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Exhibit 11



MAJOR U.S, SHIPBUILNING AND REPAIR FACILITIES

Maximum Ship Size Berths/Piers
(LOA--Beam) Usable
Swoshiouy Length
Name and Location heceraeiay orydock in feet Remarks
FD--Floating Drydock | Longest ‘
MR--Marine Railway Total linear
feet .
McDermott Shipyards 325 x 106 FD 470 i/ Construction and repair of tugs, suppl:
Morgan City, LA 9 | Boats, barges. and drill rigs. y
2/ 306
Newpark SB & Repair, Inc. 300 x 72 ED 500 ‘1/ Small vessel construction and repairs.
Houston, TX 300 x 84 FD Dw 2/ 241
Platzer Shipyard, Inc. 300 x 60 300 1/ Construction and repair of barges.
Houston, TX THO 2/ 125
t
Port Allen Marine Service 300 x 81 FD 390 1/ Construction and repair of boats and
Port Allen, LA 0 Barges.
! 2/ 267
Saucer Marine Service, (2) 300x 56 FD 200 ‘1/ Repair of barges, dredges, and drill rigs.
Inc. B00 2/ 45
New Orleans, LA *
SBA Shipyards, Inc. i 496 x 72 GD 500 1/ Construction, conversion, and repair of
Jennings, LA ; bicvy Boats and barges.
i 21s
i
Southern SB Corp. 350 x 52 @ 200 1/ Construction and repair of vessels up to
Slidell, IA 00 350" in length and not drawing over 15" of
water.
2 25%
Teh Tung Steamship 600 x 96 FD 840 ‘1/ General ship repairs and overhaul.
Orange, TX H Bo 2/ 30
t
Todd Shipyards Corp. 643 x 80 FD 1725 1/ Ship repairs and conversion.
New Orleans, LA 350 x 60 FD rast 2/ 289
WEST_COAST
“SHIPBUILDING YARDS
FMC Corporation 800 x 130 sw 1100 1/ Construction of barges and vessels up to
Portland, OR Tro B00’ in length.

2 300
Leases drydocks and berths from Port of
Portland as required.

122


During construction of the 540-foot (165 m) Contessa passenger shi
advanced zone-outfitting techniques would be used. Construction ord Launching
would be in the company's Yard 4 where a 5,000-ton (5305 metric ton) lift
capacity syncrolift is available for launching or retrieving vessels. Adjacent
to the syncrolift is the proposed building site which consists essentially of a
flat concrete slab of sufficient dimensions to accommodate one Contessa ship.
The syncrolift, since it is not sufficiently long for the proposed vessel
dimensions, would need to be extended in length. Movement of the ship from the
construction site to the adjacent launching position would be accomplished by
hydrolift. A film of water is introduced between the lifting platform and the
concrete slab to reduce friction, and trucks and/or winches would be used to
push or pull the vessel sideways onto the syncrolift. This construction method
and the hydrolft movement were used successfully in the construction of the six
Washington State ferries and several 400-foot (122 m) oceangoing barges.

In addition to the syncrolift, the company operates seven floating
drydocks, the largest of which can handle vessels up to 400 feet by 57 feet (122
m by 17m). Usable berthing space for outfitting and repair work totals 4,230
feet (1289 m).

Total employment at Marine Power & Equipment Co. in July 1983 was
approximately 400 and is expected to increase to 900 in 1984.

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

18. 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,
Maryland. ‘This yard, which has been in business for 61 years, offers full
facilities for ship construction, conversion, overhaul, and repair. Although
primarily a repair and conversion yard, Maryland during the 1960's and 1970's
has built two containerships, one oceanographic research vessel, one hydrofoil,
one tug/barge, and tw 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 40 naval vessels of many different types. This was in addition to the
yard's workload of commercial ship repair.

During 1983, Maryland's repair and overhaul business and non-ship work has
been at its lowest level in several years, and since mid-1982 the yard's work
force has declined precipitously. However, the company is continuing to bid on
both Navy and commercial work.

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

24


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

1983

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

December 1983


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Maximum Ship Size Berths/Piers
LOA--Beam) Usable
SW--Shipwa’ Length
Name and Location Gp..Graving Drydock in feet Remarks
FD--Floating Drydock Longest
MR--Marine Railway [70021 jinear
feet .
Pennsylvania SB Co.
Chester, PA
(formerly Sun Ship, Inc)} (2) 825 x 136 SW 1100 1/ Ship construction, conversion and repairs
700 x 195 SW 00 = all types of vessels.
1000 x 195 SW 2/ 1,240
1100 x 195 FD ~
400 x 80 FD
EAST COAST
REPAIR YARDS WITH
DRYDOCK FACILITIES
Beth, Steel Corp. 490 x 81 FD 964 1/ Ship repairs and conversion.
Baltimore, MD 900 x 13% FD TIO ~
H 585 x 71 GD Yards are closed pending sale.
: 456 x 44 @
i
Boston Shipyard Corp. 690 x 92 FD 1020 1/ Ship repairs and conversion.
East Boston, MA 533 x 86 FD 3000 2/ 225
(formerly Beth~Boston) =
Boston Marine Industrial ‘ 1145 x 119 GDF 1000 GD #3 is a public drydock in former Boston
Park : 2500 Naval Annex, owned by Economic Development
Boston, MA : Industrial Corp. of Boston and leased to
{ ship repair companies.
Braswell Shipyards 600 x 92 FD 545 [1/ Ship repairs and conversion.
Charleston, SC 1350 (2/ 340
Caddell DD & Repair Co. 330x 60 FD 666 [1/ Ship repairs and conversion.
Staten Island, NY BOE by 160
Colonna's Shipyard, Inc. 300 x 40 MR 950 lL/ General ship repairs.
Norfolk, VA 360 x 65 MR 2/ 146
Robert E. Derecktor 450x 96 FD 1500 [1/ Construction of Coast Guard ships and
.of Rhode Island, Inc. @500 Wessel repair.
Middletom, RI / 800
Detyens Shipyards 500 x 85 ED 510 / General ship repairs.
Mt. Pleasant, SC 300 x 88 FD Tout R/ 350
General Ship Corp. 674 x 68 CDF 900 1/ Ship repairs and overhaul.
East Boston” MA Bw Tonstruction up to 225' in length.
2/ 270
*GD is located in the Boston Marine Indus~
trial Park in the former Boston Naval Annex
and is leased by General Ship Corp.

118


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78


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 September 1, 1983, repair and overhaul work in the yard consisted of
three frigates and an antisubmarine destroyer. 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 349 feet (106 m) to 1,092 feet (333 m) in length, and
12 deep-water berths up to 1,200 feet (366 m) in length.

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

The company's multimillion-dollar facilities improvement and upgrading
program, which was completed in early 1983, includes reactivation and
modernization of the yard's six graving docks. Each of these drydocks has been
certified by the Navy.

Coastal's work force in July 1983 totaled 1,000 slightly higher than a
year earlier.

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

9. 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, Oregon. FMC, also a major manufacturer
of railroad freight cars, is an experienced builder of oceangoing and river
barges, tugs, tankers, ferry boats, small military craft, and a wide range of
marine structures. The facility is also engaged in general marine overhaul and
repair.

14


APPENDIX C

MAJOR TOPSIDE REPAIR FACILITIES
SHIPS 300 FEET IN LENGTH AND OVER

127





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73

Exhibit 26

NORFOLK SHIPBUILDING AND

DRYDOCK CORP.
BERKLEY PLANT



the pier for outfitting completion. The large drydock, which is capable of
handling tank vessels up to about 300,000 dwt., is one of the world's largest
floating drydocks. It is serviced by two 23-ton (21 metric ton) gantry cranes,
two 10-ton (9 metric ton) gantry cranes, two 25-ton (23 metric ton) truck
cranes, and an 800-ton (813 metric ton) barge crane with a 230-foot (70 m) boom.

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

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

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

Employment at Penn Ship totaled 1,240 at mid-1983.

Exhibit 27 is the latest available layout of the plant and facilities at
Pennsylvania Shipbuilding Company.

23. 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 offshore oil-drilling rig, barges and tug/supply
vessels for the offshore oil .industry, WYTM icebreaking tugs for the Coast
Guard, and high-speed patrol ships, gunboats, and minesweepers for the Navy.
The company also helped design and build an 80-knot surface effect ship (SES).
During the first three quarters of 1983, one Coast Guard cutter (WMEC) and last
of a series of six revolutionary design tractor tugs were delivered.

Tacoma Boat's backlog of ship construction as of October 1, 1983, included
the following military contracts: three medium-endurance cutters (WMEC's) for
the Coast Guard, 12 T-AGOS ocean surveillance ships for the Navy, and (in the
engineering and design stage) two corvette missile ships for the Government of
Thailand. On the commercial side, the company had under construction two tuna
purseiners and two U.S.-flag incinerator ships, the first ships of this type
ever built in the United States.

31


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of propulsion shafts for naval and commercial ships. In addition, two guided
missile destroyers, the CALLAGHAN and the CHANDLER, were drydocked for
below-water repair work; and work was started on the regular overhaul of the
fleet oiler ROANOKE. Repair and maintenance work was also performed on the
NIAGARA FALLS, a large naval auxiliary refrigeration ship.

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
29m). ‘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 mid-1983, the yard's work force totaled 750.
Exhibit 34 is a current plot plan of Todd's San Francisco plant and

facilities.

29. ‘Todd Pacific Shipyards Corporation - Seattle Division

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

This 45-acre yard has been a prime supplier of fighting ships for 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 250 people. In the early 1950's, the
yard embarked anew on vessel construction and industrial production, completing
a formidable array of tugs, barges, dredges, pile drivers, floating cranes, etc.
In 1958, the company re-entered destroyer construction and by 1964 had delivered
four guided missile destroyers to the Navy. The Seattle Division then became
lead yard for a class of 26 frigates, seven of which were built there. During
this period, the yard also built the Navy's only catamaran oceanographic vessel.

From mid-1971 until early 1976, Todd-Seattle built the Washington State
ferry system's two 200-car double-ended ferries, a surface effect ship for the
U.S. Navy, Seven tug-supply vessels designed for North Sea conditions, and
several barges. Containership conversions were performed for American President
Lines and Sea~Land. In late 1976, the yard once again began combat ship
construction under the first of a series of guided missile frigate (FFG)

38



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and other vessels for the oil drilling industry. Since the last drilling rig
was completed in early 1982, the only remaining work has been repair of
offshore rigs, small vessels, and barges.

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

Adjacent to the large side-launching way on which a ship 550 feet by 80
feet (168 m by 24 m) can be constructed, the yard maintains a smaller,
side-launching way. Of the four floating drydocks, the largest can accommodate
a vessel 420 feet by 122 feet (128 m by 37 m). There is a total of 1,270 feet
(387 m) of pierside berthing.

Texas Gulfport's labor force at mid-1983 totaled 200, about the same as
mid-1982. .

Exhibit 31 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 dowmstream
outfit and repair berths or tank-cleaning and gas-freeing facilities.

26. Todd Shipyards Corporation - Galveston Division

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

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

Hundreds of ships and drilling rigs, American and foreign-flag, normally
enter this shipyard every year for repair, overhaul or drydocking; but
conversion work has also been a mainstay of the company. Over the past 15
years, 25 major conversions were successfully accomplished. During 1981 and
1982, Todd's Galveston Division delivered four large oceahgoing barges. In
1983, under a contract with Bethlehem Steel, the yard began work on the ELEO
MAERSK, the first of two Maersk Line cargo ships being converted to maritime
prepositioning ships (formerly T-AKX) by Bethlehem-Beaumont. Todd-Galveston is
drydocking the ship, cutting it in two, installing the new midbody built at
Beaumont, and performing the joining work before turning the vessel over to
Bethlehem-Beaumont for final completion scheduled for September 1984.

Vessels up to 475 feet by 85 feet (145 m by 26 m) can be constructed under

roof on a launching pontoon and then launched into one of the yard's floating
drydocks.

34



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66


TABLE 1

SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

SUMMARY

DRY BULK

GENERAL CARGO

90T X 006

000‘ 00T

SOT ¥ 009
000‘ts

SL ¥ OLS
00¢e ‘Tz

90T X L%6
MANIVINOD

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89 X SLY
OSYVD “NAD

REGION:

30 10

41

10

27
15

39
22

56

EAST COAST
GULF COAST
WEST COAST
GREAT LAKES

15

38

18

24

56 26

38

46 73 51 26 21

125

TOTAL POSITIONS

ALL YARDS

OBO

€yT X 866
000‘09T

90T X 988
000‘o8

TANKERS

822 X yOZT
OLL*O6E

BT * GOTT
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REGION

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15
15

31

39
23

EAST COAST
GULF COAST
WEST COAST

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16

GREAT LAKES

12

37

59

23

TOTAL POSITIONS

ALL YARDS

103



MAJOR U.S, SHIPBUTLDING AND REPAIR FACILITIES

Maximum Ship Size

Berths/Piers

(LOA--Beam) Usable
ce Length
Name and Location Speer Drydock in feet Remarks
FD--Floating Drydock | Longest
MR--Marine Railway Total linear
feet _
Pacific DD & Repair Co. 400x 60 600 ‘i/ Ship and barge repairs.
Oakland, CA : 2/ 30
Pacific Marine & Supply 300x 76 FD 37 i/ Ship repairs and overhaul.
y, Ltd. Th 2/ 100
Honolulu, HI | =
Port of Portland 600x 83 FD 1000 Port of Portland ows these drydocks which
Swan Island Ship Repair 500x 88 ED 3T00 are leased to ship repair companies on an
Yard j 700 x 108 FD as-required basis.
Portland, OR ' 1100x181 FD
Port Richmond Shipyard (3) 571x 80 oD 1600 1 Ship repairs, overhaul, and conversion.
Richmond, CA 583 x 80 GD 2100 2) 200
: 733 x 80 @ +
Southwest Marine, Inc. 628 x 106 FD 630 A/ Ship repairs and overhaul. Construction
San Diego, CA 360 x 58 FD TS OF vessels up to 250° in length.
. 2/ 300
Graving dock at U.S. Naval Station can be
: leased as required.
Southwest Marine, Inc. 20x 93° #D 1800 J/ Ship repairs, overhaul, and conversion.
Terminal Island a175 2/ 330
San Pedro, CA | 4
i
Southwest Marine of SF, | 400 x 46 FD 700 4/ Ship repairs and overhaul.
te 1950 2/ 300
San Francisco, CA +
Triple A South : 389 x = 53 FD. None* 1/ Ship repairs and overhaul.
San Diego, CA t . 2/ 26h
Graving dock at U.S. Naval Station can be
leased as required.
“Ships are worked at Navy piers.
U.S, Naval Station 687 x 90 oD Drydock available for lease to ship repair
San Diego, CA companies.

125



Jacksonville Shipyards

A new 30,000-ton (30480 metric ton) floating drydock, built

in West Germany, was put into service in July 1983 in
Jacksonville's main plant. This drydock which can accommodate
ships up to 725 feet by 127 feet (221 m by 39 m) ‘complements

the main yard's two large floating drydocks Presently in
operation.

National Steel and Shipbuilding Company

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

Metro Machine Corporation

In 1982, this Norfolk, Virginia, repair yard installed a new
14,000-ton (14224 metric ton) floating drydock, built in
Spain. Prior to acquisition of this drydock, Metro

Machine was limited to topside work.

Southwest Marine, Inc.

In late 1982, Southwest Marine announced a multimillion-

dollar renovation at its San Diego repair yard, highlighted

by the signing of a contract with Kawasaki Heavy Industries,

Ltd. of Japan for construction of a new high-tech computerized
floating drydock. This 22000 metric-ton lift capacity drydock
will be delivered in late 1984. According to company management,
the planned addition of two shore platforms and other support
equipment to be used in conjunction with this unique end-transfer
drydock will provide the capability to transfer ships up to

600 feet (183 m) in length onto the two platforms for dry
berthing. Using this concept, three large ships can be repaired
simultaneously out-of-water -- one on each platform and one in the
new floating drydock.

Braswell Shipyards

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

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.
i 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

44



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86


THE AMERICAN SHIP BUILDING COMPANY ON NOVEMBER 30, 1983,
ANNOUNCED THE IMMEDIATE, PERMANENT CLOSING OF ITS
SHIPYARD IN LORAIN, OHIO. SINCE THIS REPORT WAS PREPARED
PRIOR TO AMSHIP'S ANNOUNCEMENT, ALL DATA WITH REGARD TO
THE LORAIN YARD REMAINS -IN THIS REPORT.

3. 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 it has the distinction of
being the only American shipyard to have constructed LASH vessels. A total of
22 were built with the aid of construction-differential subsidy.

Ships completed during 1982 and through October 1, 1983, included two
fleet oilers for the Navy, three 2,500-TEU containerships for American President
Lines, two oceangoing diesel-propelled hopper dredges, and a 17,000-dwt.
self-unloading cement barge. From October 1982 to January 1983, the World War
II battleship IOWA was drydocked at Avondale for extensive refurbishing and
modernization work--the initial phase of the reactivation of the IOWA.
Litton/Ingalls is completing the reactivation work.

As of October 1, 1983, Avondale's ship construction backlog consisted of
two large fleet oilers for the Navy and three tankers for Exxon. The yard was
also converting a Sea-Land SL-7 containership to a fast sealift ship for the
Navy; and on October 31, 1983, the company also contracted to build the
forebodies for five T-5 tankers under construction at Tampa Shipyards.

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, are 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
progran 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 (53m) beam. The major part of one
ship can be erected along with the stern section of a second ship on position
No. 1 while a third hull is being completed on position No. 2. Avondale's large
floating drydock is 900 feet (274 m) long,-260 feet (79 m) wide and 78 feet (24
m) high, with 220 feet (67 m) clear width inside the wing walls. It can
accommodate ships as large as 1,000 feet (305 m) in length by 216 feet (66 m)
wide, and lifting capacity is 81,000 long tons (82296 metric tons). The dock is
serviced by gantry cranes of up to 200 tons (182 metric tons) capacity mounted
on the supporting wharf, two 50-ton (45 metric ton) gantry cranes on the drydock

7



Exhibit 27 - Pennsylvania Shipbuilding Company - Yard Plan........ 7
Exhidit 28 - Tacoma Boatbuilding (Yards 1 and 2) - Plan.. 15
Exhibit 29 - Tacoma Boatbuilding (Yards 3 and 4) - Plan........... 16
Exhibit 30 - Tampa Shipyards — Yard Plan......... cece eee e eee eee ee 77
Exhibit 31 ~ Texas Gulfport Shipbuilding Company - Yard Plan...... 78
Exhibit 32 - Todd, Galveston Division - Yard Plan..............005 79
Exhibit 33 - Todd, Los Angeles Division - Yard Plan............... 80
Exhibit 34 - Todd, San Francisco Division - Yard Plan............. 81
Exhibit 35 - Todd, Seattle Division - Yard Plan..... +. 82
Exhibit 36 - Triple A, Hunters Point - Yard Plan 83
Exhibit 37 - Ship Financing Guarantee Construction Program

(Title XI)... ccc cece cece cece cece ee ee eee ceens vA
Exhibit 38 - Merchant Vessels Building or on Order (As of

January 1)... cece cece ccc ee eee eee eee e ene enna a5
Exhibit 39 - Major U.S. Private Shipyards - Number of Shipways

by Maximum Length Capability.......... + 8
Exhibit 40 - Active Shipbuilding Base (Map).. 87

Exhibit 41 - Orderbook, Commercial Vessels, Active Shipbuilding Base gg

Exhibit 42 - Shipyard Status - Need for New Business.. 89
Exhibit 43 - Shipbuilding Industry Workload Projection............ 90
Table 1 - Ship Construction Capability by Ship Type............+0- 91
Table 2 - Major U.S. Private Shipyards -............cceeceececeues 104
Number of Shipbuilding Ways by Length
Appendix A - Standard Form 17 ~ Facilities Available.............. 107
for the Construction or Repair of Ships
Appendix B - Major U.S. Shipbuilding and Repair Facilities........ 116
Appendix C - Major Topside Repair Facilities................00..05 127

iii


Employment

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

1978 Average 170,200
1979 Average 171,600
1980 Average 170,400
1981 Average 177,800
1982 Average 168,700
1983 January 154,100
1983 February 149,800
1983 March 156,900
1983 April 153,900
1983 May 154,200
1983 June 152,700
1983 July 156,900
1983 August 150,800
1983 September (Prelim.) 152,900

The Maritime Administration monitors employment in the 26 major U.S.
privately owned shipyards in the Active Shipbuilding Base (as identified in
Exhibit 40 of this report) on a monthly basis. As of September 1983,
employment in these 26 yards totaled 101,145 or approximately 66 percent of
the overall shipbuilding and repair industry employment published by the
Bureau of Labor Statistics. See Exhibit 43 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 Shipbuilding Costs and Production.

Shipyard Pollution Abatement

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

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

Fiscal Year 1983 saw within the committees a continuation of 1982
activities.

41


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1983

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

FILE Copy

©

U.S. DEPARTMENT of TRANSPORTATION
Maritime Administration


APPENDIX A

STANDARD FORM 17
FACILITIES AVAILABLE FOR THE CONSTRUCTION

OR_REPAIR OF SHIPS

107



GULF_COAST

American Marine Corporation
New Orleans, LA

AMI, Inc. :
New Orleans, 1A

Atlantic Sandblasting & Coatings
Tampa, FL

Boland Marine & Manufacturing Co.
New Orleans, LA

Buck Kreihs Co., Inc.
New Orleans, LA

Coastal Iron Works, Inc.
Corpus Christi, TX

Coastal Marine Service of Texas
Port Arthur, TX

Dixie Machine Welding & Metal Works
New Orleans, LA

Eastern Marine, Inc.
Panama City, FL

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

Florida Ship Repair
Tampa, FL
General Electric Co.

A & ES Marine
Houston, TX

General Engineering Co.
New Orleans, LA

Hahn & Clay
Houston, TX

Harrisburg Machine Co., Inc.
Houston, TX

Hendry Corporation
Tampa, FL

130

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

Marine Repairs, Inc.
Houston, ,TX

Marine Maintenance Industries
Galveston, TX

Marine Maintenance Industries
Houston, TX

Marine Services Unlimited, Inc.
Tampa, FL

McDermott Shipyards
Gulfport, MS

McDermott Shipyards
New Iberia, LA

McDonough Iron Works
Galveston, TX

Misener Industries, Inc.
Tampa, FL

Modern Diesel Power, Inc.
New Orleans, LA

National Marine Service
Harvey, LA

Newpark SB & Repair, Inc.
Houston, TX

Port Houston Marine, Inc.
Houston, TX

Runyan Machine & Boiler Works
Pensacola, FL

Vemar, Inc.
Channelview, TX


Todd Shipyards Corporation - San Francisco Division.........-..+.06e 37
Todd Pacific Shipyards Corporation - Seattle Division............... 38
Triple A Shipyards/Division of Triple A Machine Shop, Inc..........- 39
Employment... 6... cece e cece cece e nner eee e nent eee ee ee neee Vance eens 41
Shipyard Pollution Abatement ........ cece cece cece cece cece cence ee enees Al
Ship Repair Facilities........c sees cece eee e cence cence eee eeneeeeees 42
Major Drydocking Facilities 45
Major Topside Repair Facilities...........eee sees erect eee erect eee ee 45
Active Shipbuilding Base.......sceece eee cece ence eee e eee ence ene eeee 16
Exhibit 1 - Shipbuilding Industry in the United States (Map). 48
Exhibit 2 - ADDSCO Industries — Yard Plan.........eeeec cece eee eens 49
Exhibit 3 - American Ship, Lorain - Yard Plan..........eeceee eee eee 50
Exhibit 4 - Avondale Shipyards - Yard Plan... 51
Exhibit 5 - Bath Iron Works - Main Yard Plan........cceeeeeee cence 52
Exhibit 6 - Bath Iron Works - Portland Yard Plan. ......eeee cece e eee 53
Exhibit 7 - Bay Shipbuilding - Yard Plan 54
Exhibit 8 - Bethlehem, Beaumont - Yard Plan 55
Exhibit 9 - Bethlehem, Sparrows Point - Yard Plan............-.--0es 56
Exhibit 10- Coastal Drydock - Yard Plan.......... 57
Exhibit 11- FMC Corporation — Yard Plan.......... eee sees eee eee ees 58
Exhibit 12- Fraser Shipyards - Yard Plam...........ese se eeee seen eee 59
Exhibit 13- General Dynamics, Quincy - Yard Plan.. 60
Exhibit 14- Ingalls/Litton (East Bank) - Yard Plan 61
Exhibit 15- Ingalls/Litton (West Bank) - Yard Plan 62
Exhibit 16- Levingston Shipbuilding (Orange, Texas) ~ Yard Plan.. 63
Exhibit 17- Lockheed (Plant 1) — Yard Plan...... ec cece cece cence eens 64
Exhibit 18- Lockheed (Plant 2) - Yard Plan........seee sees eee e renee 65
Exhibit 19- Marathon, Gulf Marine Division - Yard Plan.. 66
Exhibit 20- Marine Power & Equipment - Yard 2 Plam..........eseseees 67
Exhibit 21- Marine Power & Equipment - Yard 4 Planm..........-se seen 68
Exhibit 22— Maryland Shipbuilding - Yard Plan.... 69
Exhibit 23- National Steel — Yard Plan........e cece e eee eee e eee ees 70
Exhibit 24- Newport News (South Yard) - Yard Plan...............008 1
Exhibit 25- Newport News (North Yard) - Yard Plan...............050 72
Exhibit 26- Norfolk Shipbuilding (Berkley Plant) - Yard Plan........ 3

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108


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

In 1981, Norshipco delivered the diesel-powered oceangoing hopper dredge
YAQUINA to the Corps of Engineers. During 1982, three major construction
Projects were completed: (1) a large passenger ferry; (2) a new fully-equipped
2,800-ton (2845 metric ton) floating drydock for use in the company's Brambleton
yard; and (3) delivery of the RO/RO ATLANTIC to the Maritime Administration.
This vessel is the 6,500-dwt. barge portion of 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, Norshipco's repair and overhaul
business was thriving during most of 1983. Completed during the first nine
months of the year was the major overhaul of a frigate and a tank landing ship
for the Navy, the modification of a large offshore drillship, and a variety of
commercial overhaul and repair jobs. As of October 1983, work was underway on
the overhaul of a tank landing ship and a floating drydock for the Navy; and
other Navy work was due in the yard later in the year. By the end of 1983, a
total of seven foreign-flag cruise ships will have been at Norshipco for drydock
and repair during the year.

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

A multi-faceted expansion program emphasizing repair operations was
completed in 1979 at the Berkley Plant, the company's main facility. The
centerpiece of the project was a steel floating drydock, among the largest and
most modern in the world. ‘The drydock is 950 feet (290 m) long, 192 feet (59 m)
wide and 160 feet (49 m) between the wingwalls. Lifting capacity is 54,250 long
tons (55118 metric tons). A new concrete pier, 1,030 feet (314 m) in length, to
be used for repair and servicing of ships as long as 1,200 feet (366 m), was
completed in 1977 at the Berkley Plant. This new pier is used for mooring the
large floating drydock. A giant Kroll L-1800 hammerhead jib trolley crane is
located on this pier and spans the width of this floating drydock. ‘The crane is
also able to service the outboard side of the new pier.

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

For major ship construction, the company's Berkley Plant operates a
building way which can accommodate ships as large as 475 feet (145 m) in length
by 85 feet (26 m) beam. ‘The vessels are constructed on the flat building
Position and end-launched in one piece hydraulically into a floating drydock.

29


Exhibit 41

COMMERCIAL VESSELS UNDER CONSTRUCTION OR ON ORDER IN U.S.

SHIPYARDS IN ACTIVE SHIPBUILDING BASE (SEPTEMBER 30, 1983)

SHIPYARDS

CONTRACT CONTRACT TOTAL

$ VALUE $ VALUE . TOTAL CONTRACT
NO. CDS CDS VESSELS -. PRIVATE PVI. VESSELS ALL $ VALUE
VESSELS (MILLIONS) VESSELS (MILLIONS) VESSELS (MILLIONS)

ADDSCO Industries - - - - - -

AmShip-Lorain
Avondale

Bath Iron Works
Bay SB

Beth. , Beaumont
Beth., Sp. Pt.
Equitable

Gen. Dyn. Quincy
Gen Dyn. E. Boat
Halter Marine
Levingston
Litton/Ingalls
Lockheed
Marinette
Maryland SB
National Steel
Newport News
Norfolk SB
Peterson

Penn Ship (ex-Sun) - -

Tacoma Boat
Tampa Ship
Todd, Galveston
Todd, LA

Todd, Seattle

- - 3 300.0 3 300.0
1

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(Exclusively Navy Ship Construction)

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TOTALS

1 $71.0 1b) $852.9 16 $923.9

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

88


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83



The company in 1977 completed a major facilities expansion program that
has enabled the shipyard to build 1000-foot (305 m) Great Lakes bulk carriers.
The new graving dock can accommodate a vessel as large as 1,100 feet by 136 feet
(335 m by 41 m) and is the largest such dock in the Lakes. It is serviced by a
200-ton (182 metric ton) traveling gantry crane and several crawler cranes.

More recently the following facilities were added to the yard's modern plant: an
additional 2,400 linear feet (732 m) of new dock wall; an extensive expansion of
the fabrication shop with 200-ton (182 metric ton) bridge crane lifting
‘capacity; new pipe shop, carpenter shop, and stores distribution center; shot
blast and prime surface treatment line; one-side panel welder; computer lofting
and in-house design capabilities. Steel fabrication capacity for ship
construction is estimated to be 36,000 tons (32681 metric tons) per year.

Bay operates a side-launching way that can accommodate a maximum ship size
of 730 feet by 105 feet (223 m by 32 m), and one floating drydock having a lift
capacity of 7,000 tons (7112 metric tons) is available which can handle ships up
to 650 feet by 66 feet (198 m by 20m). There is 7,090 feet (216 m) of berthing
space for repair and outfitting. ‘The 14 available piers are serviced by crawler
cranes of up to 80 tons (73 metric tons) capacity each.

At mid-1983, total employment was 273, down from approximately 1,000 a
year earlier.

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

6. 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
Cl1-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 and has also designed and built both
semisubmersibles and drillships. The yard's last drilling rig was delivered in
November 1982.

In November 1982 and January 1983, the Navy awarded Bethlehem Steel
Corporation firm contracts to reconstruct five Maersk Line RO/RO ships to
maritime prepositioning ships, as Part of the Navy's MPS program to support the
Rapid Deployment Force. Two of these five ships will be converted at the
company's Beaumont yard, with some of the work subcontracted to Todd-Galveston.
Each vessel is being lengthened 157 feet (48.8 m), and the depth is being
increased from 54 feet (16.4 m) to 70 feet (21.3 m). Upon completion, the ships
will be time-chartered to the Military Sealift Command. Work on the first ship,
the ELEO MAERSK, began in January 1983; and the two conversion Projects will
Provide employment at Beaumont through September 1985.

ll



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74


“For several years, the yard has operated a 15,000-ton (15240 metric ton)
floating drydock, which can handle ships and barges as large as 670 feet by 86
feet (204 m by 26 m). .

In its continuing effort to increase its repair business, Todd in April
1982 also put into operation at its Galveston plant one of the largest floating
drydocks on the Gulf Coast. This new 40000 metric ton drydock, built by
Kawasaki Heavy Industries, Ltd. in Japan, is capable of lifting ships as large
as 225,000 dwt. and all drill rigs with beams no greater than 160 feet (48.7 m).
Forty vessels were drydocked on this drydock during 1982 and the first quarter
of 1983.

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

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

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

As of mid-1983, total employment was 918, down from about 1,000 a year
earlier.

Exhibit 32 is a current plan of the main yard and the Southwest Plant.

27. Todd Pacific Shipyards Corporation - Los Angeles Division

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

Shipyards Corporation, a wholly owned subsidiary of Todd Shipyards Corporation.

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

35


continuing through most of 1988 is expected to increase the production work
force in the Active Shipbuilding Base by approximately 20,000 during this
time period.

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.

47


APPENDIX B

MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

LEGEND: Remarks Colum
1/Type of work usually engaged in
2/Employment - Mid-1983

116


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Ship Repair Facilities

While over 200 privately owned firms of varying capabilities are
involved in repairing ships in the United States, only 70 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
95 floating drydocks, 55 graving docks, and several marine railways.
However, some of these graving docks are committed to new construction.
The large organizations which have drydocks generally: use extensive
waterfront acreage and are capable of all types of ship repair and
maintenance. Major shipyards usually combine repair, overhaul, and
conversion with shipbuilding capabilities, and employment usually numbers
in the thousands. It is difficult to draw a sharp line between
shipbuilding yards and ship repair yards, as many of the two engage in both
types of work.

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

As of October 1983, the Maritime Administration held lump sum master
repair contracts with 82 private ship repair companies; and 184 private
shipyards were included in the Navy's master ship repair list.

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

o Newport News Shipbuilding

A continuing multimillion-dollar capital investment
Program was highlighted by the opening in 1982 of a

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

o Norfolk Shipbuilding and Dry Dock Corporation

In addition to a major expansion program completed in 1979,
consisting of a new 54,000-ton (54064 metric ton) floating
drydock, a new concrete pier 1,030 feet (314m) in length,
and support facilities, the company in 1982 also completed
a $4.5 million modernization program including a new
2,800-ton (2844 metric ton) steel floating drydock and

42



APPEXDIX C

MAJOR TOPSIDE REPAIR FACILITIES, SHIPS 300 FEET

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 B.C. Inc.
Brooklyn, NY

Atlantic Marine, Inc.
Fort George Island, FL

Atlantic Repair Co., Inc.
Brooklyn, NY

Auto Marine Sales Corporation
Ft. Lauderdale, FL

Banks Ship Rigging Corporation
Norfolk, VA

Best Repair Company
Norfolk, VA

Brady Marine Repair Co., Inc.
Elizabeth, NJ

Camden Ship Repair Co., Inc.
Camden, NJ

IN_LENGTH AND OVER

128

Charlton Marine, Inc.
Jersey City, NU

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 Kepair Corporation
Baltimore, MD

Golten Marine Co., Inc.
Brooklyn, NY

Golten Service Co., Inc.
Miami, FL

Gowen, Inc.

Portland, ME

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

Holmes Bros., Inc.
Portsmouth, VA

Horne Bothers, Inc.
Newport News, VA

Hudson Engineering Company
Hoboken, NJ


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112


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Maximum Ship Size

Berths/Piers

(LOA--Beam) Usable
Length
Name and Location erased Drydock in feet Remarks
FD--Floating Drydock | Longest
MR--Marine Railway Total linear
feet _
Texas Gulfport SB Co. 550 x 80 SW 590 1/ Construction of drilling rigs and barges.
Port Arthur, TX 400 x 80 SW TZ70 ip repairs and conversion.
(2) 325 x 68 FD 2/ 200
420 x 122 FD =
Todd Shipyards Corp. 475 x 85 SW 1042 4/ Ship construction, repairs and
Galveston, TX 670 x 86 FD TOO conversion.
850 x 160 FD 2) 918
600 x 118 FD
i
GULE_coAST !
REPAIR YARDS WITH |
DRYDOCK FACILITIES
Bender Shipbuilding & : 414 x 55 FD 617 1/ Construction of vessels up to 300" in
Repair 414 x 45 FD Px) Tength.
Mobile, AL 543 x 89 FD 2/ 785
Delta Shipyard 300 x 56 1200 l/ Construction and repair of vessels up to
Houma, LA (Syncrolift) 1200 Bo" in length.
i 350 x 88 FD 2/35
Hergeron Industries, Inc. | 300 x 72 oR 100 1/ Construction and repair of barges,
St. Bernard, LA BOO @redges, and small vessels.
2/ 115 (Braithwaite Yard)
Bludworth Bond Shipyard 435 x 80 FD 530 1/ Ship repairs.
Houston, TX 2/ 150
Equitable Shipyards, Inc. ' 325 x 90 MR 500 1/ Construction and repair of small vessels
New Orleans, LA i Tes ‘and barges.
2/75
Gretna Machine & Iron 330 x 54 OD 340 i/ Construction and repair of barges.
Works, Inc. 465 x 75 GD 0) 2 70
Harvey, LA ~
Gulf—Tampa DD Co. 500 x 97 ED 800 4/ Ship repairs and overhaul.
Tampa, FL TIO 2/ 185
Ingalls Marine, Inc. 49% x 81 500 ls Construction and repair of barges.
Decatur, AL (Barges) 500 2 10 me ene

121



MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Maximum Ship Size Berths/Piers
(LOA--Beam) Usable
Length
Name and Location Gnacoeariny Drydock in feet Remarks
FO--Floating Drydock | Longest
MR--Marine Railway |ooea) near
feet
GREAT LAKES
SHIPBUILDING YARDS
(Maximum size ship that
can exist St. Lawrence
Seaway locks is 730' x
78')
American SB Co. | 708 x 78 GD 900 1/ Ship construction, repairs, and
ain, i 1021 x 121 @ THO Conversion.
| 2/50
r
Bay SB Corporation | 730 x 105 SW 900 1/ Ship construction, repairs, and
Sturgeon Bay, WI | 650 x 66 FD 7090 Conversion.
+ 1100 x 136 @ 2/ 273
Fraser Shipyards 825 x 82 @ 900 |1/ Ship construction, repairs, and
Superior, WI 620x 61 GD SO Tonversion.
2/45
GREAT_LAKES
REPAIR YARDS WITH |
DRYDOCK FACILITIES |
|
Peterson Builders 360 x 36 FD 550 |1/ Construction and repair of small ships
Sturgeon Bay, WI DID land boats.

la/ 657

126


CONTENTS

Major Shipbuilding Facilities.........csecceee eee c cence nee eee eee eeenes
ADDSCO Industries, INC...... ce eee e cece eee eee eet e eee e cence eeeeenes
American Ship Building Company — Lorain, Ohi0.........ese eee cece ees
Avondale Shipyards, Inc......
Bath Iron Works Corporation.........ceccce cece cece cece eee e ene eeee
Bay Shipbuilding Corporation. ........ cc cc cece cece cece ee ence eee eee
Bethlehem Steel Corporation - Beaumont Yard.......
Bethlehem Steel Corporation - Sparrows Point Yard........sseseeeeeee
Coastal Dry Dock and Repair Corporation......ccesce eee cece e eee eeee
FMC Corporation - Marine and Rail Equipment Division.

Fraser Shipyards, Inc..... esc ee cece cece cece cece cece eee ceeeeeeees
General Dynamics Corporation - Electric Boat Division...............
General Dynamics Corporation ~ Quincy Shipbuilding Division
Ingalls Shipbuilding Division/Litton Systems, Inc........sseeeeeeeee
Levingston Shipbuilding Company - Orange, TexasS......---sessesseeee
Lockheed Marine - Shipbuilding Division 7

Marathon LeTourneau Company ~ Gulf Marine Division.................-
Marine Power & Equipment Co., Inc...... ee cece cece cece eee c eee eeenes
Maryland Shipbuilding and Drydock Company........e.eceeceecseeccueee
National Steel and Shipbuilding Company............4

Newport News Shipbuilding and Drydock Company
Norfolk Shipbuilding and Drydock Corporation...........seceeceueeees
Pennsylvania Shipbuilding Company (formerly Sun Ship, Inc.)
Tacoma Boatbuilding Company........ccceccececeeccececencecuececeuees
Tampa Shipyards, Inc. ...... ccc ese e cece ceeee eee e ete ects eee cetaeannns
Texas Gulfport Shipbuilding Company /Levingston.
Todd Shipyards Corporation-Galveston Division...........cseeeeeeeeee



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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

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

Maryland has recently added a new pipe shop with automatic bending
capabilities for pipe up to 16 inches (406 mm) in diameter and a new and larger
steel plate roll.

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 34m). 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-1983 was
approximately 300, compared to about 1,200 at mid-1982.

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

19. National Steel and Shipbuilding Company

National Steel and Shipbuilding Company (NASSCO), the largest shipbuilding
complex on the West Coast, participates in the commercial and U.S. Navy
shipbuilding, repair and conversion markets. In the marine business since 1945,
the Company has expanded several times to occupy 145 acres on the harbor in San
Diego, California. NASSCO is wholly owned by Morrison-Knudsen Company Of 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 1, 1983, NASSCO completed two San Clemente class
(80,500 dwt.) oil/bulk/ore carriers, six Coronado class (38,300 dwt.) tankers,
13 San Clemente class (90,000 dwt.) tankers, four San Diego class (188,500 dwt.)
tankers, three Carlsbad class (37,500 dwt.) tankers, three La Jolla class
product carriers (44,000 dwt.), and two Ingram class (37,500 dwt.) product
carriers. The San Diego class tankers are the largest vessels ever built on the
West Coast. In July 1983, the company delivered the SHENANDOAH (AD-44), the
last of a series of four Gompers class destroyer tenders built at NASSCO. Under
construction for the Navy as of October 1983 was a cable repair ship (T-ARC-7).

NASSCO is adapting its capabilities’ in response to a changing market.
While the company had been predominantly a new construction yard, current work
in progress or on order includes the conversion of ‘three SL-7 Sea-Land
containerships to fast sealift ships for the DOD Rapid Deployment Force. The


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

15. Lockheed Marine -- Shipbuilding Division

Lockheed Marine-Shipbuilding Division, a wholly owned subsidiary of
Lockheed Corporation, is located in Seattle, Washington, on the southern
perimeter of Puget Sound's Elliott Bay. This 94-year-old company was known as
Puget Sound Bridge and Drydock Company when acquired in 1959 by Lockheed. In
1965, the company's name was changed to Lockheed Shipbuilding and Construction
Company and was changed again in 1983 to its present name. Concurrent with the
name change, Lockheed Marine assumed operational control of the Advanced Marine
Systems Division formerly controlled by the Lockheed Missiles & Space Co.
(Sunnyvale, California). ‘The high-technology business pursuits of that group
now are administered and controlled by Lockheed Marine in Seattle. That line of
business includes: deep submergence rescue vehicles, mine neutralization
technology, advanced marine architectural and marine engineering activities,
ocean mining, corrosion control methodology, and unmanned Navy vehicles.

At Lockheed's Seattle plant a wide variety of vessels have been
constructed, including light cruisers, destroyers, patrol frigates, ammunition
ships, amphibious transport docks, oil drilling vessels, the world's largest
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 delivered in July 1981.

Currently under construction at Lockheed for the Navy are three Whidbey
Island class amphibious dock landing ships, the LSD-41, LSD-42, and the LSD-43.
The company is optimistic with regard to winning future construction contracts
for additional LSD's. On the repair side, Lockheed in early 1983 completed
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 repair contracts for Washington and Alaska ferries.
Lockheed normally drydocks, repairs, and overhauls more than 100 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 shipbuilding 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,

21



TABLE 2

MAJOR U.S. PRIVATE SHIPYARDS

NUMBER OF SHIPBUILDING WAYS BY LENGTH

(MAXIMUM SHIP SIZE)

104


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

To provide additional fabricating capability for the tanker program, Tampa
Ship will reactivate, under a three-year lease, the modern Westinghouse
heavy-steel fabricating facility on Tampa's west shore. This Westinghouse plant
has available a 700-ton (635 metric ton) crane. The building is two hours by
tow from Tampa Ship.

Tampa Shipyards presently has two graving docks; the largest can handle
ships up to 896 feet by 146 feet (273 m by 45m). As part of the yard's current
expansion program, two additional graving docks are under construction along
with a new concrete pier, two wet berths, and additional shops. Each of these
two new drydocks will be able to accommodate a vessel 746 feet by 121 feet (227
m by 37m). Anew assembly building, containing two 250-ton (227 metric ton)
bridge cranes will cover one end of the new No. 4 graving dock under
construction. Major portions of the company's main yard will also be paved,
additional cranes will be installed, and new shops will be constructed to
upgrade the yard's ship repair capability.

Tampa Ship currently operates one sliding way which can accommodate a
maximun ship size of about 500 feet by 105 feet (152 m by 32m). This building
way is serviced by three 40-ton (36 metric ton) gantry cranes. Usable berthing
space totals 2,240 feet (683 m).

At mid-1983, 940 people were on the Tampa payroll, up from about 820 in
July 1982.

Exhibit 30 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 is leased from
the Tampa Port Authority.

25. 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 was renamed
Texas Gulfport Shipbuilding Company. The yard has the capability of building
ships up to about 550 feet (168 m) long by 80 feet (24 m) beam. This facility
is strategically located on the busy intracoastal canal with a portion of the
plant extending south of the Gulfgate bridge, allowing unlimited vertical
clearance to the Gulf of Mexico.

Since the yard was founded in 1932, it has built a variety of small

vessels, such as tugs, dredges, and ice-breakers. Beginning in 1970, when it
was purchased by Levingston, this shipyard has mainly constructed drilling rigs

33


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Newport News is the Nation's foremost builder of Navy nuclear warships.
The yard, as of October 1, 1983, waS at work on three Nimitz class aircraft
carriers and eight attack submarines. 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 completion in 1982 of a new 1,334-foot (407 m) pier
complex with two 30-ton (27 metric ton) cranes. Capability has been provided
for transferring, via transfer rail, one 30-ton (27 metric ton) crane for use at
Drydock 1. A new electroplating facility became available in mid-1983.
Capabilities will include zinc, cadmium, lead, copper, chrome, silver and nickel
plating. Chemical cleaning, pickling, stripping, buffing and polishing will
also be available. Extensive modernization and upgrading of two older drydocks
will be completed by year's end. Other major improvements include upgrading and
renovation of outfitting piers.

In July 1983, Newport News announced plans to build a new $300 million
submarine construction and repair complex. ‘The facility will be used mainly for
Navy attack submarines and will be completed in 1987. The project will involve
four new building ways, a major new construction facility under cover, and the
addition of a new launching dock.

The 150-acre North yard has been converted from solely the construction
of merchant vessels to include 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 1613 feet (492 m) long, 250 feet (76 m) wide, and 33 feet (10
m) deep. The addition during 1982 of two 30 metric ton cranes and a third
position for the intermediate gate further expands the multi-ship construction
capability of this dock, permitting simultaneous ship construction and repair.
A 900 metric ton 23-story Goliath gantry crane, one of the largest in the world,
can handle completely outfitted assemblies. This crane services the graving
dock and the final assembly platen and has a height of 234 feet (71 m) overall,
a girder clearance of 200 feet (61 m) and a span between rail centers of 540
feet (165 m). The North yard has one 1,670-foot (509 m) outfitting berth and
one 950-foot (290 m) outfitting berth each of which had one additional 30 metric
ton crane installed during 1982.

The South yard has four inclined shipbuilding ways, and the two largest of
these can each accommodate vessels as large as 940 feet by 125 feet (287 m by 38
m). In the South yard, there are six graving docks in operation, two of which
are used for construction work and are serviced by a 310 long ton (315 metric
ton) gantry crane. The largest of these two basins can handle ships up to 1,100
feet by 130 feet (335 m by 40 m). The other four of the six graving docks in
the South yard are used mainly for ship repair and overhaul work. Eight piers
for outfitting and topside repair are available with a combined berthing space
of approximately 12,000 linear feet (3658 m). These piers are serviced by
cranes with capacities of up to 50 tons (45 metric tons) and are supplemented by
locomotive cranes and floating derricks with capacities to 67 tons (61 metric
tons). :

27


SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

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floor, and a 600-ton (610 metric ton) floating lifting device. In addition to
its use as a launching platform for new construction, this drydock has given the

company greater capability and increased capacity to perform major conversion
and major repair work.

The outstanding feature of the company's 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 114 feet (35 m) wide. Lifting capacity is 20,000
long tons (20320 metric tons).

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

In July 1983, the total labor force was 5,188, down from about 5,360 a
year earlier.

Exhibit 4 is a current arrangement plan of Avondale's main plant.

4. Bath Iron Works Corporation

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


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On October 1, 1983, there were 80 major combat and auxiliary ships under
construction or on order for the Navy and 12 270-foot cutters for the Coast
Guard. In addition, five new maritime prepositioning ships were on order, part
of the Navy's T-Ship program (the designation "T", for transportation,
distinguishes these auxiliary ships from Navy commissioned ships of the line).
Contracts had also been awarded under the T-Ship program for the major
conversion of 14 merchant vessels to four fast sealift ships, eight maritime
prepositioning ships, one hospital ship and one auxiliary crane ship.

Table 1 has been prepared to answer the frequent question as to the number
of shipbuilding positions 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
in Table 1 are mainly those presently under construction or recently delivered
to commercial service. The total number of building positions varies from 125
for the small cargo ship to one for a huge 390,770-dwt. tanker. Length overall
and bean are given for all ships and, in addition, deadweight tonnage is
indicated for the bulk carriers. An important consideration that is ignored in
Table 1 is the common shipbuilding practice of laying a keel on a building
position already occupied by another ship. For example, in a 700-foot (213 m)
basin, a complete 610-foot (186 m) containership and the stern section of a
second ship could be constructed simultaneously. This production procedure,
analyzed periodically by SEAS, maximizes the use of shipbuilding 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
those requesting information from the annual survey. In lieu of actual ships,
maximum ship length is used to determine the number off 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 59m) 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 (145m) in length. Exhibit 39 is a histogram displaying the reduction in
the number of available shipways as the maximum ship length increases.

1/ 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 SEAS output.


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TABLE 1

SHIP CONSTRUCTION CAPABILITY

BY SHIP TYPE

91


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founding at the turn of the century, this shipyard has designed and built more
than 500 vessels of all sizes and types, including 285 ships for the Navy and
215 commercial ships. The yard was purchased from Bethlehem Steel Corporation
in 1964.

. Currently under construction are five new Quincy-designed maritime
prepositioning ships, part of the Navy's MPS program to support the Rapid
Deployment Force. These ships, to be time-chartered to the Military Sealift
Command, will provide work at the Quincy yard through the first quarter of
1986.

Additionally, Quincy has also designed a new class of coal-fired
self-unloading collier for the intercoastal transport of coal. The first of
these 32,300-dwt. ships, the ENERGY INDEPENDENCE, was delivered in August 1983
and will carry two million metric tons of coal annually from mid-Atlantic ports
to generating stations of the New England Electric System.

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

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

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

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

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

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

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

o New materials handling equipment. and two 200-ton (188
metric ton) transporters; and

© Completion of a new facility at Charleston, South Carolina,
especially designed for the fabrication of spherical LNG
cargo tanks but also capable of fabricating a wide range of

17



Appendix C is a list of 136 major topside repair facilities, 59
of which are located on the East Coast. No attempt has been made to
tabulate their machinery and equipment due to the variance of the type
of work an individual firm will engage in. Detailed data for most of the
facilities has been obtained during the MARAD annual shipyard survey and is
available in the Office of Shipbuilding Costs and Production.

Active Shipbuilding Base

The Active Shipbuilding Base comprises the 26 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
40 of this report identifies and geographically locates these 26 yards.
Exhibit 41 tabulates the number and contract value of commercial vessels
and barges, large and small, under construction or on order as of September
30, 1983, in these shipyards; and Exhibit 42 indicates when each of the
yards in the Active Shipbuilding Base needed new contracts as of
September 30, 1983, in order to maintain an adequate backlog for available
facilities and work force. Estimates of need for new business are
determined by the Maritime Administration based on methodologies developed
for the Shipyard Evaluation Analysis System Model (SEAS). Most of these
yards presently have building facilities available to expand employment
levels if new contracts could be secured.

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.

In August 1983, the number of yards in the Active Shipbuilding Base
was reduced from 27 to 26 as a result of the closure of Todd's Houston
Division and its congolidation with Todd-Galveston.

As of September 30, 1983, 12 of the 26 shipyards were engaged in
construction of major combat ships and auxiliary vessels for the Navy, six
of the yards were building a total of 15 major commercial vessels, and
seven of the yards were engaged in ship construction and conversion work
provided by the Navy's T-Ship program. Six of the yards had only repair,
overhaul, or conversion work; and one of the 26 shipyards was closed and
being maintained on a caretaker basis.

As of September 1983, 86 percent of the production workers in these 26
shipyards were engaged in Navy or Coast Guard ship construction and repair
Work.

Employment projections for equivalent production workers is shown by
Exhibit 43. 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 43 indicates a continuing steady decline in work force levels

during 1984 and 1985 resulting in the loss of up to 8,000 jobs. However,
an upturn in shipyard employment beginning in the first quarter of 1986 and

46



Exhibit 3

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79

GALVESTON

Exhibit 32

a

TODD SHIPYARDS CORP.

GALVESTON DIVISION



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, 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 pierside or anchorage. With a 500-ton
(508 metric ton) lift capacity, the company's barge-mounted "Big Bessie" is the
largest floating derrick between Houston and New Orleans.

Employment at Bethlehem-Beaumont totaled 1,167 at mid-1983, down from
about 1,500 at mid-1982.

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

7. Bethlehem Steel Corporation - Sparrows Point Yard

The Sparrows Point shipyard is located on the Patapsco River in the
Baltimore, Maryland 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, this facility completed the last of a series of five
1,100-foot (335 m) crude carriers (MA Design T10-S-101b), among the largest
tankers ever built in the United States.

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

12


Exhibit

'~ 80 TON
10 TON
54 TON

2-40TON
37 TON

2-35 TON
-20 TON

- 200 TON

2

CRAWLER TYPES:

GANTRY:

CRANES:

BAY SHIPBUILDING CORPORATION


Introduction

In compliance with the Merchant Marine Act of 1936, as amended, 1/ the
Maritime Administration (MARAD) conducts an annual survey to obtain information
from the shipbuilding and ship repair industry to be used primarily to determine
if an adequate mobilization base exists for national defense and for use in a
national emergency. This report on the 1983 survey of U.S shipyard facilities
was prepared by the Division of Production, Office of Shipbuilding Costs and
Production, and is for general use within the Maritime Administration and other
Government agencies.

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

J/ 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 shipyyards and repair capacity in the United States with adequate
numbers of skilled personnel to provide an adequate mobilization base."

Section 211

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

Section 502(£)

“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."


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third ship is slated for redelivery in early 1986. Contracts have also been
signed for the conversion of three Waterman RO/RO containerships to maritime
prepositioning ships, which will provide work through April 1985.

In June 1983, the Navy awarded the company a contract to convert a
NASSCO-built San Clemente class tanker to a 1,000-bed hospital ship (T-AH). The
contract includes an option for conversion of a second vessel. Production is
scheduled to start in October 1984 with completion of the Project set for
October 1986.

NASSCO's Repair Department performs a significant amount of repair and
overhaul work on commercial ships and on combat and auxiliary ships for the
Navy. During 1983, the company's repair work included inert gas retrofit of two
commercial tankers. Navy work consisted of regular overhauls on five LST's and
two FF's, and the repair and modernization of five CG's, two FF's, one CV, and
one AD.

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

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

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

As of mid-1983, the total labor force was 3,463, down from 6,000 at
mid-1982.

Exhibit 23 is a current NASSCO plot plan.

20. Newport News Shipbuilding

Newport News Shipbuilding, located at the Port of Hampton Roads in Newport
News, Virginia, 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, 32 nuclear-powered submarines, and 121 other surface
ships for the U.S. Navy. Commercial vessels delivered by the yard include 71
cargo ships, 84 tankers, 62 passenger ships (most notably the famed superliner
UNITED STATES), and more than 60 other vessels. Newport News was a pioneer in
the field of jumboizing ships, and since 1957 has completed 33 such operations.
The company is also engaged in various industrial lines.

26



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The IOWA arrived at Ingalls in January 1983 for modernization and
reactivation. ‘The underwater work was completed by Avondale Shipyards, Inc. in
New Orleans, working under contract to Ingalls. Ingalls is upgrading shipboard
systems, modernizing weapons, adding new weapons systems, and upgrading
electronics systems. The IOWA is scheduled for redelivery to the Navy in June
1984.

Ingalls' East Bank facility has been in operation since 1938, engaging
primarily in new construction of commercial cargo ships and tankers, and in 1974
completed a series of highly productive containerships, the last commercial
ships built at Ingalls. ‘The yard maintains six inclined shipways. Maximum ship
sizes which can be accommodated are: four ways 650 by 90 feet (198 m by 27m),
one way 690 feet by 85 feet (210 m by 26 m), and one way 550 by 80 feet (168 m
by 24 m). .

The East Bank facility has a graving dock which has been used for
construction and overhaul of nuclear-powered submarines, but is currently being
used for ship repair work. A wharf and four piers serviced by cranes with a
60-ton (59 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 facility, completed in 1970, was designed and equipped
for series production using modular construction methods. The yard is geared to
assembly-line construction of large Navy and merchant ships.

The West Bank yard does not have conventional inclined shipbuilding ways.
Instead, fabricated steel and subassemblies are brought from the fabrication,
panel, and shell shops to the subassembly area where they are erected into major
subassemblies, which in turn move to the module assembly area. These areas are
divided into five bays, each of which can produce 6,000-ton (5447 metric ton)
modules. After modules are completed in the module assembly area, they are
moved to the integration area where they are erected into a complete ship. The
completed ship is then moved onto a launch pontoon which is subsequently floated
and moved to a deep water area where it is ballasted and the ship launched. The
Pontoon can launch a maximum ship size of 800 feet by 173 feet (244 m by 53 m).
Approximately 4,400 feet (1341 m) of berthing space, serviced by cranes up to
200 tons (182 metric tons), are available for outfitting.

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

Ingalls Shipbuilding Division at mid-1983 employed a total labor force of
10,200, down from 12,300 a year earlier.

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

14. Levingston Shipbuilding Company

Levingston Shipbuilding Company, one of the leading producers of offshore
drilling rigs, was founded in 1933. This 100-acre shipyard is strategically
located on the Sabine River at Orange, 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

19



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

In the 1950's and 1960's, in-addition to the conversion ‘of several major
Navy auxiliary ships, the yard has constructed nine destroyer-type vessels.
Also from the late 1970's until October 1, 1983, Todd-LA has built 10
sophisticated guided missile frigates (FFG-7 class). Seven of these FFG's are
currently under construction, which will provide employment through October
1986. During 1983, Todd-LA has performed repair and overhaul work on several
types of naval auxiliary vessels, aS well as post shakedown availability work
on guided missile frigates.

Over the past 15 years, the yard has pursued an ongoing facilities
expansion program in parallel with shipbuilding, conversion, and repair work.
The underlying inclined building ways and supporting cranes were modified from
three ways, limited to 1950-60 era maritime construction and destroyer class
buildings, to two ways capable of "Panamax" and cruiser class construction.
Complementing the building ways capabilities expansion, the upland construction
areas have been developed into a fully-equipped, sophisticated production line
for fabrication and movement of modules from semi- and fully-automatic welding
units to the building ways area.

Shops have been extended in size, platens expanded, craneways extended,,
and new construction manufacturing machinery added. ne of the first robotic
production welding centers in U.S. shipbuilding is also in full operation. The
most recent facility expansion project in this program is the addition of a
land-level ship lift (syncrolift) facility presently under construction. The
syncrolift platform is 656 feet by 106 feet (200 m by 32 m) with a lifting
capacity for vessels up to 48,000 dwt. An adjacent transfer system will enable
the yard to service two maximum size ships ashore simultaneously. The platform,
transfer facility, and two work bays are scheduled to come on stream in early
1984.

Todd-LA operates two floating drydocks, the largest of which can handle a
vessel up to 700 feet by 86 feet (213 m by 26 m). Berthing space in the yard
totals 6,175 feet (1882 m).

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

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

R&D in shipbuilding technology continues to be an important aspect of the

shipyard's management. Presently the yard sponsors two SNAME/SPC technical
panels: Outfit Planning (SP-2) and Flexible Automation (SP-10). Research under

36



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Lockheed installed a modernized, numerically controlled steel cutting system and
a semi-automatic steel fabrication panel line.

The yard operates three inclined shipways, two of which can accommodate
ship up to 650 feet by 88 feet (198 m by 27 m), and one which can handle a ship
as large as 690 feet by 90 feet (210 m by 28 m). These building ways are
serviced by 10 whirley cranes varying in capacity from 28 tons (25 metric tons)
to 50 tons (45 metric tons). Lockheed maintains two floating drydocks, the
largest of which can accommodate a maximum ship size of 643 feet by 96 feet (196
m by 29 m). Also available is 6,500 feet (1981 m) of wharf and pier space that
is used for both repair and outfitting. Whirley cranes up to a capacity of 100
tons (90 metric tons) service the wharf and pier areas. Multiple crane lifts
and locally available floating cranes routinely provide capacities up to 400
tons (363 metric tons).

Lockheed's labor force at mid-1983 totaled 3,000, up from approximately
2,000 a year earlier.

Exhibits 17 and 18 are current general ‘arrangement drawings of the Seattle
yard's Plant No. 1 and Plant No. 2.

16. Marathon LeTourneau Company - Gulf Marine Division

Marathon Manufacturing Company, a world leader in production of offshore
drilling rigs, launched its new Gulf Coast shipyard, the Gulf Marine Division,
in 1971 with a commitment of several 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. Since it was founded, this Marathon yard has
built and launched semi-submersible and jackup drilling rigs totaling more than
150,000 tons of production and has the capability to build and launch
drillships, crane barges, work boats, tugs, and large commercial vessels. The
Gulf Marine Division's total marine construction and repair capabilities are
supported by Marathon's Engineering Group in Houston and by Marathon's
manufacturing facilities in Longview, Texas, and Vicksburg, Miss.

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

As of October 1, 1983, the Gulf Marine Division's new construction
backlog was down to one offshore drilling rig. ‘This was a Marathon-design Super
300 cantilever and slot jackup rig, which is the first of its kind to be
constructed in the United States. Delivery to Global Marine, Inc. is scheduled
for December 1983.

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


SHIPYARD STATUS: NEED FOR NEW BUSINESS

MARITIME ADMINISTRATION
DEPARTMENT OF TRANSPORTATION

Exhibit 42

ACTIVE SHIPBUILDING BASE

1982

1984

1985

ADOSCO INDUSTRIES - MOBILE.AL
AMERICAN SB - LORAIN.OH
AVONDALE SHIPYAROS - N.O. LA
BATH IRON WORKS - BATH ME

BAY SHIP - STURGEON BAY. WI
BETH STEEL ~ BEAUMONT TX

BETH STEEL - SPARROWS PT.. MO
EQUITABLE SHIPYAROS. INC..N.O.
GEN OYN E.8. - GROTON.CT

GEN DYN - QUINCY. MA

HALTER MARINE ~ CHICKASAW. AL
TNGALLS/LITTON - PASCAGOULA. MS
LEVINGSTON SHIP - ORANGE. TX
LOCKHEED SHIP - SEATTLE.WA
MARINETTE MARINE, MARINETTE, WI
MARYLAND SB - BALTIMORE. MO
NASSCO - SAN OIEGO.CA
NEWPORT NEWS SB &@ 00 ~- VA
NORFOLK SB & OO - VA

PETERSON BLORS - STURGEON BAY. WI
PENN SHIP = CHESTER.PA (EX-SUN)
TACOMA BOAT - WA

TAMPA SHIP - FL

TOOD SHIPYARDS - GALVESTON. TX
TOOD SHIPYARDS - SAN PEDRO.CA
TOOOD SHIPYAROS - SEATTLE.WA

bie

*

SHIPYARDS ENGAGING PRIMARILY IN REPAIR WORK

NOTE:ENO OF BAR EXCEPT FOR YAROS MARKED WITH AN ASTERISK INOICATES WHEN YARD NEEDS
NEW CONTRACTS IN ORDER TO MAINTAIN ADEQUATE BACKLOG FOR AVAILABLE FACILITIES AND
WORKFORCE .ASSUME 8-HONTH ADMINISTRATIVE ANO PRE-FAB TIME (LEAD TIME BEFORE START

OF FABRICATION)
9230/83.

89



other facilities to further increase repair and conversion
capability.

Avondale Shipyards

An outstanding feature of the company's recently completed
modernization and expansion program was a new, largely
automated pipe fabrication shop, the most advanced of its

kind in the world. In July 1982, Avondale's new "Panamax"
floating drydock entered service. This drydock, in conjunction
with the company's existing drydock, is expected to double

the main yard's ship repair capacity.

Bath Iron Works

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

Todd Shipyards Corporation

Todd's 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 widith of 160 feet (49 m) and a
lifting capacity of 40000 metric tons, the largest unit of

its kind in the Western Gulf area. In addition, a new 17,500-
ton (17780 metric ton) floating drydock, built by Bender
Shipbuilding for Todd's Houston Division in 1982, was transferred
to Todd-Galveston in late 1983.

At Todd's Los Angeles Division, ground was broken in 1982
for a land-level ship repair facility which will use a
syncrolift platform 655 feet (200 m) long by 106 feet (32 m)
wide having a lifting capacity of 21,942 long tons (22293
metric tons) to raise ships as large as 48,000 dwt. to land
level where they will be transferred to a work bay via a
rail system. ‘The completed system will accommodate two
vessels simultaneously and is scheduled to go into operation
by the end of January 1984.

Todd's facility upgrading program also included the transfer

in 1982 of a 40,000 displacement ton (40640 metric ton)
floating drydock from its San Francisco Division to its Seattle
Division where it has been modified to accommodate naval
combatants and auxiliaries, as well as commercial ships.

43


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85



MAJOR U.S. SHIPBUTLDING AND REPAIR FACILITIES

Maximum Ship Size

Berths/Piers

(LOA--Beam) Usable”
. a Length
Name and Location arctan prydock in feet Remarks
FN--Floating Drydock ~Longest
MR--Marine Railway Total linear
feet .
GULF COAST
SHIPBULLDING YARDS
ADDSCO Industries, Inc. | (4)  523x 68 SW 1132 1/ Ship construction, conversion and repairs.
Mobile, AL 620 x 90 SW 3370 Eso drill rig construction.
625 x 83 FD 2/ 2700
750 x 98 FD :
Avondale Shipyards, Inc. #(2) 1020 x 174 SW 2300 1/ Ship construction, conversion and repairs
New Orleans, LA | #1200 x 126 SW B10 = all types of vessels.
cd 450 x 90 SW 2/ 5188
i x MR ~ *Three vessels up to 1020' x 174'
: 1000 x 216 ED i
900 x 216 can be constructed simultaneously.
H 750 x 114 FD ‘Five large, greater that 600' LOA
i vessels can be under construction’
simultaneously in this area.
‘Westwego Plant - Two vessels can be
constructed simultaneously.
Beth. Steel Corp. 800 x 96 SW 1100 1/ Construction of barges and drilling rigs.
Beaumont , TX 650 x 84 FD 000 “Also ship repairs and conversion.
2 1167
Ingalls SB Division : 690x 85 SW 2700 1/ Construction, conversion, and repairs -
Litton Systems, Inc. | 550 x 80 SW BIO ‘all types of vessels.
Pascagoula, MS ) 850 x 90 SW i2/ 10,200
x @ “West Bank can launch ships up to 800' x
' *800 x 173. FD 173", Equivalent of six conventional
i inclined ways in terms of ships delivered
i annually.
1
Levingston SB Co. 700 x 100 SW 600 1/ Construction of drilling rigs, barges, and
Orange, TX E00 [large comercial vessels. Repairs and
conversion ~ all types of vessels.
ard is closed mn a care and maintenance basis
Marathon LeTourneau Co. 1100 x 150 SW 600 lly Construction of drilling rigs. Yard has
Gulf Marine Division TIOO Eapability of building large oceangoing ships.
Bromsville, TX b/ 900
Tampa Shipyards, Inc. 500 x 105 SW 845 h/ Ship construction, conversion, and repairs.
Tampa, FL 542 x 72 GD bez) by 940
89% x 146 GD y

120


MAJOR U.S, SHIPBUILDING AND REPAIR FACILITIES

Maximum Ship Size Berths/Piers
(LOA--Beam) Usable
Length
Name and Location ohceraein, Drydock in feet Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
Lockheed Marine — (2) 650x 88 sw 800 1/ Ship construction, conversion, and repair
Shipbuilding Division 690 x 90 SW 5500 = all types of vessels.
Seattle, WA 530 x 80 2/ 3,000
Bix % HD =
Marine Power & Equip. Co. 600 x 86 SW 620 1/ Ship construction, repairs, and
Seattle, WA 400x 57 FD Lyxie) Conversion.
400 x 60 FD
300 x 46 FD
400 x 101
| (Syncrolift)
i
National Steel & SB Co. | 980 x 170 GD 1000 1/ Construction, conversion and repairs -
San Diego, CA | 690 x 90 SW B00 all types of vessels.
1@) 900% 106 2/ 3,463
7 .
x 132 FD Large graving dock at U.S. Naval
Station is also leased as required.
Tacoma Boatbuilding Co. 650 x 400 SW 1100 1/ Ship construction, repairs, and
Tacoma, WA 540x 75 FD 2200 Conversion - all types of vessels.
i 420 x 64 FD 27 2,760
Todd Pacific Shipyards, 1(2) 800x 87 SW 680 4/ Ship construction, repairs, and conversion
Corp. 700 x 86 FD BIS = "all types of vessels.
San Pedro, CA 470 x 82 275,000
Todd Shipyards Corp. 550 x 96 SW 813 J/ Barge construction, ship repairs and
San Francisco, CA 700 x 9% FD 300 Eonversion. Can build C3 and C4 type vessels
(formerly Heth. Steel) 950 x 144 ED 2/ 750
Todd Pacific Shipyards 600 x 96 SH. 1400 1/ Ship construction, repairs, and conversion
. i 650 x 84 FD BOI7 = all types of vessels.
Seattle, WA 420 x 62 FD 2/ 3,056
%3 x 133 FD *
triple A Shipyards 5x 82 @ 600 i/ Ship repairs, overhaul and conversion.
Hunters Point 996 x 107 @ base Z 770
San Francisco, CA 1088 x 136 @ *
(2) 416x 56 @ All graving docks are part of the
416 x 71 @ inactive Hinters Point Naval Shipyard and
are leased from the U.S. Navy.

123



In addition to the new floating drydock, there is an older floating drydock in
the Berkley Plant which can handle vessels up to 650 feet by 83 feet (198 m by
56 m). The largest of the company's marine railways, located in the smaller
Brambleton Plant can accommodate a vessel 441 feet by 60 feet (134 m by 18 m)
with a lifting capacity of 5,500 long tons (5580 metric tons).

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

Norshipco's payroll totaled 3,080 in June 1983, up from 2,540 a year
earlier.

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

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

Pennsylvania-Texas, Inc. (an affiliate of Paden, Inc.) in February 1982
acquired the operating assets of the ailing Sun Ship located in Chester, Pa.
the yard's corporate name is now 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 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.

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

In October 1982, work began at Penn Ship on the major conversion for the
Navy of a Sea-Land SL-7 containership to a fast sealift ship for the DOD Rapid
Deployment Force. The vessel, renamed the USNS CAPELLA, is 946 feet (288 m) in
length overall. ‘This reconstruction project will provide wrk through
mid-1984. On October 31, 1983, the Navy awarded Penn Ship an additional SL-7
conversion. Redelivery is scheduled for February 1986.

In 1976, completion of a major capital improvement program enhanced this
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. Mn Slab "A", a
ship 1,000 feet by 195 feet (305 m by 59 m) can be built. In this shipyard, a
ship as large as 1,100 feet (335 m) in length and 195 feet (59 m) wide can be
constructed. This is the maximum limit of the large floating drydock into which
vessels built on the two-section shipbuilding platform are launched. ‘Two halves
of a large ship can be built on this platform and each half can be rolled
individually to the drydock and then welded together. ‘The ship is brought to

30



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

During the World War II period, the company's Lorain yard built an
impressive variety of vessels for the Navy, Amy, 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's Lorain facility possesses a high degree of sophistication
in production methods. In 1971, the company completed an in extensive
modernization and improvement program at this shipyard, including new computer
control programs and management information systems. The 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 (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. Three of four vessels were
reconstructed at the company's subsidiary, Tampa Shipyards, Inc., and one ship,
the MORMACLYNX, was reconstructed at the Lorain yard. Work on this ship was
completed in October 1982, but since that time the yard has had no major
contruction or conversion work.

In the Lorain facility, graving dock No. 3, with a maximum ship size of
about 1,021 feet by 211 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 primrily for repair and overhaul work and can handle
ships up to 708 feet by 78 feet (216 m by 24m). 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-1983, the payroll at Lorain totaled 50, down from about 400 at
mid-1982.

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


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

The commercial ship repair market continued to be generally weak
during 1983, and future prospects are uncertain. Navy repair and overhaul
work continued to be a consistent and stable element in our repair
industry's endeavors.

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

Major Drydocking Facilities

Major drydocking facilities are defined in this report as those yards
engaging primarily in repair, overhaul, or construction, and having at
least one drydock or marine railway 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 1983 on 55 of these
repair yards on a coastal basis. Additional data is available in the
Office of Shipbuilding Costs and Production.

Major Topside Repair Facilities

Major topside repair facilities are those that have the capability to
provide repair service to oceangoing ships when the work can be
accomplished without taking the ships out of the water. The topside 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 dryiocking 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.

45


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

1 ADDSCO Industries, Inc.

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

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

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

Supplementing its ship repair and overhaul business, ADDSCO Industries'
wholly owned subsidiary, Alabama Maritime Corporation, in early 1983, completed
a series of three semi-submersible offshore drilling rigs for Diamond M Company.

Work in the yard in the fall of 1983 included major repair and maintenance
work on the aircraft carrier LEXINGTON and on an offshore drilling rig. ADDSCO
has contracted to do the deckhouse steel work for the five T5 tankers being
built by Tampa Shipyards.

ADDSCO Industries, Inc. and its subsidiaries operate 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). There are two floating drydocks available
for repair and conversion; the larger of the two can accommodate a ship size of
750 feet by 98 feet (229 m by 30 m). There are also 9,370 feet (2856 m) of.
berthing space at seven finger piers for topside and inboard repairs. ADDSCO
Industries and its subsidiaries have 19 revolving gantry cranes with capacities
up to 75 tons (67 metric tons) to service the shipways and berthing areas. A
275-ton (250 metric ton) Goliath bridge crane which straddles the slip between
piers K and L is utilized for construction and outfitting.

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

At mid-1983, combined employment totaled 450 at the ADDSCO subsidiaries

that handle ship construction and ship repair--Alabama Dry Dock and Shipbuilding
Grporation (repair work) and Alabama Maritime Corporation (new construction) .

5



contracts. As of October 1, 1983, nine FFG's had been delivered and the
remaining four were under construction.

In October 1982, the U.S. Navy awarded Todd-Seattle a 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 an active ship repair and overhaul operation that annually
works on from 300 to 400 commercial and naval vessels. The Seattle Division has
been appointed authorized repair and service representative for B&W Diesel of
Denmark and Sulzer Marine Diesels of Switzerland.

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

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

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

In July 1983, total employment at the Seattle plant was 3,056, down from
4,500 a year earlier. With the FFG program winding down, further layoffs are
anticipated.

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

30. 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.

Repair work moved at a slow pace during the first quarter of 1983, but a

contract for repair and modernization of the nuclear-powered aircraft carrier
ENTERPRISE (CVN-65) provided substantial employment from May until July 26 when

39


MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES

Maximum Ship Size

Berths/Piers

(LOA--Bean) Usable
Length
Name and Location oye Drydock in feet Remarks
FD--Floating Drydock Longest
MR--Marine Railway Total linear
feet
Jackson Engineering Co. 425 x 82 FD 653 1/ Ship repairs and conversion.
Staten Island, NY 550 x 82 FD 600 2/ 50
Jacksonville Shipyards 660 x 90 FD 680 1/ Ship repairs and conversion.
Jacksonville, FL 900 x 140 FD Eats Construction of small vessels.
400 x 53 FD 2/ 2390
765 x 127 FD “
Metro Machine Corp. 660 x 9 FD 475, 1/ Ship repairs and conversion.
Norfolk, VA i DO 2/ 263
t
Newport Ship Yard, Inc. | 320 x 60 MR 500 2/ Small vessel construction and repairs.
Newport, RI ! BD 2/ 170
Perth Anboy DD Co. 400 x 68 FD 400 Jy Ship repairs and conversion
Perth Amboy, NJ 30 2/ 119
Hoboken Shipyards, Inc. 433 x 67 ED 923 1/ Ship repairs, overhaul, and conversion.
Division of BSI Corp. ! $83 x 106 FD 2/ 300
, NJ x D ‘Military Ocean Terminal, Bayonne, W—
(formerly Beth-Hoboken) ! 640 x FD d f Engi io
1082 x 138 cD leased from Corps of Engineers
Puerto Rico DD & Marine 632 x 80 CD %0 1/ Ship repairs.
Terminals 1632 2/ 95
San Juan, PR *Leased from Navy.
Rodermond Industries 775 x 106 FD 842 U/ Ship repairs and conversion.
Jersey City, NJ : 425 x 80 FD Bar 2/ 70
i 350x 60 FD ~
300x 57 ED
Savannah Shipyard Co. 532 x 64 GD 382 1/ Ship repairs and conversion.
Savannah, GA Te3 2/ 85
Todd Shipyards Corp. 700x 8 GD 1152 1/ Ship repairs and conversion.
Brooklyn, NY Pioxy Yard is closed pending sale.
Tracor Marine, Inc. 300x 80 780 ‘1/ Ship repairs and conversion.
Port Everglades, FL 360 x 80 TS / 200
(Syncrolift) =

119



pressure vessels, drill rigs and platforms, and similar
Structures. Complete facilities are also in place for pipe
and sheet metal fabrication, welding, machining, blast

and paint.

There are five building basins at the Quincy shipyard. The largest of

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

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

Employment at mid-year 1983 was approximately 2,400 and is expected to
climb to 5,100 in 1984 at the peak of the current maritime prepositioning ship
construction program.

Exhibit 13 is a current layout of the Quincy Shipbuilding Division's
facilities.

13. Ingalls Shipbuilding Division/Litton Systems, Inc.

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

Ingalls delivered 35 sophisticated warships to the U.S. Navy fleet between
1975 and 1980 -- 60 percent of all the combat ships delivered during that
period. Thirty ships of the original Spruance (DD-963) class contract and five
TARAWA (LHA-1) class amphibious assault ships were built by Ingalls using proven
modular construction methods.

In 1981 and 1982, Ingalls delivered four Kidd (DDG-993) class guided
missile destroyers to the Navy; and in 1982 the 3lst Spruance class destroyer
built by Ingalls and one Aegis guided missile cruiser, USS TICONDEROGA (CG-47),
were delivered to the Navy. During this same period, 13 jackup drill rigs and
four semisubmersible drill rigs were delivered to six drilling companies. As of
October 1983, the new construction backlog consisted of eight AEGIS guided
missile cruisers. The shipyard is also preparing for future construction of the
LHD-1 class of amphibious assault ships and is modernizing and reactivating the
battleship IOWA (BB-61). In addition to being the lead shipbuilder for four new
classes of Navy ships since 1975, the company has been active in the repair,
modification, and overhaul of U.S. Navy combatants, construction, overhaul and
repair of mobile offshore drilling rigs, and the fabrication and assembly of
railroad cars.

18


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

The yard is currently engaged in the major conversion of three Maersk Line
RO/RO ships to maritime prepositioning ships, as part of the Navy's MPS program
to support the Rapid Deployment Force. Each vessel is being lengthened 157 feet
(48.8 m), and the depth is being increased from 54 feet (16.4 m) to 70 feet
(21.3 m). Work on the first ship, the ESTELLE MAERSK, commenced in January
1983. These three reconstruction projects will provide work at Sparrows Point
through September 1985.

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

To provide the capability for construction of supertankers at Sparrows
Point, millions of dollars were invested in facilities improvements:
establishing new production and materials-handling methods, installing new and
sophisticated systems and equipment, and developing new design concepts and
engineering techniques. The major components of this program, completed in
1974, were the building basin for construction of ships as large as 1,200 feet
by 192 feet (366 m by 59 m) and a new panel shop for fabrication of steel. This
fabrication shop is capable of constructing panels weighing up to 200 tons (182
metric tons). Other improvements included the structural strengthening of pier
No. 1, a numerically controlled gas plate cutting machine, automated plate and
shape blasting-painting equipment, and expanded machine shop and pipe shop
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. ne way can accommodate a maximum ship size of 800 feet by 106
feet (244 m by 32 m), and the other a maximum ship size of 800 feet by 95 feet
(244 m by 29m). 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
the conversion of the Maersk Line ships. Four outfitting berths are available
with a combined length of 3,970 linear feet (1210 m) of space serviced by four
tower cranes with lifting capacities up to 50 tons (45 metric tons). Several
locomotive cranes of various capacities are also available.

The total labor force at Sparrows Point rose to 1,556 in July 1983,
compared to 500 a year earlier.

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

8. 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

13



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

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

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

. Coast Guard and U.S. Army Corps of Engineers.

General

The annual shipyard survey of 1983 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 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 1983 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.


WEST COAST

Arcwel Corporation
San Diego, CA

Cavanaugh Machine Works
Wilmington, CA

Coastal Marine Engineering Co.
San Francisco, CA

Colberg, Inc.
Stockton, CA

Dockside Machine & Ship Repair
Wilmington, CA

Duwamish Shipyard, Inc.
Seattle, WA

Electro-Mechanical Co.
Portland, OR

Ets-Hokin & Galvan Electric Co.

San Diego, CA

Franklin Machine Works, Inc.
San Francisco, CA

Fulton Shipyard
Antioch, CA

General Engineering & Machine Works

San Francisco, CA

Golten Marine Co., Inc.
Wilmington, CA

Kettenburg Marine
San Diego, CA

Marine Industries Northwest, Iric.

Tacoma, WA

Marisco, Ltd.
Honolulu, HI

Palau Corporation
San Francisco, CA

Rowe Machine Works, Inc.
Seattle, WA

SDIS Fabricating Corp.
San Diego, CA

Service Engineering Co.
San Francisco, CA

SFW Corporation
San Francisco, CA

Thomas A. Short Co.
Emeryville, 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

Zidell Explorations, Inc.
Portland, OR

GREAT LAKES

Advance Boiler & Tank Co.
Milwaukee, WI

American Propeller
Toledo, OH Company

Diversified Piping
Avon Lake, OH Company

Erie Machine & Iron Works
Toledo, OH



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68


techniques are combined with conventional shipbuilding methods. Large module
sections are fabricated on a forming and subassembly slab about 400 feet by 200
feet (122 m by 61 m), which is actually an extension of the yard's building way.
A 250-ton (227 metric ton) gantry crane travels on rails which run the full
length of the slab and building way. The crane lifts the subassembly sections
from the slab to the launchway, and the sections are joined to form the
completed vessel which is then side-launched. The 250-foot by 120-foot (76 m by
37 m) covered pipe shop has a complete range of positioning, welding, and
cutting equipment. Usable berthing space for outfitting and repair totals 1,100
feet (335 m).

At mid 1983, the total work force at the Brownsville plant was 900, down
from 1,300 a year earlier.

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

17. Marine Power & Equipment Co., Inc.

This mediun-size shipyard, in business in Seattle, Washington since 1946,
is capable of construction, conversion, and repair of a wide variety of vessels,
including towing, fishing, oil survey and support vessels, ferries, and
Government ships. Marine Power & Equipment Co. (MPE) is the parent company of
Washington Steel Corp., Seaway Express Corp., Olympic Propeller Corp.,
Propulsion Systems Inc., and Marine Logistics Corp.

MPE is a full service shipyard complete with drydocks, fabricating and
welding shops, machine shops, electrical and electronic shops, and other shops
and essential marine oriented services including fixed and variable pitch
propeller manufacture and repair.

Vessels built by this company during the past two years consisted of two
oceangoing tugs and nine oceangoing barges; and from 1979/1981 six passenger
ferries for the State of Washington were constructed. Currently in production
are two oceangoing tugs, two large oceangoing barges, and 21 LCM's (landing
craft) for the Navy. In early October 1983, the company signed a $230 million
conditional contract for construction of two 540-foot (165 m) American-flag
cruise ships for newly-formed Contessa Cruise Line, Inc. of Houston, Texas.
Final signing of the contract has not been consummated.

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

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

23



During 1982, in the commercial ship construction field, BIW completed a
37,000-dwt. oceangoing barge for C & H Sugar Company, and Bath delivered a large
diesel-propelled hopper dredge for the Corps of Engineers in March 1983. In
August 1983 a 34,000-dwt. product tanker (MA Design T6-M-136a) was delivered to
Falcon I Sea Transport Company; a sistership is scheduled for completion in
January 1984.

Bath Iron Works is one of the industry leaders in design, construction,
and modernization of destroyer-type vessels for the U.S. Navy. BIW 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 construction of 23 additional FFG-7
class frigates, the last of which is scheduled for delivery in 1987. As of
October 1, 19837 there were nine 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 management
expects additional Aegis cruiser contracts. The lead shipyard in the program
is the Ingalls Shipbuilding Division of Litton Industries which currently has
eight of these ships on order or in production.

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

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

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

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



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;

o A fully-equipped wood pattern shop facility;

© ne 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;

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

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

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

The total labor force at Newport News increased from 26,000 in mid-1982 to
28,260 in mid-1983.

Exhibits 24 and 25 are current general arrangement drawings showing major
facilities in both the South yard and the North yard.

21. 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.

28



SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

Tankers

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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 -soated, cut,
straightened or shaped. The steel is than transported to Bath by truck or rail
where it is joined together into subassemblies for final erection at the
shipway. The Hardings plant has been highly mechanized and computerized, and
much of the work is automated.

Bath Iron Works is making a major move into the overhaul-and repair market
with the construction of a second shipyard in Portland, Maine. The new
facility, scheduled for completion in the fall of 1983, will allow BIW to expand
its repair and overhaul capabilities to include all non-nuclear surface
combatant Navy ships except aircraft carriers and will accommodate commercial
vessels up to the supertanker class. A major component of the new shipyard will
be an 81,000-ton (82296 metric ton) lift capacity floating drydock.

As of mid-1983, the company's administrative and production work force
totaled 7,720, up from 7,300 a year earlier.

Exhibit 5 is a current plot plan of the Bath Iron Works main yard
facilities, and Exhibit 6 is a general arrangement drawing of BIW's new repair
and overhaul yard in Portland, Maine.

5. Bay Shipbuilding Corporation

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

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

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


96

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APPENDIX _B

MAJOR U.S. SHIPBUILDING AND REPAIR FACILITIES a/

Maximum Ship Size Berths/Piers
(LOA--Beam) Usable
7 Length
Name and Location SW--Shipway in feet Remarks
FD--Floating Drydock Longest
MR--Marine Railway
Total linear
feet .
EAST COAST
SHIPBUILDING YARDS
Bath Iron Works Corp. 650 (+) 88 SW 840 1/ Construction, conversion and repairs -
Bath, ME (2) 7220 x 130 SW 200 ll types of vessels.
550 x 88 (Main Yard) 2/ 7,720
850 x 136 Sie Flocated in the company's new Portland
overhaul and repair facility.
Beth. Steel Corp. | 800 x 106 SW 1260 1/ New ship construction - to vessels 1200'
Sparrows Point, MD '  800x 95 SW 3070 in length.
! 1200 x 192 @ 2/ 1,556
Coastal DD & Repair Corp. 318 x 39 @ 1200 ‘1/ Ship repairs, overhaul and conversion.
Brooklyn, NY 451x 72 @ 7700 2/ 1,000 -
755 x 102 @ Stee ,
77% 110 @ Facilities are part of former Brooklyn N
(2) 1082 x 141 @ Yard and are leased from the City of New York
General Dynamics Corp. |(2) 860 x 123 @D 893 1/ Construction, conversion and repairs -
Quincy SB Division 936 x 143 @ E00 all types of vessels
Quincy, MA (2) 860 x 144 @ 2/ 2,400
Maryland SB and DD Co. 850 x 110 SW 1902 1/ Construction, conversion and repairs -
Baltimore, MD 775 x 110 FD 5620 all types of vessels.
715 x 91 FD 2/ 300
900 x 146 FD
Newport News SB & DD Co. 49x 93 SH 1670 1/ Construction, conversion and repairs -
Newport News, VA 75 x 93 SW Ter all types of vessels.
(2) %Ox 125° SW 2/ 28,260
1368 x 33 ope *Used for construction
646 x 88. CDK **Used for repairs and overhaul.
858 x 102 Gp
455 x 68 Gp
521 x 68 GD
1600 x 246 GD*
Norfolk SB & DD Corp. 475 x 85 SW 1030 1/ Ship construction, repairs and conversion -
Norfolk, VA 650x 83 FD T2170 all s of vessels.
1100 x 156 FD 2/ 3,080
441 x 60 MR *Located at Brambleton plant.
325 x 60 FD* -
North Florida Shipyards 550x 66 FD 1600 J/ Ship repair and conversion
Jacksonville, FL 1 3390.
a , Vrarsyo~ 75| Pog 2y 325
/ 17
2’Shipbuilding: for ships 475' x 68' and above
Repair: drydocking facilities for ships 300' in length and above.



Exhibit 17

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Exhibit 23

. CHOLLAS CREEK

oo TT

SAN DIEGO BAY )

NATIONAL STEEL AND SHIPBUILDING COMPANY

70


Since 1977, FMC 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 ft. by 105 ft. (177 m by 32 m); a variety of 400 ft. x 100 ft. (122m x 30 m
and combination deck cargo/tank barges; and specialized self-dumping hopper
barges —- all certified for ocean service. An especially significant barge
delivered in December 1982 was a 420 ft. x 98 ft. (128 mx 30 m) crane barge.
The barge was fitted with a 500-ton (454 metric ton) Clyde Model 42 whirley
crane, a 4,000 cubic yard gravel bin and a 200-ton (182 metric ton) crawler
crane.

Six oceangoing barges were delivered during the first nine months of 1983.
As of October 1, 1983, the yard's new construction backlog consisted of one
340-foot (104 m) deck barge for Alaska Marine Lines.

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

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

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

During the year, the labor force involved in marine work varied between
300 and 500. Exhibit 11 is a current general arrangement drawing of FMC's
marine construction and repair facilities.

10. 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,
Wisconsin. 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, Wisconsin,contracting and construction
firm, but business continues under the Fraser name.

15



SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

Tankers

€vl X 866
000° 091}

90t * 984
000‘ 09

82Z ¥ O27
LL‘ 06€}

8dT * OOTT
000° S92]

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SEI X_026
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SOT * 468
000°68

06 * 989)
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SLX 029
000° sz

Maximum
Ship Size

Shipway
Basin

Shipyard

Region

eo09000nS

OonnaANS

o00000nG

ecoo0ens

ooooonHg

ooocenne

ecooonne

Conn ANS

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Heat OF

649 x 93
715 x 93
940 x 125
940 x 125
960 x 124
1100 x 130

1600 x 246

Newport News $/B

98

0
(0)

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(0)

ie} 0 ie} 0 0 0 0
(0) (0) =) ©) ©) ©) ©)

i)
(0)

475 x 85

Norfolk SB & DD

eon0d

eon0d

o000S
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cows
cong
oon0d
conned
aan

aaanS

825 x 136
825 x 136
700 x 195

1000 x 195

Slab A
Slab B

Penn Ship

‘TOTAL EAST COAST

GULF COAST

eoocos

200008

o0000S
200008
S

eco00S

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eka eis al

ADDSCO Industries


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.

Levingston's Orange plant combines commercial ship construction with its
traditional offshore industry work, with a solid base of ship repair and some
industrial fabrication. Levingston has built more than 700 vessels of all types
since it started steel ship construction in 1933. Of ‘this total, 164 were for
the offshore industry — including drillships, semisubmersibles, jackup rigs,
and barges and tenders of various types. The company has also built 167 vessels
for the U.S. Government, including frigates, a surface-effect ship, and more
that 160 tugs and coastal vessels. For the commercial marine industry,
Levingston has built more than 370 vessels (mostly barges) as well as tankers,
small roll-on/roll/off ships, and ferries.

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

The delivery of the three dry-bulk vessels and delivery of an offshore
drilling rig in December 1982 completed Levingston's backlog of new construction
contracts. Since that time, the yard has been closed on a care-and-maintenance
basis due to a lack of work. Vessel repair work at the Orange facility has been
transferred to the company's Texas Gulfport plant. However, Levingston-Orange
continues to actively seek ship construction, overhaul and repair contracts.

An expansion and modernization program was completed in 1982 at the
Orange, Texas, Yard to increase steel throughput from about 25,000 tons (22695
metric tons) per year to approximately 50,000 tons (45390 metric tons) per year.
Some of the improvements incorporated in the program were: a new flat panel
fabrication line, numerically controlled plasma~arc cutting equipment, an
automatic blasting and paint shop, 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 one floating drydock with a
lift capacity of 3,500 tons (3556 metric tons). A larger 11,000-ton (11176
metric ton) floating drydock has been transferred to the company's Texas
Gulfport yard in Port Arthur. ‘Total usable berthing space is about 2,400 lineal
feet (732 m) at the Orange plant.

20


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st

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Exhibit 2

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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 fim.

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
drydock 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, is used in conjunction with zone outfitting techniques. The
Navy T-AGOS progran is the first Tacoma Boat contract to use zone outfitting
exclusively.

Tacoma Boat's facilities include five end-launch construction ways and a
new side-launch way fitted with a marine railway and serviced by a 200-ton
(184 metric ton) whirley crane. This new building way, which became operational
in 1982, permits launching of ships, barges or drill rigs up to 650 feet (198 m)
in length. It's width is about 400 feet (122m). 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 540 feet by 75 feet (165 m by 23 m) and has a lifting
capacity of 8,000 tons (8128 metric tons). Available for outfitting and repair
work is 4,200 feet (1280 m) of berthing space.

Total work force at Tacoma Boat at mid-1983 was 2,760, about the same as a
year earlier. .

Exhibits 28 and 29 are current general arrangement drawings of the
company's four yards.

24. ‘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, Florida. 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.

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

32



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

Soo Drydock Company
Sault Ste. Marie, MI

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

Sen-Wel Industries, Inc.
Buffalo, NY

William Farrel, Inc.
Toledo, OH

5.8, GPO; 1988-421-428/3481

132



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

In 1981, Fraser completed the $14.2 million conversion of the CHARLES M.
BEEGHLY from a straight-deck bulk carrier to a self-unloading bulker for
Interlake Steamship Company. In May 1982, Fraser Shipyards completed conversion
of three ships of U.S. Steel Corporation's Great Lakes fleet — the ARTHUR M.
ANDERSON, CASON J. CALLAWAY, and PHILIP R. CLARKE — to conveyor-type
self-unloaders. Following completion of these vessels, there has been no major
repair or conversion work. As of October 1, 1983, with only minor repair work
in the yard, employment including salaried personnel totaled only 45 people.
During the coming winter, three or four ore carriers are scheduled to be in the
yard for their five-year inspection and survey.

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 to 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. the 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 (189m by 19m). 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 shipbuilding and ship repair
facilities.

11. 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.

12. General Dynamics Corporation - Quincy Shipbuilding Division

One of the Nation's largest shipbuilding facilities, the Quincy
Shipbuilding Division of General Dynamics Corporation is located on the Fore
River in Quincy, Mass., approximately 10 miles southeast of Boston. Since its

16


Exhibit 13

WAREHOUSES

\ PREOUTFIT --
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WELD SCHOOL &
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GENERAL DYNAMICS
QUINCY SHIPBUILDING DIVISION

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USED AS ORYDOCKS

“—T a NO. 6 967° x 1377
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NO. 867° x 137
NO, 11 874’ x 150°
NO. 12 874’ x 150°


Ind-Mar Diesel Services
Jacksonville, FL

Industrial Welding & Machine, Inc.

Portland, ME

Jackson Engineering Co., Inc.
Hoboken, NJ

The Jonathan Corporation
Norfolk, VA

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

Lyon Shipyard, Inc.
Norfolk, VA

Marine Contractors Co., Inc.
East Boston, MA

Marine Electric Corporation
Brooklyn, NY

Marine Hydraulics International
Norfolk, VA

Merrill-Stevens DD Company
Miami, FL

Metal Trades, Inc.
Hollywood, SC

Mieier & Oelhaf Company, Inc.
New York, NY

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

Moon Engineering Co., Inc.
Norfolk, VA

Mmro Drydock, Inc.
Chelsea, MA

National Marine Service, Inc.
Norfolk, VA

Neptune Machine Works, Inc.
Brooklyn, NY

Nordic Diesel & Machine Co.
Brooklyn, NY

Norlantic Diesel, Inc.
Fairhaven, MA

Phillyship
Philadelphia, PA

Promet Marine Services Corp.
East Providence, RI

Reynolds Shipyard Corporation
Staten Island, NY

Rollinson Electric Contractors
Savannah, GA

South Portland Shipyard & Marine
Railways Corporation
South Portland, ME

Stephen Ransom, Inc.
Port Newark, NJ

Swygert Shipyard, Inc.
John's Island, SC

Thames Shipyard & Repair Co.
New London, CT

Tickle Engineering Works, Inc.
Brooklyn, NY

Todd Electric Company
Norfolk, VA

Tony Stamis Engineering Co.
Ridgefield, NJ

Williams & Manchester Shipyard
Newport, RI

Wilmington Shipyard, Inc.
Wilmington, NC.”



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115



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
30 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 1983 invested some $321 million in facilities
modernization and expansion and as of July 1, 1983, planned to spend an
additional $217.8 million during the year ending June 30, 1984, 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.

Since enactment of the Merchant Marine Act of 1970, the U.S. shipbuilding
and ship repair industry has invested approximately $3.1 billion in plant
modernization and improvements. These investments have significantly increased
the capacity, capability, and productivity of the industry. With the slump in
commercial ship construction, the emphasis in recent years has been on expansion
of ship repair and conversion facilities. Exhibits 2 through 36 are general
arrangement plans outlining shipbuilding and repair facilities in 29 of the
major yards. Detailed descriptions of these exhibits are included in this
report.

. AS of October 1, 1983, 15 deep-draft commercial vessels were under
construction in U.S. shipyards. Only one of the 15 was being built with aid of
construction-differential subsidy, while five of these ships carried Title XI
Federal ship financing guarantees. Only four offshore drilling rigs were in
production or on order in the United States. MARAD was providing Title xI
financing guarantees for a variety of commercial vessels and barges under
construction in 13 American shipyards (sée Exhibit 37). Exhibit 38 illustrates
the continuing overall decline since the mid-1970's in both the numbers and
gross tonnage of merchant ships being built in the United States.


El

‘TABI

SHIP CONSTRUCTION CAPABILITY BY SHIP TYPE

Dry Bulk

901 * 006
000‘ 00T

SOT X 009
000° TS

SLX OLE
o0g fT

General Cargo

SOT X LG
qauteq0y

OOI X £69
HSV1

ZOL X 789
0u/0¥

06 * O19
AauTeUOD}

9OT X 922
oO81e9 *qOKy

e9 X CL
ofie) ‘us|

MAXIMUM

SHIP SIZE

23

SHIP
OR
BASIN

SHIPYARD

REGION

EAST COAST

0008

ean8

aand

coos
coos
ound
---8

oooS

aad

720 x 130
720 x 130

650 x 88

<0

Bath Iron Works

oong

OMe

anes

oond
oong
mond
aand

aond

anes

800 x 95
1200 x 192

7 800 x 106
10
cD

Bethlehm Steel >

Sparrows Point

92

oonne

onan

AANNS

755 x 102
717 x 110

1082 x 141
1082 x 141

Coastal Dry Dock

e40000

Aaa

rena tty

ec0008
onc00d
ont
wanna

a ietetanet oy

NaAaaS

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

860 x 123

orang

General Dynamics,

Quincy

0

(0)

1
QQ)

(0)

1 0
(0) (0)

q)

1
qd)

q)

1
qd)

850 x 110

Maryland SB & DD

qa)

715 x 93

649 x 93
940 x 125

Newport News SB


other SNAME/SPC panels is being conducted in areas of robotics, waterborne
coatings, shipbuilding standards, and outfitting aids. The Los Angeles Division
has been established as the Todd corporate center for R&D and advanced
shipbuilding technology development. An independent research and development
program for other projects having special interest or impact on the corporation
is also conducted at the shipyard.

Total employment at the yard was 5,000 in July 1983, down from 5,700 a
year earlier.

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

28. 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
Qorporation. ‘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 reportedly the
oldest yard in the United States from the standpoint of continuous service. One
of the larger and more versatile repair yards in the country, it offers a
complete range of ship repair and reconditioning services and can handle
conversion and jumboizing work, as well as industrial work. It is also capable
of constructing large oceangoing ships.

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

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

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

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

During the first half of 1983, work at the yard included construction of a

caisson gate for Mare Island Naval Shipyard, construction of Navy submarine |
propulsion shafts under contract to General Dynamics-Electric Boat, and repair

37


MAJOR U.S. SIITPBUILDING AND REPAIR FACILITIES

Maximum Ship Size

Berths/Piers

Usable
Length
Name and Location Gb--Graving Drydock in feet Remarks
FN--Floating Drydock Longest
MR--Marine Railway T
‘otal linear
feet .
WEST_COAST
“REPAIR YARDS WITH
DRYDOCK FACILITIES
Atkinson Marine Corp. 540 1/ Ship repairs and conversion.
National City, LA 320 2 20
*Graving dock at U.S. Naval Station can
' be leased as required.
i
Campbell Industries (2) 360x 46 FD 640 1/ Construction of fishing boats. Also ship
San Diego, CA | 780 Tepairs.
! 2/ 180
i Graving dock at U.S. Naval Station can
: be leased as required.
Concrete Technology Corp. 496 x 136 GD 200 1/ Construction of floating structures and
Tacoma, WA 7 rydocking of barges.
2/ 150
Dillingham Marine & Mfg. * 1/ Ship repairs and conversion.
Company 2/ 650
Portland, OR ases drydocks and berths from Port of
| Portland as required.
i
7
Dillingham Shipyard | 384x 54 FD 650 1/ Ship repairs and overhaul.
Honolulu, HI ' 350 2/ 210
7
Kaiser Steel Corp. | 304 x 51 OD 500 1/ Heavy steel fabrication and erection.
Napa, CA ' 364 x 51 @ 500 Construction and repair of small ships and
barges.
: 2y 350
Lake Union DD Co. BOx 56 FD 1000 1/ Ship repairs and conversion.
Seattle, WA Lyk 2/ 100
Northwest Marine Lron 500 x 100 SW 1/ Ship repairs, conversion, and barge
orks GBarge construc~ Construct ion.
Portland, OR tion only)

2/ 900
Leases drydocks and berths from Port of
Portland as required.

124


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a two-month strike of production workers began. Work on the ENTERPRISE was
completed at Mare Island Naval Shipyard with Triple A supervision. In late
1983, Triple A will begin work on a four-month contract to repair and modernize
the aircraft carrier CARL VINSON (CVN-70).

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 July 1, 1983, employment at the yard totaled 770; 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.

40