In 1990 new owners returned the yard to production as Burntisland Fabrications or BiFab, resuming the manufacture of superstructure modules for oil platforms.

[1] Burntisland's first flatiron was hull 119, launched in 1922 as the 932 GRT coastal collier Wandle for the Wandsworth, Wimbledon and Epsom District Gas Company.

[3] Burntisland went on to build eight ships for Stephenson, Clarke spread over nearly 30 years, the last being hull 398 launched in 1961 as MV Gilsland.

[3] Wartime demand rose so high that in 1944–45 Burntisland subcontracted orders for five coasters to Hall, Russell & Company of Aberdeen: hulls 270, 273, 274, 276 and 281.

[3] Each ship had a 300 BHP Hawthorn Leslie four-cylinder diesel engine, a top speed of 14 knots (26 km/h) and accommodation for 12 passengers.

[3] Hull 337 was launched in February 1951 as MV Derrymore, a 5,678 GRT cargo ship that replaced one of the same name that Burntisland built for the same customer in 1938.

[3] Hull 349 was launched in September 1952 as MV Master Nicos, an 8,453 GRT cargo ship for Motores Maritimos Compañía Limitada, a Greek-owned company registered in Costa Rica.

[3] Hull 367, launched in October 1956 as the 1,873 GRT MV Kingston, was the final flatiron collier for the South Eastern Gas Board.

[3] David Rowan and Company of Glasgow, part of Lithgows Limited,[5] built the turbines and reduction gearing for both ships.

[3] The second turbine order was hull 377, launched in 1956 as TSS Sunvictor for Skibs A/S Geirulv (Gjeruldsen & Tambs) of Arendal, Norway.

[6] On 30 October 1959 a new Labour MP, Harry Gourlay, whose Kirkcaldy Burghs constituency included Burntisland, made his maiden speech to the House of Commons.

[7] On 26 July 1962 Harry Gourlay again expressed concern in the Commons that Burntisland Shipbuilding had made a number of its employees redundant.

[8] However, the Conservative MP Frederick Erroll, President of the Board of Trade, replied that the redundancies had not increased unemployment in Burntisland.

[8] On 5 November 1962 Gourlay told the Commons that he blamed the Conservative Government's economic policy for the decline of shipbuilding in the United Kingdom.

Hull 418 was launched in April 1967 as the 11,046 GRT MV Ohrmazd, a fast passenger and cargo liner for the East & West Steamship Company of Karachi, Pakistan.

[12] This activated a penalty clause in the building contract from which Burntisland Shipbuilding proved unable to recover,[12] and the company went into receivership in 1968.

Therefore, during 23 January debate Edward Garrett, Labour MP for Wallsend asked the Minister of Technology, Tony Benn MP, about Burntisland Shipbuilding, "Is it true that since the credit facilities became available little attempt has been made by management, and, I fear, by the Minister, to ascertain whether the medium and small yards are being helped to become more economic?

"[14] A day later, 24 January, the Scottish National Party MP Winnie Ewing asked in the Commons if the Ministry of Technology would form a government holding company to buy the Burntisland yard and keep it and all its employees at work.

[15] Gerald Fowler said that it would not, and "the best hope of a long-term solution would be if a shipbuilding undertaking which can find orders capable of being carried out profitably at this yard were to take it over".

[15] On 29 January in the Commons Willie Hamilton, Labour MP for West Fife, called for a public enquiry into the causes of the Burntisland yard's closure.

[16] In his reply, Gerald Fowler said: "I hope that we can reach a commercial and viable solution which will enable the yard to stay in production.

She was launched in April 1969 as MV Helen Miller[3] for the St. Vincent Shipping Co. of Liverpool and completed ahead of schedule that July.

[17] On 30 April 1970, during another Shipbuilding Bill debate in the Commons, the Liberal MP Jo Grimond asked "Is there any news about the site at Burntisland?

"[18] Harold Lever MP, Paymaster General, replied that the Burntisland yard "is now satisfactorily in the East Scotland Group and quite active."

[1][12] Robb-Caledon eventually succeeded in attracting orders to build structures for Scotland's North Sea oil and natural gas industry.

[22] By November 1974 Robb-Caledon had formed a Burntisland Engineering Fabricators (BEF) subsidiary and the yard was building modules for the Norwegian sector of the North Sea, but Gourlay complained in the Commons that the yard had lost a potential order for an oil rig to an overseas competitor for reasons of cost and "the geographical conditions on the site".

[23] In April 1975 John Smith MP, Under-Secretary of State for the Department of Energy told the Commons that BEF was one of the UK's two largest constructors for the offshore oil and gas industry.

[24] In December 1975 Gregor Mackenzie MP, a minister at the Department of Industry told the Commons that his department had lent BEF £450,000 under the Industry Act 1972, had given its parent company Robb-Caledon a £400,000 loan and almost £1.1 million in grants and the company was also eligible for grants under the Local Employment Act.

[27] On 24 October 1979 Gourlay told the Commons of the closure of the Burntisland yard and asked what George Younger MP, Secretary of State for Scotland would do to help the unemployed to find to re-employment.

[28] In 1990 under new owners Burntisland West Dock resumed the production of major offshore oil and gas fabrications.