(NMIW) is a 24-hour-a-day, 7-day-
a-week, full-service shipyard lo-
cated on the Willamette River five
miles downstream from Portland's
central business district. It is a pri-
vately owned company that oper-
ates 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 lift-
ing 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 produc-
tion activities required for ship re-
pair and conversion.
Recent deliveries include the up-
grading of the Military Sealift Com-
mand ship USNS Observation Is-
land (AG-153), overhaul and mod-
ernization 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, cur-
rently 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 ma-
rine vehicles such as Surface Effect
Ships (SES), Air Cushion Vehicles
(SCV), and Small Waterplane Area
Twin Hull (SWATH) vessels. Re-
lated business activities include en-
gineering services and towing tank
testing.
During the past year, RMI has
been involved in two advanced ves-
sel construction projects—the Hal-
cyon and the Sea Viking. The Hal-
cyon 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 indus-
try, the Halcyon is currently com-
pleting 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 Vik-
ing contract is $8.3 million.
RMI holds a Navy Master Ship
Repair Agreement, and has com-
pleted more than 20 repair and
overhaul jobs during the past year.
The most significant was the over-
haul of the tank landing ship USS
San Bernardino (LST-1189), with a
value of $12.2 million, which was
completed in June this year.
July 16, 1985
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 antici-
pated.
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
Circle 25 on Reader Service Card
The San Diego Division of South-
west Marine, Inc. (SWM) continues
with its extensive shipyard modern-
ization program. The new, compu-
terized floating drydock Pride of
San Diego has been in almost con-
stant use since its delivery a year
ago.
The yard's "mix" of ships has
been comfortable, with Navy am-
phibious assault ships (LPH) and
cruise ships among the largest ves-
sels 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 cruis-
ers, barges, offshore anchor-han-
(continued on page 20)
Safety. When you're lifting a multi-
thousand-ton ship, it's the first
thing on your mind.
But if you're currently using
a wire rope shiplift system, or if
you're considering one, you may
not want to read the rest of this ad.
THE PROBLEM
As the inset shows, wire rope is comprised of
numerous small-diameter wires. Over time, these
wires are subject to both corrosion and bending
fatigue, posing serious threats to the safety and
maintenance of the system. In fact, the progressive
corrosion and bending fatigue of wire rope are the
primary causes of most recorded shiplift failures.
THE SOLUTION
All Bardex Hydranautics shiplift systems use stud link
anchor chain instead of wire rope
This advance in shiplift technol-
ogy maximizes the advantages of
the marine elevator while elimi-
nating the risks and maintenance
problems associated with wire
rope systems.
Stud link chain provides strength,
integrity, and serviceable life many times that of wire
rope. Since chain is subject to external corrosion
only, it retains its internal strength and lifting capacity.
Unlike wire rope, which requires removal and man-
datory testing to failure, the condition of chain is
easily determined by visual inspection and a simple
diameter measurement.
Accepted by classification societies worldwide,
Bardex Hydranautics shiplift and transfer systems
are used in major naval and commercial shipyards,
including Hyundai, one of the world's largest.
If you'd rather be safe than sorry, contact Bardex
Hydranautics. We can arrange for engineers to visit
your facility anywhere in the world. Call or write
Bardex Hydranautics, 6338 Lindmar Drive, P.O. Box
1068, Goleta, CA 93116, U.S.A. 805/964-7747 or
Telex 658445 HYDRA GOLETA.
B BARDEX HYDRANAUTICS
4100-ton shiplift system.
Circle 205 on Reader Service Card 19
Digital Wave Publishing