Page 7: of Maritime Reporter Magazine (August 15, 1971)
Part of the program tor invited guests was a presentation of photography depicting the construction of the Doctor Lykes from keel laying to christening ceremonies.
Davits & Winches
Side Loading Stores Crane
Barge Transport Rails
Radio Antenna System
Lashing & Securing Cleats
Sideports and Hydraulically Operated Watertight Doors
Pilgrim Propeller Nut
Casting-Rudder Stock & Main Propulsion Shafting
Valves & Trap Manifolds
Anchors & Chains
Metal Joiner Doors
Furniture & Joiner Material
Rudder Stock Seal
Marine Safety Equipment Co.
Lake Shore, Inc.
Pierce Aluminum Company
Keystone Valve Company
Acme Electric Corporation
Ferguson Propeller Company
A.C. Hoyle Company
Walz & Krenzer Inc.
Eastern Cold Storage Company
Marine Products & Engineering Company
American Engineered Products Co.
LaBarge Pipe & Steel Company
Standard Pipe & Supply Company
Babcock & Wilcox
Baldt Anchor, Chain & Forge Division
Alexander Industries, Inc.
Strong Steel Foundry
Ideal Supply Company
Alan Wood Steel Company
Bethlehem Steel Corporation
Phoenix Steel Corporation
Alcoa Aluminum Co. of America
Windows & Clear-view Screens
Emergency Diesel Generator
Ships Service Air Compressor
Gyro Compass Steering Control System
Forced Draft Blowers
Rubber Fendering System
Main Turbines/Gears; Ship Service
Turbine Generator Sets
Main Condenser & Air Ejector
Group Control Center Controllers
Central Engine Room Control Console
Main Thrust Bearing
Line Shaft Bearings; Oil Lubricated
Stern Tube Bearings and Seals
Barge Handling System
Jamestown Metal Div., AVM Corporation
Lucian Q. Moffitt, Inc.
Singer-General Precision Inc.,
Kearfott Marine Products
Stewart & Stevenson Services Inc.
Ingersoll Rand Company
Bird Johnson Company
Jered Industries Inc.
Sperry Marine Systems Division
Green Fuel Economizer Co., Inc.
York Division, Borg-Warner Corporation
AMF Cuno Division
Johnson Rubber Company
General Electric Company
Graham Manufacturing Co.
Whitmor Co., Inc.
Bailey Meter Company
Waukesha Bearing Corporation
Rucker Control Systems
Western Gear Corporation cutting of steel plate, and 3. de- velopment of the best layout for cutting the maximum number of small pieces from each steel plate.
According to General Dynamics staffer Lennart Thorell, Lykes pro- gram manager at the Quincy ship- yard, the Autokon system has been "a real time saver" and has im- proved the fit of the hull plates. "When a ship is built in pieces, off location," he explained, "you have to be very careful with re- spect to dimensional control and how you put them together. With
Autokon you get very accurate cuts and this minimizes recutting and patching."
Other modern manufacturing processes at the Quincy yard used in constructing the SEABEEs in- clude an automatic sand-blasting unit to clean the steel modules, an all-weather priming-painting unit, and -^automated vertical welding that seals steel plates extending from the keel to the top deck.
Another example of innovative methods used in construction was the erection of the elevator plat- form. This weighed 540 tons, al- most twice the capacity of the ship- yard cranes. To raise the elevator in its installed position, the Quincy shipbuilders devised a scheme to use the ship's own power. This re- quired that major machinery be aboard the ship far earlier in the erection cycle than normal and so placed unusual demands on plan- ning and production.
Mr. Bergeson, general manager of the shipyard, said : "These extra- ordinary ships posed unique design, construction and quality control challenges. The Doctor Lykes is the first ship General Dynamics has built modularly from the ground up. To meet the tight time and cost schedule, 177 steel sections, some weighing over 100 tons each, were prefabricated offsite and moved by cranes to the ship's framework.
This technique compressed the time the ship had to remain in its building position and was a major factor in our ability to meet the delivery schedule."
The SEABEE Story
Mr. Nemec began developing the
SEABEE concept in 1964 follow- ing a trip to Russia where he ob- served Soviet maritime progress.
He was drlmayed, he said, by the advances he saw, and annoyed by the lack of such progressive think- ing in the United States.
His company, considered one of the world's most advanced ship op- erators, had just contracted for some of the first advanced auto- mated ships to be built in an
American yard. Motivated by his
Russian trip, Mr. Nemec then de- termined to force a major break- through in the state of the mari- time art. "We wanted a ship that would do what no other merchant ship had done before," he said. "We wanted a ship so flexible she could serve undeveloped coastlines and waterways as well as established ports, so economical she could out- perform other ships, so versatile she could carry all manner of car- goes in all transport modes singu- larly or in combinations."
Lykes considered many alterna- tives in seeking to find the kind of ship best suited to its needs. (Continued on .page 10)
The 45-ton Ferguson propeller being lowered sideways between the building-basin wall and the ship's cantilever stern, since normal access was obstructed by work on the 2,000-ton capacity elevator platform. The propeller has a diameter of 23 feet.
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