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then moved onto a launch pontoon (floating drydock) which is
subsequently floated and moved to a deep water area where it is
sunk and the ship launched. The West Bank yard can launch a
maximum ship size of 800 feet by 173 feet (244 m by 53 m). It
is estimated that the various assembly and subassembly areas
are the equivalent of six conventional inclined ways in terms
of the number of ships that could be delivered annually.
Approximately 4,400 feet (1341 m) of berthing space, serviced
by cranes up to 200 tons (182 metric tons) are available for
outfitting.

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

Ingalls Shipbuilding Division at mid-1982 employed a total
labor force of 12,350, approximately the same level as a year
earlier.

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

16. Levingston Shipbuilding Company

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

In May 1981, Levingston officials announced the formation
of a new corporate organization, Levingston Industries, Inc.,
headquartered in Orange, Texas. Wholly owned subsidiaries were
Levingston Shipbuilding Company, Orange, Texas; Texas Gulfport

Shipbuilding Company (formerly Gulfport Shipbuilding), Port
Arthur, Texas; and Levingston Marine Corporation. In early

1982, Levingston Industries took over the ailing Sun Ship, Inc.
of Chester, Pa. Sun Ship's new corporate name is Pennsylvania
Shipbuilding Company. -

25


CONTENTS

Page
Introduction.......... doce cee ccseeens tec eceeecnee eaeeeeee 1
General........... teeeee tteceee neeceee etaceee seeeees eeeees eeveeee teeceenee » 2
Major Shipbuilding Facilities........... seeeee seeeees seeees sec eeeeeneeceeceee 3
Alabama Dry Dock and Shipbuilding Company... 5
American Ship Building Company - Lorain, Ohio.........ccceeeceeee seeeseeee 6
American Ship Building Company - Toledo, Ohio......... ee eeeeees sevcees wee 8
Avondale Shipyards, Inc...... se eeeeeee seeeees se eeeees sence eeeeeeeeeees wees
Bath Iron Works Corporation.....ccccccccccccseceessccccceccscccssceessecee Ll
Bay Shipbuilding Corporation seseceeesssceereeees 13
Bethlehem Steel Corporation - Beaumont Yard........... oer ecccccccesscces .
Bethlehem Steel Corporation - Sparrows Point Yard..... 15
Coastal Dry Dock and Repair Corporation.......... 7
FMC Corporation - Marine and Rail Equipment Division... 18
Fraser Shipyards, Inc.......... se eeeeeees 19
" Galveston Shipbuilding Company.........+5 20
General Dynamics Corporation - Electric Boat Division......... 21
- General Dynamics Corporation - Quincy Shipbuilding Division.......... veces 21
Ingalls Shipbuilding Division/Litton Systems, Inc 23
Levingston Shipbuilding Company - Orange, Texas...... 25
Lockheed Shipbuilding and Construction Company....... ee eeeeeee se eeeeeee wee 27
' Marathon LeTourneau Company - Gulf Marine Division......ssseseee deeeeeenes 28
Maryland Shipbuilding and Drydock Company............
National Steel and Shipbuilding Company....... seeee
Newport News Shipbuilding and Drydock Company.....
Norfolk Shipbuilding and Drydock Corporation..........
Pennsylvania Shipbuilding Company (formerly Sun Ship, Inc)....s.sese- 35
Tacoma Boatbuilding Company ween cence eee ee eee ene eeeeeeceeeneeeneeteees 37
Tampa Shipyards, Inc... . 38
Texas Gulfport Shipbuilding Company/Levingston......... sees 40
Todd Shipyards Corporation-Galveston Division........... . 41
Todd Shipyards Corporation-Houston Division.... 42
Todd Shipyards Corporation-San Francisco Division.......seceeee se eeeeeee


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119



EXHIBIT 13

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EXHIBIT 24

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79



other capital improvements included: installation of a CNC
plasma burning machine, larger plate bending rolls, larger
overhead bridge cranes, pipe burning and bending equipment, an
additional pipe fabricating shop, better and more automatic
welding equipment, an updated electrical distribution system,
mobile cranes, better building platens, automated air
compressors, and a computer graphics design terminal. The
program of facility improvement is continuing with the
installation of CNC machine tools, automated panel line
operations, and CAD/CAM systems among those projects
anticipated.

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

This shipyard maintains a complete repair service with the
capability to perform virtually every phase of ship repair and
reconditioning work. Major facilities include a 15,000-ton
(15,240 metric ton) capacity floating drydock which can handle
vessels as large as 650 feet by 84 feet (198 m by 26 m). There
are 4,000 feet (1219 m) of fully-serviced piers and wharves and
mobile equipment for servicing ships or other vessels at pier
side or anchorage. With a 500-ton (508 metric ton) lift
capacity, the company's barge-mounted "Big Bessie" is the
largest floating derrick in the Port of Beaumont.

Employment at Bethlehem-Beaumont totaled 1,500 at
mid-1982, down from about 2,000 a year earlier.

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

8. Bethlehem Steel Corporation - Sparrows Point Yard

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

In November 1977, the yard completed the last of a series
of five 1,100-foot (335.m) crude carriers (MA Design

T10-S-101b), among the largest tankers ever built in the United
States.

15



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
Norfolk SB & DD Corp. 475 x 85 SW 1030 i,
. 2170 ="Ship construction, repairs, and
Norfolk, VA iio x iB Hs 1 conversion = all types of vessels.
441 x 60 MR*
325 x 60 FD* *2,544
*Located at Brambleton plant.
Pennsylvania SB Co. (2) 745 x 129 SW 1100 V/
Chester, PA 700 x 195 SW 5500 rene, construction, conversion and
. 1000 x 195 SW pairs - all types of vessels.
(formerly Sun Ship, Inc.)
1100 x 195 FD 2/y 450
400 x 80 FD ’
EAST COAST
REPAIR YARDS WITH
ORYDOCK FACILITIES
Beth. Steel Corp. 490 x 81 FD 964 Voy
Baltimore, MO 900 x 136 FD T3000 | “Ship repairs and conversion.
$85 x 71 GD 2/500
Beth. Steel Corp. 433 x 67 FD 923 Von4 i
Hoboken, Nd 685 x 106 f F000 ="Ship repairs and conversion.
549 x 90 D 2
640 x 96 FD 2/630
1064 x 138 gps *Military Ocean Terminal,
Bayonne, NJ - leased from Corps
of Engineers.
Boston Marine Industrial Park 1145 x 119 GD* 1000 *GD #3 is a public drydock in
Boston, MA 2500 former Boston Naval Annex,
owned by Economic Development.
Industrial Corp. of Boston
and leased to ship repair
companies.
arte Ria ae Co. 400 x 63 FD Ties aship repairs and conversion.
2/200
Colonna's Shipyard, Inc. 320 x 54 MR 950 l/,
Norfolk, VA , 380 x 65 MR 700 «| ~ General ship repairs.
2/160

128



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
LOA~-- Beam) length
SW--Shipway in feet ks
Name and location GD--Graving Drydock Renar!
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
WEST COAST
SHIPBUILDING YARDS
boctlerg: on 750 x 130 sw 1100 L/ Construction of barges and
and, 1100 vessels up to 750' in length.
2/ 300
Leases drydocks and berths from
Port of Portland as required.
Lockheed SB & Construction Co.] (2) 650 x 88 SW
Seattle, WA 690 x 90 SW
400 x 46 FD 800 2/ Ship construction, conversion,
530 x 80 FD 6500 and repairs - all types of
643 x 96 FD vessels.
2/ 2,000
National Steel and SB Co. 980 x 170 GD
San Diego, CA ) bd * toe ow 1090 1/ Construction, conversion, and
7075 repairs ~ all types of vessels.
2/ 6,180
Large graving dock is leased from
Unified Port District of San Diego
as needed.
Reon Boatbuilding Co. 650 x 400 sw
' 539 x 98 FD 1100 2/ Ship construction, repairs, and
1780 conversion - all types of vessels.
2/ 2,630
Todd Pacific Shipyards .Corp. (2) 800 x 84 SW
San Pedro, CA 700 x 86 FD 680 2/ Ship construction, repairs, and
470 x 82 FD 4255, conversion ~ all types of vessels.
2/ 5,761
Todd Shipyards Corp.
San Francisco, CA (formerly 550 x 96 SW
Beth, steel) 700 x 94 FD Ere y Barge constructions snip popaire
950 x 144 FD al conversion. Can bu. c3

and C4 type vessels.

2/ 100

134



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74



21. Newport News Shipbuilding and Dry Dock Company

Newport News Shipbuilding and Dry Dock Company, located at
the Port of Hampton Roads in Newport News, Va., is the largest
shipbuilding complex in the Free World. The company, founded
in 1886, is a subsidiary of Tenneco, Inc. Newport News has
built 23 aircraft carriers, 31 nuclear-powered submarines, and
121 other surface ships for the U.S. Navy. Commercial vessels
delivered by the yard include 71 cargo ships, 83 tankers, 62
passenger ships (most notably the famed superliner UNITED
STATES), and more than 60 other vessels. Newport News was a
pioneer in the field of jumboizing ships, and since 1957 has
completed 33 such operations. The company is also engaged in
various industrial and marine product lines.

Newport News is the Nation's foremost builder of Navy
nuclear warships. The yard, as of October 1, 1982, was at work
on a Nimitz-class aircraft carrier and nine attack submarines.
Newport News is also building a 35,000-dwt. chemical tanker for
Union Carbide. Overhaul and repair of nuclear-powered
submarines and surface ships for the Navy is also a principal
activity at Newport News.

The company's continuing multimillion-dollar capital
investment program was highlighted by the opening in 1982 of a
new drydock complex to double the yard's submarine overhaul
capacity. Other major improvements include upgrading and
renovation of an older drydock, outfitting piers, and other
facilities.

The 150-acre North yard has been converted from the
construction of merchant vessels to the building of Navy ships.
This facility, designed for high production and efficiency, has
the capability to handle large components from fabricating
areas to final erection. Data storage and retrieval systems
control material storage and work flow. The building basin,
the largest in the Nation, is 1,600 feet (488 m) long, 250 feet
(76 m) wide, and 44 feet (13 m) deep. A two-position
intermediate gate is being utilized to further expand the
multi-ship construction capability of this dock, permitting
simultaneous ship construction and repair. A 900-ton (817
metric ton) 23-story Goliath gantry crane, one of the largest
in the world, can handle completely outfitted assemblies. This
crane services the graving dock and the final assembly platen
and has a height of 234 feet (71 m) overall, a girder clearance
of 200 feet (61 m) and a span between rail centers of 540 feet
(165 m). The North yard has one 1,670-foot (509 m) outfitting
berth and one 950-foot (290 m) outfitting berth.

The South yard has four inclined shipways, the two largest
of which can accommodate a maximum ship size of 940 feet by 125
feet (287 m by 38 m). The South yard has six graving docks.
Two are serviced by a 310-ton (281 metric ton) gantry crane and

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103



In July 1981, Tampa's parent company, The American Ship
Building Company, was awarded a $73 million contract to convert
four Moore McCormack C-4 cargo ships (with the aid of CDS) to
larger self-sustaining breakbulk/container vessels. The first
ship was redelivered by Tampa Ship in August 1982, and second
was completed at the Lorain yard, in October 1982. Work on the
third vessel was to be done at Tampa. As of November 1, it had
not been determined which of the company's yards would convert
the fourth Moore McCormack ship.

The Military Sealift Command in September 1982, announced
the award to Ocean Carriers, Inc. of a "build and charter"
-contract for two new T-5 handy-size product tankers, with an
option for three additional ships. The American Ship Building
Company will build these tankers. However, as of November 1,
1982, the company had not determined how the work will be
allocated among its shipyards.

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

Major progress has been made on the second phase of the
overall expansion program, which will add two graving docks as
well as piers and two wet berths. The two new drydocks will be
450 feet by 82 feet (137 m by 25 m) and 600 feet by 82 feet
(183 m by 25 m), and the wet berths will be able to accommodate
vessels up to 900 feet (274 m) in length. New shops are also
being constructed. These new facilities are within the
company's main complex.

The yard currently operates one sliding way which can
accommodate a maximum ship size of about 500 feet by 105 feet
(152 m by 32 m). This building way is serviced by three 40-ton
(36 metric ton) gantry cranes. In addition to the large
graving dock, the company maintains a graving dock that can
handle vessels up to 542 feet by 72 feet (165 m by 22 m).
eee berthing space in the yard totals about 2,240 feet «© (683
m).

Mid-1982 employment at this Florida shipyard totaled 820,
compared to about 600 in July 1981.

39


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

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

For major ship construction, the company's Berkley Plant
operates a building way which can accommodate ships as large as
475 feet (145 m) in length by 85 feet (26 m) wide. The vessels
are constructed on the flat building position and end-launched
in one piece hydraulically into a floating drydock. In
addition to the new floating drydock, there are two older
floating drydocks, the largest of which can handle vessels up
to 650 feet by 83 feet (198 m by 56 m). The largest of the
company's marine railways, located in the smaller Brambleton
Plant can accommodate a vessel 441 feet by 60 feet (134 m by 18
m) with a lifting capacity of 5,500 long tons (5580 metric
tons). During 1982, the company installed a new 2,800-ton
(2842 metric ton) floating drydock at its Brambleton yard.

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

Norshipco's payroll totaled 2,540 in July 1982, down from
3,380 a year earlier.

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

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

Levingston Industries of Orange, Texas, in February 1982,
acquired the assets of the ailing Sun Ship yard from Sun
Company. The new corporate name of this Chester, Pa. shipyard
is Pennsylvania Shipbuilding Company. This 200-acre
shipbuilding and manufacturing complex borders on the Delaware
River. In its 63 years of operation, the Sun yard designed and
constructed more than 650 vessels, mainly commercial ships. In
recent years, the yard had specialized in the design and

35


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104





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

In 1977, the Los Angeles and Seattle .Divisions were
combined to form Todd Pacific Shipyards Corp. Rebounding from
several disastrous tanker cancellations in, the mid-1970's,
Todd-LA in 1976 won its first contracts under the Navy's
current guided missile frigate (FFG) program. On October 1,
1982, the yard had on order or under construction a total of 10
of these sophisticated frigates (FFG-7 class). Six frigates
have been delivered to the Navy with the remaining 10 to follow
at about four-month intervals. During 1981 and 1982, the yard
performed shakedown availability work on several FFG's, with
the prospect of more such overhauls in the future. The company
is vigorously pursuing follow-on FFG construction contracts and
other Navy work for its Los Angeles Division.

Todd-LA, along with three other shipyards, has been
awarded producibility and design standard studies on the DDG-51
destroyer, equipped with the advanced AEGIS weapons system,
which is scheduled for production in 1985.

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

At the Los Angeles Division, ground was broken in 1982 for
a land-level ship repair facility which will use a syncrolift
platform 655 feet (200 m) long by 106 feet (32 m) wide having a
lifting capacity of 21,942 long tons (22293 metric tons) to
raise ships as large as 48,000 dwt. to land level where they
will be transferred to a work bay via a rail system. The
completed facility will accommodate a minimum of five vessels
simultaneously. It is scheduled to go into operation by the

end of 1983 and will be the largest land-level shiplift system
in the world. °

45



EXHIBIT 32

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87



3. The American Ship Building Company - Toledo, Ohio

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

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

Repair and overhaul work on Great Lakes vessels during the
winter lay-up has normally been an important source of
business. Besides repair and overhaul, the Toledo plant in the
late 1970's fabricated midbody sections and bow units for large
bulk carriers under construction at Lorain. In September 1980,
the yard completed the conversion of the ELTON HOYT II from a
straight deck ore carrier to a self-unloader for Interlake
Steamship Company; and the Cleveland Cliffs ore carrier EDWARD
B. GREENE was redelivered in April 1981, after conversion to a
self-unloader.

The Toledo yard was closed in April 1982 on a temporary
indefinite basis due to a lack of work.

Some of the work on the T-5 tankers to be constructed by
The American Ship Building Company may be allocated to the
Toledo shipyard.

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

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

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



Introduction

In compliance with the 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 to be used primarily to determine if an
adequate mobilization base exists for national defense and for
use in a national emergency. This report on the 1982 survey of
U.S. shipyard facilities was prepared by the Division of
Production, Office of Ship Construction, and is for general use
within the Maritime Administration (MARAD) and other Government
agencies.

i7 Section 210

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

Section 211

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

Section 502(f)

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


yard, two rubber-tired truck cranes with lifting capacities of
up to 50 tons (45 metric tons) are available. Also available,
are two rubber-tired straddle carriers, each with a lifting
capacity of up to 50 tons (45 metric tons). In the main yard,
usable berthing for outfitting and repair work totals about
6,400 linear feet (1950 m).

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

In July 1982, Todd-Galveston's work force totaled 1,000,
up from about 770 a year earlier.

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

28. Todd Shipyards Corporation - Houston Division

This shipyard, located on approximately 72 acres of land
on the Houston (Texas) ship channel, has since 1949 specialized
in the design and construction of barges, towboats, dredges,
crewboats, drilling structures, and other equipment for the
offshore petroleum industry. During this 33-year period, more
than 600 barges and vessels of diversified types have been
built at Todd-Houston. Although ship and barge construction
has been the principal business of this shipyard, it has also
been active in conversion and repair work.

During 1981 and the first half of 1982, Todd's Houston
yard built two cement barges, two heavy-lift crane barges, and
an oil barge. Also three sets of caissons were fabricated for
submersible drilling rigs under construction at Vemar, Inc. As

of October 1, 1982, there was no major construction work in the
yard.

In July 1982, Todd-Houston's old 8,000-ton (8128 metric
ton) floating drydock was sold. In October 1982, as part of a
major yard upgrading and modernization program, the company
replaced this facility with a new larger 17,500-ton (17780
metric ton) floating drydock. The new drydock, built by Bender
Shipbuilding, can accommodate vessels up to 600 feet by 118
feet (183 m by 36 m). A 35-ton (32 metric ton) gantry crane
has been purchased to service this facility, and two 100-ton

(91 metric ton) crawler cranes have been acquired for general
yard use.

42



EXHIBIT 18

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3NO LNV 1d
ANVdWO9 NOLLONULSNOD GNV ONIDTINGdIHS G34aHNIOT

ut wumte

AVMUBLVM 162m

73



S== Z ‘ON GHVA O8L t ‘ON GHVA OGL
N

ANVdWOO ONIGTINGLVOS VNOOVL



* 1982 *

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

* 1982 *

PREPARED BY:
Office of Ship Construction
Division of Production

Issued December 1982


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108



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
Beam) length
BW--Shipway in feet Remarks
Name and location @D--Graving Drydock
FD--Floating Drydock | __Longest _
WR--Marine Railway | Total linear
feet
Beth. Steel Corp. B00 x 96 SW 1100 y
Beaumont, TX 650 x 84 FO ‘Woo +/construction of barges and

drilling rigs. Also ship
repairs and conversion.

2/1,500
Galveston SB Co. 700 x 120 SW None* construction of barges, tugs
Galveston, TX and oceangoing integrated tug/barge
units.
2/150
*City wharf in Galveston is
available.
Ingalls SB Division 690 x 85 SW 2700 Y/
Litton Systems, Inc. 550 x 80 SW BIOO reconstructions cover vessels,
Pascagoula, MS (4) 850 x 9 SW .
481 x GD 2
4800 x 173 FD 212,360
‘*West Bank can launch ships up
to 800' x 173'. Equivalent
of six conventional inclined
ways in terms of ships
delivered annually.
Levingston SB Co. 700 x 100 SW 600 lV,
Construction of offshore
Orange, TX 420 x 122 FO 2a00 drilling rigs, barges and large
commercial vessels. Repairs and
conversion - all types of vessels.
2/1 ,000
Warathon LeTourneau Co. 1100 x 150 SW 600 LVconstruction of drilling rigs
Gulf Marine Diviston 1100 Yard has capability of building
’ Jarge oceangoing ships.
2/1,300
Tampa Shipyards, Inc. 500 x 105 SW 845 i
Tampa, FL ’ 542 x 72 GD 20 ne construction, conversion,
996 x 146 = GD and repairs.
2/e20
Texas Gulfport SB Co. 550 x 80 SW 590 1/, 4
4/construction of drilling rigs
Port Arthur, TX 400 x 80 SW 1270 and barges. Ship repairs and
(2) 32x 68 FD conversion.

2Zeo0

131



Exhibit 26 - Pennsylvania Shipbuilding Company - Yard Plan. .
Exhibit 27 - Tacoma Boatbuilding (Yards 1 and 2) - Plan........06-
Exhibit 28 - Tacoma Boatbuilding (Yards 3 and 4) - Plan.........+.
Exhibit 29 - Tampa Shipyards - Yard Plan... .
Exhibit 30 - Texas Gulfport Shipbuilding Company - Yard Plan......ssseseseceees
Exhibit 31 --Todd, Galveston Division - Yard Plan......
Exhibit 32 - Todd, Houston Division - Yard Plan.........

Exhibit 33 - Todd, Los Angeles Division - Yard Plan....... foe

Exhibit 34 - Todd, San Francisco Division - Yard Plan........++- saveecceves eas
Exhibit 35 - Todd, Seattle Division - Yard Plan.........sseeee oecceces seeeceeee
Exhibit 36 - Triple A, Hunters Point - Yard Plan..... sence

Exhibit 37 - Shipbuilding Program (Title V)...... seeeee .
Exhibit 38 - Ship Financing Guarantee Construction Program (Title XI)........+-

Exhibit 39 - Merchant Vessels Building or on Order (As of January 1)......... oe

Exhibit 40 - Major U.S. Private Shipyards - Number of Shipways by.......
Maximum Length Capability

Exhibit 41 - Active Shipbuilding Base (Map)......ceccccecersecsceeees se eeeeeeee

Exhibit 42 - Orderbook, Commercial Vessels........++- se ececeee rererrrs seceeees
Active Shipbuilding Base

Exhibit 43 - Shipyard Status - Need for New Business....
Exhibit 44 - Shipbuilding Industry Workload Projection....... eee
Table 1 - Ship Construction Capability by Ship Type...... se vcececvercereeee sees

Table 2 - Major U.S. Private Shipyards - ....
Number of Shipbuilding Ways by Length

Appendix A - Standard Form 17 - Facilities Available...... se ceeeeees eeceeeeeee .
for the Construction or Repair of Ships

Appendix B - Major U.S. Shipbuilding and Repair Facilities......ssecesseesccece
Appendix C - Major Topside Repair Facilities......... so cc cece rene eceseeeeeeees

iii

Page
81
82
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85
86
87

89
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91
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93
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96
97

98
99
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112

115

125

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

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

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

In addition to the new floating drydock, Maryland operates
three other floating drydocks, the largest of which can
accommodate ships up to 775 feet by 110 feet (236 m by 34 m).
There are 5,650 feet (1722 m) of pierside berthing available
for outfitting and above water repairs.

The total administrative and production work force at
mid-1982 was approximately 1,200, compared to about 1,800 at
mid-1981.

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

20. National Steel and Shipbuilding Company

National Steel and Shipbuilding Company is the largest
shipbuilder on the West Coast. In the marine business since
1945, the company has expanded several times to occupy 145
acres on the harbor in San Diego, California. NASSCO is wholly
owned by Morrison-Knudsen Company, Inc., Boise, Idaho.

In the past, NASSCO has constructed special purpose ships
such as ferries, an oceanographic research ship, special
purpose barges, passenger ships, tugs, minesweepers, dry-cargo
ships, and a variety of Navy vessels, including one fleet
replenishment oiler (AOR), 17 landing ship tanks (LST), and
seven combat supply ships (AFS).

From 1973 to October 1982, NASSCO completed two San
Clemente class (80,500 dwt.) oil/bulk/ore carriers, six
Coronado class (38,300 dwt.) tankers, 13 San Clemente class
(90,000 dwt.) tankers, four San Diego class (188,500 dwt.)
tankers, three Carlsbad class (37,500 dwt.) tankers, and one
Ingram class (37,500 dwt.) tanker. The San Diego class tankers
are the largest vessels ever built on the West Coast. The
company delivered the third of four Gompers class destroyer
tenders (AD-43) to the Navy in February 1982.

30


EXHIBIT 34

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re
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Waid

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NOLLVYOdHOO SGHVAdIHS adol

woe on +--+ + +--+

+ 4# ua

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wou ~ oe - ee +--+ +d



EXHIBIT 29

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—_—_

valsols ‘vawvi
(09 4300 Axa ONY. viva3¥ ans Vawv ATEIWHOS)

: “01 “ONE SGUVAdIHS WdWVL



In 1974, Bath completed a major expansion and
modernization program. The upgrading of facilities included
the reconstruction of two shipways to accommodate ships of 700
feet (213 m) in length between perpendiculars (LBP) with a
maximum beam of 130 feet (40 m), or two ships per way with a
beam of 54 feet (16 m) each; the installation of a 220-ton (200
metric ton) level-luffing crane with sufficient outreach to
erect units on all shipways; and new steel fabrication shops
and equipment that have increased steel throughput capacity by
50 percent. To accommodate its accelerated naval shipbuilding
program, BIW in 1979 began its latest facilities improvement
program which continued into 1981. Included in the earlier
stage of this program were expansion of the main assembly
building to double the interior work area; installation of
additional computer-aided lofting and burning equipment, and
expanded machine shop and pipe shop capability.

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

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

In addition to the two upgraded building positions, Bath -
operates one other shipway that can accommodate a ship 650 feet
(198 m) in length with a beam of 88 feet (27 m). For drydock
work, there is an 8,400-ton (8534 metric ton) floating drydock
that can handle ships up to 550 feet by 88 feet (168 m by 27
m). Two wharves and a pier provide a total of 2,900 linear
feet (884 m) for outfitting and repair work.

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

Bath Iron Works is making a major move into the overhaul
and repair market with the construction of a second shipyard in
Portland, Me. The new facility, scheduled for completion in
the fall of 1983, will allow BIW to expand its repair and
overhaul capabilities to include most surface combatant Navy
ships and commercial vessels up to the supertanker class. A
major component of the new shipyard will be an 80,000-ton
(81280 metric ton) capacity drydock.

12



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

Major Drydocking Facilities

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

Appendix B tabulates information updated through 1982 on
48 of these repair yards on a coastal basis. Additional data
is available in the Office of Ship Construction.

Major Topside Repair Facilities

Major topside repair facilities are those that have the
capability to provide repair service to oceangoing ships when
the work can be accomplished without taking the ships out of
the water. The topside yards continue to get a substantial
share of large ship business. These facilities usually lease
pier space on a job basis and do not have any type of
drydocking installation. Services rendered by these firms vary
from a simple repair job to a major topside overhaul. It is
common practice for a shop to send its personnel and equipment
to provide voyage repairs while the ship is at anchor or
working cargo at a commercial marine terminal. There is an
increasing trend worldwide to send ship repairers to the ship
rather than to bring the ship to the shipyard, thus calling for
greater mobility of ship repair personnel. This is
particularly applicable to highly skilled technicians as
against the hull trades. Several. yards which normally build or
repair only smaller vessels. and barges are also capable of
performing topside repair work on oceangoing ships.

Appendix C is a list of 136 major topside repair
facilities, 61 of which are located on the East Coast. No
attempt has been made to tabulate their machinery and equipment
due to the variance of the type of work an individual firm will
engage in. Detailed data for most of the facilities has been
obtained during the MARAD annual shipyard survey and is
available in the Office of Ship Construction.

54



ACTIVE U.S. SHIPBUILDING BASE

27

14

15

22

Ferree

96


EXHIBIT 20

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09 AVINUNOLET NOHLVUVA

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75



construction of RO/RO ships and medium-size tankers. In
addition to its shipbuilding, conversion, and repair .
capabilities, the company also manufactured heavy industrial
equipment.

Although Penn Ship's repair and overhaul business has
flourished during most of this year, the only major
construction work underway as of October 1, 1982 was the RO/RO
containership THOMAS HEYWARD, scheduled for delivery to
Waterman Steamship in December 1982.

In September 1982, the Navy awarded Penn Ship a contract
for conversion of one SL-7 commercial containership to a fast
logistic ship (T-AKRX) with an option to convert a second SL-7.
The company is also seeking contracts for construction of fleet
oilers for the Navy.

In 1976, completion of a major capital improvement program
enhanced the shipyard's ability to fabricate larger, more
sophisticated ships. This expansion and modernization program
provided a new level shipbuilding platform, a two-section
floating drydock capable of lifting 75,000 long tons (76200
metric tons), a 1,100-foot (335 m) outfitting pier, and other
shipbuilding support facilities. The new level shipbuilding
slab has two sections. On Slab "A", a ship 1,000 feet by 195
feet (305 m by 59 m) can be built. In this shipyard, a ship a
large as 1,100 feet (335 m) in length and 195 feet (59 m) wide
can be constructed. This is the maximum limit of the large
floating drydock into which vessels built on the two-section
shipbuilding platform are launched. Two halves of a large ship
can be built on this platform and each half can be rolled
individually to the drydock and then welded together. The ship
is brought to the pier for outfitting completion. The large
drydock, which is capable of handling vessels up to about
400,000-dwt. , is one of the world's largest floating drydocks.
It is serviced by two 25-ton (23 metric ton) gantry cranes, two
10-ton (9 metric ton) gantry cranes, two 25-ton (23 metric ton)
truck cranes, and an 800-ton (813 metric ton) barge crane.

In September 1982, in order to handle an increasing volume
of repair and overhaul work, Penn Ship transferred a
medium-size floating drydock from Levingston Shipbuilding

companys its affiliate in Orange, Texas, to the Chester, Pa.,
Plant.

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

36


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

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

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

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

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

As of September 1, 1982, employment at the yard totaled
about 900; but the labor force fluctuates depending upon
available repair work.

Exhibit 36 is a current yard plan outlining the Triple A
facilities at Hunters Point.

48



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to a work bay via a rail system. The completed
system will accommodate a minimum of five vessels
simultaneously. It is scheduled to go into
operation by the end of 1983, and will be the
largest land-level shiplift system in the world.

Todd's facility upgrading program also includes
the transfer in 1982 of a 40,000 displacement

ton (40640 metric ton) floating drydock from

its San Francisco Division to its Seattle Division
where it is being modified to accommodate naval
combatants and auxiliaries, as well as commercial
ships.

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

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

The commercial ship repair market was weaker in 1982 than
during 1981, and future prospects are uncertain. During the
current year, Navy repair and overhaul work continued to be a
consistent and stable element in our repair industry's
endeavors. Several yards were competing for interim repair and
conversion contracts awarded by the military sector -- ‘
contracts that will keep some shipyards above water until the
Navy's new building program gets underway.

53



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
length
SW--Shipwey in feet Remarks
Name and location GD--Graving Drydock
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
GREAT LAKES
SHIPBUILDING YARDS
(Maximum size ship that can
exist St. Lawrence Seaway
locks is 730' x 78')
American SB Co.
Lorain, OH 708 x 78 GD 900 2/ Ship construction, repairs,
1021 x 121 GD 1800 and conversion,
2/ 360
Ametican SB Co. 680 x 78 GD 800 Y/ Ship construction, repairs,
Toledo, OH 540 x 68 GD 1600 and conversion.

2/ Yard closed April 1982, on
temporary indefinite basis
due to lack of work.

Bay SB Corp. 750 x 105 sw
Sturgeon Bay, WI 650 x 66 FD 900 1/ Ship construction, repairs
1100 x 136 GD 7090 and conversion.
2/ 1,100
Fraser Shipyards
Superior, WI 825 x 82 GD 900 1/ Ship construction, conversion
620 x 61 GD 4450 and repairs.
2 35
GREAT LAKES
REPAIR YARDS WITH
DRYDOCK FACILITIES
Peterson Builders
Sturgeon Bay, WI 360 x 36 FD 550 2/ Construction and repair of
2515 small ships and boats.

2/ 600

138



Employment

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

1978 Average 172,000
1979 Average 171,600
1980 Average 170,400
1981 Average “177,800
1982 January 170,500
1982 February 169,000
1982 March 173,800
1982 April 172,900
1982 May 170,600
1982 June 169,900
1982 July 167,000
1982 August 165,600
1982 September (Prelim.) 168,200

The Maritime Administration monitors employment in the 27
major U.S. privately owned shipyards in the Active Shipbuilding
Base (as identified in Exhibit 41 of this report) on a monthly
basis. As of August 1982, employment in these 27 yards totaled
113,168, or approximately 68 percent of the overall
shipbuilding and repair industry employment published by the
. Bureau of Labor Statistics. See Exhibit 44 of this MARAD
report for employment projections for equivalent production
workers in the Active Shipbuilding Base. These industry
workload projections were prepared by the Office of Ship
Construction.

Material Shortages

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

The NAVSEA Shipbuilding Support Office (NAVSHIPSO) July
1982 issue of Publication of Manufacturing Lead Times reported
a substantial decrease in lead times during the first half of
1982 for finished ship components, compared with 1981. The
greatest percent of change occurred in the diesel engine
category, especially for engines 7,000 BHP and lower. Decreases
were also noted for electric motors, shafting, and
switchboards. Producers of basic materials for Navy ship
construction and conversion programs also continued to report

decreases in lead times, the most notable being forgings of all
alloys and shapes.

49



CONSOLIDATED
WAREHOUSE

MACHINE
SHOPS

PATTERN-
MAKERS

FOUNDRY

OUTFITTING
SHOPS

ELECTRICAL

SHEETMETAL

WOODWORKING

PIPE SHOP

S- Soe
MOLD LOFT \ a>

Bp t- \ \ LV. Ts orvoock +
BN OU ‘SA 2.8
Fa a8e8
ON WAY 8 882'x128" b-4

2
Way 9ssz'xi28" |b

S28" X 72"

4-18 TON 120° LIFT

4-18 TON 120° LIFT

ASSEMBLY 3
FE ‘4
Sa 7.
sHoPs <3 [ \ a
of) ! t
. t
Nie \ a
Wav 10 veg x28 F<
| __31|_Gravina Dock,
ql ;
WAY 11 1,' 00x 40"y = a
, 0 LGRAVING COCK Lf

EXHIBIT 23

PIERS 7, 8 AND DRYDOCKS
ARE SERVED BY
LOCOMOTIVE CRANES

JAMES RIVER

Newport News Shipbuilding

SOUTH YARO.


EXHIBIT 33

woos ov | [~~~7
worszs | \

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NALV 1d

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dd09 SGUVAdIHS D1d19Vd GCOL

dOHS
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wood Ort

NOL SZL

.48X 299 F AVM

ABX.L09
Z AVM

88



Todd-Houston has automatic and semi-automatic fabrication
equipment, together with facilities which permit production
work to be accomplished under cover. Work areas are equipped
with heavy-duty lifting gear and advanced power tooling. The
entire plant is served by railroad trackage.

The Houston Division is capable of constructing ships or
barges up to 600 feet by 118 feet (183 m by 36 m). There is
one side-launch building way on which ships or barges up to 475
feet by 125 feet (145.m by 38 m) can be launched. However, for
construction of longer vessels, the hull can be launched in two
pieces and joined in the yard's floating drydock. Servicing
the launchway are two 100-ton (91 metric ton) crawler cranes
and a smaller crawler crane.

In addition to warehouses, there are 212,800 square feet
(19769 m2) of covered shops and manufacturing space. The three
piers in this Toda facility are serviced by three rail-mounted
revolving gantry cranes with lifting capacities of up to 60
tons (54 metric tons). Usable pier space totals approximately
3,200 linear feet (975 m).

Todd Houston's total work force in July 1982 was 250,. down
from 450 a year earlier. Current employment is at the lowest
level in many years.

Exhibit 32 is a general arrangement plan of the yard.

29. Todd Shipyards Corporation - San Francisco Division

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

property.

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

. During World War I, as a subsidiary of Bethlehem Steel,
this shipyard delivered destroyers at the rate of three a
month. In the huge shipbuilding, repair, and conversion
programs of World War II, the yard, with the help of facilities

43



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
LOA--Beam, length
SwW--Shipway in feet
Name and location GD--Graving Drydock Remarks
FD--Floating Drydock Longest.
MR--Marine Railway Total linear
feet
Robert £, Derecktor A50 x 96 = FD 1500 V
of Rhode Island, Inc. WA, Shoe ara veege! repair Suard
Middletown, RI .
2/520
(Nov. 1, 1982)
Detyens Shipyards 560 x 82 FD 300 V ;
Mt. Pleasant, SC 300 x 82 FD 500 General ship repairs.
2/400
General Ship Corp. 680 x 90 GD* 900 Vsni
ny =/Ship repairs and overhaul.
East Boston, MA 2530 Construction up to 225' in length.
2/400
*GD is located in the Boston
Marine Industrial Park in the
former Boston Naval Annex and
is leased by General Ship Corp.
Jackson Engineering Co., 1
Inc. 425 x 82 FD 653 J
Staten Island, NY 550 x 82 FO 2600 ='Ship repairs and conversion.
2/25
Jacksonville Shipyards 660 x 90 FD* 680 l/ ‘
=/Ship repairs and conversion.
Jacksonvitle, FL 30 x ot o 18 Construction of small vessels.
2/2 ,000
*Leased from the Navy.
Netra wachine Corp. 600 x 96 Fo 480 Y Ship repairs and conversion.
2/400
Newport Ship Yard, Inc. 320 x 60 MR 500 Vena v
= essel construction
Newport, RI 215 conversion, and repairs. ,
2/180
perth mo 400 x 68 FD mae ¥y Ship repairs and conversion.
295

129



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APPENDIX B
MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES 2/

Berths/Piers
Maximum Ship Size Usable
length
Name and location in feet Remarks
FD--Floating Drydock Longest.
MR--Marine Reilway Total linear
feet
EAST COAST
SHIPBUILDING YARDS
Bath won Works Corp. (2) $0 ives 88 BY aa 2/construction, conversion and
, 550 x 88 FD repairs - all types of vessels.
2/7,300
[Also has floating bow drydock for
sonar domes.
Beth. Steel Corp. (2) 900 x 108 SW 1260 Vy,
I~'New ship construction - to
Sparrows Point, MD 1200x192 GD 3970 vessels 1200’ in length.
2/500
Host Repair Corp. 38 x a e en I2/ Ship repairs, overhaul and
, 758 x 104 «GD conversion.
727x112 GD 2/00/90
(2) 1093 x 143 60 Facilities are part of former Brooklyn
Navy Yard and are leased from the City
lof New York.
Sea picion (2) 860 x “3 % ae Li Construction, conversion and
Quincy, MA (2) 860 x 144 6D repairs - all types of vessels.
2/2 ,800
Maryland $8, and DD Co. 850 x ne a Be L/ Construction, conversion and
, 715 x 91 FD jrepair - all types of vessels.
900 x 146 FD B/ 200
Newport News SB & DD Co. 649 x 93 SW 1670 1/
Construction, conversion and
Newport News, VA (2) 7s x 2 Be Ta220 repair - all types of vessels.
960 x 124 GD* 2,
1100 x 136 GD* P/25,000
646 x 88 GD* *Used for construction
858 x 102 GO" **Used for repairs and overhaul.
455 x 68 GD
521 x 68 GD
1600 x 246 6D*

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

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

127



Page

Todd Pacific Shipyards Corporation - Los Angeles Division........essesseesees

Todd Pacific Shipyards Corporation - Seattle Division... ...scsecceseecseeceee

Triple A Shipyards/Division of Triple A Machine Shop, INC....ceccececceeveves
Employment.....cseseeeece occ c cet eceecensorsenees seeeeees
Material Shortages........s.e0
Shipyard Pollution Abatement...
Ship Repair Facilities........ seeeee
Major Drydocking Facilities........sseeeeee
Major Topside Repair Facilities......
Active Shipbuilding Base........sseeeee .
Exhibit 1 - Shipbuilding Industry in the United States (Map)........ceeeceeee
Exhibit 2 - Alabama Dry Dock - Yard Plan......sssssseceeseceeee
Exhibit 3 - American Ship, Lorain - Yard Plan...........-
Exhibit 4 - American Ship, Toledo - Yard Plan.

Exhibit 5 - Avondale Shipyards - Yard Plan......cccecceccececeecees

Exhibit 6 - Bath Iron Works - Yard Plan.....

Exhibit 7 - Bay Shipbuilding - Yard Plan.... .
Exhibit 8 - Bethlehem, Beaumont - Yard Plan......cecsececeeececeees eee

Exhibit 9 - Bethlehem, Sparrows Point - Yard Plan.....cscecccscececeenes eseeeeee
Exhibit 10 - Coastal Drydock - Yard Plan....... a eeeeeee

Exhibit 11 - FMC Corporation - Yard Plan.........+4- eseeeeees

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

Exhibit 13 - Galveston Shipbuilding - Yard Plan.....cccececceccecercee teccccccee
Exhibit 14 - General Dynamics, Quincy - Yard Plan......ccceececceccecceccees sees
Exhibit 15 - Ingalls/Litton (East Bank) - Yard Plan........

Exhibit 16 - Ingalls/Litton (West Bank) - Yard Plan.......eceeeeee

Exhibit 17 - Levingston Shipbuilding (Orange, Texas) - Yard Plan...... se cecceeee

Exhibit 18 - Lockheed (Plant 1) - Yard Plan......... .
Exhibit 19 - Lockheed (Plant 2) - Yard Plan......cecccceceecseeeceees
Exhibit 20 - Marathon, Gulf Marine Division - Yard Plan.......sssesseeoee
Exhibit 21 - Maryland Shipbuilding - Yard Plan.......

Exhibit 22 - National Steel - Yard Plan..........
Exhibit 23 - Newport News (South Yard) - Yard Plan.
Exhibit 24 - Newport News (North Yard) - Yard Plan.........seesceeee dee eeeeeeeee
Exhibit 25 - Norfolk Shipbuilding (Berkley Plant) - Yard Plan........ see eecceeee

ii

44
46
48
49
49
50
50
54
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80


WEST COAST

Arcwell Corporation
San Diego, CA

Cavanaugh Machine Works
Wilmington, CA

Coastal Marine Engineering Co.
San Francisco, CA

Colberg, Inc.
Stockton, CA

Dockside Machine & Ship Repaix
Wilmington, CA

Duwamish Shipyard, Inc.
Seattle, WA

Electro-Mechanical Co.
Portland, OR

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

Franklin Machine Works, Inc.
San Francisco, CA

Fulton Shipyard
Antioch, CA

General Engineering & Machine Works
San Francisco, CA

Golten Marine Co., Inc.
Wilmington, CA

Kettenburg Marine
San Diego, CA

Marine Ways Corporation
Portland, OR

Marisco, Ltd.
Honolulu, HI

145

Pacific Marine & Supply Co.
Honolulu, HI

Palau Corporation
San Francisco, CA

Rowe Machine Works, Inc.
Seattle, WA

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

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

Service Engineering Co.
San Francisco, CA

Southwest Marine of SF
San Francisco, CA

Triple A South
San Diego, CA

Western Maritime, Inc.
Tacoma, WA

Westinghouse Marine Repair
- Seattle, WA

- Portland, OR

- Emeryville, CA

- Anchorage, AK

West Winds, Inc.
San Francisco, CA

Wilmington Iron Works
Wilmington, CA

Wilmington Welding & Boiler Works
Wilmington, CA



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o Avondale Shipyards: _

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

o Bath Iron Works:

BIW began construction in early 1982 on a new

$46.7 million ship repair and overhaul facility in
Portland, Me. The new shipyard, including an
80,000-ton (81280 metric ton) floating drydock, will
be used initially for repair and outfitting of Navy
and commercial ships and is expected to employ 1,000
people by 1986.

© Todd Shipyards Corporation:

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

Todd's Galveston Division, in April 1982, put into
operation a new floating drydock capable of
accommodating ships up to 225,000 dwt. This drydock,
built in Japan, is 853 feet (260 m) long with an inside
width of 160 feet (49 m) and a lifting capacity of
40000 metric tons, the largest unit of its kind in the
Western. Gulf area.

Todd's Houston Division, in October 1982, replaced its
old 8,000-ton (8128 metric ton) floating drydock with a
new, larger 17,500-ton (17780 metric ton) floating dry-
dock. This new drydock, built by Bender Shipbuilding,
can accommodate vessels up to 600 feet by 118 feet (183
m by 36 m). .This is part of a major facilities
improvement program scheduled for the Houston yard.

At Todd's Los Angeles Division, ground was broken
in 1982 for a land-level ship repair facility
which will use a syncrolift platform 655 feet
(200 m) long by 106 feet (32 m) wide having a
lifting capacity of 21,942 long tons (22293
metric tons) to raise ships as large as 48,000
dwt. to land level where they will be transferred

52



TABLE 1
SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

90t x 004
000‘ 001

GOL X 009
000° Lg

Ge X 04g
oe’

Dry Bulk

901 X LbG
daule uo

OOL X £68)
HSW

20 X 89
0u/08

06 X OL9
4aULezUO)}

General Cargo

90L X bee
ob4e} * GOH}

89 X Gib

Maximum
Ship Size

Shipyway
or
Basin

Shipway

obaey *uag|

Region

enn ada® onnad
aad Se daeS aamms

0
0
0
(0)
1
1
1
(3)
0
0
1
1
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101

860 x 123
936 x 143

General Dynamics,

Quincy

860 x 123
860 x 144
860 x 144

11

12

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(5)

(5) (5) (5) (1) (0)

(10)

1 850 x 110

Maryland SB & DD

(1) (0)

ql)

aq (@) @) (0) (0)

qQ)

649 x 93

Newport News SB

715 x 93

940 x 125
940 x 125
960 x 124

1100 x 136

10

1600 x 246

12

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a4)

(8) (13) (8) (5) (3)

(19)

475 x 85

Norfolk SB & DD

(0) (0)

(0)

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

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

Levingston, Orange, completed the PRIDE OF TEXAS in May
1981, and the STAR OF TEXAS in January 1982. These 36,000 dwt.
dry-bulk carriers are 612 feet (187 m) in length and the
largest ships ever built in the yard. As of November 1, 1982,
the only construction work remaining was a sistership, the
SPIRIT OF TEXAS, and one offshore jackup rig, both of which
were scheduled for delivery in December 1982. These three
dry-bulk ships were built with the aid of CDS.

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

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

In July 1982, the total workforce at the Orange plant
totaled 1,000. By November 1, 1982, the labor force had
dropped to about 400.

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

26


included four nuclear-powered submarines, two ammunition ships,
six replenishment oilers, two submarine tenders, and four dock
landing ships. In 1973, the last of three revolutionary
barge-carrying ships (MA Design C8-S-82a) built for Lykes
Bros., was completed.

General Dynamics, the world's principal builder of
liquefied natural gas (LNG) carriers, deliverd the last in a
series of 10 high-technology, 125,000-cubic-meter LNG carriers
in 1980. The first of these 935-foot (285 m) sisterships, the
LNG AQUARIUS (MA Design LG8-S-102a), was completed in 1977 and
was the first LNG ship built in the United States.

During 1980, 1981, and 1982, Quincy built several large
oceangoing deep-notch tank barges, in addition. to Navy and-
commercial ship repair and overhaul work.

In September 1982, the Navy awarded General
Dynamics-Quincy.a contract for time charter for two firm and
three option T-AKX maritime prepositioning ships. These
vessels will be constructed at the Quincy yard.

Under construction at the Quincy yard as of October 1,
1982 were: a 36,000-dwt. coal-fired collier, a large
deep-notch tank barge, and a Waterman Steamship Corp. RO/RO
containership being built for Sun Ship.

To provide the tools and facilities to efficiently build
LNG tankers in series production, General Dynamics in 1975
completed a major expansion and modernization program. In
addition to the conversion of two conventional sliding ways to
large construction basins, other improvements at Quincy
included: a steel fabrication facility, materials-handling
equipment, two 200-ton (188 metric ton) transporters, a
double-bed flat bar stripper, a web cutter with 19 torches in
tandem, an angle fabricator, two web stiffener welding
gantries, a T-beam fabricator, two plate stiffeners, a
one-sided butt welding gantry, and two 40-ton (36 metric ton)
cranes. In addition, a 1,200-ton (1089 metric ton) Goliath
crane, the largest gantry in the Western Hemisphere, was
installed for transferring the spherical LNG tanks from the
barge, on which they were delivered one at a time, to the LNG
ships under construction. The company in 1975 also expended
several millions of dollars for tools, machinery and buildings
at its newly acquired Charleston, SC, facility for fabrication
of the 800-ton (726 metric ton) spherical aluminum tanks for
the LNG ships constructed at Quincy. General Dynamics in 1980
and 1981 built drilling rigs at this Charleston plant.

22



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

the North yard.

22. Norfolk Shipbuilding & Drydock Corporation

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

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

In 1981, Norshipco completed the diesel-powered
oceangoing hopper dredge YAQUINA for the Corps of Engineers.
During 1982, three major construction projects were completed:
(1) a large passenger ferry; (2) a new steel floating drydock
for use in the company's Brambleton yard; and (3) delivery of
the RO/RO ATLANTIC to the Maritime Administration. This vessel
is the 6,500-dwt. barge portion df an integrated tug/barge.

The unfinished barge had been removed from the defunct Seatrain
yard in Brooklyn, N.Y. and towed to Norshipco for completion
and joining to the completed tug.

With no ship construction work available and with a
declining market for commercial ship repair, Norshipco is
currently engaged mainly in the repair and overhaul of vessels
for the Navy. As of October 1, 1982, three naval vessels were
in the yard for major overhaul work.

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

34


APPENDIX _A

STANDARD FORM _17

FACILITIES AVAILABLE FOR THE CONSTRUCTION
OR_ REPAIR OF SHIPS

115


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
Dillingham Shipyard
Honolulu, HI 384 x 54 FD 650 Y/ Ship repairs and overhaul.
850
2/ 210
Kaiser Steel Corp.
Napa, CA 304 x 51 FD 500
364 x 51 FD 500 i/ Heavy steel fabrication and
erection. Construction and
repair of small ships and
barges.
2/ 1,240
Lake Union DD Co.
Seattle, WA 340 x 56 FD 1000
4235 2/ Ship repairs and conversion.
2 90
Marine Power & Equip. Co. 400 x 57 FD
Seattle, WA foo sor 832 1/ Construction of small vessels
(Syncrolift) 2700 and barges; also ship repeirs.
300 x 46 FD 2/ 650
Pacific DD & Repair Co.
Oakland, CA 320 x 52 FD 600
Tiss 1/ Ship and barge repairs.
2/ 50
Northwest Marine Iron Works
Portland, OR 500 x 100 Sw 1/ Ship repairs, conversion and
(Barge construc-| barge construction
tion only) °
2/ 1,400
Leases drydocks and berths
from Port of Portland as required.
Port of Portland 600 x 83 FD
Swan Island Ship Repair Yard 500 x 88 FD 1000 Port of Portland owns these
Portland, OR 700 x 108 FD 6360 drydocks which are leased to
1100 x 181 FD ship repair companies on an

as-required basis.

136



EXHIBIT 3

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TABLE 2

MAJOR U.S. PRIVATE SHIPYARDS
NUMBER OF SHIPBUILDING WAYS BY LENGTH

——— ee ee Se SENG TH

(MAXIMUM SHIP SIZE)

112


EXHIBIT 21

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

Lockheed's labor force at mid-1982 totaled 2,000,
approximately the same as a year earlier.

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

18. 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 1972 with a
commitment of several millions of dollars. This 133-acre
shipyard is located in Brownsville, Texas, and has a 2,500-foot
(762 m) frontage on the Brownsville ship channel. In addition
to the construction of offshore drilling rigs, the yard has the
capability of fabricating and launching drillships, barges,
work boats, tugs, supply vessels, and large merchant ships.

The Gulf Marine Division's total marine construction and repair
capabilities are supported by Marathon's Engineering Group in
Houston and by Marathon's manufacturing facilities in Longview,
Texas, and Vicksburg, Miss.

As of October 1, 1982, the Gulf Marine Division was
building a total of seven jackup drilling rigs. Four
cantilever jackups were delivered in 1981, two were completed
during the first nine months of 1982, and two more were slated
for delivery in the fourth quarter of 1982. Repair work has
also been a significant source of revenue for this Marathon
shipyard.

The Brownsville yard operates one launchway with a maximum
vessel size of 1,100 feet by 150 feet (335 m by 46 m) on which
oceangoing ships could be constructed in the event of national
emergency. Steel plate and other materials move from a 400,000
square-foot (37160 m*) in-yard storage area and from four
warehouses through a 450-foot by 240-foot (137 m by 73 m) plate
shop equipped with a 55-foot (17 m) wide automated panel line.
Modular construction techniques are combined with conventional
shipbuilding methods. Large module sections are fabricated on

28


EXHIBIT 39

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94


4. Avondale Shipyards, Inc.

Avondale Shipyards, a wholly owned subsidiary of Ogden
Corporation, is located on the west bank of the Mississippi
River approximately nine miles upriver from New Orleans, La.
Since it began operations in 1938, Avondale has developed into
one of the largest and most diversified shipyards in the
country. The yard has constructed dry cargo ships, tankers,
Navy ships, Coast Guard cutters, offshore drilling rigs and
drill ships and has the distinction of being the only American
shipyard to have constructed LASH vessels. A total of 22 were
built with the aid of construction-differential subsidy. Ships
completed during the first nine months of 1982 were: one
replenishment oiler (AO) for the Navy, two diesel-propelled
hopper dredges, and a large cement barge.

As of October 1, 1982, commercial ships in production at
Avondale were: three containerships for American President
Lines, and three 42,500-dwt. product tankers for Exxon. Also
under construction was a fleet oiler (AO) for the Navy.

In July 1982, NAVSEA selected the team of Ingalls/Litton
and Avondale Shipyards to activate and modernize the World War
II battleship USS IOWA. When FY 1983 funds are available,
Ingalls will perform upgrading of shipboard systems, weapons
modernization, addition of new weapons systems, and electronic
modifications. Drydocking will be accomplished at Avondale
where work will be completed on outer hull work, interior
rip-out work, propulsion shafting, and other aspects of the
IOWA refurbishing program.

In September 1982, the Navy awarded the company a contract
for conversion of an SL-7 commercial containership to a fast
logistic ship (T-AKRX) with an option for two additional ships.

Avondale is building the three Exxon tankers using a
technology transfer arrangement from the Japanese shipbuilder,
IHI. These systems, known as zone-by~zone construction, is
being used to an extent of about 90 percent. The IHI method
applies the modular construction of ship hulls, already used by
Avondale and most large U.S. yards, to the outfitting and
painting areas. Outfitting and hull construction can then be
accomplished simultaneously. These Exxon tankers are being
built by erecting from 100 to 200 individual modules.

In 1975, Avondale completed a multimillion-dollar
facilities improvement program primarily for the construction
of large LNG ships. The shipbuilding area previously used for
series production of Navy destroyer escorts was restructured
and expanded into two large positions to accommodate vessels of
up to 1,020 feet (311 m) in length by 174 feet (53 m) in beam.
The major part of one ship can be erected along with the stern
section of a second ship on position No. 1 while a third hull



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m(186 m) containership and the stern section of a second ship
could. be constructed simultaneously. This production
procedure, analyzed periodically by SPAMM, maximizes the use of
shipbuilding facilities, minimizes the construction period, and
increases the number of ships that can be produced in a. given
period of time.

Table 2 is a somewhat different presentation of the data,
meaningful to many requesting information from the annual
survey. In lieu of actual ships, maximum ‘ship length is used
to determine the number of shipways or basins available. In
this tabulation, the emphasis is on the number of individual
facilities available and not on the number of ships that can be
constructed. Again using Sparrows Point as an example, Table 2
lists the 1,200-foot by 192-foot (366 m by 59 m) basin as one
facility regardless of what type of ship is constructed in it.
Table 1 indicated that there are six building positions for a
ship 475 feet (145 m) LOA at Sparrows Point, whereas Table 2
indicates that the yard has three individual shipways capable
of constructing a ship 475 feet (145 m) in length. Exhibit 40
is a histogram displaying the reduction in the number of
available shipways as the maximum ship length increases.

Following is a brief description of 32 major U.S.
commercial shipyards capable of constructing oceangoing or
Great Lakes merchant.ships, with a minimum size of 475 feet
(145 m by 21 m).

1. Alabama Dry Dock and Shipbuilding Company

Alabama Dry Dock and Shipbuilding Company (ADDSCO) has
been in operation for 66 years. It is located on Pinto Island
across the river from Mobile, Ala., approximately 30 miles from
the Gulf of Mexico. During World War II, this shipyard
constructed 102 tankers and 20 cargo ships and has since built
a variety.of ships, barges, and drilling rigs. For several
years, the yard has been predominantly a repair and conversion
facility. During the past four years, the company has

’ continued its facility improvements, mainly the upgrading and
modernization of existing drydocks, piers, shops and equipment.

Supplementing its booming ship repair and overhaul
business, ADDSCO, as of October 1, 1982,. was building one
semi-submersible offshore drilling rig for Diamond M Company,
the last of a.series of three semi-submersibles constructed for
Diamond M Company in recent months.

Alabama Dry Dock operates four side-launching shipways,
each of which can accommodate a maximum ship size of 523 feet
by 68 feet (160 m by 21 m) and one sliding way which can handle
vessels as large as 620 feet by 90 feet (189 m by 27 m).

ADDSCO also operates two floating drydocks; the larger of the
two can accommodate a ship size of 750 feet by 98 feet (229 m



DRY BULK

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TOTAL POSITIONS
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85

TOTAL POSITIONS
ALL YARDS


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The company's multimillion- dollar facilities improvement
and upgrading program, which will be completed by the end of
1982, includes reactivation and modernization of the yard's six
graving docks. Each of these drydocks has been certified by
the Navy.

Coastal's total work force in July 1982 was between 800
and 900, approximately the same level as a year earlier.

Exhibit 10 is a current general arrangement plan of the
company's drydocks, piers, and shops.

10. FMC Corporation - Marine and Rail Equipment Division

FMC Corporation's Marine and Rail Equipment Division,
originally known as Gunderson Bros. Engineering Corporation, is
located on 95 acres of Willamette River waterfront property in
Portland, Ore. This facility, also a major manufacturer of
railroad freight cars, is an experienced builder of tankers,
tugs, barges, ferry boats, small military craft, and wide range
of marine structures.

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

Since 1977, the Division has concentrated its marine
construction capabilities on barge building, primarily ABS
classed vessels. Some of the significant barges built in
recent years include the four largest RO/RO barges in the
world, each 580 feet by 105 (177 m by 32 m); several 400 feet
(122 m) combination deck cargo/tank barges; and specialized
250-foot (76 m) self-dumping hopper barges--all certified for
ocean service.

As of October 1, 1982, FMC had under construction or on
order four large barges for Crowley Maritime Corporation's
Alaskan service and one barge for Morrison-Knudsen Company.
However, according to the yard's management, near- term
Prospects for barge construction were not encouraging.

To expand its shipbuilding capability to include
construction of oceangoing ships, FMC in 1970 undertook a Major
improvement program. Included in this expansion program was
the purchase of a 200-ton (182 metric ton) whirley crane, new
types of welding equipment, a 1,000-ton (908 metric ton) press,
and numerically controlled burning equipment which is fed by
tapes generated by computerized lofting. The panel line and
subassembly buildings are amply serviced by several overhead
cranes with capacities up to 40 tons (36 metric tons). FMC can
fabricate steel modules weighing up to the 200-ton (182 metric

18



Prospects for the Seattle Division were bleak during the
mid-1970's until the Navy awarded Todd its first contracts
under the guided missile frigate (FFG) program in early 1976.
As of October 1, 1982, the Seattle yard had delivered six of
these frigates and had six more in production or on order. Two
of the six ships on order are for the Royal: Australian Navy.

In October 1982, the U.S. Navy awarded Todd-Seattle a
lucrative contract to construct a floating drydock to service
nuclear attack submarines in San Diego. Delivery of the
drydock is scheduled for mid-1985.

This yard has a thriving ship repair and overhaul
operation that annually works on. from 400 to 500 commercial and
naval vessels.

‘The FFG program provided the impetus for a multimillion-
dollar capital investment program directed to improving
productivity of the Seattle yard in ship repair, overhaul, and
conversion. In July 1982, the company transferred a 39,375-ton
(40000 metric ton) floating drydock from its San Francisco
Division to Seattle. This drydock is the centerpiece of the
yard's most recent upgrading of facilities and capabilities. A
newly-installed 150-ton (137 metric ton) traveling whirley
crane on the adjacent 1,000-foot (305 m) concrete pier serves
the floating drydock and the new pier.

The Seattle Division has been appointed authorized repair
and service representative for B&W Diesel of Denmark and Sulzer
Marine Diesels of Switzerland.

The largest building way at Todd- Seattle can handle a
ship up to 600 feet by 96 feet (183'm by 29 m). It can also be
used as a dual launchway for construction of two ships with
beams of 50 feet (15 m) or less, simultaneously. A small
side-launch building way was added in 1974. In addition to the
large floating drydock transferred from San Francisco this
year, there are two other floating drydocks, the largest of

which can accommodate ships up to 650 feet by 84 feet (198 m by
26 m).

Three wharves and five piers provide a total of about
5,000 feet (1524 m) of berthing space for outfitting and
repair. The yard is serviced by several whirley traveling
cranes and a number of smaller portable units.

In July 1982, total employment at the Seattle plant was
about 4,500 slightly lower than a year earlier.

. Exhibit 35 is a current plot plan of Todd-Seattle's
facilities. .

47



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

As of October 1982, the Maritime Administration held
lump-sum master repair contracts with 81 ship repair
facilities. Forty-seven of these firms were located in the
Eastern Region, 19 were in the Central Region, and 15 were in
the Western Region.

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

© Newport News Shipbuilding:

A continuing multimillion-dollar capital investment
program was highlighted by the opening in 1982 of a
new drydock complex to double the yard's submarine
overhaul capacity. Other major improvements include
upgrading and renovation of older drydocks, outfitting
piers, and other facilities.

© Norfolk Shipbuilding & Dry Dock Corporation:

An expansion program, completed in 1979, consisting of
a new 950-foot (290 m) floating drydock with a clear
width of 160 feet (29 m) and a lifting capacity of
54,250 long tons (55118 metric tons), a new 1,030-
foot (314 m) concrete pier to be used for repair and
servicing of ships as long as 1,200 feet (366 m), and
other facilities to increase the company's repair and
conversion capability.

o Port of Portland (Oregon):

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

51



EXHIBIT 25

CORP.

oRYOOCK
BERKLEY PLANT

NORFOLK SHIPBUILDING AND

80



Ind-Mar Diesel Services
Jacksonville, FL

Industrial Welding & Machine, Inc.
Portland, ME

Jackson Engineering Co., Inc.
Hoboken, NJ

Jonathan Corporation
Norfolk, VA

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

Marine Contractors Co., Inc.
East Boston, MA

Marine Electric Corporation
Brooklyn, NY

Marine Metal Associates
Newark, NJ

Meier & Oelhaf Company, Inc.
New York, NY

Merrill-Stevens DD Company
Miami, FL

Metal Trades, Inc.
Hollywood, SC

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

Moon Engineering Co., Inc.
Norfolk, VA

Munro Drydock, Inc.
Chelsea, MA

Neptune Machine Works, Inc.
Brooklyn, NY

Nordic Diesel & Machine Co.
Brooklyn, NY

142

Norlantic Diesel, Inc.
Fairhaven, MA

North Florida Shipyards
Jacksonville, FL

Phillyship
Philadelphia, PA

Promet Marine Services Corp.
East Providence, RI

Reynolds Shipyard Corporation
Staten Island, NY

Rollinson Electric Contractors
Savannah, GA

Sandblasters,Inc.
John's Island, SC

South Portland Shipyard & Marine
Railway Corporation
South Portland, ME

Stephen Ransom, Inc.
Port Newark, NJ

Surless Ship Repair Corporation
Brooklyn, NY

Thames Shipyard & Repair Co.
New London, CT

Tickle Engineering Works, Inc.
Brooklyn, NY

Todd Electric Company
Norfolk, VA

Tony Stamis Engineering Co.
Ridgefield, NU

Williams Brothers
Division of Gowen, Inc.
Portland, ME



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
length
n feet
Name and location + Remarks
est
MR--Marine Railway Total linear
feet
Todd Pacific Shipyards Corp. 600 x 96 SW 1/ ship construction, repairs
Seattle, WA 650 x 84 FD 1137 and conversion ~ all types
420 x 62 FD 5000 or vessels ‘ype!
943 x 133 FD .
2/ 4,500
Triple A Shipyards 715 x 82 GD
Hunters Point 996 x 107 GD
San Francisco, CA 1088 x 136 GD 600_ Y/ Ship reparis, overhaul and
(2) 416 x 56 GD 24000 conversion,
416 x 71 GD 2/ 900
All graving docks are part of
the inactive Hunters Point
Naval Shipyard and are leased
from the U.S. Navy.
WEST
REPAIR YARDS WITH
DRYDOCK FACILITIES
Atkinson Marine Corp. 540 1/ Ship repairs and conversion.
National City, LA 540
2/ 460
Graving dock is leased from
Unified Port District of San
Diego as required.
California SB & DD Co.
Long Beach, CA 400 x 52 FD EA 1/ Ship repairs and conversion.
2/ 60
Campbell Industries
San Diego, CA (2) 360 x 46 FD 640 1/ Construction of fishing boats.
2280 Also ship repairs.
2/ 400
Graving dock is leased from
Unified Port District of San
Diego as required.
Dillingham Marine & Mfg. Co.
Portland, OR 260 1/ Ship repairs and conversion.
260
2/ 550
Leases drydocks and berths from
Port of Portland as required.

135



As of mid-1982, the company's administrative and
production work force totaled 7,300 its highest employment
since World War II. Employment in June 1981 was 6,565.

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

6. Bay Shipbuilding Corporation

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

Bay Shipbuilding, a full-service shipyard, has built more
modern self-unloading ships then any yard in the United States.
From 1973 through 1981, 15 self-unloading Great Lakes ore
carriers were completed, including six 1,000-foot-long (305 m)
vessels. ‘The 1,000-footers were constructed in two sections.
The bow portion of the ship was built from prefabricated
sections and side launched, and the stern section was built in
the graving dock and later joined to the bow portion.

With declining orders for construction of Great Lakes ore
carriers, Bay Ship in 1980 entered salt water shipbuilding
- competition. In 1981, two 550-foot~long (168 m) oceangoing
deep-notch barges were completed; and in August 1982, a
610-foot-long (186 m) oceangoing deep-notch barge was
delivered. With the delivery in September 1982 of an
integrated tug/barge to Amoco Oil Company for service on the
Lakes, no ship construction work remained in the yard.
Overhaul of the Coast Guard cutter MACKINAW and the ore carrier
WILLIAM CLAY FORD was expected to provide work until April
1983. Eight winter drydockings were also scheduled.

Production methods at Bay Shipbuilding are highly
sophisticated. The company in 1977 completed a major
facilities expansion program that has enabled the shipyard to
build 1,000-foot (305 m) Great Lakes bulk carriers. The new
graving dock can acconimodate a vessel as large as 1,100 feet by
136 feet (335 m by 41 m) and is the largest such dock on the
Lakes. It is serviced by a 200-ton (182 metric ton)
travelling gantry crane and several crawler cranes. Recently
completed capital expenditures were spent on the following
facilities and equipment: additional 2,400 linear feet (732 m)
of new dock wall; a 30,000 square-foot (2787 m ) expansion to
the fabrication shop with 100-ton (91 metric ton) bridge crane
capacity; new pipe shop, carpenter shop, and stores

13



MAJOR U.S, SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
length
in feet Remarks
Name and location GD--Graving Drydock
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
Port of San Diego
Unified Port District 687 x 90 GD N.Aw Duydocks available for lease
San Diego, CA 397 x 52) FD 13000 to ship repair companies.
Southwest Marine, Inc.
San Diego, CA 400 x 82 FD 600 1/ Ship repairs and overhaul.
1855 Construction of vessels up to
250' in length.
2/ 300
Graving dock is leased from
Unified Port District of San
Diego as required.
Southwest Marine, Inc.
Terminal Island 720 x 93 FD 1800 2/ Ship repairs, overhaul, and
San Pedro, CA 4175 conversion.
2/ 200
Todd Shipyards Corp.
Alameda, CA 523 x 80 FD 800 7/ Ship repairs, overhaul, and
2485 conversion.
2/ 650
Triple A South
San Diego, CA 389 x 57 FD None* 2/ Ship repairs and overhaul.
2 24
Graving dock is leased from Unified
Port District of San Diego as
required.
* Ships are worked at Navy
piers.

137



Active Shipbuilding Base

The Active Shipbuilding Base comprises the 27 privately
owned U.S. shipyards currently engaged in or seeking contracts
for the construction of naval ships and/or major oceangoing or
Great Lakes merchant ships. Exhibit 41 of this report
identifies and geographically locates these 27 yards. Exhibit
42 tabulates the number and contract value of commercial
vessels and barges, large and small, under construction or on
order as of September 30, 1982, in these shipyards; and Exhibit
43 indicates when each of the yards in the Active Shipbuilding
Base needed new contracts as of September 30, 1982, in order to
maintain an adequate backlog for available facilities and work
force. Estimates of need for new business are determined by
the Maritime Administration based on methodologies developed
for the Shipyard Production and Mobilization Model (SPAMM).
Most of these yards presently have building facilities
available to expand employment levels if new contracts could be
secured.

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

As of September 30, 1982, nine of the 27 yards were
engaged primarily in major naval ship construction. Four of
the yards were mainly engaged in construction of commercial
ships 1,000 gross tons and over, three yards were building
offshore drilling rigs, and the rest of the yards were engaged
in repair and conversion work or construction of small vessels.

As of September 30, 1982, 76 percent of the production .
workers in these 27 shipyards were engaged in Navy or Coast
Guard ship construction and repair work.

Employment projections for equivalent production workers
is shown by Exhibit 44. This data is generated by overlaying
Navy and private projected five-year shipbuilding and
conversion programs onto the estimated work force required to
complete the current firm orderbook.

Exhibit 44 indicates that work force levels are expected
to drop from mid-1982 to mid-1983, followed by a leveling out
continuing into 1987. During the last half of 1987, it is
anticipated that an upturn in shipyard employment will begin.

These projections are contingent upon near-term economic
conditions, the demand for commercial vessels, and upon future
Administration and Congressional action with regard to the
proposed increase in the Navy workload. :

55



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

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

Each year in late spring, Standard Form 17, "Facilities
Available for the Construction or Repair of Ships," is mailed
to some 220 U.S. shipyards and ship repair facilities. The
survey form was developed jointly by MARAD and the Navy. A
completed Form 17 represents a detailed description of a
shipbuilding or ship repair facility, which is not available
from any other source on a continuing and structured basis.
The information requested, and available for official use, can
be reviewed on a blank Form 17 shown herein as Appendix A. A
graving drydock characteristics summary and a floating drydock
characteristics summary are appended to Standard Form 17 to
better identify the characteristics of the facilities.

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

General

The annual shipyard survey of 1982 has been completed; and
the information collected has been organized and condensed in
the following narrative, exhibits, and tabulations to focus
attention on those elements that are most often requested from


EXHIBIT 17

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17. Lockheed Shipbuilding and Construction Company

Lockheed Shipbuilding and Construction Company, a wholly
owned subsidiary of Lockheed Corporation, is located in
Seattle, Wash., on the southern perimeter of Puget Sound's
Elliott Bay. This 93-year-old company was known as Puget Sound
Bridge and Drydock Company when acquired in 1959 by Lockheed.
In 1965, the yard's name was changed to Lockheed Shipbuilding
and Construction Company. It is now the largest privately
owned shipyard in the Pacific Northwest.

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

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

Currently under construction at Lockheed for the Navy are
two Whidbey Island-class amphibious dock landing ships, the
LSD-41 and the LSD-42. The company is optimistic with regard
to winning future construction contracts for additional LSD's.
On the repair side, Lockheed is currently overhauling three
Spruance-class destroyers.

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

Lockheed Shipbuilding's Industrial Products and Services
Division is equipped to do heavy custom steel work, including

structural and plate work, and a wide range of fabrication
work.

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

27


ALNIOV4S YNVE 1SV2

S3IULSNGNI NOLLIT JO NOISIAIG
SNICGTINGdIHS STIVONI

EXHIBIT 15

MOVUNVE AAVN

(~

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\\ 3 ASS \ Vz
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N \\ Sas SAVMIVE : uiva3Y NOIND
\\\ Ve =

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120 X GEO SAV / \ WY moog i, AY -\ $38 oman
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70



GREAT LAKES

Advance Boiler & Tank Co.
Milwaukee, WI

American Propeller Company
Toledo, OH

Diversified Piping Company
Avon Lake, OH

Erie Machine & Iron Works
Toledo, OH

G & W Industries, Inc.

Cleveland, OH

Edward E. Gillen Co.
Milwaukee, WI

Hans Hansen Welding Co., Inc.
Toledo, OH

Lower Lake Dock Company
Sandusky, OH

Merce Boiler & Welding Co., Inc.
Toledo, OH

Niagara Industries, Inc.
Erie, PA

Nicholson & Hall Corporation
Buffalo, NY

Nicholson Terminal & Dock Co.
River Rouge, MI

Oldman Boiler Works, Inc.

Buffalo, NY

Perry Shipbuilding Co.
Erie, PA

Purvis & Foster
Detroit, MI

146

U.S. GOVERNMENT PRINTING OFFICE: togs—s01

Soo Drydock Company
Sault Ste. Marie, MI

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

Sen-Wel Industries, Inc.
Buffalo, NY

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

William Farrel, Inc.
Toledo, OH

7428/2 458



EXHIBIT 8

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63


In 1981, Fraser completed the $14.2 million conversion of
the CHARLES M. BEEGHLY from a straight-deck bulk carrier to a
self-unloading bulker for Interlake Steamship Company. In
April 1982, Fraser Shipyards completed conversion of three
ships of U.S. Steel Corporation's Great Lakes fleet -- the
ARTHUR M. ANDERSON, CASON J. CALLAWAY, and PHILIP R. CLARKE --
to conveyor-type self-unloaders. Following completion of these
vessels, the only activity in the yard has been minor repair
work. As of September 1, 1982, with no work in the yard, total
employment consisted of some 35 salaried personnel. According
to management, the near-term outlook for shipbuilding
conversion, and repair work appeared bleak.

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

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

: work launches and floats -- capable of performing repairs on
' vessels while they are loading or unloading cargoes in
Duluth-Superior harbor and adjacent ports.

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

12. Galveston Shipbuilding Company

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

This Gulf Coast yard began operations in 1966 and has been

primarily a builder of barges and tugs, although it has the
capability of building medium size tankers. Galveston

20



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

Employment at Penn Ship totaled 1,400 in August 1982, down
from about 1,850 in February 1982 when the yard was acquired
from Sun Ship.

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

24. Tacoma Boatbuilding Co.

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

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

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

Tacoma Boat's backlog of ship construction as of
October 1, 1982 included the following U.S. Government con-
tracts: four medium-endurance cutters (WMEC's) for the Coast
Guard, two PCG patrol chasers for the Navy, and 12 T-AGOS ocean
surveillance ships for the Navy. Commercial vessels under
construction were: two tuna purseiners, four revolutionary
design "tractor" tugs, and two U.S.-flag incinerator ships the
first ships, of this type ever constructed in the United
States.

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

37


‘09 SNIGTINGdIHS 3 YOOGANG VAVAVIV

EXHIBIT 2
57

ane ou es

ima We Ci
82 X 297 62 X C2
te AVM te ava oO und



The five building positions at Quincy include three
assembly basins and two new construction basins. Especially
noteworthy is the ingenious construction schedule for the LNG
carriers. Since Basins No. 11 and 12 can only accommodate
ships up to 860 feet (262 m) in length and 144 feet (44 m) in
beam, and since the LNG vessels were 935 feet (285 m) LOA, hull
erection in Basins No. 11 and 12 excluded the bow section.
Following float-out from No. 11 or No. 12, the ships were
floated into Basin No. 7 for bow erection and sphere
installation. Basin No. 7 can accommodate a maximum ship size
of 936 feet by 143 feet (285 m by 44 m). The 900-ton (817
metric ton) bow units of the LNG's were constructed at the
inboard end of Basin No. 6 and were lifted by the 1,200-ton
(1089 metric ton) Goliath crane over into No. 7 where they were
attached to the hull. The spheres were barged into the
outboard end of No. 6 and lifted into No. 7 for installation.
Basins No. 6 and 8 can each accommodate ships 870 feet by 123
feet (262 m by 37 m).

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

The total workforce at Quincy at mid-1982 was 2,800,
approximately the same as a year earlier.

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

15. Ingalls Shipbuilding Division/Litton Systems, Inc.

The Ingalls Shipbuilding Division comprises two separate
shipyards. Located on the Gulf of Mexico at Pascagoula, Miss.,
Ingalls is a diversified shipbuilding complex experienced in
the construction, conversion and overhaul of commercial ships
and Navy combatants and auxiliaries. In addition, the yard
participates in ship systems analysis and design, operational
effectiveness analysis, logistic system analysis, and ship
design concepts. Ingalls was a pioneer in the application of
modular construction in the U.S. shipbuilding industry.

23




EXHIBIT 35

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vauv 3ev¥ols
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90


leased from the Navy, built 72 ships including 52 Navy combat
vessels. In addition, about 2,500 Navy and commercial vessels
were repaired or converted at the yard during the World War II
period.

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

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

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

Todd's San Francisco shipyard operates one building way, a
conventional end-launch type that can accommodate ships up to
550 feet by 96 feet (168 m by 29 m). The yard's larger
floating drydock with a maximum vessel size of 950 feet by 144
feet (290 m by 44 m) has a lifting capacity of 65,000 long tons
(66040 metric tons). This drydock, designed by Bethlehem and
built at the San Francisco yard, is capable of serving the
largest tankers that transport crude oil from Alaska to West
Coast ports. Also available is a second floating drydock, with
a maximum vessel size of 700 feet by 94 feet (213 m by 29 m),
and about 3,200 linear feet (975 m) of usable berthing space
along four piers, all fully serviced with utilities and by
cranes of up to 50 tons (45 metric tons) capacity.

At the time of sale, October 14, 1982, the total work
force was approximately 100, down from 600 a year earlier.

Exhibit 34 is a current plot plan of Todd's newly~acquired
San Francisco plant and facilities.

30. Todd Pacific Shipyards Corporation - Los Angeles Division

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

44



EXHIBIT 30

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C GANTRY:
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62

EXHIBIT 7

BAY SHIPBUILDING CORPORATION


—————

10 TONS
7
80 TONS |

199°

EXHIBIT 31

40
[TONS 45 TONS

STEEL DRYDOCK 240°

9"
15,000 TON LIFT CAPACITY)
614’ X 90’ X90" |

a 5

|
40,000 TON LIFT CAPACITY !
853° X 164’ X_ 32’

A -6UP, 160° COVERED & 40° OPEN X
86’, SERVICE BY 400T CRANE
CAPACITY.

B-SUP, OUTSIDE 42° X 63".

SOUTHWEST

TODD SHIPYARDS CORP.
GALVESTON DIVISION

1. WAREHOUSE & REC'VING
2. PRODUCTION OFFICE

3. SHEETMETAL SHOP

4. BOILER & COMP. HSE

5. CHEMIST DEPT.

6. ELECTRIC SHOP

7. PIPE SHOP

8. INSTRU. &CONTROL SHOP
9. WASTE Of. STOR.

40. PAINT STORAGE

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Vessels under construction as of October 1, 1982 included
one Gompers class destroyer tender (AD-44), one Ingram class
(37,500 dwt.) product carrier, three La Jolla class (44,000
dwt.) product carriers, and a cable repair ship (T-ARC 7) for
the Navy. NASSCO also performs a significant amount of Navy
repair and overhaul work for the Pacific Fleet, which makes its
home port in San Diego.

In August 1982, the Navy announced a provisional charter
hire award to Waterman Steamship Corporation for conversion of
one RO/RO containership with an option for two additional ships
of the same type. As part of the Navy's T-AKX program, these
vessels will be converted at NASSCO and serve in the U.S.
maritime prepositioning force.

In September 1982, the Navy also awarded the company a
contract for conversion of two SL-7 commercial containerships
to fast logistic ships (T-AKRX) with an option for one
additional ship.

In 1976, NASSCO began a major facilities expansion and
modernization program. In the new building dock, the shipyard
can now produce ships up to 980 feet by 170 feet (299 m by 52
m), compared to a previous maximum of 900 feet by 106 feet (274
m by 32 m). Also included in the program was a new modern
digital controlled mold loft, a new 1,090-foot (332 m)
outfitting pier, a new semi-automatic panel line that welds
steel plate into 40-foot by 40-foot (12 m by 12 m) panel
sections, additional heavy-duty whirley cranes, an advanced
production control system, and a CNC punching and burning
machine.

In addition to the new building dock, the yard operates
three conventional inclined shipways, two of which can
accommodate a maximum size ship of 900 feet by 106 feet (274 m
by 32 m), and one a ship size of 690 feet by 90 feet (210 m by
27m). These ways and the large building dock are serviced by
1l gantry cranes ranging in capacity from 45 tons (41 metric
tons) to 175 tons (159 metric tons). A large graving dock that
can handle a maximum ship size of 687 feet by 90 feet (209 m by
27 m) is leased on a use basis from the Unified Port District
of San Diego. There are ten berths with a total berthing space
of approximately 7,075 feet (2,156 m) for outfitting and
repair. These berths are serviced by mobile and gantry cranes
varying in capacity from five tons (4.5 metric tons) to 175
tons (159 metric tons).

At mid-1982, the total labor force was 6,180, down from
6,770 at mid-1981.

Exhibit 22 is a current NASSCO plot plan.

31


(305 m) self-unloading Great Lakes ore carriers for Pickands
Mather and Co., was completed at Lorain in 1976. The MESABI
MINER, a sistership of the BARKER, was delivered to Pickands
Mather in 1977; and a third 1,000-footer, the GEORGE A.
STINSON, was delivered in 1978.

In 1980, the 1,000-foot (305 m) self-unloader, EDGAR B.
SPEER, was delivered to the United States Steel Corporation;
and in 1981, a similar vessel, the WILLIAM J. DeLANCEY,. was
delivered to the Interlake fleet of Pickands Mather. In July
1981, The American Ship Building Company was awarded a $73
million contract to convert four Moore McCormack general cargo
ships to larger self-sustaining breakbulk/container vessels.
Tampa Ship performed the first and third of these
reconstruction jobs, the Lorain yard converted the second ship,
and as of November 1, it had not been decided which of the
company's yards would convert the fourth Moore McCormack
vessel.

The Military Sealift Command in September 1982, announced
the award to Ocean Carriers, Inc. of a "build and charter"
contract for two new T-5 handy-size product tankers, with an
option for three more. The American Ship Building Company will
build these ships. However, as of November 1, 1982, the
company had not determined how the work will be allocated among
its shipyards.

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

In the Lorain facility, graving dock No. 3, with a maximum
ship size of about 1,021 feet by 121 feet (311 m by 37 m), is
used for new construction. The yard's other graving dock is
presently inactive but can be readily reactivated. In the
past, it was used primarily for repair and overhaul work and
can handle ships up to 708 feet by 78 feet (216 m by 24 m).

The yard also has an inactive side-launch way which is
currently being used as a platen area. For repair and
outfitting, Lorain has available a total of about 1,800 feet
(549 m) of berthing space.

At mid-1982, the total payroll at Lorain was approximately
400 compared to 100 at mid-1981.

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



APPENDIX C

MAJOR TOPSIDE REPAIR FACILITIES

SHIPS 300 FEET IN LENGTH AND OVER

139



To be completed at Todd-LA in 1982 is a new shoreside Navy
crew complex consisting of four single-story modular housing
units designed for exclusive use of naval officers and crew
members while their ships are undergoing post shakedown
availability (PSA), overhaul, or repair work in the shipyard.

The yard presently has two conventional inclined shipways,
each capable of launching a ship as large as 800 feet by 84
feet (244 m by 25 m). The panel line, platens, and shipways are
serviced by two 175-ton (159 metric ton), and six smaller
whirley cranes. There are two floating drydocks, one of which
can accommodate a vessel 700 feet by 86 feet (213 m by 26 m),
and the other a vessel 470 feet by 82 feet (143 m by 25 m).

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

Total employment at the yard was 5,760 at mid-1982, up
from 5,240 a year earlier. The current manpower level is this
shipyard's highest since World War II.

Exhibit 33 is a plant map of the Los Angeles Division's
facilities.

31. Todd Pacific Shipyards Corporation - Seattle Division

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

This 45-acre yard has an unrivaled heritage on the West
Coast as a prime supplier of fighting ships for the U.S. Navy.
During World War II, Todd operated three shipyards in the
Seattle-Tacoma area, mainly turning out destroyers and aircraft
carriers. More than 57,000 persons worked three shifts during
the war years.

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

Seattle. During this period, the yard also built the Navy's
only catamaran oceanographic vessel.

46



by 30 m). There are also 9,370 feet (2856 m) of berthing space
available at seven finger piers for topside and inboard
repairs. There are 19 revolving gantry cranes with capacities
up to 65 tons (59 metric tons) available to service the
shipways and berthing areas. A 275-ton (250 metric ton)
Goliath bridge crane which straddles the Slip between piers K
and L, is used for construction, repair work, and outfitting.

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

ADDSCO, as of July 1982, employed a labor force of 2,900,
up from 2,000 a year earlier.

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

2. The American Ship Building Company - Lorain, Ohio

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

During the World War II period, the company built an
impressive variety of vessels for the Navy, Army, Maritime
Commission, and private interests. Since World War II,
American Ship specialized in the construction of ore carriers,
besides building seven Coast Guard cutters, two naval
auxiliaries, and a fisheries research vessel.

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

The Lorain plant is one of two shipyards on the Great
Lakes capable of building ships up to 1,000 feet (305 m) in
length. The JAMES R. BARKER, the first of two 1,000-foot



Exhibit 29 is a general plan of Tampa Ship's main plant
showing drydocks, piers, and wet berths under construction, as
well as existing facilities. Since the large building way is
located approximately one-half mile (800 m) north of the main
plant, it is not shown on this plan. This building way, like
the graving docks, is leased from the Tampa Port Authority.

26. Texas Gulfport Shipbuilding Company (formerly Gulfport
Shipbuilding)

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

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

An expansion and modernization program was completed in
1981 at Texas Gulfport, including a general upgrading of
facilities, enlargement of drydocks, and development of new
outfitting facilities downstream from the main portion of the
yard.

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

With repair work about 40 percent below the 1981 level,
the labor force at Texas Gulfport was down to 200 at mid-1982,
compared to 450 a year earlier.

40


‘WELDING AND ASSEMBLY (Sq. ft.)

veloped)

Y
(including | TOTAL {including unde-

RAW STEEL STORAGE (Sq. ft.)

DEVELOPED

in use)

EXISTING LOCAL ORDINANCES LIMITING PRODUCTIVE USE

LIMITATIONS IMPOSED BY PROPERTY ZONING CLASSIFICATION

SH A PLOT PLAN OF YAi
\VAILABLE

1T—PLEASE FURNI:
PLANT, IF A\

YARD LAYOU'

120



ton) limit of the crane and transport them to the ship for
erection. Modular living quarters complete with interior
decor, carpeting, and drapes, can be erected to reduce
outfitting time and cost.

Recent strength in FMC's barge business necessitated a
second major yard expansion, completed in early 1982. The
side-launch ways capacity has been increased to accommodate a
maximum vessel size of 750 feet by 130 feet (229 m by 40 m).
Crane tracks were lengthened accordingly, and a 1,100-foot (335
m) outfitting dock serviced by whirley cranes and railroad
tracks was also acquired. Drydocking is done in the nearby
Port of Portland facility.

At mid-1982, the labor force involved in marine work
totaled 300, unchanged from mid-1981.

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

11. Fraser Shipyards, Inc.

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

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

Since World War II, this complete shipbuilding and ship
repair facility has specialized in vessel repair and ship
modernization including lengthenings, repowering and engine
room automation, and self-unloader conversions. In the past 10
years, Fraser has performed most of the major ship lengthening
work on the Great Lakes. At this shipyard, general ship repair
is also an important source of revenue.

19



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

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

At mid-1982, total employment was 1,100, down from
approximately 1,800 a year earlier. By November 1, 1982, the
number of production workers had dropped to about 400.

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

7. Bethlehem Steel Corporation - Beaumont Yard

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

Bethlehem-Beaumont has delivered more than 50 jackup
drilling units since it built its first jackup rig in 1954. As
of October 1, 1982, the yard had one offshore rig under
construction, compared to 12 a year earlier.

In November 1982, the Navy awarded Bethlehem Steel firm
contracts to reconstruct three Maersk Line cargo ships, as part
of the Navy's T-AKX program, for the U.S. maritime
prepositioning force. One of these three ships will be
converted at the Beaumont Yard.

The Beaumont Yard is highly mechanized. In the early

1970's the company installed a multimillion- dollar panel line
and materials handling facilities. During the past five years,

14



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

MARAD has examined drydock data submitted by shipyards in
the 1982 survey. In preparing Appendix B, the following
criteria were developed to establish the maximum ship size that
could be accommodated in each drydock:

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

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

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

Major Shipbuilding Facilities

A major shipyard is defined in this report as one having
at least one shipbuilding position, either an inclined way, a
side-launching platform or a building basin, with the
capability to accommodate a minimum ship size of 475 feet (145
m) length overall and a beam of 68 feet (21m). There are
presently 32 shipyards in this category, which are identified
and geographically located in Exhibit 1.

Despite the continuing worldwide shipping recession,
uncertain near-term future prospects, and declining commercial
orderbooks, the U.S. shipbuilding and ship repair industry in
FY 1982 invested some $329 million in facilities modernization
and expansion and as of July 1, 1982, planned to spend an
additional $240 million during the year ending June 30, 1983,
mainly for larger drydocks and support facilities to increase
vessel conversion, overhaul, and repair capabilities. Several
yards have plans for gearing up for the anticipated increase in
naval ship construction.


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
LOA-- Beam) length
in feet
Name and location -Graving D Remarks
FD--Floating Drydock Longest.
MR--Marine Railway Total linear
feet
Todd Shipyards Corp. 475 x 85 SW 1042 1sni
ip construction, repairs
Galveston, TX 670 x iff p 7000 and conversion.
2/1,000
Todd Shipyards Corp. 600 x 118 = SW 1844 YV
Houston, TX 600 x 118° FD | 3200 and soncenstruction, repairs
250
SULF COASTRepAIR YARDS WITH
ORYDOCK FACILITIES
Bender Shipbuilding & Repair 420x 45 FO | 617 Yeonstruction of vessels up to
Mobile, AL a0 x 3 Hd 2300 260' in length. Also ship repairs.
2e09
Delta Shipyard 300 x 56 700 y Construction and repair of vessels
Houma, LA (Syncrolift) 700 .
300 «88 FD up to 340° in length.
2/240
Bergeron Industries, Inc. 300 x 72 MR 100 V/construction and repair of
St. Bernard, LA 500 barges, dredges, and floating
drydocks.
2/soo(praithwaite Yard)
Equitable Shipyards, Inc. 325 x 90 MR 500 construction and repair of small
New Orleans, LA Test vessels and barges.
2/250
Gretna Machine & Iron Works, 330 x 54 GO 340 1
Inc. 465 x 75 GD 30 y Construction and repair of

Harvey, LA

barges.
2/190

Gulf-Tampa DD Co.
Tampa, FL

y. Ship repairs and overhaul.
2/195

132



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69

EXHIBIT 14

FORE RIVER
PIER NO. 3 15,"
560° .
LECT.
SHOP

GENERAL DYNAMICS
QUINCY SHIPBUILDING DIVISION



During 1981 and the first nine months of 1982, Ingalls
delivered four guided missile destroyers (DDG's) to the Navy.
As of October 1, 1982, the construction backlog consisted of
six Aegis guided missile cruisers (CG's), one destroyer (DD),
and four jackup drilling rigs. The destroyer, slated for
delivery in 1983, is the 3lst Spruance class destroyer built at
Ingalls. In addition to being the lead shipbuilder for four
new classes of Navy ships during the past decade, the company
has been active in repair and overhaul of naval vessels,
construction of mobile offshore drilling rigs, and fabrication
and assembly of approximately 3,000 railroad cars.

In July 1982, NAVSEA selected the team of Ingalls and
Avondale to reactivate and modernize the World War II
battleship IOWA with a $4.5 million planning award to Ingalls.
When FY 1983 funds are available, the contract will be
converted to cover actual reactivation work. Ingalls will
perform upgrading of shipboard systems, weapons modernization,
addition of new weapons systems, and electronic modifications.
Avondale, as subcontractor, will complete work on outer hull,
propulsion shafting, and other aspects of the IOWA refurbishing
program during the initial three-month drydocking. The IOWA is
scheduled for redelivery to the Navy in December 1984.

The older of the two Ingalls yards is referred to as the
East Bank yard. It has been in operation for 44 years,
engaging primarily in new construction of commercial cargo
ships and tankers, and in 1974 completed a series of highly
productive containerships, the last commercial ships built at
Ingalls. The yard maintains six inclined shipways. Maximum
ship sizes which can be accommodated are: four ways 650 by 90
feet (198 m by 27 m), one way 690 feet by 85 feet (210 m by 26
m), and one way 550 by 80 feet (168 m by 24 m). The East Bank
Plant has one small graving dock which has been used for
construction of nuclear-powered submarines but is currently
being used mainly for repair work. A wharf and four piers
serviced by cranes with a 50-ton (45 metric ton) maximum
capacity provide a total of 3,700 feet (1128 m) of berthing
space for outfitting and topside repair.

The newer West Bank yard, completed in 1970, was designed
and equipped for series production using modular construction
methods. The yard is geared to assembly-line construction of
large Navy and merchant ships. The West Bank Plant does not
have conventional inclined shipbuilding ways. Instead,
fabricated steel and minor subassemblies are brought from the
fabrication, panel and shell shops to the subassembly area
where they are erected into major subassemblies, which in turn
move to the module assembly area. ‘These areas are divided into
five bays, each of which can produce 6,000-ton (5447 metric
ton) modules. After modules are completed in the module
assembly area, they are moved to the integration area where
they are erected into a complete ship. The completed ship is

24


Williams & Manchester Shipyard
Newport, RI

Wilmington Iron Works, Inc.
Wilmington, NC

GULF _COAST

American Marine Corporation
New Orleans, LA

AMT, Inc.
New Orleans, LA

Atlantic Sandblasting & Coatings
Tampa, FL

Boland Marine & Manufacturing Co.
New Orleans, LA

Buck Kreihs Co.,
New Orleans, LA

Inc.

Coastal Iron Works,
Corpus Christi, TX

Inc.

Coastal Marine Service of Texas
Port Arthur, TX

Dixie Machine Welding & Metal Works

New Orleans, LA

Farmer's Marine Copper Works, Inc.

Galveston, TX

Florida Ship Repair
Tampa, FL

General Engineering Co.
New Orleans, LA

143

Hahn & Clay
Houston, TX

Harrisburg Machine Co., Inc.
Houston, TX

Hendry Corporation
Tampa, FL

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

Marine Repairs, Inc.
Houston, TX

Marine Maintenance Industries
Houston, TX

McDonough Iron Works

Galveston, TX

Misener Industries, Inc.
Tampa, FL

Modern Diesel Power, Inc.

New Orleans, LA

National Marine Service
Harvey, LA

Newpark SB & Repair, Inc.
Houston, TX

Port Houston Marine, Inc.
Houston, TX

Runyan Machine & Boiler Works
Pensacola, FL

Sherman Shipyard
Panama City, FL



is being finalized on position No. 2. Avondale's large
floating drydock is 900 feet (274 m) long, 260 feet (79 m) wide
and 78 feet (24 m) high, with 220 feet (67 m) clear width
inside the wing walls. It can accommodate ships as large as
1,000 feet (305 m) in length by 216 feet (66 m): wide, and the
lifting capacity is 81,000 long tons (82296 metric tons). The
dock is serviced by gantry cranes of up to 200 tons (182 metric
tons) capacity mounted on the supporting wharf, two 50-ton (45
metric ton) gantry cranes on the drydock floor, and a 600-ton
(610 metric ton) floating lifting device. In addition to its
use as a launching platform for new construction, this drydock
has given the company the capability of performing a variety of
conversion and. major repair work.

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

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

Avondale employs a unique transfer method, whereby large
sections of a ship, or entire ships, are moved horizontally to
different building positions. A ship might be situated and
worked on in four different building positions between keel
laying and launching. For relatively small vessels, e.g.,
destroyer escorts, the yard perfected a rotating jig to allow
for the maximum use of downhand welding of the hull. Modern
construction methods and steel processing facilities have made
Avondale one of this country's most productive shipyards. No
U.S. shipbuilder has had more success with series production of
commercial ships. The yard offers approximately 6,100 feet
(1859 m) of berthing space, serviced by gantry cranes. Use of
the 600-ton (610 metric ton) floating lifting barge is
available along the entire length of the berths.

In July 1982, Avondale's new "Panamax" floating drydock
entered service in the main plant. This drydock, which will
complement the company's existing drydock and double the main
yard's ship repair capacity can accommodate ships up to 750
feet (228 m) long by 115 feet (34 m) wide. Lifting capacity
is 19,688 long tons (20000 metric tons).

10



APPENDIX C

MAJOR TOPSIDE REPAIR FACILITIES, SHIPS 300 FEET

IN_LENGTH AND OVER

EAST COAST

Allied Repair Service, Inc.
Norfolk, VA

AMT, Inc.
Miami, FL

American Ship Repairs Co., Inc.
Brooklyn, NY

Arnessen Electric Company, Inc.
Brooklyn, NY

Atco Marine Corporation
Brooklyn, NY

Atlantic Marine, Inc.
Fort George Island, FL

Auto Marine Sales Corporation
Ft. Lauderdale, FL

B & A Marine Co., Inc.
Brooklyn, NY

Banks Ship Rigging Corporation
Brooklyn, NY

Best Repair Company
Norfolk, VA

Brady Marine Repair Co., Inc.
Elizabeth, NJ

Braswell Shipyards, Inc.
Mt. Pleasant, SC

Camden Ship Repair Co., Inc.
Camden, NJ

141

Charlton Marine, Inc.
Jersey City, NJ

Classon Industries
Brooklyn, NY

Diesel Injection Sales & Service
Norfolk, VA

Electric Motor and Contracting Co.
Norfolk, VA

Fisher Marine Repair Corporation
Brooklyn, NY

General Ship Repair Corporation
Baltimore, MD

Golten Marine Co., Inc.
Brooklyn, NY

Golten Ship Repair, Inc.
Portland, ME

Golten Service Co., Inc.
Miami, FL

Hoffert Marine, Inc.
-Jacksonville, FL
-Norfolk, VA

Holmes Bros.,
Portsmouth, VA

Inc.

Horne. Brothers,
Newport News, VA

Inc.

Hudson Engineering Company
Hoboken, NJ



a forming and subassembly slab about 400 feet by 200 feet (122
m by 61 m), which is actually an extension of the yard's
building way. A 250-ton (227 metric ton) gantry crane travels
on rails which run the full length of the slab and building
way. The crane lifts the subassembly sections from the slab to
the launchway, and the sections are joined to form the
completed vessel which is then side-launched. The 250-foot by
120-foot (76 m by 37 m) covered pipe shop has a complete range
of positioning, welding, and cutting equipment. Usable
berthing space for outfitting and repair totals 1,100 feet (335
m). Estimated steel throughput at this shipyard is from 750
tons (681 metric tons) to 1,000 tons (908 metric tons) a month.

At mid-1982, the total work force at the Brownsville plant
was 1,300, about the same as a year earlier.

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

19. Maryland Shipbuilding & Drydock Company

Maryland Shipbuilding & Drydock Company, a subsidiary of
Fruehauf Corporation, is located on the south bank of the
Patapsco River in Baltimore, Md. This yard, which has been in
business for 60 years, offers full facilities for ship
construction, conversion, overhaul, and repair. Although
primarily a repair and conversion yard, Maryland built the
following vessels during the 1960's and 1970's: two
containerships, one oceanographic research vessel, one
hydrofoil, one tug/barge, and two trawler/factory ships, which
were the first stern ramp fish-processing trawlers to be built
in the United States. The company's industrial products
Division engages in nonmarine work such as: 1) the design,
manufacture and installation of large steam surface condensers
for the utility industry; 2) general machine repairs to pumps,
turbines, and other industrial machinery; and 3) heavy
structural steel fabrications.

From 1968 to the present time, Maryland has completed
repair or overhaul work on 35 naval vessels of many different
types. This was in addition to the yard's workload of
commercial ship repair.

Maryland Shipbuilding's repair business has fallen off
considerably compared with 1980 and 1981, and the company's
Industrial Products Division was expected to run out of work in
October 1982.

During FY 1983, Maryland hopes to be the winner of a
lucrative Navy contract for a hospital ship conversion (T-AH),
part of the Navy's hospital ship acquisition program. This
contract could create at least 800 jobs, and more if two
hospital ships are involved.

29


SHIPYARD STATUS: NEED FOR NEW BUSINESS

MARITIME ADMINISTRATION
DEPARTMENT OF TRANSPORTATION

TIME NOW

EXHIBIT 43

ACTIVE SHIPBUILDING BASE 1981 1982 1983
bid

1984

ALABAMA DD & SB — MOBILE, AL *
‘AMERICAN SB — LORAIN, OH

AVONDALE SHIPYARDS — N.O., LA

BATH IRON WORKS — BATH, ME

BAY SHIP — STURGEON BAY, WI

BETH, STEEL — BEAUMONT, TX

BETH, STEEL — SPARROWS PT., MD

EQUITABLE SHIPYARDS, INC. *
GEN. DYN. E.B. — GROTON, CT

GEN. DYN. — QUINCY, MA

HALTER MARINE — CHICKASAW, AL

INGALLS/LITTON — PASCAGOULA, MS

LEVINGSTON SHIP — ORANGE, TX

LOCKHEED SHIP — SEATTLE, WA

MARINETTE MARINE — MARINETTE, WI

MARYLAND SB — BALTIMORE, MD *
NASSCO — SAN DIEGO, CA

NEWPORT NEWS SB & DD — VA

NORFOLK SB & DD — VA *
PETERSON BLDRS. — STURGEON BAY, WI

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

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

TODD SHIPYARDS — SEATTLE, WA

3K Shipyards engaging primarily in repsir work.

NOTE: END OF BAR EXCEPT FOR YARDS MARKED WITH AN ASTERISK INDICATES WHEN YARD NEEDS NEW CONTRACTS IN ORDER TO MAINTAIN
ADEQUATE BACKLOG FOR AVAILABLE FACILITIES AND WORKFORCE. ASSUME 8-MONTH ADMINISTRATIVE AND PRE-FAB TIME (LEAD TIME BEFORE

KEEL LAYING) .
09/30/82

98





EXHIBIT 36

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91



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

In July 1982, the total labor force was 5,360, down from
about 7,300 a year earlier.

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

5. Bath Iron Works Corporation

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

During 1982, in the commercial ship construction field,
BIW completed a 37,000-dwt. oceangoing barge for C & H Sugar
Company and delivered a large diesel-propelled hopper dredge
for the Corps of Engineers. Under construction, for delivery
in 1983, are two 34,000-dwt. product tankers (MA Design
T6-M-136a) being built with the aid of CDS for Falcon I Sea
Transport Company.

Bath Iron Works is one of the industry leaders in design,
construction, and modernization of destroyer-type vessels for
the U.S. Navy. BIW is the lead shipbuilder for the Navy's
guided missile frigate (FFG-7 class) program. The lead ship,
the OLIVER HAZARD PERRY, was completed in 1977; and the Navy
has awarded the company follow-on contracts for the
construction of 22 additional FFG-7 class guided missile
frigates, the last of which is scheduled for delivery in 1986.
As of October 1, 1982, there were 12 of these ships on order or
in various stages of construction.

The Navy in May 1982 selected Bath Iron Works as its
second source for the high-technology CG-47 class Aegis Cruiser
program, awarding the company a contract to build one of these
Ticonderoga class cruisers. BIW estimates it may construct
seven or eight of these cruisers. The lead shipyard in the
program is the Ingalls Shipbuilding Division of Litton
Industries which currently has contracts to build six of these
ships.

11



a “ eR 2 1ON_OR_ON. EXHIBIT 42

CONTRACT CONTRACT TOTAL

§ VALUE $ VALUE TOTAL CONTRACT

NO. CDS CDS VESSELS PRIVATE PVT. VESSELS ALL $ VALUE

SHIPYARDS VESSELS © {MILLIONS)_ =» VESSELS = (MILLIONS) ==» VESSELS = _(MILLIONS)
Alabama DD - - 1 60.0 1 60.0
AmShip-Lorain - - - - - -
Avondale 3 273.0 3 255.0 6 528.0
Bath Iron Works 2 142.0 1 65.0 3 207.0
Bay SB - - - - - -
Beth., Beaumont - - 1 35.0 2 35.0
Beth., Sp.Pt. - - 4 287.2 ‘4 287.2
Equitable - - 2 2.5 1 2.5
Gen. byn., Quincy 1 70.5 3 90.0 ‘ 160.5
Gen. Dyn., E.Boat (Exclusively Navy Ship Construction)
Halter Marine - - a3 200.0 a 200.0
Levingston 1 40.4 1 40.0 2 80.4
Litton/Ingalls .. - 4 140.0 ‘ 140.0
Lockheed - - - - - -
Marinette - - 2 30.0 L 30.0
Maryland SB - - - - - -
National Steel - - 4 200.9 ‘4 200.9
Newport News - - 1 80.0 L 80.0
Norfolk SB - - - - - -
Peterson - - - - - -
Penn Ship (ex-Sun) ae 137.4 - - 2 137.4
Tacoma Boat - - 8 111.4 8 qld
Tampa Ship - - - - - -
Todd, Galveston - - 1 11.0 a 11.0
Toda, Houston - - - - - -
Todd, LA - - - - - -
Todd, Seattle - - - - - -
TOTALS 9 $663.3 1 $1,608.0 86 $2,271.3

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

* Under construction for Sun Ship.

97



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

Since 1979 Sparrows Point has built five Bethlehem-design
offshore drilling rigs and three 47,000-dwt. oceangoing
tug/barge tankers. (Construction of the tug portion was
subcontracted to Halter Marine). As of October 1, 1982, one
drilling rig and three of these integrated tug/barges were
nearing completion.

In November 1982, the Navy awarded Bethlehem Steel firm
contracts to reconstruct three Maersk Line cargo ships, as part
of the Navy's T-AKX program, for the U.S. maritime
prepositioning force. Two of these three ships will be
converted at the Sparrows Point Yard.

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

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

Complementing the large construction basin, which is
served by four 200-ton (182 metric ton) tower cranes, Sparrows
Point maintains two active building ways, each of which can
accommodate a maximum ship size of 900 feet by 108 feet (274 m
by 33m). Two smaller sliding ways are being used as platen
areas and would require extensive refurbishing to reactivate.
The yard does not have drydocking facilities except for the
building basin which is currently used for ¢onstruction work.
Four outfitting berths are available with a combined length of
3,970 linear feet (1210 m) of space serviced by four tower

16



EXHIBIT 44

+ NOTAVULSIMINGY BUILIUVE “NOILINUASNOD AIHS 40 301550
C3AINONd NINN ZEBWU UNOS WOU VANE GUVAGIHS 130UN0S

e86t ‘Tt Y3d0L00

16 e6 68 88 28 98 $8 8B €8 28
re Ge ee ee ee ee ee eee ere r)

WHOM dIHS-NON GNW ‘InWHYgAO ‘YIvaTy — Q000t

\N——~Y- 00002
T—- 0@00E
Tr 0000r
r— 0000S
t— 20009
+- 00002
t—- 20008

NOILONALSNOD
NOILOSLONd TWAWN

— NOILOGLOUd IWIOWSWWOD

uetd butptinqdtys azeak-aats E861 Ad r— 00006
NOITLOsLOUd TYAWN
F— 060001

suetad pue AotTod Jo e0TZ30 Aq paptAojd
NOTSaPOUd TWIOWANWOS quewAojdwy jejoy *-. eeoott

f- eooect
- O0@0Et
[- 0000rT
— 9000S5

Le = Splef jo soquny
uopeunung eseg Buipjinqdiys eanoy

uonszefoig peoppory Agsnpuy Buipyingdiys

99

Sia OM UOHONpoOsd JUajeAINby



Shipbuilding has probably built more oceangoing deep-notch
barge units than any other yard in the country, including some
of the most sophisticated vessels serving the petroleum and
chemical industries.

During 1981 and the first half of 1982, this shipyard
delivered several oceangoing barges including a 55,000-dwt.
deep-notch petroleum barge for Belcher Oil Co. The last
construction job in the yard, a 22,000-dwt. coal barge, was
completed in October 1982.

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

In addition to its large side-launch way, Galveston
Shipbuilding has four smaller shipways served by an 800-ton
(813 metric ton) syncrolift. In the absence of a drydock,
arrangements must be made to drydock large vessels at
Todd-Galveston or Levingston Shipbuilding Company.

By mid-1982, Galveston Shipbuilding's labor force had
dropped to 150; and by October 1 with no work remaining in the
yard, all production workers had been laid off except for some
50 production workers who were transferred to West Gulf Marine
Works, an affiliate company also located in Galveston, Texas.

Exhibit 13 is a current general arrangement drawing of
Galveston Shipbuilding's ship construction facilities.

13. General Dynamics Corporation - Electric Boat Division

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

14. General Dynamics Corporation - Quincy Shipbuilding
Division

The Quincy Shipbuilding Division of General Dynamics
Corporation is located on the Fore River in Quincy, Mass. This
shipyard, purchased from Bethlehem Steel Corporation in 1964,
delivered 18 ships to the Navy from 1964 to 1973. These

21



During October 1982, the U.S. steel industry was operating
at from 37 to 40 percent of capacity. According to the
American Iron and Steel Institute, this was the lowest
production level since the Great Depression.

A continuation of the recession in shipbuilding would
inevitably result in a diminishing of the industry's component
supply base. As shipbuilding contracts continue to decline,
some manufacturing industries allied with shipbuilding and ship
repair will shift emphasis to non-marine work in order to
maintain a stable workload. There are already some signs of a
gradual erosion of the existing supporting industrial base.

Shipyard Pollution Abatement

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

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

Fiscal Year 1982 saw within the committees a continuation
of 1981 activities.

Ship Repair Facilities

While over 200’ privately owned firms of varying
capabilities are involved in repairing ships in the United
States, only 73 yards are capable of drydocking vessels 300
feet in length and over. For ships this size, the U.S.
shipbuilding and repair industry is currently operating a total
of 84 floating drydocks, 51 graving docks, and several marine
railways. However, some of these graving docks are committed
to new construction. The large organizations which have
drydocks generally use extensive waterfront acreage and are
capable of all types of ship repair and maintenance. Major
shipyards usually combine repair, overhaul, and conversion with
shipbuilding capabilities, and employment usually numbers in
the thousands. It is difficult to draw a sharp line between

shipbuilding. yards and ship repair yards, as many of the two
engage in both types of work.

50



EXHIBIT 40

ve

zs 5

3 AY 7

(2ALLWININNS) SAVM 40 “ON
95

8 8FR88BFB A

(2861 ‘} sequieaoN)
ALMIavdV9
HLONIT WNIWIXVW Ad SAVMdIHS 40 HAgIANNs

‘SQUVAdIHS ALVAIYd ‘SN YOrvin


can accommodate ships up to 1,100 feet by 130 feet (335 m by

40 m) and 960 feet by 118 feet (293 m 36 m). The remaining
three docks can be used for new construction, repair, or
conversion. The largest of these can accommodate a maximum |
ship size of 862 feet by 108 feet (263 m by 33m). Eight piers
for outfitting and topside repair are available with a combined
berthing space of approximately 12,000 linear feet (3658 m).
These piers are serviced by cranes with capacities of up to 50
tons (45 metric tons) and are supplemented by locomotive cranes
and floating derricks with capacities to 67 tons (61 metric
tons).

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

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

© A fully-equipped wood pattern shop facility;

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

o A machining complex with over 250 machines including a
42-foot (13 m) boring mill, and lathes with maximum
swing of 124 inches (3150 mm) diameter and lengths up
to 68 feet (21 m) between centers;

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

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

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

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

The total labor force at Newport News increased from
24,000 in mid-1981 to 25,000 in mid-1982.

33


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths /Piers

Maximum Ship Size Usable
‘LOA--Beam, length
SW--Shipway in feet Remarks
Name end location GD--Greving Drydock cel
FD--Floating Drydock Longest.
MR--Marine Railway | Total linear
feet
Ingalls Marine, Inc.
Decatur, AL 496 x 81 GD 500, T/ Construction and repair of
500 barges.
2 90
Platzer Shipyard, Inc. 300 x 60 MR 300 1/ Construction and repair of
Houston, TX 1000 barges.
2/ 150
Port Allen Marine Service, Inc} 300 x 81 FD 390 J/ Construction and repair of
Port Allen, LA 390 boats and barges.
2/ 460
Saucer Marine Service, Inc.
New Orleans, LA (2) 300 x 56 FD 200 L/ Repair of barges, dredges,
600 and drill rigs.
2 40
SBA Shipyards, Inc.
Jennings, LA 496 x 72 GD 1000 L/ Construction, conversion, and
. y 2000 repair of boats and barges.
2.120
Southern SB Corp.
Slidell, LA 350 x 47 GD 200 2/ Construction and repair of
300 vessels up to 350' in length
and not drawing over 15' of
water.
2f 300
Todd Shipyards Corp. as * 6 bh ans
New Orleans, LA 350 x 60 FD 4956 1/ Ship repairs and conversion.

440

&

133



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

The total labor force at the Sparrows Point yard dipped to
a low of 500 in August 1982. It is expected to rise to a level
of about 2,000 by the summer of 1983.

Exhibit 9 is a current plot plan outlining the company's
construction facilities.

9. Coastal Dry Dock and Repair Corporation

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

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

As of October 1, 1982, the company's backlog of work
consisted of two major Navy overhaul jobs; and two frigates
were due in the yard for major overhaul later in the year.
Coastal is actively seeking Navy repair, overhaul, and
conversion contracts.

Among the facilities Coastal Dry Dock now has at its
disposal are six graving docks ranging from 343 feet (105 m) to
1,093 feet (333 m) in length, and 12 deep-water berths up to
1,200 feet (366 m) in length.

The two largest graving docks are serviced by two 200-ton
(182 metric ton) gantry cranes and two 85-ton (77 metric ton)
gantries. Cranes servicing the other four drydocks range: from
35 to 50 tons (32 to 45 metric tons). Several other ‘cranes are
available throughout the yard, including a 150-ton (136 metric
ton) rubber-tired mobile crane. By operating the two .200-ton
gantries in tandem, Coastal has the capability of lifting a
maximum weight of about 400 tons (364 metric tons).

17



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61



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Berths/Piers
Maximum Ship Size Usable
‘LOA-- Beam’ length
SW-~-Shipway in feet
Name and location GD--Greving Drydock Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
Puerto Rico DD & 632 x 83 GD* 1000 1/,
and Marine Terminals 1632 ~'Ship repairs.
San Juan, PR 2/150
*Leased from Navy.
Rodermond Industries 775 x 106 = FD 842 l/
Jersey City, NJ 425 x 80 FD Be ="Ship repairs and conversion.
350 x 60 FD 2/130
300 X 57 FD
savannah Shipyard Co. 532 x 64 60 ee Yship repairs and conversion
2/400
Bam meands Corp. 700 x 8 6D pe "ship repairs and conversion.
2/380
Tracor Marine, Inc. 300 x 80 FD 780, Y,
Port Everglades, FL 360 x 80 1305 [Ship repairs and conversion
(Syncrolift) 2/355
GULF COAST
SHIPBUILDING YARDS
Alabama DD & SB Co. (4) 523 x 68 SW 1132 Veni
r =Ship construction, conversion
Mobile, AL 620 x 90 SW 9370 and repairs. Also drill rig
665 x 83 FO construction
750 x 98 FD .
2/2900
Avondale Shipyards, Inc. (2) 1020 x 174 SW 2300 Usp,
= Ship construction, conversion
New Orleans, LA ier x 126 3 6100 and repairs - all types of vessels
300 x 50 MR 2/,
1000 x 216 FD *'5360
380 x 76 FD *Three vessels up to 1020' x 174!
750 x 115 FD can be constructed simultaneously.

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

**eWestwego Plant - Two vessels can
be constructed simultaneously.

130



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114




Since enactment of the Merchant Marine Act of 1970, the
U.S. shipbuilding and ship repair industry has invested
approximately $2.6 billion in plant modernization and
improvements. These investments have significantly increased
the capacity, capability, and productivity of the industry.
With the slump in ship construction, the emphasis in recent
years has been on expansion of ship repair and conversion
facilities. Exhibits 2 through 36 are general arrangement
Plans outlining shipbuilding and repair facilities in 31 of the
major yards. Detailed descriptions of these exhibits are
included in this report.

As of October 1, 1982, (see Exhibit 37), MARAD was
subsidizing a construction backlog of nine merchant ships and
the major reconstruction of three large commercial vessels. |
These were in addition to 17 nonsubsidized deep-draft merchant
ships under construction in U.S. shipyards. There were 31
offshore drilling rigs on order with an estimated contract
value of $1.3 billion. MARAD was providing Title XI financing
guarantees for a wide variety of commercial vessels, barges,
and offshore drilling rigs under construction in 46 American
shipyards (see Exhibit 38). Exhibit 39 illustrates the
continuing overall decline since the mid-1970's in both the
numbers and gross tonnage of merchant ships being built in U.S.
shipyards.

Table 1 has been prepared to answer the frequent question
as to how many shipbuilding positions are available to build a
specified ship. 1/ A single shipway or basin may have several
building positions depending on the size of the ships being
constructed. For example, the 1,200-foot by 192-foot (366 m by
59 m) basin at Bethlehem's Sparrows Point shipyard can
accommodate one 265,000-dwt. tanker or four of the smaller
475-foot by 68-foot (145 m by 21 m) cargo ships. With the
exception of the mobilization ship, the ship types listed are
mainly those presently under construction or recently delivered
to commercial service. The total number of building positions
varies from 128 for the small cargo ship to one for a huge
390,770-dwt. tanker. .Length overall and beam are given for all
ships and, in addition, deadweight tonnage is indicated for the
bulk carriers. An important consideration that is ignored in
Table 1 is the common shipbuilding practice of laying. a keel on
a building position already occupied by another ship. For
example, in a 700-foot (213 m) basin, a complete 610-foot

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



EXHIBIT 38

Z86L ‘Of HAEWALdAS LOVULNOD Y3GNN AHOM
NOILONYLSNOD dIHS 4O 391440
(IX FTL)
WVY50ud NOILONYLSNOO J4.LNVYYND ONIONVNIA diIHS

93



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

Tacoma Boat's facilities include five end-launch
construction ways and a new side-launch way fitted with a
marine railway and serviced by a 200-ton whirley crane. This
new building way, which became operational in 1982, permits
launching of ships, barges or drill rigs up to 650 feet (198 m)
in length. It's width is about 400 feet (122 m). This
facility launches into water 260 feet (79 m) deep.

The company operates two floating drydocks. The larger of
the two can handle vessels up to 539 feet by 98 feet (164 m by
30 m) and has a lifting capacity of 8,000 tons (8128 metric
tons). Available for outfitting and repair work is 1,780 feet
(543 m) of usable berthing space.

Total work force at Tacoma Boat in July 1982 was 2,630,
compared to 1,940 a year earlier.

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

25. Tampa Shipyards, Inc.

Founded in 1948, Tampa Shipyards, Inc. (formerly Tampa
Ship Repair and Drydock Co.), is a full-service yard and is the
largest ship repair facility on the West Coast of Florida. It
is located at Hooker's Point on Tampa Bay in Tampa, Fla.

During World War II, the company built Navy auxiliary vessels
and C2 cargo ships for the Maritime Commission.

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

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

38


APPENDIX B

MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

LEGEND: Remarks Column

i/Type of work usually engaged in
2/Employment - Mid-1982

125


TABLE I

SHIP CONSTRUCTION CAPABILITY
BY SHIP TYPE

100



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

27. Todd Shipyards Corporation - Galveston Division

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

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

Hundreds of ships, mainly foreign-flag, normally enter
this yard every year for repair, overhaul, and drydocking; but
conversion work has also been a mainstay of the company. From
1967 to 1973, 23 major conversions were completed. During 1981
and the first half of 1982, Todd-Galveston delivered three
large oceangoing barges. One large bulk coal barge, under
construction for Dixie Carriers, was slated for completion in
November 1982. The company is bidding on construction,
conversion, and overhaul work. .

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

In its continuing effort to increase its repair business,
Todd in April 1982 put into operation at its Galveston plant
the largest floating drydock on the Gulf Coast. The new 40,000
metric ton drydock, built by Kawasaki Heavy Industries, Ltd. in
Japan, is capable of lifting ships as large as 225,000 dwt.

The Galveston Division also operates a floating drydock
with 15,000 tons (15240 metric tons) lifting capacity. This
drydock can handle ships or barges as large as 670 feet by 86
feet (204 m by 26 m). There are four piers in the main yard,
serviced by seven rail-mounted revolving gantry cranes, ranging
from five tons (4.5 metric tons) to 75 tons (68 metric tons),
which also service the platen areas. For use throughout the

4)