INTRODUCTION

       MARITIME HISTORICAL PRESERVATION PROJECT

S.S. San Leandro

M.V. Fresno

PROJECT DESCRIPTION

       Description of Mare Island Ways

       Description of Ferryboat Bow (+)Trim Requirement

       Description of Proposed Ways Rail Platform

       Description of Proposed Haul Out Cradle

       Description of Proposed Cradle Installation

       Description of Haul Out Rigging and Process

       Description of Blocking Vessels on Ways

       Other Information and Details Regarding Project

PART  I.    Vessel Trim - Design of Process to Trim the Vessel as Required

       Vessel Flooding Diagram - Drawing No. 1

       Vessel, Channel Mud Line, Ways and Rail Platform - Drawing No. 2

       Measurement, Channel Mud Line, Ways and Rail Platform - Drawing No. 3

PART  II.    Rail Platform - Design of Rail Platform on the Ways 1 Runway

       Top View of Mare Island Ways - Ways Plan No. 4

       Side View of Mare Island Ways - Ways Plan No. 5

       Channel and Ways Sounding Diagram - Drawing No. 6

       Side View of Ways Tide Line, Mud Line, Rail Platform Line - Drawing No. 7

       Side View of Ways Tide Line, Mud Line, Rail Platform - Drawing No. 8

       Top View of Ways and Rail Platform - Drawing No. 9

       Vessel, Channel Mud Line, Ways and Rail Platform - Drawing No. 2

       Measurement Channel Mud Line, Ways and Rail Platform - Drawing No. 3

       Ways 1 Rail Platform Concrete Block Details - Drawing No. 10

GRIDLEY MARE ISLAND FERRYBOAT PROJECT - 2

PART  III.    Cradle Assembly - Design of Vessel Haul Out Cradle Assembly

       Vessel Docking Plan - Drawing No. 11

Dragon Sled II, Modular Cradle Assembly - Drawing No. 12

       Top View of Drawing Sled II, Bow-Cradle - Drawing No. 13

       Side View of Dragon Sled II, Modular Cradle Units - Drawing No. 14

       Side View of Dragon Sled II, Bow-Cradle - Drawing No. 15

       Side View of Dragon Sled II, Installation - Drawing No. 16

       Side View of Dragon Sled II, Displacement - Drawing No. 17

PART  IV.    Haul Out Rigging - Design of Vessel Haul Out Rigging and Process

       Mare Island Ways 1 Deadman Anchors - Drawing No. 18

       Haul Out Rigging, Wire Rope and Sheave Details - Drawing No. 19

PART  V.    Harbor Design Engineers

       Harbor Design Engineers 3 June 2004 Opinion Letter

PART  VI.    Western Source, Inc. and West Coast Wire Rope and Rigging

       Western Source and West Coast Wire Rope and Rigging Opinion Letters

GRIDLEY MARE ISLAND FERRYBOAT PROJECT - 3

MARITIME HISTORICAL PRESERVATION PROJECT  The Gridley Mare Island Ferryboat Project (the "Project"), by Gridley's Historical Ferry Boats, Inc, is a maritime historical preservation project that involves two 1920s era car/passenger ferryboats, the "S.S. San Leandro" and the "M.V. Fresno". IAD Marine Division General Manager, Derek A. Conant, is acting lead consultant for the Project.

The Project's primary objective is to save the ferryboats from the scrap-yard.  The focus is to prevent the scrapping of the vessels and to restore both the San Leandro and the Fresno to standards regulating permanently moored vessels, for the preservation of their historical significance.

Both ferryboats were icons of their era and especially representative of the San Francisco Bay Area and the evolution-model of the passenger ferry services operating today.  The vessels represent the latest in technological achievements during the 1920s, demonstrating developmental-processes in the advancement of intermodal transportation during that time, and by having demonstrated their necessity and successful design through the car/ferry passenger services they provided to the Bay Area and nation well into the 1960s.

S.S. SAN LEANDRO  The San Leandro was built by Los Angeles Shipbuilding & Drydock Company (1923) as a double-end car/passenger ferry.  The vessel is 225 feet in length with a beam of 42.1 feet and a draft of 17.1 feet.  The vessel originally weighed 1,689 tons (the superstructure was removed after a fire).  A steam turbine generator powered it with DC electric propulsion motors manufactured by General Electric.  The San Leandro has been part of the San Francisco Bay for some 80 years and served the interests of the bay and nation in both peacetime and during wartime as a transport for military vehicles and troops.  It was retired and acquired by the private interests and then finally by Arnold S. Gridley, President of Gridley's Historical Ferry Boats, Inc.

M.V. FRESNO  The Fresno was built by Bethlehem Steel Corporation (1926) as a double-end car/passenger ferry. The vessel is 242 feet in length with a beam of 44 feet and drafts 15 feet.  The main deck held 70 cars, the passenger deck held 1,500 passengers and each deck is approximately 12,000 square feet  It was the first steel hulled ferry to be commissioned by Southern Pacific Railway for services across the San Francisco Bay.  Prior to the Fresno, all Southern Pacific ferryboats were steam run.  The Fresno originally had four diesel engines that supplied the electric power for turning two screw propellers.

When the Bay Bridge was completed in 1936, the Fresno and her sister-ship, the "M.V. Santa Rosa", were sold to the Puget Sound ferry system.  The Fresno served as a WWII troop transit.  During the 1940s, the engines and the electric motors were removed and replaced with two diesel engines.

The Fresno and the Santa Rosa were retired from the Bremerton run in 1967.  In 1969 the ferries were brought back to the Bay Area.  The ferries have gone through a succession of owners and then finally acquired by Mr. Gridley.  The Santa Rosa, which is permanently moored at Pier 3 in San Francisco, has been renovated and includes large public assembly space, for parties and other functions, and office space.  The Fresno will be restored and return to San Francisco.

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The Fresno is unique because it most closely resembles the original ferryboat configuration of its day.  The Fresno is an irreplaceable example of American ingenuity in intermodal transportation, showing maritime history at its very finest through the years of its service.

The current condition of the San Leandro and Fresno is that they are both currently afloat with dry bilges, however, in deteriorated but structurally stable condition.  The vessels were last operated in the 1960s and show the effects of the lay-up.  The United States Coast Guard inspected both vessels' structural integrity in conjunction with tow-plans submitted for the relocation of the vessels from Port Richmond to Mare Island.  Both vessels were cleared for the transit.

MARE ISLAND  Mare Island is located on the western edge of the City of Vallejo in Solano County, California, approximately 30 miles northeast of San Francisco in the North Bay of the San Francisco Bay Area.  Mare Island is approximately 4,351 acres, 3.5 miles long and one mile wide.

The shipyard was established by the Navy in 1854 and was known as Naval Magazine, NSY Mare Island.  The shipyards primary missions were to maintain, overhaul, and refuel ships, including nuclear-powered ships; provide logistical support for ships and service craft; and provide services and materials for other Navy functions.

During its tenure as the Navy's oldest base on the west coast, Mare Island built 512 ships and repaired hundreds more.  Mare Islands first ship, the paddle-wheeled gunboat Saginaw, was launched before the Civil War, in 1859, and its last ship, the nuclear submarine USS Drum, was launched in 1970.  These vessels also included the small ferryboat Pinafore, which chugged between Mare Island and Vallejo for 30 years starting in the 1890s, and the battleship USS California, the only battleship built on the west coast.

During World War II the shipyard set a record that was never broken, building the USS Ward, in 17-1/2 days.  In addition to the Ward, Mare Island built 17 submarines, 4 submarine tenders, 31 destroyer escorts, 33 small craft, and more than 300 landing craft.  In the 1960s the decision was made to build nuclear submarines at Mare Island.  The USS Sargo was the first, with 16 more following, ending with the launch of the USS Drum in 1970.

The facility included shipyard and hospital areas, which in the mid 1950s employed 13,000 civilian workers, down from Mare Island's high point in World War II, when the shipyard population reached 46,000.  Drydocks, cranes, waste-handling facilities, and offices were located at the shipyard.  Activities supporting nuclear power propulsion systems were performed in accordance with the requirements and authority of the Naval Nuclear Propulsion Program, a joint U.S. Department of energy and U.S. Department of Navy program responsible for all activities relating to naval nuclear propulsion.

In 1993, the U.S. Department of Defense recommended the closure of Mare Island NSY.  The operational closure of Mare Island NSY was completed in 1996.

There are 996 buildings with 10.5 million square feet of space, 4 dry docks, 20 ship berths, 2 shipbuilding ways, 3 finger piers, 21 large industrial sites, a school, 2 day care centers, medical clinic, 3 fire stations, a golf course, 2 athletic fields, 3 swimming pools, 9 tennis courts, riding stables, and 416 housing units.

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Since January 2003, IAD Marine Division General Manager, Derek A. Conant, the lead consultant for Gridley's Historical Ferry Boats, Inc., the Gridley Mare Island Ferryboat Project (the "Project"), has worked with Gridley and others to keep the San Leandro and Fresno afloat while developing resources and options directed at utilizing the Mare Island Ways for the ferryboat restoration effort.

Upon the Projects conception to include the Mare Island Ways, it was realized that several unique and difficult problems had to be resolved regarding the feasibility of hauling ferryboats onto the Ways.

The Projects development process is divided into four (4) separate parts as follows:

       Part I.  Vessel Trim - Design of Process to Trim the Vessel as Required

       Part II.  Rail Platform - Design of Rail Platform on the Ways 1 Runway

       Part III.  Cradle Assembly - Design of Vessel Haul Out Cradle Assembly

       Part IV.  Haul Out Rigging - Design of Vessel Haul Out Rigging and Process

DESCRIPTION OF MARE ISLAND WAYS  There are two (2) ways at Mare Island, 'Ways 1' and 'Ways 2', each of the Ways are approximately 500 linear feet in length x 100 feet wide, at approximately 4% gradient slope.  The ferryboats are to be hauled out onto the Ways 1.

Neither ways have been operational for many years.  Currently, there are no rail platforms on the ways' runways nor are there haul out winches in place for hauling out vessels.  A significant complication is that the ways' runways have several different gradient slopes that make up the ways, thus requiring design calculations for a single gradient slope rail platform to be constructed atop of the Ways 1 runway.  The ways themselves are historically significant and cannot be altered nor damaged.

DESCRIPTION OF FERRYBOAT BOW (+)TRIM REQUIREMENT  Design calculation for a single gradient slope rail platform (2.289 degrees), to be constructed atop of the Ways 1 runway, shows that the depth of the rail platform (5.8 tide) would be only 7.3 feet.  The ferryboats draft at approximately 13 feet.

Therefore, the ferryboats' sterns must be ballasted so to trim the bows up at least 8 feet, thus allowing the ferryboat and haul out cradle to be placed on the rail platform.  Trim calculations show that the ferryboat bow may be trimmed up to the required 6 feet draft.

DESCRIPTION OF CONTROLLED FLOOD BALLAST TO TRIM VESSEL  To trim the vessel the stern will be ballasted by controlled flood of the aft-peak compartment and the adjacent compartment.  Trim calculations show that by adding ballast to the aft-peak compartment to 17 feet, and adding ballast to the adjacent compartment to 4 feet, thus will trim the vessel's bow to the required 6 feet draft.

GRIDLEY MARE ISLAND FERRYBOAT PROJECT - 6

DESCRIPTION OF PROPOSED WAYS RAIL PLATFORM  The IAD rail platform, designed by Derek A. Conant, is to be constructed of concrete atop of the Ways 1 runway at 2.289 degrees slope.  The concrete rail platform consists of two separate concrete rails.  Each of the concrete rails is 5 feet in width, 7 feet apart (total rail platform width is 17 feet), running 498 linear feet of the Ways runway.  In conjunction with the "Dragon Sled II", universal modular cradle unit assembly, also designed by Mr. Conant, the rail platform is designed to haul out vessels with lengths up to 300 feet and with displacement up to 1,800 tons.

From the Mare Island Strait channel end of the Ways 1, each of the two rails to the rail platform will consist of a series of ten (10) connected concrete blocks (20 concrete blocks per rail platform), totaling 76 linear feet.  The concrete blocks are poured-to-form and include:  5/8 inch plywood underside to protect the Ways; reinforcing mesh; two 2-inch galvanized pipe through-holes for crane-rigging wire; and eight 1-inch rebar anchor connect-loops for connecting the concrete blocks together.

A concrete block end has four connect-loops that are staggered for easy installation of the concrete blocks.  Two 1-3/4 inch steel rods, per end, connect the concrete blocks together.  Steel rods for the connect-loops have a hole at the top for rigging to assist in disconnecting the blocks by removing the rod upon such time.

The height of each of the concrete block ends are specific to the rail platform slope at 2.289 degrees and the concrete block's station location, relative to the subject Ways 1 section of runway at 6.51% slope.

With the Mare Island Strait channel end of the Ways 1 rail platform located at station STA 6+27, the height of the concrete block ends are as follows:

       90=(a=5.5' b=139' c=139.29' sin=0399 deg=2.289 @ 76 linear feet)

(1) STA 627=6.1' (2) STA 623=5.8' (3) STA 615=5.53' (4) STA 607=5.21' (5) STA 599 4.9' (6) STA 591 4.6' (7) STA 583=4.2' (8) STA 575=3.94' (9) STA 567=3.6' (10) STA 559=3.3' (11) STA 551=2.9'

Additionally, 1-inch J-bolt holes are located every 4-feet by 4-feet in the Ways 1 runway.  Each of the two rails of the rail platform will be secured to the Ways 1 runway via 3/4-inch rebar, 4 feet in length, wrapped around a 1-inch J-bolt, with 4-inch washer and nut, then such rebar will be bolted to the existing J-bolt holes in the Ways every 4 feet.  The concrete rail platform is poured-to-form over the rebar and cured, securing the rail platform to the ways 1 runway.  Placing 3-inch PVC over the J-bolt holes, nuts and bolts, before pouring the concrete, allows for easy removal of the rail platform upon such time.

Also, at the time of pouring to form the rail platform, 1-inch x 6-inch bolts are set in the concrete at a depth of 5-1/8 inch, via template, forming a tight pattern to hold the 1-inch x 4' x 8' steel plate that tops the rail platform.

GRIDLEY MARE ISLAND FERRYBOAT PROJECT - 7

DESCRIPTION OF PROPOSED HAUL OUT CRADLE  The IAD haul out cradle is a unique concept designed by Derek A. Conant.  Called the "Dragon Sled II", a universal modular cradle unit assembly with Teflon lining under steel-plate-shoes, designed to slide on the Ways 1 rail platform's steel plate during haul out.

The Dragon Sled II modular cradle unit assembly consists of an I-beam (W10 x 77) weld construction bow-cradle unit, approximately 12 feet in height, 41 feet in length and 25 feet wide, with 1-inch x 4' x 8' steel plate, capped with Douglas Fir shaped to the vessel's bow and hull configuration.  The bow-cradle is secured to the vessel by 1-inch wire rope from the bow-cradle unit vertically to the vessel's hull and deck.  The bow-cradle unit weighs approximately 25-tons.

There are also seven (7) modular cradle units of I-beam (W10 x 77) construction that are connected to each other from the rear of the bow-cradle.  Each of the 7 modular cradle units is 25 feet wide.  The knee block or bilge blocks are made of 1-inch x 4' x 8' steel plates, capped with Douglas Fir.  Each of the modular cradle units weighs approximately 5-tons.

The 7 modular cradle units are attached to the vessel in series starting from the rear of the bow-cradle.  Each of the 7 modular cradle units are connected together, in series, via seven (7) sets of four (4) pre-sized 23-foot lengths of 1-inch tension wire with 2-inch shackle ends.  The modular cradle units are attached to the hull at 7 different hull station locations that are approximately 23 feet apart, starting 23 feet from the rear of the bow-cradle, then continuing longitudinally toward the stern of the vessel every 23 feet.

Modular cradle unit keel block and bilge blocks are adjusted to the configuration of the vessel's hull, for the specified station location. Modular cradle units are secured to the vessel horizontally by 7 sets of 4 pre-sized, 23-foot lengths, of 1-inch wire rope with 2-inch shackle ends, from the bow-cradle, then in series, then to a stern wire rope tension assembly mounted on the vessel's stern and deck; also, vertically, with four (4) 1-inch wire ropes (2 portside and 2 starboard) from each cradle unit to the vessel's hull and deck.

Welded to the bottom of the I-beam constructed bow-cradle and modular cradle units are twenty-six (26) 1-inch x 4' x 8' steel plate shoes (13 portside and 13 starboard), with Teflon sheets glued underside, set at the width of the rail platform for sliding on the rail (119,808 sq. in. @ 1,500 tons = 25.04 lbs. sq. in.).

The Dragon Sled II concept is that when the haul out winch pulls taught the haul out rigging wire rope connected to the bow-cradle, the bow-cradle pulls the vessel forward to haul out the vessel. The modular cradle units must follow the bow-cradle via the pre-sized 23-foot lengths of 1-inch wire rope that connect the modular cradle units together.

The Dragon Sled II concept is universal in that it can be easily adjusted to fit different hull configurations and vessel lengths. The concept is also cost efficient utilizing significantly less material and less labor to construct than that of conventional cradle assemblies. The Dragon Sled II is also lighter than conventional cradle assemblies, thus allowing a deep-draft vessel to be trimmed to specification, as the Project requires.

GRIDLEY MARE ISLAND FERRYBOAT PROJECT - 8

DESCRIPTION OF PROPOSED CRADLE INSTALLATION  The Dragon Sled II, universal modular cradle unit assembly, consists of a bow-cradle unit and 7 modular cradle units. The specified vessel hull station locations for the 7 modular cradle units are approximately 23 feet apart from the rear of the bow-cradle unit. The Dragon Sled II installed in the described configuration weighs approximately 65-tons.

The bow-cradle and modular cradle units are connected together horizontally by 7 sets of pre-sized, 23-foot lengths, of 1-inch wire rope with 2-inch shackle ends, from the bow-cradle, in series, to a stern wire tension assembly mounted on the vessel's stern and deck. Also, vertically, with four (4) 1-inch wire ropes (2 portside and 2 starboard) from each cradle unit to the vessel's hull and deck.

At dockside, the bow-cradle is craned to the bow and to its specified hull location. The bow-cradle is then strapped to the hull with wire rope. Upon the installation of the bow-cradle, installation then begins for the 7 modular cradle units.

At dockside, the 1st modular cradle unit keel block and bilge blocks are adjusted to the configuration of the hull and specified station location, and four (4) pre-sized 23-foot lengths of 1-inch haul-out tension wire are connected and secured to the cradle unit. A submerged wire tension rig ("stern tension rig"), with winch mounted on the stern of the vessel, is used to aid in the installation of the modular cradle units. Two (2) 1-inch wire ropes from the stern tension rig are connected to the modular cradle unit at dockside.

Then, with the stern tension rig wires allowed to slack, the 1st modular cradle unit is craned dockside to the stern, submerged and moved underneath the vessel's keel to location, to near the bow-cradle (crane process for the modular cradle units will require 70-foot spreader bars to clear the vessel's hull and superstructure). A diver is then required to shackle the four (4) pre-sized 23-foot lengths of 1-inch haul out wire rope from the modular cradle unit to the bow-cradle. Then, the modular cradle unit is then strapped to the hull with wire rope. After modular cradle unit installation, a diver then disconnects the stern tension rig wire ropes from the modular cradle unit, thereby, allowing the stern tension rig to ready the wire ropes for the installation of the next cradle unit.

This cycle of installation for modular cradle units continues toward the stern and until the 7th or last modular cradle unit is installed.

GRIDLEY MARE ISLAND FERRYBOAT PROJECT - 9

DESCRIPTION OF HAUL OUT RIGGING AND PROCESS  A 50-ton deadman anchor is required to be pile-driven into the ground at approximately 150 feet from the top of the Ways 1, along the centerline to the rail platform. A 50-ton winch will be secured to the 50-ton deadman anchor to haul out the vessel.

Located at the top of the Ways 1 are two (2) existing deadman anchors, whereon, two (2) 100-ton snatch-blocks and guide for fleeting angle will be secured. Another three (3) 100-ton snatch blocks will be secured to a dog-bone component, which is used for maintaining separation of the 3 snatch-blocks attached thereto, and which is used for connecting the associated haul out rigging to the vessel's bow-cradle.

A 50-ton winch, with six (6) parts, using 2-inch wire rope, will provide a pulling force of 300-tons.

If Teflon lining is utilized on the underside of the vessel's cradle shoes, 170-tons of pulling force will be required to haul out the vessel onto the Ways 1.

If Teflon is not utilized on the underside of the vessel's cradle shoes, 270-tons of haul out pulling-force will be required to haul out the vessel onto the Ways 1.

DESCRIPTION OF BLOCKING VESSEL ON WAYS  Blocking the vessel on the Ways, following haul out, allows for the removal and reuse of the Dragon sled II. The cradle assembly keel blocks and bilge blocks are adjustable and designed to breakaway from the hull following haul out, so that the cradle assembly can be disassembled and removed from the vessel's hull.

The cradle assembly removal process involves the placement of concrete drydock-blocks, keel blocks and bilge blocks are adjustable and designed to breakaway from the hull following haul out, so that the cradle assembly can be disassembled and removed from the vessel's hull.

OTHER INFORMATION AND DETAILS REGARDING PROJECT  It is important to mention certain other information and details regarding the Project to fully understand its complications.