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(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
