View source for Seattle Construction and Drydock Company

[[File:Launch of the WH SEWARD at Moran Brothers Shipyard, Seattle, April 16, 1900 (PEISER 95).jpeg|thumb|WH Seward being launched at Moran Brothers Shipyard  April 16, 1900]]
{{coord|47.594979|-122.337502|dim:500|display=title}}
The '''Seattle Construction and Drydock Company''' was a [[shipbuilding]] company based in [[Seattle]], [[Washington (state)|Washington]]. Between 1911 and 1918, it produced a substantial number of ships for both commercial and military uses. In the beginning of the 20th century, until its significance was diluted by the emergence of a number of shipyards during the World War I shipbuilding boom, it was the largest of its kind in Seattle and one of the few significant ship yards along the [[West Coast of the United States]], second only to the [[Union Iron Works]] in San Francisco.
==History==
{{see also|List of structures on Elliott Bay}}
Formally established in 1911, the [[shipyard]] could trace its history back to 1882, when [[Robert Moran (shipbuilder)|the Moran brothers]] operated a machine shop at Yesler's Wharf ({{coord|47.60110|-122.337660|dim:2000}}) in the lower story of a new sawmill employing 8 to 10 men, built by John Anderson and owned by Anderson and [[Henry Yesler]],<ref>{{cite news|work=Seattle Daily Post-Intelligencer|date=14 June 1882|page=4|title=Started Up|url=https://washingtondigitalnewspapers.org/?a=d&d=SEATDPI18820614.1.4&srpos=5&dliv=none&st=1&e=------188-en-20--1--txt-txIN-%22Moran+Brothers%22------}}</ref> who is often regarded as the founder of the city of Seattle. At the end of the year 1882 they were constructing their own 24 by 40 feet two-story machine shop next to the Yesler mill.<ref>{{cite news|work=Seattle Daily Post-Intelligencer|date=9 December 1882|page=4|title=The Moran Brothers ...|url=https://washingtondigitalnewspapers.org/?a=d&d=SEATDPI18821209.1.4&srpos=3&dliv=none&st=1&e=------188-en-20--1-byDA-txt-txIN-%22Moran+Brothers%22------}}</ref> In 1884 Moran Brothers built the machinery for [[William Moore (steamship captain)|William Moore]]'s steamship ''Teaser''.<ref>{{cite news|work=Seattle Daily Post-Intelligencer|date=4 October 1884|page=2|title=Good For Home Industry|url=https://washingtondigitalnewspapers.org/?a=d&d=SEATDPI18841004.1.2&srpos=10&dliv=none&st=1&e=------188-en-20--1-byDA-txt-txIN-%22Moran+Brothers%22------}}</ref><!-- and became involved with [[Bailey Gatzert]] and the '''Seattle Dry Dock & Ship Building Company'''.-->
The '''Seattle Dry Dock & Shipbuilding Company''' was established in 1888, with [[Bailey Gatzert]] as president, Robert Moran as vice president and $75,000 in capital. It was located at the foot of Charles Street ({{coord|47.59498|-122.3375}},<ref>[https://pauldorpat.com/wp-content/uploads/2021/07/1912-23.pdf Baist's Real Estate Surveys of Seattle], Plate 23, accessed July 14, 2022.</ref> all subsequent extensions of the yard were from foot of Charles street southward). Machinery was bought in New York during a visit by Robert Moran in the spring<ref>{{cite news|work=Washington Standard|date=11 May 1888|page=2|title=Territorial news|url=https://washingtondigitalnewspapers.org/?a=d&d=WASHSTD18880511.1.2&srpos=3&dliv=none&st=1&e=------188-en-20--1-byDA-txt-txIN-%22Seattle+Dry+Dock%22------}}</ref> and arrived late in 1888. Work on the dry dock was expected to be complete by April 1889.<ref>{{cite news|work=Seattle Post-Intelligencer|date=1 January 1889|page=4|title=The Marine Ways. Large Dry Dock Under Construction. Machinery Now on the Ground|url=https://washingtondigitalnewspapers.org/?a=d&d=SEATPINT18890101.1.4&srpos=4&dliv=none&st=1&e=------188-en-20--1-byDA-txt-txIN-%22Seattle+Dry+Dock%22------}}</ref> Robert Moran was elected mayor of Seattle on [[Mayor of Seattle|9 July 1888]] and while his shop became a victim of the [[Great Seattle Fire]] of 6 June 1889, the business continued to expand and became the Moran Brothers Shipyard.
The '''Moran Brothers Co.''' was incorporated 19 December 1889 with a capital stock of $250,000 and no stock held outside the company. A newly built foundry on Charles street was employing 70 men in February 1890 (detailed description of the new plant:<ref>{{cite news|work=Seattle Post-Intelligencer|date=1 February 1890|page=5|title=An Immense Foundry|url=https://washingtondigitalnewspapers.org/?a=d&d=SEATPINT18900201.1.5&srpos=16&dliv=none&st=1&e=------189-en-20--1--txt-txIN-%22moran+brothers%22+mortgage------}}</ref>). In 1902 there was a bonded debt of $500,000 first mortgage, 5% interest maturing from 1906 to 1912 and a stock of $1,000,000.<ref>{{cite book|title=Moodys manual of railroads and corporation securities (1902) |url=https://babel.hathitrust.org/cgi/imgsrv/download/pdf?id=umn.31951002254819g&seq=1533 |hdl=2027/umn.31951002254819g |page=1553}}</ref>
On February 27, 1906, the Moran family left the business, the yard was sold for $2,000,000 to [[Bertron, Storrs and Griscom]] of New York, who also gained the right to the company name and the yard now operated as '''The Moran Company'''<ref>{{cite book|url=https://books.google.com/books?id=d9XzAAAAMAAJ&pg=PA93|title=Cases Decided in the Court of Claims of the United States|volume=61|date=1926|page=93|publisher=U.S. Government Printing Office }}</ref> and was bought by (unknown) on 30 December 1911 and became the '''Seattle Construction and Drydock Company'''.<ref name="me_1912_2_77">{{cite magazine|magazine=International Marine Engineering |url=https://archive.org/details/internationalma171912newy/page/77/mode/1up |date=February 1912 |page=77 |title=Plant,business and machinery}}</ref> J. V. Patterson was president of both companies during the 1906 to 1916 period.<ref name="Seattle Shipyard Under New Control">{{cite magazine|magazine=International Marine Engineering |url=https://archive.org/details/internationalma211916newy/page/430/mode/1up |date=September 1916 |title=Seattle Shipyard Under New Control}}</ref> A second mortgage ($1,000,000 10 year 6% bonds dated 1 January 1912) was taken and a new 10,000 ton dry dock planned. Naval constructor Holden A. Evans (also a book author) resigned from the navy to become new vice president of the company.<ref>{{cite news |newspaper=Commercial and Financial Chronicle |volume=94 |issue=2433 |date=10 February 1912 |title=Seattle Construction & Docks Co. |page=420 |url=https://archive.org/details/sim_commercial-and-financial-chronicle_1912-02-10_94_2433/page/420/mode/1up?q=%22Seattle%20%28Wash.%29%20Construction%22}}</ref>
In July 1916, [[William H. Todd]] made one of the first acquisitions for [[Todd Shipyards]] that would become a national enterprise, later on by buying Seattle Construction and Drydock. Todd's business at that time consisted of [[Robins Dry Dock and Repair Company]] at Eire Basin in [[Red Hook, Brooklyn]], and in [[Weehawken Cove]], [[Hoboken, New Jersey|Hoboken]]. Planned modernizations in 1916 included the addition of 2 slipways to the existing 3 and a new 15,000 ton dry dock to augment the 3 in operation (the dry dock apparently was not actually built).<ref name="Seattle Shipyard Under New Control"/> At the same time, [[Skinner & Eddy]] became a major shipbuilder in Seattle, their facilities built from the ground up [[Skinner & Eddy#World War I|starting in February 1916]] directly adjacent to the Seattle Construction yard.<ref>[https://content.libraries.wsu.edu/iiif/2/maps:84/0,0,20000,20000/6000,/0/default.png The City of Seattle Harbor Department Map of Central Waterfront District February 1918]  </ref> In 1918 Todd moved to the north end of [[Harbor Island, Seattle|Harbor Island]] to open a repair dock and Skinner & Eddy took control of both yards on the waterfront. The transfer took place on 11 May 1918, the price was $4,000,000. Skinner & Eddy were to pay the [[Emergency Fleet Corporation]] for the yard at a rate of $125,000 per completed ship.<ref>{{cite book|url=https://books.google.com/books?id=SbEVAAAAIAAJ&pg=PA145|title=Hearings Before Select Committee on U.S. Shipping Board Operations, Part 1|date=1920|pages=145–146|publisher=U.S. Government Printing Office }}</ref> The Seattle Construction and Dry Dock Company was henceforth called Skinner & Eddy Plant No. 2.
Skinner & Eddy invested approx. $1,000,000 to modernize the plant, but defaulted on their payments after having paid $514,441.40 and the EFC repossessed the yard on 22 March 1920. On 21 January 1924 shipways and removable equipment were sold to the Schnitzer and Wolf Machinery Co, of [[Portland, Oregon]]{{efn|group=main|Probably [[Schnitzer Steel]]}} for $226,255 and remaining "Balance of property owned" for $600,000 to the Port of Seattle on 31 December 1923. Three buildings remained "to be disposed of".<ref>{{cite book|url=https://books.google.com/books?id=Zt2-afI_XxoC&pg=PA2955|title=Exhibits 214 to 254|author=House. Select Committee of Inquiry into Operations, Policies, and Affairs of the United States Shipping Board and Emergency Fleet Corporation|publisher=U.S. Government Printing Office|date=1925}}</ref> In the 1930s, the area between Dearborn and Connecticut Street was Seattle's largest<ref>{{cite web | url=https://depts.washington.edu/depress/hooverville_map.shtml | title=Map of Hoovervilles - Washington State }}</ref> [[Hooverville]].<ref>{{cite web | url=https://www.realchangenews.org/news/2009/06/24/story-hooverville-seattle | title=The Story of Hooverville in Seattle }}</ref>
Todd's facilities on Harbor Island would then be expanded in the winter of 1940 / 1941 and become the "Seattle" in [[Seattle-Tacoma Shipbuilding Corporation]].
Of the [[List of Emergency Fleet Corporation shipyards#West Coast|6 steel shipyards]] active during that time in Puget Sound, Seattle Construction was the only one that had existed prior to the outbreak of World War I. [[J. F. Duthie & Company]] had built small boats before, but underwent a major expansion of its facilities in 1916.
The construction of {{USS|Omaha|CL-4}} was contracted for on 26 December 1916 and for {{USS|Milwaukee|CL-5|2}} and {{USS|Cincinnati|CL-6|2}} on 27 August 1917. All three of the ships were laid down after long delays by the Todd yard in Tacoma.<ref>{{cite book|url=https://books.google.com/books?id=P0ZHAQAAIAAJ&pg=PA52|title=Ship's data US Navy Vessels|date=1919|publisher=U.S. Government Printing Office }}</ref>
{| class=wikitable
! Yard# !! Owner !! Name !! Type || Contracted !! Launched{{efn|group=table|See [[List of ship launches in 1914]] through [[List of ship launches in 1918|1918]] for references}} !! Delivered
|-
! colspan=6 | Ships built by Moran Brothers (selection)
|-
| 1 || Navy || {{USS|Rowan|TB-8|2}}
|-
| 36 || [[King County, Washington|King County]] || ''[[King County (steam ferry)|King County]]''
|-
| 41 || Navy || {{USS|Nebraska|BB-14|2}} || battleship || 7 Mar 01<ref>{{cite book|url=https://books.google.com/books?id=P0ZHAQAAIAAJ&pg=PA26|title=Ship's Data U.S. Navy Vessels|date=1919|page=26|publisher=U.S. Government Printing Office }}</ref> || 7 Oct 04 || 31 May 07
|-
! colspan=6 | Ships built by The Moran Company (selection)
|-
| 55 || rowspan=2 | Navy || {{USS|F-3|SS-22|2}} || submarine || 5 Mar 09<ref>{{cite book|url=https://books.google.com/books?id=P0ZHAQAAIAAJ&pg=PA153|title=Ship's Data U.S. Navy Vessels|date=1919|page=153|publisher=U.S. Government Printing Office }}</ref> || 6 Jan 12 || 5 Aug 12
|-
| 56 || {{USS|F-4|SS-23|2}} || submarine
|-
| 57 || rowspan=2 | [[Puget Sound Navigation Company]] || ''[[Kulshan (steamship)|Kulshan]]''
|-
| 58 || ''[[Sioux (steamship)|Sioux]]''
|-
| 59 || rowspan=2 | Navy || {{USS|H-3|SS-30|2}} || submarine || 10 Aug 10<ref name="Ship's Data U.S. Navy Vessels">{{cite book|url=https://books.google.com/books?id=P0ZHAQAAIAAJ&pg=PA155|title=Ship's Data U.S. Navy Vessels|date=1919|page=155|publisher=U.S. Government Printing Office }}</ref>
|| 3 Jul 13 || 16 Jan 14
|-
| 62 || {{USS|K-4|SS-35|2}} || submarine || 31 May 11<ref name="Ship's Data U.S. Navy Vessels"/>
|| 19 Mar 14 || 26 Oct 14
|-
! colspan=6 | Ships built by the Seattle Construction and Dry Dock Company (selection)
|-
| 68 || [[Puget Sound Navigation Company]] || ''[[Sol Duc (steamship)|Sol Duc]]''
|-
| 69 || rowspan=2 | Chile / Canada || ''[[HMCS CC-1|Iquique]]'' || rowspan=2 | submarine
|-
| 70 || ''[[HMCS CC-2|Antofogasta]]''
|-
| 71 || rowspan=3 | [[Puget Sound Navigation Company]] || ''[[Potlatch (steamship)|Potlatch]]''
|-
| 73 || ''[[Tacoma (steamship)|Tacoma]]''
|-
| 74 || ''Comanche''
|-
| 78 || rowspan=4 | Navy || {{USS|Bushnell|AS-2|3}} || submarine tender || rowspan=4 | 30 Jun 13<ref>{{cite book|url=https://books.google.com/books?id=P0ZHAQAAIAAJ&pg=PA581|title=Ship's data US Navy Vessels|date=1919|publisher=U.S. Government Printing Office }}</ref><ref>{{cite book|url=https://books.google.com/books?id=P0ZHAQAAIAAJ&pg=PA575|title=Ship's data US Navy Vessels|date=1919|publisher=U.S. Government Printing Office }}</ref><ref>{{cite book|url=https://books.google.com/books?id=P0ZHAQAAIAAJ&pg=PA569|title=Ship's data US Navy Vessels|date=1919|publisher=U.S. Government Printing Office }}</ref><ref>{{cite book|url=https://books.google.com/books?id=P0ZHAQAAIAAJ&pg=PA260|title=Ship's data US Navy Vessels|date=1919|publisher=U.S. Government Printing Office }}</ref> || 9 Feb 15
|-
| 79 || {{USS|Arapaho|AT-14|3}} || rowspan=3 | oceangoing tug || 20 Jun 14
|-
| 80 || {{USS|Mohave|AT-15|3}} || 20 Jul 14 or 20 Jun 14
|-
| 81 || {{USS|Tillamook|AT-16|3}} || 15 Aug 14
|-
! colspan=6 | Seattle Constr. activities as part of the Todd Corporation (complete)
|-
| 82 || rowspan=3 | Navy || {{USS|N-1|SS-53|2}} || rowspan=3 | submarine || rowspan=3 | 19 Mar 15 {{efn|group=table|Contractor was the Electric Boat Company, New York. Date of subcontract unknown.}}<ref>{{cite book|url=https://books.google.com/books?id=P0ZHAQAAIAAJ&pg=PA174|title=Ship's data US Navy Vessels|date=1919|publisher=U.S. Government Printing Office }}</ref> || 30 Dec 16 || 26 Sep 17
|-
| 83 || {{USS|N-2|SS-54|2}} || 16 Jan 17 || 26 Sep 17
|-
| 84 || {{USS|N-3|SS-55|2}} || 21 Feb 17 || 26 Sep 17
|-
| 85 || rowspan=2 | [[Ward Line|New York & Cuba Mail Line]]<ref>{{cite magazine|url=https://archive.org/details/pacificmarinerev1417paci/page/n45/mode/1up|title=Shipping Notes|magazine=Pacific Marine Review|date=January 1917|page=80}}</ref><ref>{{cite magazine|url=https://archive.org/details/pacificmarinerev1417paci/page/n109/mode/1up|title=West Coast Shipping Matters|magazine=Pacific Marine Review|date=February 1917|page=80}}</ref>{{efn|group=table|For some time these ships were in the hands of the USSB, but they were not "commandeered existing construction"}} || {{USS|Cauto|ID-1538|2}} || cargo || || 23 Sep 16 || 9 Dec 16
|-
| 86 || {{USS|Panuco|ID-1533|2}} || cargo || || 21 Oct 16 || 9 Jan 17
|-
| 87 || Navy || {{USS|Gwin|DD-71|2}} || destroyer || 8 Mar 16<ref>{{cite book|url=https://books.google.com/books?id=P0ZHAQAAIAAJ&pg=PA85|title=Ship's data US Navy Vessels|date=1919|publisher=U.S. Government Printing Office }}</ref> || 20 Dec 17 || 18 Mar 20
|-
| 88 || [[Knutsen O.A.S. Shipping AS|Knut Knutsen]], Norway || ''Golden Gate'' || rowspan=3 | cargo || || 14 Mar 17 || 10 May 17
|-
| 89 || || ''Key West'' || || 11 Apr 17 || 16 Jun 17
|-
| 90 || Haakon Wallen Co., Norway || ''Storviken'' || || 6 Jun 17 || 23 Jul 17
|-
| {{anchor|ussb_requisition}} 91 || Edgar F. Luckenbach / Req.{{efn|group=table|name=req|Requisitioned by USSB}} || {{USS|Walter A. Luckenbach|ID-3171|2}} || 10,500dwt cargo<ref name="norway2"/> || 9 Feb 16<ref name="norway1"/> || 15 Dec 17 || 31 May 18
|-
| 92 || Norwegian / Req.{{efn|group=table|name=req}} || ''Hull No. 92'' || rowspan=6 | 7,500dwt cargo<ref name="norway2">{{cite book|url=https://books.google.com/books?id=KUA0AQAAMAAJ&pg=PA412|title=United States-Norway Arbitration|publisher=U.S. Government Printing Office|date=1922|page=412}}</ref> || 3 Apr 16<ref name="norway1"/> || 21 Nov 17 || 28 Jan 18
|-
| 93 || rowspan=3 | Willy Gilbert / Req.{{efn|group=table|name=req}} || ''Southerland'' || rowspan=3 | 11 Aug 16<ref name="norway1">{{cite book|url=https://books.google.com/books?id=KUA0AQAAMAAJ&pg=PA408|title=United States-Norway Arbitration|publisher=U.S. Government Printing Office|date=1922|pages=408–409}}</ref> || 19 Jan 18 || 16 May 18
|-
| 94 || ''Bremerton'' || 27 Mar 18 || 24 Apr 18
|-
| 95 || ''Vittorio Emanuelle III'' || 24 May 18 || 27 Jun 18
|-
| 96 || Barber SS Co. / Req{{efn|group=table|name=req}} || rowspan=2 | || 2 Oct 16<ref name="norway1"/> || rowspan=5 colspan=2 | Transferred to and laid down [[Todd Dry Dock and Construction Company|in Tacoma]]
|-
| 97–99, 101-103 || Cunard Line / Req.{{efn|group=table|name=req}} || 14 Feb 17<ref name="norway1"/>
|-
| 100 || rowspan=3 | Navy || {{USS|Omaha|CL-4|2}} || rowspan=3 | cruiser || 26 Dec 16 ||
|-
| 106 || {{USS|Milwaukee|CL-5|2}} || rowspan=2 | 27 Aug 17
|-
| 107 || {{USS|Cincinnati|CL-6|2}}
|-
| 108 || rowspan=4 | USSB Contract No. 13{{efn|group=table|At least four ships of this contract were built by Seattle Construction,<ref>{{cite book|url=https://books.google.com/books?id=SbEVAAAAIAAJ&pg=PA233|title=Hearings Before Select Committee on U.S. Shipping Board Operations, Part 1|date=1920|page=233|publisher=U.S. Government Printing Office }}</ref> the rest were laid down in the just completed [[Todd Dry Dock and Construction Company|Todd Tacoma]] yard, although they are also attributed to the Seattle Construction and Drydock Company in various sources. USSB hull numbers are oddly confusing wrt. yard numbers. Willimantic USSB #107 through Gaffney USSB #110}} || ''Willimantic'' || rowspan=4 | [[Design 1014 ship|7,500dwt cargo]] || rowspan=4 | [[List of Emergency Fleet Corporation shipyards#Contracts and Cancellations|6 Jun 17]] || 29 May 18 || Nov 18
|-
| 109 || ''Deranof'' || 20 Jun 18 || Dec 19
|-
| 110 || ''Delight'' || 4 Jul 18{{efn|group=table|One of 95 ships launched nationwide on that day}} || Sep 19
|-
| 111 || ''Gaffney''{{efn|group=table|attributed to both Seattle Constr. and (errorneously to) Skinner & Eddy, who did not buy the contract together with the yard}} || 25 Jul 18 || Dec 19
|}
{{notelist|group=table}}
Clarence Bagley, in his ''History of Seattle from the earliest settlement to the present time, Volume 2'', wrote:
{{blockquote|The plant of the Moran company, together with that of the Seattle Dry Dock & Ship Building Company, which had been organized in 1887 and was under the control of the Morans, was at this time the most complete on the Pacific Coast, outside of San Francisco. It had grown to such immense proportions that even while the construction of its masterpiece, the [[USS Nebraska (BB-14)|(USS) Nebraska]], was underway, other work was being handled in the same efficient manner as before the big contract had been secured. Some of the notable work turned out during the period was the building of the steel tugs Bahada and Wyadda, the lighthouse tender Heather and the rebuilding of the steamships Cutch and Willamette.<ref name=Bagley>Clarence Bagley, ''History of Seattle from the earliest settlement to the present time, Volume 2'' (1916), p. 609.</ref>}}
:. . .
{{blockquote|When the Nebraska was finished and given her official trial trip in the waters of the [[Strait of Juan de Fuca|Strait of Juan de Fuca]], Captain Perkins, senior member of the trial board, pronounced her one of the best vessels in the United States navy. Notwithstanding bad weather, the ship fully met the requirements of the Government and proved that Seattle had a construction company capable of building the largest kind of ship. In March, 1906, the Moran Brothers Company was sold to Eastern capitalists, who reorganized the business under the name of The Moran Company, which, in 1912, became the Seattle Construction & Dry Dock Company. During the year 1911 the company began building the first of six submarine boats for the United States navy. About the same time five steel whalers were built for companies operating in the northern whaling waters, and in 1913 the $500,000 dry dock was completed. This dry dock was 468 feet long and 110 feet wide and the steamship Admiral Farragut was the first vessel to enter it for repairs.<ref name=Bagley/>}}
The company produced over 90 ships, including a substantial number of battleships and submarines for the [[United States Navy]], [[CC-class submarine|submarines for the Royal Canadian Navy]], as well as commercial oceangoing vessels. By 1917, the plant covered about {{convert|27|acre|m2}} and employed about 1,500 men. In that year, it had six building slips up to {{convert|600|ft|m}} long; two drydocks of 12,000 tons capacity each, one drydock of 3,000 tons capacity, and was equipped to take care of repairs of all kinds.<ref name=Beaton>Welford Beaton, ''Frank Waterhouse & Company's Pacific ports (1917). p. 273.</ref> The company formally ceased operations in 1918, due in large part to the poaching of its skilled laborers by newly established competitors.<ref>Walter V. Woehlke, ''Union Labor in Peace and War'' (1918), p. 107.</ref> It ultimately was acquired by [[William H. Todd]], who operated the company as a subsidiary of  the [[Todd Pacific Shipyards Corporation]], which had been founded in 1916 as the William H. Todd Corporation.<ref name=Rudder>[https://books.google.com/books?id=Z7M6AAAAMAAJ&dq=%22Seattle+Construction%22+Drydock+Todd&pg=PA61 "William H. Todd"], ''The Rudder'' (1919), Vol. XXXV, p. 61.</ref> It became the "Seattle" in [[Seattle-Tacoma Shipbuilding Corporation]] and operated under that name during World War II as one of the biggest suppliers of escort carriers and destroyers for the United States Navy. Other companies operated by Todd included the [[Robins Dry Dock and Repair Company]] at Erie Basin, [[Red Hook, Brooklyn]], the Tietjen & Long Dry Dock Company of [[Hoboken, New Jersey]].<ref name=Rudder/>
==Notes==
{{notelist|group=main}}
==References==
{{Reflist}}
{{Puget Sound shipyards}}
[[Category:1911 establishments in Washington (state)]]
[[Category:Defunct shipbuilding companies of the United States]]
[[Category:Defunct companies based in Seattle]]
[[Category:Shipbuilding in Washington (state)]]
[[Category:Former submarine builders]]