehem, Sparrows Point-Plan of New Construction

Facilities.

General Dynamics, Quincy - Plan of New. se ee eee eee

Construction Facilities.

Newport News - Plan of New Construction Facilities .

Seatrain - Plan of New Construction Facilities...

Sun Ship - Plan of New Construction Facilities...

Avondale .- Plan of New Construction Facilities .. .

National Steel - Plan of New Construction Facilities

Shipbuilding Program (Title V) .. ++ eee sees

10 Ship Financing Guarantee Contruction . .-

Program (Title XI)

1l Major U.S. Private Shipyards - Number of

Shipways by Maximum Length Capability

ii


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EXISTING LOCAL ORDINANCES LIMITING PRODUCTIVE USE

LIMITATIONS IMPOSED BY PROPERTY ZONING CLASSIFICATION

YARD LAYOUT—PLEASE FURNISH A PLOT PLAN OF YARD OR
PLANT, IF AVAILABLE

‘Sheet 4 of 6

the capacities | STORAGE SPACE (Sq. ft.) FOR COMPONENTS AND MATERIALS (Less bost!

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iyd. press, 30° | storage) (List dimensions for each area, plus type material stored)

65



Newport News Shipbuilding 4 Dry Dock Company

Newport News Shipbuilding 4 Dry Dock Company, located
on the James River in Newport News, Virginia, is the largest
single shipbuilding complex in the nation. The company,

* founded in 1886, is a subsidiary of Tenneco, Inc. Newport

News has built 20 aircraft carriers, more than 20 nuclear-
powered submarines, and about 120 other naval surface ships.
Commercial vessels delivered by Newport News include 71
cargo ships, 81 tankers, 63 passenger ships (most notably
the famed superliner UNITED STATES), and more than 50 other
vessels.

The yard is currently at work on 16 nuclear-powered ships
for the U.S. Navy - two aircraft carriers, four quided missile
cruisers, and ten attack submarines. Also in production are
three 125,000--cubic-meter LNGs (MA Design LG9-S-94a) and three
ULCCs of 390,770 dwt. each (MA Design T1l1-S-1l6a), the largest
commercial ships ever ordered in the United States.

These six vessels are under construction in Newport News
Shipbuilding's new multimillion dollar North yard. Using a
phased expansion plan, many of the facilities in the existing
South yard supported the new operation as it evolved into a
complete shipyard in its own right. While the new yard will
not be completed until December 1976, construction of the
large commercial vessels under contract is proceeding on sche-
dule. The new North yard is adjacent to the existing yard on
150 acres of land reclaimed from the James River. In the new
building basin 1,600 feet long, 250 feet wide and 44 feet deep,
one ULCC or large LNG and part of a second can be built simul-
taneously. A steel production facility which includes modern
panel lines and supporting equipment, a 900-ton Goliath gantry
crane, and two outfitting berths have also been provided. The
Goliath crane serves the new graving dock and final assembly
area and has a height of 234 feet overall, a girder clearance
of 200 feet and a span between rail centers of 540 feet. Ulti-
mately, the new steel-fabrication complex will have a capacity
of about 200,000 tons of steel annually. Exhibit 4 is a gen-
eral arrangement plan showing the principal construction fac-
ilities in the new commercial shipyard.

The Newport News South yard, covering some 320 acres
exclusive of the new facility, has five inclined shipways, two of
which can accommodate a maximum ship size of 940 feet by 125 feet,
two a ship size of 715 feet by 93 feet, and one a ship size of 447
feet by 93 feet. This last building way can be extended to accom-
modate ships of 649 feet in length. In addition to the shipways,
the South yard also has two large building basins, that can handle
ships up to 1,100 feet by 136 feet and 960 feet by 124 feet, ser-

10


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TABLE IT

MAJOR U.S, PRIVATE SHIPYARDS

NUMBER OF SHIPBUILDING WAYS BY LENGTH

(MAXIMUM SHIP SIZE)



work lends itself to both the yard's panel line facility and
manpower resources which are approximately 75 to 80 percent hull
type personnel. In August 1976, the company signed a contract with
McAllister Towing Company to construct a 3N0-foot by 72-foot ocean-
going container deck barge. In September 1976, Seatrain signed a
contract to build two 568-foot by 86-foot barges, part of two sea-
going tug-barge RO/RO units for Transway International Corporation.
Marinette Marine will build the two tugs, but Seatrain is the prime
contractor.

Although the facilities that existed in 1969 included three
large fabricating buildings and two massive graving docks to accom-
modate a maximum ship size of 1,094 feet by 143 feet, Seatrain has
expended several million dollars on facility improvements and moder-
nization. Automation, including AUTOKON 71, is widely used by the
yard in steel processing.

Steel handling in this yard is extremely efficient and is
designed to ensure that substantially all work, except the actual hull
erection in the graving dock, is performed indoors in temperature-
controlled, protected areas. Raw steel is pre-processed in the plate
preparation building where it is shotblasted, coated, and precision
cut with automated, numerically-controlled cutting machines. The plate
is then transferred to either the flat or curved panel building for
fabrication. In the flat panel building, automatic welding machines
are used to’make up rectangular modules with a maximum weight of 200
tons. Bow and stern shell modules are fabricated in the curved panel
building where bending rolls are capable of. curving 2-inch plate into
cylindrical shapes up to 30 feet in length. The modules are then
painted in a temperature-controlled, sheltered building equipped with
high volume fans and filters to provide a safe, non-toxic environment
for workers. The modules are moved on 2f0-ton transporters to the
raving docks. Exhibit 5 is a general arrangement plan of Seatrain's
building basins and piers. . .

A smaller graving dock has been reactivated and has been used for
barge construction, bottom painting, and repair work. This dock can
accommodate a maximum ship size of 74M feet LOA and 108 feet in beam.

Although the yard is presently specializing in new construction,
there is over 3,190 feet of berthing space available that could be
used for topside repair. Most of this pier space is serviced by sev-
eral 75-ton capacity whirley cranes working separately or in tandem to
lift completed modules into place.

At mid-1976, employment at the yard totaled between 1,900 and

2,000 compared to 3,100 before the six-month furlough of all employees
in 1975.

12


CONTENTS

Introduction... ee ee ee ee ee ee

General a
Major Shipbuilding Facilities. ....... 2.00
Bath Iron Works Corporation .........04

Bethlehem Steel Corporation - Sparrows Point ¥ard
General Nynamics Corporation - Quincy Shipbuilding
Maryland Shipbuilding & Drydock Company . ee eee
Newport News Shipbuilding & Dry Dock Company .. .
Seatrain Shipbuilding Corporation. ........
Sun Shipbuilding & Dry Dock Company. .......
Alabama Dry Dock and Shipbuilding Company... ..
Avondale Shipyards, Ince... 2 eee ee eee
Bethlehem Steel Corporation - Beaumont Yard ...
Galveston Shipbuilding Company Cs
Ingalls Shipbuilding Division/Litton Industries .
Levingston Shipbuilding Company .........
Marathon LeTourneau Company-Gulf Marine Division .
Tampa Ship Repair & Dry Dock Co., Inc... 1.2 ee

Bethlehem Steel Corporation - San Francisco Yard .

Division

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

Lockheed Shipbuilding and Construction Company . .

National Steel and Shipbuilding Company .....

10
ll
13
13
14
15
16
17
18
18
19
20
20
21
22



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33



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
LOA-- Beam, length
SW--Shipway in feet ks
Name and location Gb--Graving Drydock Remar]
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
Avondale Shipyards, Inc. #(2) 960 x 176 SW 1625 lt/ Ship construction, conversion
New Orleans, La. **1200 x 130 SW 356! and repairs. Also drill rig
378 x 68 FD construction.
300 x 50 MR
1000 x 216 FD 2/ 6,300
*Two vessels up to 960' x 176'
can be constructed simultaneously.
**Three vessels can be in different
stages of construction simulta~
neously (or up to 6 vessels if
total lengths of each pair do
not exceed 1200').
Beth. Steel Corp. 842 x 96 “SW 1100 [1/ Construction of barges and
Beaumont, Tex. 650 x 83 FD 4050 drilling rigs. Also ship
repairs and conversion.
l2/ 1,320
Ingalls SB Division 690 x 85 SW 2650 |1/ Construction, canversion,
Litton Industries 550 x 80 SW 8090 overhaul - all types of
Pascagoula, Miss. (4) 650 x 90 SW vessels.
480 x 70 GD
*B20 x 176 FD [2/ 23,760
*West Bank can launch ship up
to 820' x 176'. Equivalent of
. six conventional inclined ways
in terms of ships delivered
annually.
Galveston SB Co. 700 x 100 SW None* |1/ Construction of barges, tugs,
Galveston, Tex. and oceangoing integrated
tug/barge units.
l2/ 400
*City wharf in Galveston is
available.
Levingstun SB Co. 1100 x 90 SW 520 {1/ Construction of offshore drilling
Orange, Tex. 350 x 60 FD 2430 rigs and drill ships. Yard has
420 x 120 FD capability of building large
oceangoing ships.

2/ 2,010

5



18.

To expand its shipbuilding capability to include construction
of oceangoing ships, FMC in 1970 undertook a major improvement
program. Included in this expansion program was the acquisition
of 23 acres of land adjacent to its existing facility, purchase of
a 200-ton whirley crane, new types of welding equipment, a 1,000-
ton press, and a computer-operated burning machine for cutting steel
plates. FMC can fabricate steel modules weighing up to the 200-ton
limit of the crane and transport them to the shipway for erection.
Modular living quarters complete with interior decor, carpeting and
drapes, are erected to reduce outfitting time and cost.

The yard has one side-launching shipway that can accommodate
a maximum ship size of 700 feet by 100 feet. This building position
is serviced by one 200-ton and one 50-ton.capacity crane.

FMC has one 600-foot outfitting dock but no drydocks. Out-
fitting and drydocking can be done in the nearby Port of Portland
facility.

°

The total employment at the FMC plant is about 2,000, of which

1,140 are involved in marine work. ©

Lockheed Shipbuilding and Construction Company

The Lockheed Shipbuilding and Construction Company, a wholly
owned subsidiary of Lockheed Aircraft Corporation, is located on the
southern perimeter of Puget Sound's Elliott Bay at Seattle, Washington.
In the past, the 86-year-old yard has concentrated on Navy ships,
having constructed a series of destroyers, amphibious transport docks,
ammunition ships, and the USNS SEALIFT, a roll-on/roll-off cargo ship
operated by the Military Sealift Command. Lockheed has constructed
several ferry boats and in 1973 delivered the 640-foot bulk carrier,
SUGAR ISLANDER.

The Seattle firm also operates a substantial ship repair facility
serving approximately 150 vessels a year and has a profitable indus-
trial products division.

Lockheed currently has under construction a U.S. Coast Guard ice
breaker, the POLAR SEA, and two 643-foot submarine tenders for delivery
to the Navy in’1978 and 1979. This AS contract, awarded in 1974, marked
the company's return to Navy shipbuilding.

The yard has three inclined shipways that can accommodate maximum
ship sizes of 650 feet by 95 feet, 650 feet by 90 feet, and 700 feet by
100 feet. These building ways are serviced by 10 whirley cranes varying
in capacity from 28 tons to 50 tons. Three floating drydocks are
available that can accommodate maximum ship sizes of 600 feet by 96 feet,
530 feet by 80 feet, and 400 feet by 46 feet. Also available is 6,500
feet of wharf and pier space that is used for both repair and outfitting.
Thirteen whirley cranes ranging in capacity from 17 tons to 50 tons ser-
vice the wharf and pier area. :

21



* 1976 *

REPORT ON SURVEY OF U.S.

SHIPBUILDING AND REPAIR FACILITIES

* 1976 *

Prepared by:

Office of Ship Construction
Division of Production

Issued December 1976



EXHIBIT 14

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45


whose activities result in a polluting discharge, are required under
the Federal Water Pollution Control Act to obtain National Pollutant
Discharge Elimination Standards (NPDES) permits. To obtain these
permits, definitive programs must be established to control polluting
discharges. Many state and local governments have followed the lead
of the Federal Government in this regard by establishing similar air
and water pollution permit and control programs. Shipyards must also
comply with these state and local programs, where required.

In an effort to bring together the technological advances made
by various shipyards in pollution control, the Society of Naval Archi-
tects and Marine Engineers (SNAME) established a technical Panel SP-3,
Shipyard Environmental Effects. This panel meets regularly to discuss
shipyard environmental problems and to exchange information on the
state of the art of pollution abatement. In addition, guest speakers
or personnel with a particular environmental expertise are invited to
these meetings. Also, to develop a better understanding of the environ-
mental standards to which shipyards must conform and to determine the
method by which each shipyard implements its pollution-abatement pro-
grams, the SNAME SP-3 Panel has developed a questionnaire which will be
sent to all major shipyards for response. This questionnaire will asr
sist. the SP-3 Panel in focusing on those troublesome areas which will
réquire further attention by the shipbuilding industry.

Ship Repair Facilities

The ship repair industry is a composite of many organizations of
varying capabilities. The smaller of these organizations, usually re-
ferred to as "top-side" yards, do not have drydocks, employ a limited
number of people, sometimes less than 100, and specialize in work that
can be accomplished without extensive shop facilities. The large organi-
zations have drydocks and can repair or rebuild any part of a ship.
Employment in the major shipyards usually numbers in the thousands, and
repair, overhaul and conversion may be combined with shipbuilding capa-
bilities. Presently, the Maritime Administration holds master repair
contracts with 73 ship repair facilities. Thirty-six are located on the
East Coast, 17 along the Gulf Coast, 19 on the West Coast and one on the
Great Lakes.

Because of the drop-off in opportunities for merchant ship new
construction contracts, a number of large yards are seeking to increase
their ship repair business. In some instances, profits on repair work
offset ship construction losses. Ship repair yards over the last few
years have actively been soliciting business from other industries that
use steel fabrication and pipe work, such as petrochemicals, with varying
success. The advent of larger ships has affected the ability of some
yards with smaller drydocks to maintain their old clients. In general,
the ship repair yard often commands excellent prices for urgently needed
repairs and can control its overhead more closely. Ship repairing is
considered within the industry as generally more profitable than ship
construction.

29



EXHIBIT 7

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38


22.

drivers, floating cranes, etc. In 1964, the company delivered a
series of four guided-missile destroyers to the Navy+ In the late
1960's and early 1970's, the Seattle Division was lead yard for
building 26 destroyer escorts, seven of which were built in Seattle.
Currently, the yard has under contract three guided-missile fri-

. gates (FFG-7 class) two of which are for the Australian Navy. These

Navy construction contracts are expected to provide work through
1980.

The largest building way at Todd - Seattle can handle a ship up
to 550 feet by 96 feet. There is also a double shipway 450 feet by
131 feet. This can build two ships with beams of 50 feet or less
simultaneously, or one ship of 60-foot beam or more. A small side-
Jaunch building way, maximum vessel size 220 feet by 50 feet, was
added in 1974. The shipyard has three floating drydocks capable of
accommodating vessels 650 feet by 83 feet, 550 feet by 88 feet, and
420 feet by 62 feet. Two wharves and four piers, served by eight
whirley cranes with a 50-ton maximum capacity, provide a total of
about 4,850 feet of berthing space for outfitting and repair.

Total employment at the Seattle plant was down to about 400 in
September 1976, compared to 1,200 a year earlier. When the FFG pro-
gram reaches full production, the payroll is expected to increase to
between 1,500 and 2,000.

American Ship Building Company - Lorain, Ohio

Since it was founded in 1899 in Lorain, Ohio, the American Ship
Building Company has been a leader in the design and construction of
ships for the Great Lakes. Under its present organization, the com-
pany's AMSHIP Division consists of three yards, in Lorain and Toledo,
Ohio, and Chicago, Illinois. The TAMPA Division consists of only
Tampa Ship Repair & Dry Dock Co., Inc., and the NABRICO Division con-
sists of only Nashville Bridge Company. These are the divisions

involved in shipbuilding.

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

In 1971, the company completed an extensive modernization and
improvement program at its Lorain shipyard, including new computer
control programs and management information systems. The Lorain yard,
which covers 48 acres, is one of two shipyards on the Great Lakes cap-
able of building ships up to 1,000 feet in length. Management is
moving ahead with plans to develop the Lorain plant as the major source
for new construction work with the company's Toledo and Chicago yards
supplying various components. Repair and conversion work is also an
important source of revenue for the Lorain facility.

24


4.

over fixture, and Lwu 40-ton cranes. In addition, a 1,200-
ton Goliath crane, the largest in the Western Hemisphere,
has been installed for transferring the spherical LNG tanks
from the barge on which they will be delivered to the LNG

ships under construction.

The company in 1975 also committed several millions of
dollars for tools, machinery and buildings at its newly
acquired Charleston, S.C., facility for fabrication of the
spherical aluminum tanks for the LNGs at Quincy.

Especially noteworthy is the ingenious construction
schedule for the LNGs. Shipways No. 11 and No. 12 have
been demolished and new Basins No. 11 and No. 12 erected to
accommodate ships up to 860 feet in length and 144 feet in
beam. Since the LNGs are 936 feet LOA, hull erection in
Basins No. 11 and No. 12 will exclude the bow. Following
float-out from No. 11 or No. 12, the ships will be floated
into Basin No. 7 for bow erection and sphere installation.
Basin No. 7 can accommodate a maximum ship size of 936 feet
by 143 feet. The bows of the LNGs will be constructed at the
inboard end of Basin No. 6 and will be lifted by the 1,200-ton
Goliath crane over into No. 7 where they will be attached to
the hull. The spheres will be barged into the outboard end
of No. 6 and lifted into No. 7 for installation. Basin No. 8,
presently not in use, and Basin No. 6 can accommodate ships
860 feet LOA and 123 feet in beam. Exhibit 3 is a general
arrangement plan showing the new LNG construction facilities.

The Quincy yard has extensive capability to do topside
and inboard repair work. Four piers and a wet basin are
available with a total dockside accessibility of 4,600 linear
feet. Fach pier and the wet basin is serviced by adequate
crane capacity for outfitting and general repair work. The
building basins can also be used as drydocks for repair work
when not in use for new construction or conversion. Auto-
matic Data Processing, including AUTOKON 71, is being used,
and greater implementation is planned for the future.

Employment at General Dynamics, Quincy, has increased
from 4,650 at mid-1975 to 4,800 at mid-1976. Total labor
force is about 650 at the General Dynamics plant in Charle-
ston, S.C., which is producing the spherical tanks for the
LNG ships.

Maryland Shipbuilding & Drydock Company

Maryland Shipbuilding & Drydock Company, 4 subsidiary of
Fruehauf Corporation, is located on the south bank of the
Patapsco River in Baltimore, Maryland. Although primarily a
repair and conversion yard in recent years, Maryland built the


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MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
LOA-- Beam) length
Sw--Shipway in feet
Name and location GD--Graving Drydock Remarks
FD--Floating Drydock Longest
MR--Marine Railway | Total linear
feet
Marathon LeTourneau Co. 1lov x 150 sw 500 1l/ Construction of offshore drilling
Gulf Marine Division 500 rigs and drill ships. Yard has
Brownsville, Tex. capability of building large
oceangoing ships.
12/ 1,100
Tampa Ship Repair & DD Co. 600 x 150 sw 1200 [1/ Ship construction and repairs.
Tampa, Fla. 550 x 75 cD 2700
12/ 700
GULF COAST
REPAIR YARDS WITH
DRYDOCK FACILITIES
Bender Welding & Machine Co. 414 x 55 FD 617 1/ Ship repairs and construction
Mobile, Ala. 1667 [- up to 200' long.
2/ 295
Gulf-Tampa Drydock Co. 300 x 48 FD 550, |1/ Construction and repair of
Tampa, Fla. 550 small vessels,
|2/ 240
Southern SB Corp. 350 x 54 cp 200 [1/ Construction and repair of
Slidell, La. 300 vessels up to 350’ in length
and not drawing over 15' of
water.
|2/ 325
Todd Shipyards Corp. 670 x 86 FD 1086 \1/ Ship repairs and conversion.
Galveston, Tex. 5035 Also nuclear-related work.
12/ 1,025

7


TABLE I

SHIP CONSTRUCTION CAPABILITY

BY SHIP TYPE

46



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a



viced by a 310-ton gantry crane.

Within the confines of the South yard there are 70 produc-
tian shops for steel processing and fabrication and the manufac-
ture of machinery components. Newport News has one of the largest
Foundry capabilities in the United States. A fairly recent acqui-
sition was a completely automated steel handling facility, including
numerical control for lofting and cutting. Other computer applica-
tions in the yard include AUTOKON 71 (contracted for from MarAd),
PERT, used in planning and scheduling, and automatic data processing
in material control and accounting activities.

In addition to the two building basins, the South yard also
has three graving docks that can be used for new construction, repair,
or conversion. The largest of these can accommodate a maximum ship
size of 862 feet by 114 feet. Nine piers for outfitting and topside
repair are available with a combined berthing space of approximately
12,400 linear feet. These piers are serviced by cranes ranging in
capacity from 28 tons to 156 tons. In the new North yard, there is
one outfitting berth 1,670 feet in length and one mooring berth 1,000
feet long. :

At mid-1976, the total labor force at Newport News was 23,600,
an increase of about 1,000 over a year earlier.

Seatrain Shipbuilding Corporation

In 1969, Seatrain Shipbuilding Corporation, a subsidiary of Sea-
train Lines, Inc., leased the principal facilities of the former
Brooklyn Navy Yard to build 225,000-dwt. tankers on an assembly-line
basis. Construction contracts were signed for five of these VLCCs
(MA Design T10-S-92a), and the first, the BROOKLYN, was delivered in
1973. The second ship, the WILLIAMSBURGH, was completed in 1974.

In January 1975, the company fell victim to soaring construction
costs under fixed-priced contracts and the worldwide depression in the
shipping market for large tankers. The contract for one of the five
225,000-dwt. crude carriers was cancelled, and construction was halted
on the two tankers under construction. The Department of Commerce's
Economic Development Administration (EDA) agreed to quarantee a $40
million working capital loan from two major banks, and this loan has
enabled the yard to continue work on the VLCCs under construction.

One of these ships is scheduled for completion in December 1976 and
one in December 1977.

In the absence of new tanker orders, Seatrain in 1975 contracted

to build eight ocean deck barges and a unique ice breaker barge. All
of these barges were to be delivered by the end of 1976. This type of

ll