July 16, 1985 - Maritime Reporter and Engineering News

WEST COAST SHIPYARD

—A Review— FOR MORE INFORMATION If you wish to receive additional information on any of the yards described in the review, circle the appropriate reader service numbers) listed under each company's name, using the postage-paid card bound into the back of this issue.

BOEING Circle 10 on Reader Service Card Boeing Marine Systems in Seattle announced recently that it has decided to concentrate its marketing and sales efforts for its hydrofoils on military markets.

Since it began promoting its passenger- carrying Jetfoil some 10 years ago, Boeing has delivered 19 of the high-speed craft. Twelve are in service between Hong Kong and Macao, two each in the English Channel, the Canary Islands, and the Sea of Japan, and one operating between Seattle and Vancouver, B.C.

In service with the U.S. Navy are six PHM high-speed patrol craft.

These are Boeing's largest hydrofoil; they are operating mainly in the Caribbean area. The Republic of Indonesia also operates four Boeing Jetfoils on coastal patrol. Boeing is currently building two more Jetfoils for Indonesia, and is hoping that country will exercise its option for six additional vessels.

BURRARD YARROWS (VERSATILE PACIFIC) Circle 11 on Reader Service Card At Burrard Yarrows Corporation in North Vancouver, B.C, Canada (the company has just been renamed Versatile Pacific Shipyards Inc. to better reflect its membership in the Versatile Group, which also includes Versatile Vickers in Montreal and Versatile Davie Shipyard in Lauzon, Quebec), one of the most interesting recent developments has been the company's success in winning U.S. Navy refit contracts.

The $1.2-million refit of the MSC cable ship USNS Neptune was a breakthrough in the company's history.

The order was secured under the terms of a Military Shiprepair Agreement that allows selected Canadian yards the opportunity to bid on MSC work free from the constraint of U.S. customs duties normally levied on repair work carried out on U.S. commercial vessels in foreign shipyards.

Six months later, the Neptune contract was followed by a second for an MSC vessel, the auxiliary fleet supply ship USNS Spica. This was a $3.5-million refit that was completed in 10 weeks on schedule.

Versatile Pacific's expertise in the design and construction of icebreaking vessels was recognized by the Canadian Government towards the end of 1984 with the award of a contract to develop detailed proposals for the construction of a large and unique icebreaker, the Polar Class 8.

This vessel will have an overall length of about 636!/, feet, a beam of 105K feet, and draft of 40 feet. Propulsion power on three propellers will total 100,575 bhp.

Construction is progressing of two Type 1100 Navaid icebreaking vessels for the Canadian Coast Guard under a contract with a total value of C$108.5 million. These ships have a displacement of 4,662 tons, speed of 15.3 knots, range of 6,500 nautical miles at 13 knots, crew of 52, and propulsion power of 8,445 bhp.

These two vessels will be followed by a third icebreaker, a Type 1200 Arctic Class IV, again for the Coast Guard. This contract is worth C$91.3 million. This vessel is designed for large ship escort, and will be suitable for operation in the Great Lakes, Gulf of St. Lawrence, and East Coast of Newfoundland in winter, and Arctic regions in summer.

Recent repair and conversion contracts of note included the cruise ships Island Princess and Pacific Princess, which had mini-conversions and drydocking late last year.

These vessles were diverted from Los Angeles because of P&O's confidence in Versatile Pacific's ability to complete the work on a very tight schedule.

Another recent major retrofit was the Cable & Wireless cable ship Cable Enterprise. The last of a fourfrigate refit contract for the Canadian Navy is under way with the drydocking of HMCS Saskatchewan at the company's Esquimalt yard on Victoria Island, following completion of the HMCS Yukon in January this year.

DILLINGHAM Circle 12 on Reader Service Card During the past 12 months, Dillingham Ship Repair in Portland, Ore., has performed some major repair and conversion jobs. Mitsui Integrated Propeller Ducts were installed on four 165,000-dwt tankers— Brooks Range, Exxon North Slope, Kenai, and Thompson Pass.

These ducts, each weighing 70 tons with a diameter of 35 feet, were manufactured by Mitsui in Japan and shipped to the Portland yard via containership.

Another noteworthy job was the rebuilding of the rudder stock and rudder of the 225,000-dwt tanker Bay Ridge. The rudder weighed 180 tons and the stock 150 tons. This was a 17-day job; similar work on two sister ships performed in Rotterdam and South Africa took 40 and 70 days to accomplish.

A six-month job on the Alaska State ferry Matanuska involved a complete re-engining of both main engines, reduction gears, shafting, and propellers. The original fixed propellers were replaced with CP units. The job also included refurbishing of the engine room controls, pumps, piping, and electrical other than the generating sets.

Other jobs included the installation of a Foster Wheeler inert gas generating system on the tanker Chevron Colorado, and the replacement of the main reduction gear on the tanker Exxon North Slope.

Recent upgrading of facilities at Dillingham included the purchase and installation of two 100-ton chain air hoists manufactured in West Germany, and the installation of a test rack for valves up to 36- inch. This latter unit cut valve testing time from several hours by several employees to a matter of minutes.

Other facilities improvements include a new blasting room 12 by 12 by 24 feet, a dehumidification system for use when blasting tanks, four additional vacuum material removers, and a 12- by 40-foot, multiple- head, computer-controlled plate burning machine.

Dillingham recently was awarded a $20.5-million contract by the Maritime Administration for the conversion of the containership ex- President Polk into an auxiliary crane ship (TAC-S-3) for assignment to the Navy's Ready Reserve Fleet.

FOSS SHIPYARD Circle 24 on Reader Service Card Foss Shipyard in Seattle and Dillingham Maritime Services (DMS) recently completed a major conversion of the oil barge Foss 255, which is used for supplying Chevron petroleum products to Alaska's Gulf Coast and Aleutian Island communities.

DMS won the Chevron USA distribution contract, and put the conversion contract out for bid. The Foss yard won the contract in highly competitive bidding.

Conversion of the Foss 255 was carried out to Chevron specifications, creating an all-weather, yearround floating distributor of Chevron products. Replacing the Alaska Standard, a tanker retired because of age, the converted Foss 255 is a U.S. Coast Guard Grade A petroleum vessel, featuring 12 segregated tanks and four separate pumping systems. It will carry three grades of automobile gasoline, two grades of aviation gas, jet fuel, No. 2 disel fuel, home heating oil, drums of lube oil, and cases of gas station type products to more than 15 Alaska communities. The barge is 250 feet long, with a beam of 76 feet and a capacity of more than 40,000 barrels.

Foss Shipyard completed the conversion on schedule.

GUNDERSON Circle 14 on Reader Service Card A group of Oregon investors recently purchased FMC Corporation's Marine and Rail Equipment Division in Portland, bringing corporate ownership back to the State, The new company, named Gunderson Inc., will re-establish some 400 manufacturing jobs in the Portland area.

The acquisition was spearheaded by C. Bruce Ward, a former president of the FMC Division, and William A. Furman, president of Greenbrier Leasing Corporation of Oregon City, with financial assistance from Standard Insurance Company and the State of Oregon.

Greenbrier is a privately held railcar leasing company.

In 1984, FMC and Greenbrier Leasing entered into a joint development contract, funded by Greenbrier, to design, engineer, and build a new railroad car capable of carrying double-stacked intermodal cargo containers. The result is the new TwinStack™ railcar that is rapidly gaining acceptance from the railroad industry and major container shippers nationwide. The success of this new railcar and FMC's subsequent decision to divest its Portland operation encouraged the investors to make the acquisition.

Gunderson manufactures and repairs railcars of all types at its 75- acre facility along the waterfront in northwest Portland. It also builds and repairs barges and other marine equipment.

LAKE UNION DRYDOCK Circle 15 on Reader Service Card Lake Union Drydock Company is located virtually in the center of Seattle on Lake Union, a body of fresh water accessible through locks operated by the Army Corps of Engineers.

The largest lock allows ships of up to 800 by 80 feet to enter the lake, where water depth is generally 35-40 feet.

The 12-acre Lake Union Drydock site has operated as a shipyard for 66 years, the past 40 under the same ownership and management. The company built several ships until the end of the Korean War, but since then has specialized in ship repair, both government and commercial.

The facility has seven drydocks ranging up to 3,900 tons, and maintains shops in all shipyard trades that are capable of complex ship overhauls to Navy, Coast Guard, and American Bureau standards.

A separate ship repair division serves the fishing industry and other non-government activities.

Encouraged by the upward turn in the economy, Lake Union is proceeding with the purchase of new equipment including lathes, air compressors, sandblast pots, mobile cranes, forklifts, and trucks. In this manner management expects to keep pace with the increasing needs of customers.

Currently, the confirmed ship repair commitments are at about the same dollar volume as last year, and management is optimistic that additional prospects under negotiation will lead to a substantial increase in the present level of employment.

MARCO SEATTLE Circle 16 on Reader Service Card The Shipyard Division of MARCO Seattle is the "flagship" operation of the firm that was founded more than 30 years ago. Though the company has made significant contributions in such areas as deck machinery and systems, particularly for the fishing industry, shipbuilding and repair have long been a mainstay of the MARCO heritage.

The compact, fully paved, and well-staffed shipyard enjoys an enviable reputation for its repair work, due in no small part to its leadership role in the design and construction of vessels such as fishing boats, oil spill recovery craft, tugs, and other specialized vessels. Backed by a full complement of in-house shops and trade personnel, the Seattle yard provides complete repair services to vessels large and small, both on- and off-site.

MARCO operates two floating drydocks (designed and built by the company) with lifting capacities of 500 and 1,800 tons, plus a 70-ton lift with a side-tracking system that is unique in the area. Yard shops include steel and aluminum, carpentry, paint, and a variety of machine shops. MARCO also features fulltime mechanical engineering and naval architecture departments among its services.

In addition to fishing vessels and fleet operators, the company's repair clients include tug fleet operators, the Navy, the Coast Guard, NOAA, and others.

NASSCO Circle 17 on Reader Service Card National Steel and Shipbuilding Company (NASSCO) in San Diego, the largest shipbuilder on the West Coast, is a wholly owned subsidiary of Morrison-Knudson Company of Boise, Idaho. For the past 10 years, NASSCO has been the leading producer of tankers for the U.S.-flag merchant fleet, delivering more than 40 percent of all new tankers built in the U.S. The shipyard is also a leading supplier of U.S. Navy auxiliary and amphibious ships.

In addition to ship-related work, the company's Offshore Division is capable of providing competitively priced deck structures and other modules for the offshore market.

Steel fabrication and machine shop services to a variety of industrial customers in southern California are also provided.

NASSCO's current orderbook includes a $250-million contract from Exxon Shipping Company to build with a side-tracking system that is unique in the area. Yard shops include steel and aluminum, carpentry, paint, and a variety of machine shops. MARCO also features fulltime mechanical engineering and naval architecture departments among its services.

In addition to fishing vessels and fleet operators, the company's repair clients include tug fleet operators, the Navy, the Coast Guard, NOAA, and others.

NASSCO Circle 17 on Reader Service Card National Steel and Shipbuilding Company (NASSCO) in San Diego, the largest shipbuilder on the West Coast, is a wholly owned subsidiary of Morrison-Knudson Company of Boise, Idaho. For the past 10 years, NASSCO has been the leading producer of tankers for the U.S.-flag merchant fleet, delivering more than 40 percent of all new tankers built in the U.S. The shipyard is also a leading supplier of U.S. Navy auxiliary and amphibious ships.

In addition to ship-related work, the company's Offshore Division is capable of providing competitively priced deck structures and other modules for the offshore market.

Steel fabrication and machine shop services to a variety of industrial customers in southern California are also provided.

NASSCO's current orderbook includes a $250-million contract from Exxon Shipping Company to build two 209,000-dwt tankers, with delivery scheduled for the last quarter of 1986 and the first quarter of 1987.

Major conversion work includes the reconstruction of two San Clemente Class tankers (ex-Rose City and Worth) into 1,000-bed hospital ships (T-AH) for the Navy, a job worth $186 million. Conversion of the yard's third Fast Logistrics Support Ship (T-AKR) for the Navy is nearing completion, with delivery expected in August this year.

Ongoing repair work at the San Diego yard includes: the tank landing ship Bristol County (LST-1189), the last of a five-ship LST Regular Overhaul contract awarded in October 1982; a three-ship Navy crusier SRA (Shipyard Restricted Availability) contract, with work to be completed in Januarv 1986; the destroyer USS Hewitt (DD-966) is the last of a three-ship DD-963 Class Navy SRA contract, scheduled for delivery in September this year; regular overhaul of the amphibious assault ship USS Tripoli (LPH-10), to be completed in May 1986; and SRA work on the destrover USS Merrill (DD-976).

The LST Phased Maintenance Program was recently awarded to NASSCO by the Navy. This threeship contract involves a total of nine repair availabilities—three on each ship including a drydocking—over the next five years. Work is to commence late this month and is scheduled to be completed in January 1990.

In January this year the Pfc. Eugene A. Obregon, NASSCO's second Maritime Prepositioning Ship (T- AK), was delivered to the Navy, and in May the yard turned over the Maj. Stephen W. Pless, the last of the three-ship T-AK contract. During the last half of 1984, a quarters building, generator station, and temporary work decks were delivered by the Offshore Division.

NASSCO's facilities include a 25,000-ton floating drydock, a building dock in which ships up to 980 feet by 170 feet can be constructed, three inclined building ways, cranes that can provide lifts up to 175 tons, and 10 full-sevice berths.

Current facility upgrading includes dredging to re-establish a 35- foot water depth alongside the piers, increased electrical and utility supplies, a newly built pier, and a facility for berthing barges.

While placing a heavier emphasis on the repair of ships, NASSCO is actively seeking work in all segments of the shipbuilding and offshore markets. Constant monitoring of market trends and timely action will insure that NASSCO maintains a position in the forefront of the U.S. shipbuilding industry.

NICHOLS BROTHERS Circle 18 on Reader Service Card Nichols Brothers Boat Builders, Inc. has found a niche as a builder of a wide variety of specialty boats, and a level of sophistication that belies the company's pastoral set- ting on Whidbey Island, Wash. In particular, the company, which marked its 20th anniversary last year, took a bold approach to marketing a line of fast, economical catamarans designed by an Australian firm.

At midyear, with four of the International Catamaran-designed vessels already delivered, Nichols Brothers had letters of intent for some four 86-foot, 400-passenger catamarans, most headed for the developing market for high-speed commuter vessels.

Nichols' first catamaran, the 72- foot Klondike delivered in 1984, now plies the Yukon River in Alaska.

The second was the 72-foot, 212- passenger Spirit of Alderbrook, now in both scheduled and excursion service on Puget Sound. Before heading north, the Klondike participated in two significant tests under lease to Crowley Maritime—scheduled service to Catalina Island from San Pedro and from San Francisco to the Marin Peninsula.

Buoyed by the success of the Klondike on San Francisco Bay, Crowley's Red & White Fleet ordered an 86-foot, 400-passenger, 30- knot catamaran. Named the Catamarin, she was delivered recently and is now operating between San Francisco and points in Marin County across the Bay.

Crowley's Blue & Gold Fleet also ordered a similar vessel, the Gold Rush, for use on the Bay. Upon her recent completion, however, the vessel began a three-month test and demonstration trial on the Inside Passage in Southwestern Alaska under lease to Exploration Cruise Lines.

Catamarans are not the only vessels built by the 100 to 150 employees at the company's 10-acre yard in Freeland and completed at an outfitting dock in Langley. The City of San Francisco, a dinner/ excursion vessel with lines from the 1890s, was delivered to Hornblower Yachts of Berkeley in November 1984. This vessel will accommodate 900 people in various lounges, dance floors, and banquet facilities.

The Seattle fireboat Chief Seattle was christened in August last year.

Capable of 26 knots, this craft will deliver 7,500 gallons per minute from an assortment of monitors.

The aluminum passenger ferry McNeil, delivered in April, is a 66- foot, 200-person vessel that operates between Fort Steilacoom and the Washington State Correction Center on McNeil Island carrying passengers and supplies.

Nichols Brothers also built a series of yard-designed, shallow-hull tugs during the past 18 months.

Other vessels delivered recently include the 3,600-bhp tractor tug Portland for Shaver Transportation, 152-foot cruise vessels for Explorer Cruise Lines, and the 4,000- cubic-yard, split hopper dredge Newport for Manson Construction and Engineering.

NORTHWEST MARINE Circle 19 on Reader Service Card Northwest Marine Iron Works (NMIW) is a 24-hour-a-day, 7-daya- week, full-service shipyard located on the Willamette River five miles downstream from Portland's central business district. It is a privately owned company that operates in conjunction with the Port of Portland Ship Repair Yard.

PSRY is one of the largest, most modern, fully equipped ship repair and drydock facilities on the U.S.

West Coast. This facility has 5,900 feet of fully serviced repair berths, 16 cranes up to 120-ton capacity, and a water depth of 40 feet. It has four drydocks with a maximum lifting capacity of 81,000 long tons, maximum beam of 180 feet, and maximum draft of 35 feet.

NMIW owns 6.7 acres of office and shop buildings, and 8 acres of open paved area. The shop area is divided into 12 bays of up to 45,000 square feet each. All shops are fully equipped with a complete range of facilities and modern tools needed to support the full range of production activities required for ship repair and conversion.

Recent deliveries include the upgrading of the Military Sealift Command ship USNS Observation Island (AG-153), overhaul and modernization of the Holland America Line cruise ships Noordam and Nieuw Amsterdam, and overhaul of the U.S. Coast Guard icebreakers Polar Star and Glacier.

RMI Circle 20 on Reader Service Card RMI, Inc. is a privately owned corporation located in National City, Calif., on San Diego Bay, currently engaged in the construction and repair of naval and commercial vessels. However, the primary focus of RMI is the design, development, and construction of advanced marine vehicles such as Surface Effect Ships (SES), Air Cushion Vehicles (SCV), and Small Waterplane Area Twin Hull (SWATH) vessels. Related business activities include engineering services and towing tank testing.

During the past year, RMI has been involved in two advanced vessel construction projects—the Halcyon and the Sea Viking. The Halcyon is a 60-foot SWATH boat launched last year. Completely funded by RMI as a demonstration vessel to show the ability of SWATHs to government and industry, the Halcyon is currently completing engineering trials on San Diego Bay, with results exceeding design goals and predictions.

The Sea Viking, currently under construction, is an 82-foot SES, first of the U.S. Navy's Special Warfare Craft, Medium (SWCM) Class. The vessel is scheduled for launching in January 1986, with delivery in March. Total value of the Sea Viking contract is $8.3 million.

RMI holds a Navy Master Ship Repair Agreement, and has completed more than 20 repair and overhaul jobs during the past year.

The most significant was the overhaul of the tank landing ship USS San Bernardino (LST-1189), with a value of $12.2 million, which was completed in June this year.

The SWMC under construction is a diesel-powered, all-aluminum SES that rides on a cushion of contained air. This high-speed patrol boat will be capable of carrying out a number of missions for the Navy. Follow-on orders for up to 18 craft are anticipated.

Formerly the Atkinson Marine Company San Diego Shipyard, RMI's modern 15-acre facility is the newest in San Diego. Some 85,000 square feet of enclosed shop area make it ideal for construction of advanced marine vehicles such as the SWCM, as well as ship repair.

SOUTHWEST MARINE C i r c l e 2 5 on Reader Service Card The San Diego Division of Southwest Marine, Inc. (SWM) continues with its extensive shipyard modernization program. The new, computerized floating drydock Pride of San Diego has been in almost constant use since its delivery a year ago.

The yard's "mix" of ships has been comfortable, with Navy amphibious assault ships (LPH) and cruise ships among the largest vessels docked. The newest addition to the yard is a mooring system that effectively doubles the amount of usable pier space for repair berths.

SWM's current orderbook of repair bookings include U.S. Navy cruisers, barges, offshore anchor-han- dling tugs, and harbor as well as oceangoing passenger ferries.

Southwest Marine's San Pedro Division is quite busy. Its repair backlog includes the Rio Papa Laopan and Pennsylvania Trader. The USS Racine, first of the ships in the $35-million LST Phased Maintenance Program, is under repair, as well as the USS Mount Vernon, which is undergoing a $15-million fixed-price overhaul.

The USS Roanoke is the second ship of the $100-million AOR 5-year Phased Maintenance Program, and is scheduled to enter the yard this month. The San Pedro facility continues to be SWM's most active yard.

SWM of San Francisco recently accepted delivery of a 1,000-ton drydock that will add to the yard's USS Whidbey Island (LSD 41) and the USS Germantown (LSD-42), two of three amphibious assault ships under construction at Lockheed Shipbuilding for the Navy.

capability. Main engine work of the UNSN Meteor is currently in progress.

Southwest Marine of American Samoa, Inc. commenced operation May 15 this year, and has been busy since. The Samoan facility includes a new, certified 3,000-ton marine railway that greatly enhances the ship repair capabilities in the South Pacific. The Samoa shipyard is staffed with personnel that were formerly at the San Pedro and San Diego yards.

TODD LOS ANGELES Circle 21 on Reader Service Card The Los Angeles Division of Todd Pacific Shipyards Corporation is located on 107 acres in the West Basin of the Port of Los Angeles, and contains two floating drydocks, four piers, and two building ways. A Syncrolift shiplift and transfer system that became operational in March 1984 was specially designed for the repair and construction of naval vessels. It is able to lift cruisers, destroyers, and frigates out of the water and move them overland to work bays for repair and general maintenance. The system's 600- by 106-foot platform, transfer carriage, and work bays represent a private investment of $48 million by Todd.

The yard is served by 11 traveling cranes; two are 175-ton revolving units on tracks spanning the complete length of the building ways.

Computer-aided design (CAD) and manufacturing capability enhances the application of programmable welding, burning, machining, and bending equipment. Recent facility upgrading has included expansion of the pipe, plate, and sheetmetal shops; the only on-line production welding robot in U.S. shipbuilding; and the use of block/on unit preoutfitting and modular construction methods.

A 450-man Navy crew housing complex is available for the exclusive use of the officers and men of naval combatants and auxiliaries undergoing Post Shakedown Availability (PSA), overhaul, maintenance, and repair.

Todd Los Angeles has undertaken construction, repair, and overhaul of both commercial and naval vessels since World War II. These have included freighters, tankers, containerships, DLGs and DEs, in addition to the current FFG-7 guided missile frigate program for construction of 18 frigates for the U.S.

Navy. Through May of this year, 15 of these frigates have been completed below budget with a cumulative early delivery of 97 weeks ahead of contract schedule.

Through June this year, Todd LA has completed PSAs on 15 FFGs built by both the Los Angeles and Seattle Divisions, redelivering these vessels to the Navy a total of 110 days ahead of contract schedule.

Todd's Los Angeles Division is the only West Coast shipyard designated by the Navy as qualified to construct Aegis-equipped surface combatants.

TODD SEATTLE Circle 22 on Reader Service Card The Seattle Division of Todd Pacific Shipyards Corporation is located on Puget Sound's Elliot Bay, one of the country's great deepwater ports and the closest U.S. port of call to Asia. The 42-acre facility is well equipped to handle all aspects of shipbuilding and repair. Facilities include three drydocks to 40,000 displacement tons, 150-ton-capacity whirley cranes, nearly a mile of berthing space, fully equipped shops, and complete data-processing capabilities.

Todd's Seattle yard has set new industry standards for automated tool tracking, automated purchasing, and advanced welding techniques, both automated and manual.

Expertise in propulsion systems includes high-pressure steam, gas turbine, and low-, medium-, and high-speed diesel. In addition, the yard is an authorized service representative for Sulzer marine diesel engines and M.A.N.-B&W engines.

Todd can supply technical support both in the yard and through the use of riding crews anywhere in the region.

Recently Todd Seattle became the first shipyard in the country to receive two prestigious distinctions— the U.S. Navy's Master Ordnance Repair certification, and the Defense Department's Quality Excellence Award "in recognition of its past performance from October 18, 1983 to October 19, 1984 in producing high-quality products in conformance to MIL-Q-9858A, Quality Program Requirements, thereby contributing significantly to the defense interests of the nation." Todd Seattle was recently awarded a U.S. Coast Guard contract to modernize eight Hamilton Class cutters, a project scheduled to be completed by 1990. This project will include a major design effort as well as modernization of all operating systems.

Recent projects include the construction of 13 Perry Class (FFG-7) guided missile frigates, six overhauls of major naval combatants, the reflagging of two 700-foot containerships, the construction of a 450-foot Navy drydock, and hundreds of routine commercial repairs.

WESTPORT Circle 23 on Reader Service Card Westport Shipyard, Inc. in Westport, Wash., has been busy building large fiberglass vessels. In addition to two 56-foot charter and commercial fishing vessels under construction, the yard recently delivered a 65-foot charter fishing boat, three 95-foot fiberglass yachts, and the 90-foot Catalina Express that carries 150 passengers at 24 knots.

The 90-footer is one of the largest fiberglass passenger vessels built to date, and is the third vessel built by Westport for Doug Bombard Enterprises.

The latest vessel carries passengers to Catalina Island on a yearround basis from San Pedro, Calif.

P o w e r e d by D e t r o i t Diesel 12V92TA engines turning threebladed Michigan propellers, the vessel has a top speed in excess of 26 knots.

Equipped with airline type seating, teak paneling, and stabilized with Niad 301 hydraulic stabilizers, the Catalina Express was designed for exceptional passenger comfort.

Auxiliary systems include a Northern Lights 12-kw generator, Wesmar 25-hp bow thruster, and a baggage conveyor system for faster boarding of passengers.

The shipyard is also completing the first 115- by 24-foot hull—the largest fiberglass/Airex hull ever built—from its new 120-foot hull mold. This new mold can produce hulls from 90 through 120 feet, with beams from 221/, to 26 feet. The mold utilizes a new method of fiberglass hull building that allows the lines to be changed, or "tuned," to match the various speeds, weights, and other design features of different vessels.

The yard is also utilizing a Venus Impregnator that semi-automates the process of hull building. The hulls are built with Airex/PVC core Circle 139 on Reader Seivice Card and are subjected to a complete structural analysis. The result is a hull that is lighter and tougher than aluminum. This combination of lighter than aluminum construction and superior corrosion resistance makes hulls from the new mold good candidates for high-speed crewboats, ferries, and patrol vessels.

Westport Shipyard anticipates beginning construction of a 90- by 22!/2-foot tour vessel for Alaska shortly, and a 110- by 26-foot dinner/ cruise vessel to follow. Also planned is a 120- by 24-foot tour boat for use in the Northwest.

CONTINENTAL MARITIME Circle 31 on Reader Service Card Continental Maritime has two facilities on the West Coast, one in San Francisco and a second in San Diego.

The company recently accepted delivery of the" M.A.N.-GHH built drydock, Mission Bay (MARITIME REPORTER/Engineering News, May 15, 1985).

Innovative features of the drydock include an advanced system of adjustable keel and bilge blocks developed by M.A.N.-GHH and modified specifically for the docking of U.S. Navy ships with large deadrise.

In addition, the dock has been outfitted with a sonar dome pit, 102 feet by 40 feet by 5 feet.

The new drydock is another step by Continental Maritime toward implementing the firm's decision to become a full-service shipyard.

"We're primarily trying to attract Navy ship repair work," said Continental's president D. Whitney Thornton II. He also stated the yard is in an ideal position to increase its West Coast commercial work through competitive pricing and quality workmanship.

This ship repair firm presently employs 520 people in its San Francisco yard and 430 people in its San Diego yard.

LOCKHEED SHIPBUILDING Circle 32 on Reader Service Card Lockheed Shipbuilding Company located on Seattle's Elliott Bay, is completing construction of the second and third ships of a three-ship construction contract signed in 1981. The first of the new class of dock landing ships, U.S.S. Whidbey Island (LSD-41), was delivered to the Navy earlier this year. These three amphibious assault ships are 650 feet in length and have a beam of 84 feet. The dock landing ships are designed to accommodate four air cushioned landing craft (LCAC) in a 440-foot wet well. The Whidbey Island class of dock landing ships are designed to replace the aging Thomaston class dock landing ships.

The three giant amphibious assault ships were designed by Lockheed Shipbuilding Company and are being constructed under two separate contracts totalling more than $900 million.

The second of the class, the U.S.S.

Germantown (LSD-42), is scheduled for delivery to the Navy in early 1986 and the third is scheduled for delivery in June 1987.

Lockheed's Shipyard is part of the Lockheed Marine Systems Group which also includes the Advanced Systems function at Santa Clara and San Diego, Calif. In conjunction with its AMS Division, Lockheed Shipbuilding is developing a twin-hulled patrol ship called SWATH (small waterplane area twin hull). This concept exploits the latest marine technologies to provide maximum speed, strength and stabililty in heavy seas.

In Advanced Marine Systems work, some of which is classified, Lockheed is supporting contractor for the Navy's deep submergence rescue vehicles—designed and built by Lockheed—and is producing advanced models of a low-cost, wireguided, mine neutralization vehicle.

PORTLAND SHIP REPAIR Circle 33 on Reader Service Card The Portland Ship Repair Yard, owned and operated by the Port of Portland with its facilities rented to private ship repair contractors, has been successful in diversifying its product lines from traditional ship repair projects, while still registering 9.8 million ton days on its four dry docks last year.

Ship repair contractors at the Portland Ship yard service the ma- jority of the Alaskan VLCC fleet utilizing Dry Dock 4, one of the largest floating docks on the West Coast at 982 feet long and 185 feet wide, with a lift capacity of 81,000 tons.

In addition to inspection and repair work, Dillingham Ship Repair has perfected installation of propeller ducts, a fuel saving energy conservation device.

The Port of Portland's other major ship repair contractor, Northwest Marine Iron Works, has completed several multi-million dollar projects in the past year for the Military Sealift Command, and has also attracted maintenance and drydock warranty work on Holland America Cruise Line vessels.

In an effort to secure more Navy and military ship overhaul contracts, 11 craft unions working for Dillingham and Northwest Marine voted to reduce the basic hourly wage as well as reduce overtime, weekend and night shift bonuses on project agreements for military and other ship repair work. Based on these agreements, Dillingham Ship Repair was the low bidder on a $20- million project to convert a former container vessel to crane ship service for the Military Sealift Command.

During the year, Lockport Marine Co., a wholly-owned subsidiary of Lockheed Corporation, Burbank, Calif., became a new ship repair contractor at the Portland Ship Repair Yard. Lockport will concentrate on Navy and other military projects.

Portland's major diversification of shipyard product lines has been in the field of constructing oil and gas production modules for the oil fields of Alaska's North Slope.

ARCO has sited two projects at the Portland Ship Repair Yard: one by Brown and Root for construction of six 450-ton drill site modules and four 80-ton pipe bridge structures.

The other by Daniel International, for seven larger modules for ARCO's Lisburne oil fields.

Another Alaskan North Slope project completed at the yard was a 250-ton $5-million mobile oil rig service unit built by Nordic Well Service.

To facilitate what the Port of Portland is planning to be a highly diversified and growing business volume, it has undertaken an $11 million rehabilitation of the older part of the Portland Ship Repair Yard.

The rehabilitation is about onethird complete including total rehabilitation of one berth, several cranes, and start-up of the rehabilitation of a second berth.

The Port of Portland also has revised its tariff schedule to provide contractor incentives and make the Portland Ship Repair Yard among the most competitive on the West Coast.

TRIPLE A SHIPYARDS Circle 29 on Reader Service Card Triple A Shipyards provides general ship repair and drydocking services at two facilities, one at Hunters Hunters Point (San Francisco) and the other in San Diego.

The Hunters Point facility can accommodate ships up to 1100 feet in length with a maximum beam of 144 feet and a draft of 40 feet. This facility offers multi-drydocking capabilities as well as the largest graving dock on the West Coast. In addition the yard has six 1,000-foot long deep-water repair berths.

The San Diego facility can accommodate vessels up to 389 feet, with a maximum beam of 52 feet and a draft of 17 feet.

Both facilities offer large and highly versatile alongside weighthandling capabilities. The shipyards' complement of fully-equipped shops allows a wide range of services.

These include: machine shops, plate area and welding shops, sheet metal shops, paint shops, electrical and electronic shops, pipe shops, joiner and lofting shops, valve shops and staging shops.

The yard has published a fullcolor, 4-page brochure describing the two facilities' capabilities in ship repair, conversion and construction.

Other stories from July 16, 1985 issue

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