The Magazine of Volume 64 Moran Towing Corporation March 2 013

Bri ngi ng It How Brains Meet Brawn in Today’s New Breed of Tugboat Moran Environmental Recovery Moran Tugs Complete U.S. Coast Acquires Water Recovery LLC Guard Voluntary Safety Examinations Moran Environmental Recovery (MER) has acqui- All Moran tugboats at all ports and U.S. LNG red Water Recovery LLC (WRI), a centralized waste terminals where the company operates have suc- water treatment facility and used oil processor cessfully completed voluntary safety examinations located in Jacksonville, Florida. As a result of the by the U.S. Coast Guard, and have been issued acquisition, MER, a provider of integrated indus- decals certifying their safety for the next three trial and environmental services, will gain “cradle years. The non-mandatory inspections are part to grave” control over non-hazardous waste waters of the USCG’s Towing Vessel Bridging Program, generated by a broad segment of its client base. a preliminary phase of its planned Subchapter M Water Recovery has a long history of demon- Towing Vessel Inspection regime. When the final strated excellence in regulatory compliance and Subchapter M rule is published, the Coast Guard s financial assurance. “This is an outstanding way to will perform mandatory annual inspections, issu- f celebrate our 10-year anniversary,” remarked Water ing Certificates of Inspection to vessels that pass. Recovery’s founder and former president Steven The Bridging Program is designed to prepare e

i Jenkins. “A well executed business plan has been both the marine towing industry and the USCG realized through the efforts of MER, along with examiners for the regulation, with the voluntary r numerous company employees, regulators, and examinations providing a learning experience and business partners. We believe this business model opportunity for both parties to acclimate to the re- B has and will continue to benefit the community for quirements, process and protocol involved. I years to come.” s w e N

Above: The Moran Norfolk tugs Karen Moran , Tracy Moran , Kerry Moran and Patricia Moran escort - ing the USS Harry S. Truman, a Nimitz -class supercarrier, as it departed Norfolk Naval Shipyard for sea trials in 2012.

On the cover: The Annabelle Dorothy Moran as it left the Correction: Washburn & Doughty shipyard in Maine, bound A caption for a photograph of the Michael Moran on page 3 for Moran Baltimore. of TowLine Volume 63 (November 2010) misidentified the tug as a steam tug. The vessel shown in the photo was a later, Photograph by John Snyder/marinemedia.biz diesel-powered version of the Michael Moran . The Magazine of Volume 64 Moran Towing Corporation March 2013

Published by Moran Towing Corporation

EDITOR-IN-CHIEF Mark Schnapper REPORTER John Snyder DESIGN DIRECTOR Mark Schnapper In the Ports PHOTO CREDITS: 2 Mark Moran and Annabelle Dorothy Cover, contents page, pages 2, 3, 5, 14, 30, 31, 32, 33, 34, Moran , Mighty Tugs for Mighty 39, inside back cover, and Ships, Debut in Baltimore back cover : John Snyder, marinemedia.biz 4 James A. Moran Gets Down to Inside Front Cover: U.S. Navy Business in Savannah photo by Mass Communica- tion Specialist 3rd Class 6 At Work and Aiding Coast Guard Kristina Young Training, Lizzy B. Moran and Crew Page 7, top: Courtesy of the Draw Praise Virginia Port Authority Page 7, bottom: Marc Piché 8 Docked with Pride Page 9, top: U.S. Navy photo Moran Morehead City Tugs Assist Milestones by Mass Communication Spe- Military Ships and a Joint Exercise cialist 3rd Class Corbin Shea 30 Lizzy B. Moran Is Christened in Maine Page 9, bottom: U.S. Depart- 10 Eugenia Moran Rescues a Tug in ment of Defense photo by Distress on the Piscataqua River James A. Moran Is Christened, Seaman Jesse Monford, 31 Raising the Bar for Crew U.S. Navy 12 In Norfolk, a Lifesaving Rescue by Accommodations Page 11, both photos: the Lizzy B. Moran Sara Frost Schoman, videotapestry.com 32 Mark Moran , Whose Namesake Is Pages 16, 17, 18, and 22 –25 Brother to James A. Moran ’s, Is (centerfold): Jack Hardway Safety Update Christened Pages 20 and 21 (centerfold bridge details): Maryland 13 Beyond Compliance 33 Katie T. Moran Is Christened in Port Administration Moran Begins Developing a East Boothbay Page 27: Will Van Dorp, Behavior-Based Safety Program tugster.com 34 Annabelle Dorothy Moran , a Tractor Page 28, all photos: Tug, Is Christened Denise Mottola Page 38: Courtesy of The Cover Story Seamen’s Church Institute Bringing It People Page 40: Ed Bennett 16 Sometimes, a Good Tugboat Is Like Page 41: The White House 35 Grover Sanschagrin, 1920–2010: a Great Athlete Page 42: Ron Droop An Appreciation All others, Moran Archives or unknown 38 Paul Tregurtha and James Barker Crews Receive Silver Bell Awards

26 On Shipshape Tugs, In Shape Crews 39 Bob Stewart Retires Moran Crews Are Pursuing Their 40 Pat Bennett Retires Moran Towing Corporation Own Shipboard Fitness Programs 50 Locust Avenue 41 Capt. Bert Swink; Ned Moran; New Canaan, CT 06840 Samantha Droop; Crystal Ward Kent Tel: (203) 442-2800 and Denise F. Brown Fax: (203) 442-2857 www.morantug.com 43 Personnel News In the Ports D f M M A o e n r a o b n r r Mi u a k a n

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he Port of Baltimore has been Moran tug class in Baltimore. The upgrades in- bustling with change. Big, clude an expanded galley and crew quarters, as 12,000-TEU New Panamax well as advanced acoustics and insulation, to which container ships began calling crewmembers have given rave reviews. As to per - there last year, attracted by formance, the class’s wide-beam, forward-keel de- the Seagirt Marine Terminal’s sign enhances stability and maneuverability, and 50-foot-deep berth and its its twin MTU Tier 2 engines deliver the fluidly New Panamax –scale cargo- controlled power docking pilots demand when handling facilities. In 2011, handling today’s behemoths of the seas. The tugs TMediterranean Shipping Company (MSC) extend - are driven by twin Schottel Z-drives [full specifica - ed its contract with the Maryland Port Administra- tions appear on pages 32 and 34 of this issue]. tion (MPA) for another five years, paving the way In view of developments at the Port, these ad- for the arrival of yet larger New Panamax ships vantages could not have come at a better time, carrying up to 14,000 TEUs. Vessels of the even says Paul Swensen, Moran Baltimore’s vice presi - larger Ultra Large Container class, topping out at dent and general manager. “When the wind is at 16,000 TEUs, are expected to call in the near fu- 15 knots, the [Seagirt] Terminal now requires a ture as well. And as one of only two U.S. ports minimum of two 50-ton bollard pull tractor tugs offering 50-foot-deep ship channels, Baltimore is to service vessels that have 36- to 45-foot drafts,” expected to experience explosive growth in jumbo he observes. Moreover, it’s not just the expansion ship traffic once the Panama Canal Expansion is in container ship traffic that’s driving demand for completed in 2014. Moran Baltimore’s star performer in this lea- gue has been the Surrie Moran , a 4,200-hp Z-drive tractor tug with exceptional power and maneuver - ability. A few years ago, however, Moran conducted simulator studies that anticipated a host of special new requirements associated with the New Pana- max class and beyond, and the company set in motion plans to build a more powerful tractor tug. In Baltimore, the fruit of that effort sailed into view last May, when the sleek new wide-beam tractor tug Mark Moran entered the port’s Inner Harbor head- ed for the Moran Baltimore yard. The Annabelle upgraded tractor tug service; in 2010, throughput Dorothy Moran , an identical sister tug, followed in of coal exports at the Port more than doubled, December. The Mark Moran and Annabelle Dorothy bringing colliers of increasing size calling in great- now share the title formerly held by the Surrie : that er numbers. The largest of the coal carriers are of most powerful tugboat in Baltimore. 1,000 feet in length, with a 160-foot beam, Mr. With their 36-foot beam, 5,100 horsepower and Swensen says. Car and truck cargoes have surged 69-ton bollard pull ahead (65 tons astern), the two too, and the Port of Baltimore is now the largest Capt. Jimmy T. Moran –class tugs are providing safe, car-moving port facility in the United States. expeditious service to supersized ships calling at The average RORO vessel calling at Baltimore is Baltimore. The Mark Moran is crewed alternately nearly 1,000 feet in length. by: Captains Wesley Southworth and Steve Thal- Last June, the scale of the MPA’s ambitious heimer; chief engineers Eric Hardison and Port development program was vividly on display Damion Stewart; mates Leon Mach and Dave when some components of its planned new cargo- Jankowiak; and deckhands Marshall Waters and handling infrastructure were themselves delivered James Garner. The Annabelle Dorothy Moran is by ship. The Chinese heavy lift vessel MV Zhen crewed alternately by: Captains Wayne Browning Hua 13 brought four supersized container cranes, and Tony Roman; mates Dayvien Johnson and each 14 stories tall and 450 feet wide, to the Sea- Tony Vicari; engineers Gary Lavinder and Kenny girt terminal. The Mark Moran and Surrie Moran Hudgins; and deckhands Bobby Chambers and eased the ship and its massive payload under the Joe Borzymowski. The crews are enjoying some Chesapeake Bay’s Key and Bay bridges at about enviable new features and capabilities on the ves - one knot, with an eyebrow-raising ten feet of ver - sels: at this writing, they offer the most spacious tical clearance under each bridge [see the story on crew accommodations and engine room of any page 16 of this issue]. Asked whether the Mark Moran and Annabelle Dorothy Moran have become especially busy tug - Opposite page: The Mark Moran during sea trials. boats, Mr. Swensen replies that “they’ve basically Above right, the Annabelle Dorothy Moran . been booked solid.” I

3 James A. Moran Gets Down to Business in Savannah

he new docking and escort The new tug’s ship-handling ability reigns tractor tu g James A. Moran ar- supreme among harbor tugs; it can move around rived at the Moran Savannah a ship and re-angle itself with a quickness, preci - yard in Georgia, directly from sion and fluency echoing that of Moran’s other the Washburn & Doughty ship- recent Z-drive classes, but with pulling power yard, on January 3, 2012. rivaled only by Moran’s LNG tugs. The combina - Rated 6,000 continuous horse- tion of its deep forward keel and 38-foot beam is power and equipped with a thus-far unique among Moran docking and escort host of leading-edge features, tugs [additional specifications can be found on Tthe Z-drive tug will be supplying the muscle and page 31 of this magazine]. The design endows the agility needed to assist giants among the contain - James A. Moran with the capability to smoothly er ship traffic at the busy Port of Savannah. handle the largest ships currently in existence, as Joining Moran Savannah’s other Z-drive fleet- well as yet larger vessels that are under construc - leader, the Edward J. Moran , and the division’s tion or in the planning stages. The 12,000-TEU superb twin screw tugs, the James A. Moran will container ships that are expected to call at Savan- strategically expand the Savannah fleet’s capabili - nah are not the largest class, but are nonetheless ties. With its abundant power, advanced technolo - enormous, with up to a 1,200-foot length and 160- gy, 79-ton bollard pull and quicksilver maneuver - foot beam. ability, the new tug is ideally suited to assist jumbo Th e James A. Moran ’s level of crew comfort is Post-Panamax vessels, which currently call at Sa- definitively new. The tug currently boasts the most vannah. Larger and larger ships have been calling spacious crew quarters of any Moran tug, includ - at the port in recent years, and vessel sizes are ing an expanded galley, larger crew cabins and a expected to continue increasing over the next few day-head. Numerous new architectural and engi - years. Ron Droop, Moran Savannah’s vice presi - neering features around the vessel were incorpor- dent and general manager, said, “8,500 TEU-class ated in response to feedback Moran re ceived from ships began calling regularly at the port in 2010, some of its captains and port man agers during the and it has already witnessed 9,200 TEU-class tug’s design phase. These include aluminum hand- ships.” He added that when completed, the rails, storage lockers, and advancements in the Savannah Harbor Expansion Project, hosted by Heating, Ventilation & Air Conditioning systems, the Georgia Ports Authority, will accommodate among other upgrades. The expansion and refine- vessels with a 47-foot draft. These include 12,000 ments have “greatly improved the onboard living TEU-class ships. experience,” Mr. Droop said, echoing comments The completion of the Panama Canal expan - he has re ceived from captains and crews. Crew- sion in 2014 will further add to the number of very members have also reported that this tug’s on- large, deep-draft ships calling at U.S. east coast board noise reduction is the best they have heard, ports, among which Savannah is an important des- and have praised its “smart layout” and roomy tination. The Port has seen unprecedented growth engine room. in its container cargo throughput in recent years All of which comes at a good time, as funda - (gauged by tonnage), and the trend is expected to mental changes at the Port of Savannah continue continue. Not only ship sizes, but also the number to alter the seascape. Moran Savannah is ready to of container lines calling at Savannah has been service any and all vessels that call. I expanding. Anticipating these developments, Mor- an commissioned the James A. Moran , to ensure continuous, expeditious service in sync with the Opposite page: The James A. Moran during sea port’s growth. trials.

4

At Work a nd A idi ng Coast Guard Traini ng, Lizzy B. Moran and Crew Draw Prai se

he tugboat Lizzy B. Moran co- In July 2011, the U.S. Coast Guard Training mmenced service in Norfolk, Center, Yorktown, contacted Mark Vanty, Moran Virginia in January 2011, and Norfolk’s vice president and general manager, has now been on the job for with a special request: as part of its Towing Vessel slighty more than 24 months. Bridging Program, the USCG was looking for a Serving the Port of Virginia tugboat it could use as a training vessel for a day. and Naval Station Norfolk, The Bridging Program is a preliminary outreach the tug has assisted innum- phase in the Coast Guard’s planned Subchapter M erable commercial ships and Towing Vessel Inspection regime. When imple - TU.S. Navy ships calling at the Port or transiting in mented, Subchapter M will mandate USCG exam - and out of the Navy base at Hampton Roads. It has iners to annually board and inspect U.S.-flag tow - also performed some services that go well beyond ing vessels in order to certify seaworthiness and business as usual: last March, the Lizzy B. and its safety. A key facet of the Bridging Program in- crew executed the lifesaving rescue of a Virginia volves acclimating both sides in an inspection — State pilot [see the article on page 12 of this issue], the industry personnel who manage and crew the and in September 2011 the tug served as a float - tugs, and the Guard’s examiners — to the require - ing classroom for a group of U.S. Coast Guard ments, procedures and protocol entailed in the examiner trainees. process. For USCG examiner trainees, this in- The most recent of the so-called WD-92s built cludes specialized training in tugboat design, con - by Washburn & Doughty for Moran, Lizzy B. Moran struction and operation, requiring an actual work - is a 92-foot, 5,100-hp, Z-drive tractor tug, with ing tugboat for hands-on training. “We were hap- an enlarged deckhouse and enough power and py to help out,” Mr. Vanty says. The Lizzy B. was maneuverability to handle virtually any vessel the a plum choice for the assignment; entering its Post-Panamax world sends its way. Moran commis - eighth month of service, the tug still had its new sioned the tug in anticipation of a growing num - sparkle and was running like the tidy, well-oiled ber of calls at Norfolk by giant container ships and machine it was designed to be. On September 15, colliers, and the company’s forecast proved accu - 2011, Moran Norfolk hosted a training seminar rate: since the Lizzy B. ’s arrival, MSC, CMA-CGM, for 21 Coast Guard examiner trainees and three Maersk and other premier carriers have sent a supervising personnel from the USCG Marine growing number of container ships with 10,000 Inspection School. Four tug and barge industry TEU-or-higher capacities to the Port. In 2011, professionals also attended. Mr. Vanty gave the coal exports at Norfolk continued to boom, and visitors a detailed briefing on Moran Norfolk’s colliers averaging 950 feet in length can still be operations, safety management system, crew train - seen lining up in what some observers are calling ing and procedures, vessels, and equipment. After “traffic jams” in the Chesapeake Bay. The Port also handles busy traffic in bulkers, ROROs, tank- ers and other large ships. Demand for powerful Opposite page: The Lizzy B. Moran underway in tugs that can maneuver deftly and swiftly is indeed the Port of Virginia and with the MSC Bruxelles , running high. a nearly identical-size ship to the MSC Roma .

6 the talk, the group boarded the Lizzy B. Moran , thorough; the examiners will inspect everything where they were further briefed by crewmembers from a tug’s documents to its welds, in copious before conducting an on board training session. mechanical and administrative detail. An itemized The activities spanned the entire day. checklist of inspection tasks, appearing in the Exactly what will be included in the Subchapter USCG’s Towing Vessel Outreach, Orientation, and In- M inspections will not become known until the fi- doctrination Workbook , fills 38 pages. The depth of nal rule is published. The USCG is compiling and the USCG’s educational preparation was evident refining its checklist based on what it is learning at the Moran Norfolk briefing, where an open dis - from the Bridging Program, which encompasses cussion forum also gave an airing to issues related not only training sessions like the one at Moran to the industry that could affect the inspection Norfolk, but also voluntary safety examinations of process. One such concern, for example, was the industry fleets nationwide and several years of industry’s diversity. “We felt it was important for technical fact gathering conducted with operators us to ensure that [the Coast Guard examiners] rec - and shipbuilders. The training sessions and vol- ognize the difference in tugboat types and opera - untary examinations have provided clear indica - tions, and that often one regulation does not fit all tions that the inspections will be stringent and types of tug operations,” Mr. Vanty says. In a letter of thanks addressed to Mr. Vanty, Joseph D. Myers of the USCG Training Center at Yorktown [Virginia] wrote, “Moran has the bar clearly set high as an industry standard.” In a sec - ond letter, Peter D. Squicciarini, a Towing Vessel Marine Safety Specialist at the U.S. Coast Guard Atlantic Area Prevention Department (who is also a Master Mariner), said that “The boat was absolutely clean, obviously well maintained, and in the hands of a superior crew,” and that the USCG trainees “came away seeing how tugboat safety and compliance should be done as a posi - tive example setting the bar high for the vessels they will someday examine.” I

7 Doc ked w ith Pride Moran Morehead City Tugs Assist with a Returning Marine Expeditionary Unit and a Joint Amphibious Exercise

ocated between North Caro- the Bab-el-Mandeb strait), and bilateral training lina’s Marine Corps Air Sta- with Spanish and Romanian Marines. tion Cherry Point (the largest On shore in Morehead City, the docks were Marine Air Station) and Camp festooned with flags and balloons, a gesture that Lejeune, the Nation’s largest especially delighted the small children in atten - U.S. Marine Corps base, Mor- dance. The rest was simply the open arms of loved- an Morehead City’s tug fleet ones and friends — embraces and warm hand - fields its share of calls from shakes, a scene at once familiar and deeply moving. military customers. That was The Bataan had arrived amid the heated activ - Lthe case in February 2012, when the Marine Corps ity of “Bold Alligator,” a joint multinational am- and the U.S. Navy booked the Moran Morehead phibious exercise conducted in the coastal waters City fleet for assistance with a 13-day whirlwind off North Carolina, Virginia and Florida. As mili - of activity that included the docking of the USS tary exercises go, Bold Alligator was major. The lar- Bataan LHD-5 . The Bataan , a U.S. Navy amphi- gest marine amphibious exercise of its kind to be bious assault ship, was returning home from a undertaken in the last 10 years, it involved vessels 10-month deployment that had taken it from from the United States, French, and Canadian the U.S. to Europe, Africa and the Middle East. navies, and that was just in North Carolina. Aboard were approximately 960 Marines and The armada included LFTs (Live Fire Testing), Sailors of the 22nd Marine Expeditionary Unit LHDs (Landing Helicopter Docks), LPDs (Land- (MEU), a Marine Air Ground Task Force. ing Platform Docks) helicopter carriers, and From the ship channel off Morehead City, the smaller craft. Participating personnel included men and women of the 22nd MEU would be greet- Army commandos, Navy SEALS, Marines, Sailors ed by the coastline’s pleasant expanse of blue from the U.S., French and Canadian navies, Coast water and white sandy beaches, punctuated by a Guard Sailors, and civilians. According to a U.S. few low-rise industrial sites. The view includes one Navy press release, the purpose of the exercise was prominent landmark: a large American flag flying to “revitalize Navy and Marine Corps amphibious high atop Fort Macon, a former Civil War garrison expeditionary tactics, techniques and procedures, at the mouth of the harbor inlet. With the Fort and reinvigorate the [armed services’] culture of in view, a second, more animated sign of home conducting combined Navy and Marine Corps would appear: the Moran tugs coming out to operations from the sea.” A U.S. Department of escort the Bataan . On such occasions the tugs fly Defense press release was more specific: “This big American flags themselves, and their crews exercise deals with large numbers of small-boat shout out a jubilant welcome. “It’s one of the most threats, irregular threats not easy to identify in the pleasant and rewarding duties we deal with,” says complex battle space… both regular and irregular Capt. Don Thomas, the general manager of Mor- threats, as well as shore-based cruise missiles,” an Morehead City. “The tug crews are glad to wel - read a quote from Navy Admiral John C. Harvey, Jr. come the soldiers and sailors returning home.” This was particularly true for the 22nd; the Unit’s 10-month deployment at sea was one of the long- est on record for the Marine Corps, whose units Opposite page, top: The French helicopter carrier typically deploy for six or seven months at a time. FS Mistral arriving in Norfolk, shortly before it The 22nd had supported operations in Libya, as sailed for Morehead City. well as training in Djibouti (a small republic on the Opposite page, bottom: One of Bold Alligator’s Horn of Africa, about 30 miles from Yemen across many amphibious landing training exercises.

8 At various points in the course of the thirteen-day Hollywood movie. We could see speedboats bear - exercise, three Moran tugs repeatedly escorted ing simulated terrorist bombs rushing toward some and docked six U.S. Navy ships and the French of the ships, and commandos rappelling onto helicopter carrier Mistral L9013 as the ships enter- boats from helicopters,” Capt. Thomas said. For the ed and exited the harbor. In the process, the crews servicemen and women involved, it was all in a got an eyeful of the simulated action, Capt. Tho- day’s work: practiced readiness from America’s mas says. “It was like watching the filming of a bravest of the brave. I

9 Eugenia Moran Rescues a Tug in Distress on t he Piscataqua River

or the crew of the tugboat Eu- through a hatch. The tug’s hull was not breached genia Moran , February 21, 2012 below the waterline, but it was nonetheless in im- began like most other days, minent danger of capsizing and sinking, and had with the tug standing by for the crew wound up in the water they would have work at the Moran Portsmouth suffered hypothermia. At 1357, the crew put out the base at the Ceres Street wharf distress call. By a lucky coincidence, the Eugenia in Portsmouth, New Hamp- Moran happened to be less than a mile away on shire. But at around 1400 that the river. When Capt. Dick Holt heard the call — afternoon, events took an un- Holt was, at the time, the captain of the Eugenia — Fusual turn: the Eugenia and her crew answered a he quickly got authorization from Bob Stewart, distress call and rescued a fellow tug, the Miss Stacy , Moran Portsmouth’s vice president and general from certain disaster on the Piscataqua River manager, to render assistance. (Mr. Stewart has in Portsmouth Harbor. The Miss Stacy , a towboat since retired and been succeeded as general man - owned by Seaward Marine Corporation of Virginia, ager by Capt. Holt.) The Eugenia reached the scene had become wedged under a bridge span of the of the accident within 10 minutes, and Capt. Holt Memorial Bridge. and his crew carefully approached the Miss Stacy The incident occurred while the Miss Stacy , until they were close enough to get a messenger working under contract to the New Hampshire line aboard her. Once a hawser was made fast, State Port Authority, was servicing a barge at the Holt pointed the 2,875-hp Eugenia upriver into Memorial Bridge. The 88-year-old bridge, which the current, and gently pulled the disabled tow - connects Portsmouth with Kittery, Maine, was in boat away from the bridge. Due to the current and the process of being dismantled so that it can be the water the damaged tug had taken on, the Miss replaced with a new bridge in 2013; the Miss Stacy Stacy was still in danger of sinking even though it was assisting with demolition and deconstruction had power, Capt. Holt said. operations. The tug was not connected to the barge The Eugenia brought the Miss Stacey alongside at the time of the mishap, but was attempting to the nearby Isles of Shoals Steamship Company posi tion it. It is unclear from eyewitness accounts wharf, where the stricken tug was dewatered and what caused the tug, which had power at the time inspected for damage. The Miss Stacey ’s captain of the accident, to quickly and uncontrollably get and crew were unharmed. The entire incident last - turned around and drift into the bridge’s support ed about an hour. struc ture. A U.S. Coast Guard report released a Authorities at the Port said that the Miss Stacy few months after the accident cited strong currents was only minutes away from sinking when the Eu- on the river as a major contributing factor. Acc- genia arrived. Had the tug sunk, it would have be- ording to the National Oceanic and Atmospheric come a dangerous disruption to navigation on this Admin istration (NOAA), the Piscataqua has one shallow river, and posed a serious pollution threat. of the swiftest tidal currents in North America. Portsmouth Assistant Fire Chief Steve Achil les told Moran Portsmouth General Manager Dick Holt, Jr. the Portsmouth Patch news service, “Moran Tow- said that the current can reach as high as 5 knots ing played a huge role… This could have worked on the flood and ebb tide. Once the Miss Stacy ’s starboard side became pinned in the bridge supports, the tug listed sev- Opposite page: Two views of the Miss Stacy erely to its port side and began taking on water under tow by the Eugenia Moran .

10 out terribly if some of the pieces didn’t work and a third coincidence — this one ironic — Capt. the Eugenia Moran wasn’t around.” Holt was in the midst of explaining to Congress- In a related coincidence, Republican Congress - man Guinta the hazards faced by vessels navigat - man Frank Guinta of New Hampshire was aboard ing the Piscataqua, when he received the distress the Eugenia Moran throughout the entire incident. call from the Miss Stacey . The Congressman, who To help Rep. Guinta gauge the Port of New Hamp- was wearing a float coat, gamely cancelled his late shire’s impact on the state’s economy, Mr. Stewart afternoon meetings and watched as the rescuers had invited the Congressman aboard the Eugenia went about their work. I to take a first-hand look at Port operations. In yet

11 In Norf olk, a Lifesavi ng Rescue by the Lizzy B. Moran

n March 5, 2012, the crew alongside the pier. The tug could not approach of the Moran tugboat Lizzy where Huffman was floating, and Captain Hanna B. Moran rescued a serious- directed the Lizzy to stay far enough away to keep ly injured, gravely imper - its wheel wash from sending Huffman drifting from iled State of Virginia pilot his location. Both Hanna and Aaron West, the Liz- from the waters of Hamp- zy ’s captain, strategized on their feet as the rescue ton Roads, Virginia. Crew- unfolded; their actions, while taken quickly and members pulled Captain under intense pressure, were risk-managed. Chase Huffman from 46- Onboard the Lizzy, besides Captain West, were Odegree water after he fell approximately 40 feet Bert Swink, Chris West, and Josh Wiggins. The from a boarding platform aboard a coal carrier. four men climbed onto the pier, from which they Quick, safe and effective actions by the onboard were able to maneuver the tug’s life sling around docking pilot and the tug’s captain and crew were Huff man’s body. Using brute strength, they man - credited with saving Capt. Huffman’s life. aged to haul him onto the pier. He had been in The incident occurred shortly before 2000, the water 15 to 20 minutes. An ambulance arrived after the ship docked at Norfolk Southern Pier 6, shortly thereafter. a coal pier in Norfolk. Capt. Huffman, who had J. William Cofer, the president of the Virginia guided the ship in from the sea buoy off Hampton Pilot Association, was waiting at Sentara Norfolk Roads, was disembarking and stepped off the ship’s General Hospital when Huffman was wheeled in. deck onto a gangway. When he stepped onto a plat- The injured pilot, who is in his 30s, suffered great form connecting the ship’s ladder to the gangway, pain but was conscious, Cofer said. After doctors the platform gave way, sending him plummeting raised his body temperature, stabilized him and through the gap as the gangway separated and fell. performed tests, Huffman gave Cofer a thumbs- Captain John Hanna, who was serving as the har - up sign. “…He put his hand out to me and squeez- bor docking pilot, was two steps behind Huffman ed with amazing strength,” Cofer said. Huffman as they disembarked, but had not yet stepped onto worried aloud that he had lost his backpack and the ladder. He watched in horror as Huffman fell DGPS in the accident. “I just smiled as I realized feet-first into the water through an approximate he [was] going to be all right,” Cofer said. four-foot space between the ship’s hull and the pier. Captains Hanna and Cofer said that elements Within seconds, Capt. Hanna grabbed a life of luck played a role in the incident. The coal ves - ring and lobbed it into the water near Huffman, sel was empty, with a high freeboard when it arri- whose DGPS strobe had begun flashing in the ved; had it been loaded with cargo, Huffman pitch-blackness under the pier. Hanna then radio- would have fallen a significantly shorter distance. ed the Lizzy , which had assisted with the docking, In a stroke of good fortune, the straight vertical to come around to Huffman’s location with a life track of Huffman’s fall through a space barely wi- sling. Throughout several tense minutes, Hanna der than a yardstick probably saved his life; had he alternated between communicating with the rescu- hit the pier fendering or other structures on the ers and shouting to Capt. Huffman to assure him way down, or if the gangway had fallen differently, that help was on the way. the outcome almost certainly would have been tra- Huffman was wearing a float coat but faced a gic. In another stroke of luck, Hanna had forgot - grave risk of hypothermia, and could have drown- ten a document aboard the Lizzy . The tug, which ed had he lost consciousness as a result of shock or had been released after the docking, was already his injuries. He miraculously did not suffer any seri- on its way back to the berth to bring Hanna his ous head injuries, but had head lacerations and paperwork when it received his distress call. two fractures in his pelvis, making it impossible for A month-and-a-half after the accident, Captain him to hold onto the life ring for any sustained Huffman got a green light from his doctors to length of time. return to work, and did. “He couldn’t wait to get Within minutes, the Lizzy arrived and tied up back,” Capt. Hanna said. I

12 Beyond Complia nc e

Moran Begins Developing a Behavior -Based Safety Program

oran has initiated de- individuals rather than systems. “We recognize velopment of a Behav- that there are limits to what can be achieved with ior-Based Safety (BBS) a manual,” says Ned Moran, Moran’s senior vice program. According president of harbor operations. “What’s on paper to Ted Tregurtha, Mor- is obviously just the first step; what makes it all work an’s president, BBS is the initiative and dedication of the people work - will be phased in grad - ing on the water. BBS is meant to engage everyone ually, in strategically in being thoughtful, aware, and proactively safe, as determined steps over part of a culture in which people look out for each Ma long term. The program is currently in its early, other and work cooperatively to achieve the goal foundational stages, which include coaching, train- of safety.” ing and cross-functional planning; BBS proper, BBS, a branch of organizational psychology, is e essentially a system of peer observation and re- generally defined as a methodological discipline t view, is a future goal, once a solid foundation is that uses applied behavior analysis to meet the in place. challenges of organizational safety. It has existed a The decision to utilize BBS grew out of the work for many years as an applied science. In applied

d of Moran’s Quality and Safety Steering Committ- practice in industry, BBS’s core method is a system ee, which reviews all safety-related issues at the of peer-to-peer observation and review, practiced

p comp any. In 2010, the Committee conducted an by and binding on individuals at all levels in an extensively detailed study of safety data emanating organization. Structurally and culturally, the meth- from Moran and other companies within the mar - od does not replace safety management systems U itime industry. The group analyzed the progress and other branches of centralized authority;

reflected in the data and reached a pivotal conclu - instead, its focus on individuals combines with a

y sion: although Moran had achieved major, histor - company’s blanket, top-down governance to cre -

t ically significant improvements over the last sever - ate a more ingrained, impactful and pervasive al years, its top-down, compliance-based safety ini - influence than either approach would alone. e tiatives were now plateauing. This finding was not Moreover, BBS’s methodology factors in human f an affirmation of success; it was a call to action, nature in a way that top-down systems only skirt. Mr. Tregurtha, says. “If we’re not seeing continu - A primary BBS principle, for example, holds that a ous improvement, it means we need to do more. the “big five” risk-elevators — rushing, fatigue, Safety management systems are never complete; stress, frustration, and complacency — are deeply S there are always areas to improve, and it is the pro- rooted in human nature, which is why they often cess of looking for and finding improvements that descend without warning and cannot be overcome sustains the system over time. It’s leadership’s job with rules and oversight alone. BBS counters these to drive those changes, and at Moran our Quality effects by working to instill peak cultural and psy - and Safety Steering Committee is on the front chological conditioning in individuals. This in- lines of change.” cludes innate, reflexive personal vigilance; highly Anticipating an eventual need for large-scale developed instincts for detecting and managing innovation, the Quality and Safety Steering Com- risks in their earliest stages; and a broadly cultivat - mittee had in fact been researching new approach - ed knowledge of safe behaviors. The approach es for some time prior to the decisive 2010 meeting. does not ignore systemic factors like working envi - Exposure to Behavior-Based Safety, an approach ronments, policymaking, engineering and applied that was successfully being used by several Moran technology; BBS treats effective leadership, man - customers, had intrigued several members of the agement and innovation in these areas as mission- Committee. The group was particularly interested critical behaviors for safety improvement. in BBS’s bottom-up methodology — its focus on BBS is bottom-up in its approach to workplace

13 environments and equipment as well. One of the day risks than on how it addresses new risks. The ra- goals of BBS is to fully empower every employee, tionale is that the new risks are more obvious, and regardless of his or her position, to provide lead - therefore tend to draw more attention and effort ership and input into safety and risk management from people. Routine, day-to-day actions and equip- related to environments, equipment and other key ment, on the other hand, pose the greater, more aspects of operations. In this regard, BBS puts more prevalent risk: they are potential accident triggers emphasis on how an organization deals with every - lying hidden amid the workday hustle.

14 To further focus and expand Moran’s research enlightening, and galvanizing, Olson says. They re- on BBS in 2010, the Quality and Safety Steering vealed several strengths, and, predictably, numer - Committee appointed David Olson, a Moran man- ous opportunities for improvement. Moran has ager who joined the company in 2009, to the posi - been incorporating what it learned from the sur - tion of consulting safety culture trainer. Mr. Olson, vey and the safety culture assessments into the an officer and marine inspector in the U.S. Coast framework of its developing BBS program. Guard Reserve, had worked as a deck officer and The company has already taken some signifi - engineer aboard tugboats before signing on with cant steps toward laying the groundwork for the Moran. He had also worked as a crewing coordina - program. Several of Moran’s top executives, for tor and recruiter for a major shipping company, instance, have undergone safety leadership train - and had managed a fleet of tugs and barges for ing addressing how to effectively change the culture a pulp and paper manufacturer. He had decided of a company; they are also being schooled in BBS in mid-career to return to school, and earned principles and methodology. In addition, Moran an MBA at The College of William and Mary. is working with Dr. Don Nielsen of Aubrey Daniels Organizational behavior was a major component International, a management consultancy, to im- of his Masters curriculum. plement cultural changes within the company. At the behest of the Quality and Safety Steer- In-house, Moran has installed a BBS corporate ing Committee, Olson conducted an exhaustive design team, charged with building safety-dedi- study of safety at Moran from the ground up. cated cross-disciplinary teams at the management He began the research with visits to thirteen of level. Comprising senior management leaders in Moran’s ports of operation, where he talked with opera tions, engineering, and human resources, the mariners onboard their vessels. He also analyzed Design Team has already empowered frontline off - Moran’s claim history, its safety management shoot teams to enhance deckhand and engineer system, and related organizational functions like training, fleet-wide communications, and general human resources, engineering, training and fi- safety policies. It is also working to create more nance. He documented his observations and con - robust Near-Miss Sharing and Job Safety Analysis clusions in a white paper, which he submitted to systems. Still another management-level team is Moran’s leadership. In the report, Olson acknowl- conducting safety leadership training for Moran’s edged that Moran had built a rigorously thorough captains. And all of Moran’s people, from port man- safety management system, but he asserted that to agers to mariners to shoreside staff, have been achieve the next level of improvement, the compa - participating in open discussion forums where ny would have to broaden the engagement of its ideas and feedback are freely aired. “The sharing workforce in the effort. The report also highlight - of ideas that you get when you put people in ed the mechanics of causality. Olson noted, for ex- the same room is tremendously valuable,” David ample, that in marine towing and transportation, Olson says. basic human states such as rushing, fatigue, frus - The next steps, to be implemented in the com - tration, and complacency are seldom the root ing months, will involve strategic structural changes causes of incidents; often, these states result from to Moran’s management policies and practices. systemic factors that are the real root causes. The moves are designed to facilitate a cultural The report in fact made a strong case for BBS. transformation — a shift in safety emphasis away (To ensure Olson’s objectivity, Moran’s leadership from reaction and problem solving, toward risk had not told him of its interest in BBS; he arrived prevention and anticipation. “Reaction and prob - independently at the conclusion that BBS would lem solving remain important,” Olson says, “but be crucial in achieving the results Moran was look - the thrust of the new culture will be the engage - ing for.) Olson recommended building a BBS pro - ment of everyone in the workforce in anticipating gram incrementally, on a solid, gradually construc- and identifying needs for improvement before ted foundation of cultural change. they manifest as problems.” The company-wide In 2011, Olson followed up his preliminary development and refinement of specialized man - study with a full-blown, behavior-focused safety agement skills for driving that engagement will culture assessment, which included additional site be a priority, Olson says. In another key strategy, visits and a comprehensive written survey of Moran “lagging” indicators like OSHA statistics will employees. The survey solicited employees’ frank be de-emphasized in favor of a more immediate opinions and observations about Moran’s app - leading indicator: real-time analysis of workplace roach to safety, and it invited respondents to sub - behavior. And the conscientious exercise of three, mit their answers anonymously. The questionnaire mission-specific forms of leadership — near-miss included both multiple-choice and broadly framed sharing, risk assessment, and crew meetings — will essay questions. The survey garnered a near ly 90% become a touchstone for evaluating leadership response rate among Moran’s workforce. and management performance at Moran. I The survey results were at once encouraging,

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a e n e i i g a e l i l t l n d y r s - - - - f , , as many a television sports commentator might of the Zhen Hua 13 docking demanded extraordi - chattily remind us. nary power and control capabilities for this tow. In the marine towing industry, the need for a The control half of the equation resided not only certain kind of nautical athleticism is becoming in the performance of the tugs and their crews, but increasingly conspicuous as the scale of ships, also in the maritime engineering that went into harbor facilities and maritime traffic continues to the planning and execution of the tow. Paul P. Swen- expand. Basic operations like ship docking be- sen, Moran Baltimore’s vice president and gener - come more challenging when the ships or cargos al manager, says that the extensive planning for the involved are massive. This fact was vividly illustrat - Zhen Hua assist involved the cooperation of the U.S. ed last June when the heavy-load carrier MV Zhen Coast Guard, the Association of Maryland Pilots, Hua 13 sailed into the Chesapeake Bay, bearing NOAA, and the Maryland Department of Trans- four Super Post-Panamax cargo cranes bound for portation, among other organizations. Tide and Baltimore’s Seagirt Marine Terminal. Each crane current, wind and swell were given exacting con - measured 14 stories high and weighed 1,550 tons. sideration, and the Zhen Hua waited at anchor in The sight of the Zhen Hua ’s progress with this mam- the Bay until conditions were exactly right for a moth payload was something of a spectacle, and “go.” “The ship was ballasted to a draft of 38 feet to drew the attention of many an onlooker, including minimize its air draft, and the crane booms were an interested press. Four Moran Baltimore tugs — lowered from their maximum height,” Mr. Swensen the Mark Moran , Surrie Moran , Harriet Moran , and says. “Traffic was halted on both bridges before the Cape Romain — handled the escorting and dock - ship passed under.” As the Zhen Hua slid under ing, guiding the ship on its final 28 nautical miles each bridge at 1 to 2 knots, real-time data from up the Bay. The Mark Moran and Surrie Moran are NOAA instruments provided information on tides, reverse-tractor Z-drive tugs, and the Harriet Moran currents and the actual gap between the bridge is a Mortrac tractor; the Cape Romain is a twin screw. span and the cranes. The Moran tugs escorted the On the way to its berth, the Zhen Hua would be ship in a T-square formation, with the Mark Moran escorted under the Chesapeake Bay Bridge (a.k.a. hawsered to the stern of the Zhen Hua . Had the the William Preston Lane Jr. Memorial Bridge) and need arisen, the Mark Moran could have hit re- the Francis Scott Key Bridge. As the ship passed un- verse virtually instantly, pulling the ship and its der each bridge, the clearance between the tops cargo out of harm’s way. The Harriet and Surrie , of the cranes and the underside of the bridge positioned right next to the ship off its port and span would be a mere 10 feet. Horizontal clear - starboard sides respectively, could have immedi - ances would be a concern as well; the tow past the ately switched to indirect towing mode, should bridges would transit a channel just 750 feet wide, this have become necessary for any reason. The tow, give or take some shoaling. however, went exactly as planned. As one might well imagine, the pilots in charge At the southern end of the Chesapeake Bay,

17 18 in Norfolk, Virginia, Moran Norfolk has been put - handling. The power/control combination is even ting its tractor tugs to equally productive use. more critical, Mr. Vanty adds, when the tugboats Last March, the division’s Z-drive tractors assisted are called upon to tow “dead” ships for the Navy. the MSC Roma , a 1,100-foot, 9,178-TEU container A ship without power is more susceptible to the ship calling for the first time at the Port of Vir- actions of currents and the laws of motion, mak - ginia. The Roma’s deep draft requires a channel ing any such movements more challenging. In depth of 48.5 feet for safe these situations, while the navigation, a record for the ship’s Bridge team remains Port of Virginia. “The large in charge of the operation, ships handle well at the they are far more depen- dock, but the real challenge dent on the tugs, and as a is on the approach because …the t wo team they all must work they are so constrained by harder to safely complete an their draft,” comments Mark attributes, evolution. Van ty, Moran Norfolk’s vice Moreover, tractor tugs president and general man - have the ability to slow giant ager. Moran Norfolk deploy- power a nd vessels and those carrying ed four tugs to assist the hulking cargoes like the Zhen ship. “It was windy that day contr ol, Hua 13 ’s cranes, and to ass- and we were being very cau - ist them in a wide range of tious, not knowing how a tidal, current, and weather ship that size would handle are in separ- conditions. The tractors can here,” Mr. Vanty says. As it maneuver quickly, fluidly turned out, the power and able. It’s t he and precisely, and they offer control provided by the four the safest and most efficient tugs was more than enough. performance of any tug on Later in the year, on the comb inat ion the water. Such capabilities Roma ’s second visit, three were not possible before tugs were used; by the ship’s — the seam - the advent of the tractor de- third call, it was clear that sign, Mr. Vanty says. Captain the behemoth could be Brian Jackson, a Virginia easily maneuvered with two less bl endi ng State docking pilot who tractor tugs. Each successive has worked extensively with assist had increased Moran of t he t wo Moran Norfolk, says that Norfolk’s understanding of “tractor tugs can be placed the ship’s handling charac - where they are needed on a teristics in the channel, in o ne flu id, vessel and provide full lever - enabling the incremental re- age in front and behind — duction in tug power. Vigi- flawl ess pulling and pushing in di- lance, the chief element of rect and indirect modes — human control in marine whereas conventional tugs towing, guided the strategy. delivery — can push and pull efficiently Moran Norfolk’s contract only in direct mode. The con- work for the U.S. Navy is yet that gets the ventional tugs are also typi - another customer relation - cally equipped with far less ship that regularly demands horsepower than today’s trac- top-tier power and control. job done. tors.” Tugs that offer the The Norfolk tractors rou - tractor’s level of power and tinely assist nuclear-pow - control are “key to staying in ered, Reagan -class air craft tune with customers’ needs,” carriers, for instance, which Mr. Vanty says. He adds that span nearly 1,100 feet in length and displace at the same time, a vessel’s capabilities are insepa - more than 101,000 tons. The carrier’s draft is not rable from those of its operators. If the perform - as deep as the Roma ’s, but the ship is a compara - ance of tows and assists can be likened to a kind of bly huge vessel and requires exceptionally skilled athleticism, it is one that involves the practical fusion of man and machine. The tug is the body, the amazing machine; the captains, crews and Opposite page and centerfold: The approach and managers are the brain. On the water, as in the passage under the Francis Scott Key Bridge. stadium, it takes both to make a cha mpion. I

19

On Shi pshape Tu gs, In Sh ape Crews

Moran crews in New York and Norfolk are pursuing their own shipboard fitness and health programs, and succeeding beyond expectations.

n 2002, the U.S. Coast Guard, in part - Virginia, several Moran crews elected to take steps nership with the American Waterways themselves: they have developed their own grass - Operators, inaugurated a voluntary roots fitness and health initiatives, with remark - pi lot program promoting a health and ably successful results. safety strategy called the Crew Endur- In New York, the crew of the Gramma Lee T. ance Management System (CEMS). Moran exemplifies this enterprising esprit de Created by a doctor, CEMS helps pre - corps. Starting around 2007, the Gramma Lee ’s vent maritime accidents by identifying four crewmembers — Capt. Carl Stroud, chief and addressing risk factors for physical engineer Steve Leen, deckhand Chris Kapperman Iand mental fatigue, and by strengthening the and first mate Joseph Mottola — embarked on a endurance of crewmembers. In line with this ob- concerted program of shipboard exercise and jective, the CEMS program educates and trains healthy living that rivals CEMS in both its day-to- mariners in principles and practices of peak fit - day effectiveness and underlying medical/scientif - ness and health, with an emphasis on healthy ic wisdom. The initiative was not sparked by any sleep patterns. It has also tracked the post-train - particular “ah-ha” moment; it took shape gradual - ing progress of some crews in follow-up studies. ly and casually, without a formally organized struc - CEMS’s long-range role in the maritime industry ture. Chris Kapperman was already a regular exer - is currently under review by Congress and the ciser of long-standing when he joined the Gramma

s Department of Homeland Security, but two facts Lee ’s crew; he lifts weights, does cardio workouts, have already been established: the program has and rows, and now does all three onboard the tug. broken new ground in defining links between fit - Steve Leen began exercising after he had a per - w ness, health, and safety; and it has raised aware - sonal epiphany in 2007. “When I turned 40, with

e ness of these connections in the maritime commu - children, I decided that it was time to take control nity, shedding new light on the role mariners need of my health,” he says. “I was inspired [to get in r to play in maintaining their own physical fitness shape] by my kids’ swim coach, and became inter - and health. ested in the prospect of rowing an ‘Erg’ on the C More than 30 Moran crewmembers aboard tug.” (“Erg,” short for Ergometer, is a specialized tugs in Norfolk and Baltimore received the CEMS rowing machine made by a Vermont company “beta” training in 2004, and Moran crews in other called Concept 2.) Leen learned how to safely and ports are aware of the program and its signifi - effectively use the Erg by watching YouTube videos cance. Crews who complete the training, however, and reading advice on the manufacturer’s website. are not required to take any follow-up actions apart He brought the machine aboard the Gramma Lee from whatever voluntary measures they may initi - in 2008 and has worked out on it regularly ever ate themselves. And neither CEMS nor any other since. When Leen began his regular workout regi - Government- or Moran-sponsored program offi - men, Joe Mottola took notice. “Every day, and I cially requires any crew to adopt an organized mean every day, Steve would get up several hours regime of fitness, healthy nutrition or sleep man - early off watch, put on his workout clothes and row agement. Given these facts, Moran’s management on his Erg,” Mottola says. “If it was hot out, he is currently developing a program of its own to would row outside on the back deck in the sun; if support and encourage efforts by the company’s it was cold out, he would carry the Erg below into crews. Meanwhile, in New York City and Norfolk, the hall outside my stateroom and row there.”

26 Leen was rowing 10 to 15 kilometers a day during logged his two-millionth meter — more than this period, and rowed over one million meters 1,200 miles of rowing. By May 2012, he weighed while onboard the Gramma Lee in 2011, off watch 240, having lost 140 pounds. Last June, he ran in and usually in the afternoon. “I get up at 1530 a five-kilometer race. hours, row, shower and am ready for dinner and In Virginia, some Moran Norfolk crews have my watch by 1730,” he says. Outside of work, he formed similar cooperative initiatives, with simi- continues to row on an Erg at home and with a lar results. Aboard the Jean Turecamo , Capt. Chris boat on a nearby lake. He has dropped 53 pounds Wade, Relief Capt. Allen Johnson and mates Nick since starting his program of daily rowing. Dawes and Charlie Hughes have converted a spare Using the same strategy, Mottola has reaped room on the tug into an exercise facility. The make- even bigger weight-loss benefits. In January 2011, shift gym features a treadmill, recumbent exercise he was severely overweight; at five-feet-ten-inches bike, free weights, dumbbells, an exercise ball and tall, he weighed 380 pounds. It was a problem that elastic-band-style resistance trainers. Each man had dogged him throughout his life — his weight works out daily or every other day, as time per - was “an albatross…a literal burden to bear,” he mits, and averages two to four miles of walking or says. He drove an SUV because it was the only car jogging a week. As a group, the crew actively pro - he fit in, and remodeled his home not because he vides moral support to its members. Wade, who needed an extra bathroom, but to avoid going up was athletic in his youth and sought to regain and down stairs. His clothes were the maximum some of that vigor when he turned 37, has trim- size available at the big and tall shops. By the time med pounds and boosted his energy and endur- he joined the Gramma Lee ’s crew, he had “run out ance, he says. Charlie Hughes was unhappy with

of excuses,” he says. Early in 2011, Mottola hap - his weight, and shed 40 pounds through exercise pened to broach the subject of his weight in a and smart nutrition. Elsewhere in the Norfolk conversation with Leen. The two men maintained fleet, Capt. Aaron West, chief engineer Chris West a congenial camaraderie, and Mottola felt com - (no relation) and mate Josh Wiggins of the Lizzy B. fortable sounding out his shipmate. He explained Moran complete three- to four-mile walks an aver - that with encouragement from his doctors and age of a few times a week. Capt. David Clark of the family, he had been working on shedding pounds April Moran regularly runs and lifts weights, as for some time, without success. Hearing this, Leen does the tug’s entire crew. By special permission, offered Mottola the use of his rowing machine, Capt. Mike Gilbert of the Marci Moran exercises and the first mate decided to give it a try: with regularly at a gym at the Naval base in Hampton coaching from Leen, he began rowing regularly Roads. Much like the Gramma Lee ’s crew, these that February. It was rough going at first, Mottola crewmembers support each other’s efforts even reflects — sitting on the Erg, he could not even when they are not exercising together. In Norfolk, bring his knees together — but he pushed on. In however, the involvement of multiple crews on time, he began making such solid progress that he different vessels creates the added advantage of a had to keep a leather punch handy so that he wider collegial network. Word of interesting acc- could take in his belt a notch each time he lost sig - omplishments tends to travel through the fleet’s nificant weight. On December 18, 2011, Mottola grapevine, with the dockside buzz providing en- couragement and serving as a freewheeling forum for useful news and information. Above: Photographer Will Van Dorp captured These things have a way of snowballing, and chief engineer Steve Leen of the Gramma Lee T. both the New York and Norfolk crews now practice Moran as he rowed on the tug’s main deck in healthy nutrition as well. In both ports, the heal- New York Harbor in 2009. thy eating initiatives grew out of casual conversa -

27 tions in which crewmembers compared notes on crewmembers on their own time. Capt. Stroud the subject. Eventually, people decided to collabo - lends a hand by preparing homemade soups from rate, with the idea of generating enhanced moral healthy stocks. Remarkably, everyone in the crew support and more adventuresome menu choices. has largely eliminated cane sugar from his diet, Onboard the Gramma Lee there was no talk of diets, and has switched from soda to naturally flavored Joe Mottola says, just “good foods and bad foods; seltzers, and from chips to unsalted nuts. “We all power foods and foolish foods. We started eating eat lots of fresh fruit, whole grain cereal, and low- the power foods, laying off the carbs, and I slowly fat milk,” says Mottola. He summarizes thusly: started embracing a healthy lifestyle. It wasn’t hard “We cook healthy, we work out, we only buy to do because I did it casually, over time. I had — foods that are good for you. Our indulgences are and have — an incredibly supportive crew.” honey-wheat pretzels and almonds. There are no The crew’s cooperative ethos aboard the Gram- sweets on board.” ma Lee developed with a kind of slow-burning Steve Leen offers this advice: spontaneity, as an extension of the crewmembers’ “Right from the grub shop, don’t buy food that personal choices, but it now seems to evoke the energy and con - viction of a movement. Leen and Mottola are its most vocal spokes- persons. Capt. Stroud, for his part, champi - oned the cause; when he noticed that a shared dedication to fitness was fueling mounting solidarity among the crew, he joined the action and fanned the flames. “Capt. Stroud’s support for this crazy rowing and healthy-choice boat life” has been bedrock to the effort, Mottola says. Stroud had never before pur - sued an exercise program aboard a tug, but he now keeps a mini-stair-stepper onboard. The de- vice looks deceptively effortless to use — like a dual foot-pedal accessory for some other machine — but it commands effort ranging from vigorous to high - ly strenuous, in accordance with a user’s settings. The Gramma Lee ’s crew coordinates its exer - cise-related activities informally, by word of mouth. Its chief agent of motivation, after self-motivation, is camaraderie. Mealtimes aboard the tug, howev - er, are an organized affair — a morale-boosting powwow, mixing stimulating conversation and the inevitable witty banter. With a nod to the healthy life, Kapperman is the chief cook and meal plan - ner. He makes good grub, the crew says, and replaced much of the beef and pork in the tug’s menus with turkey, a lower-fat alternative. He keeps sodium to a minimum, as do the other

Above, clockwise from left: Joe Mottola vacation- ing in March 2011; with his motorcycle in April 2012; and after finishing a 5K run in June 2012. Opposite page, the Gramma Lee T. Moran crew in February 2013. Left to right: Joe Mottola, Capt. Carl Stroud, Steve Leen, and Chris Kapperman.

28 you know is not good for you; easy swaps shave fitness and safety, questions regarding roles and pounds and lower blood pressure — the biggest responsibilities are becoming more pressing. thing mariners can do to improve their health CEMS represents the epitome of current wisdom when working within the constraints of a watch on the subject, but it is only one of numerous pos - system is to remember the three C’s: choice, sible steps that could be taken to reduce accidents choice, and choice. and bolster the health of mariners. The Gramma “The habits we’ve adopted may not suit every - Lee and Norfolk crews were aware of all this when one,” Leen adds. “Nutritional and exercise regi - they took it upon themselves to exercise regularly, mens only make sense relative to a person’s indi - eat well and pool their knowledge, but it is clear vidual situation. People should talk to their doc - that they acted mostly out of deeply held personal tors before making big changes in diet or begin - convictions; no military commander or corpor- ning an exercise program,” he says, sounding ate manager directed them to engage with the unintentionally like an advertising disclaimer. challenge, or to inform the effort with research. In the matter of nutrition, the cooperative spi- In addition, TowLine ’s interviews with numer-

rit aboard the Gramma Lee is paralleled by the ous crewmembers revealed that they are apply - activities of the Norfolk crews. On the Jean Ture- ing savvy moderation in their nutritional choices camo , for instance, Charlie Hughes nailed his maj- and exercise regimes — they knowingly sidestep or weight loss partly by reducing his intake of car - fad diets and popular medical/scientific fallacies bohydrates and sugar. Hughes’s success assuredly that can undermine health by pushing people was aided by the company he keeps: his ship - toward unwise extremes. It remains to be seen mates, as well as his colleagues aboard the Lizzy B. whether these facts herald the beginning of a pos - Moran and Kaye E. Moran , all eat diets low in fat, itive new trend at sea — but they do reflect well on sugar and salt. the professionalism of mariners, even as ship - Viewed in historical perspective, the self-ini- board conditions such as motion, limited space, tiative of these New York and Norfolk crews is and the time constraints of watch standing pose emblematic of the progress mariners have made in challenges to anyone seeking to exercise regularly health and working conditions over the past two aboard a small vessel. centuries. In the United States, a succession of key “However tight the spaces on a tugboat may reforms driven by Congress, the Coast Guard, be, there is always time and space to exercise,” industry organizations, unions and shipping com - Steve Leen says. “You’ve got 12 hours off watch, no panies themselves has done much to improve commutes, and enough room to do something. working conditions for mariners since the steam A daily 40-minute workout will make an amazing age. At the same time, today’s public health trends difference in the way you feel, your energy level, and advances in medical science are presenting in- and how well you sleep.” creasingly complex challenges for mariners and And there are no side effects, unless you count their employers; as the industry learns in deepen - the sly nickname that now clings to Joe Mottola. ing detail about the relationship between health, His shipmates call him “Rowseph”. I

29 Lizzy B. Moran Is Christened in Maine

lizabeth Backus Barker says deckhouse compared with Moran’s earlier classes that she brimmed with excite- of Z-drive tractors. The tug is powered by two ment when she learned that MTU Model 16V4000, M61 diesel engines deliv - she was to be the namesake of ering a combined horsepower of 5,100 to twin a new Moran tug . She is not Schottel Model 1215 Z-drives. the first accomplished wom- For auxiliary power the Lizzy B. has two John an to be given the honor, but Deere 99 kW generators. The tug features ABS Lizzy, as her family called her FiFi Class-1 firefighting capability; powered by s growing up, has always had a two Caterpillar pump engines, its monitors can e Especial relationship with the water. deliver a 12,000 gallon-per-minute torrent. Ms. Barker, who now goes by “Liz”, was born The Lizzy B. Moran will serve the Port of Nor- n in Ann Arbor, Michigan in 1977. She attended folk [for news highlights about the Lizzy , see the high school in Springfield, Ohio, and spent many additional articles elsewhere in this issue]. o summers in Vermilion, Ohio on the banks of Lake The tug’s general specifications are: t Erie. There, with family and friends, she learned Length overall: 92 feet

s the ways of wind and water sailing and became an Beam: 32 feet experienced sailor. An interest in competitive sail - Draft, loaded: (Aft) 14(max.) e ing eventually led her to St. Mary’s College of Main engines: (2) MTU, 16V4000, M61 l Maryland, where she was named to the Honor- Z-drive model: (2) Schottel SRP 1215 i able Mention All-America Team in 1998. She re- Generators: (2) John Deere 6068, 99 kW ceived her Bachelor of Arts in Sociology and Firefighting pump engines: (2) Caterpillar C18, I

M Anthropology from St. Mary’s in 1999, and con - 12,000 GPM tinued to sail competitively as an avocation. At this writing she has sailed in five Rolex International Women’s Keelboat Championships, and, with her teammates Kate Keane and Jayme Ward, receiv- ed the The Frances McElwain Wakeman Sports - manship Award at the 2011 U.S. Women’s Sailing Championships. Liz has been married to Mark W. Barker, the president of Interlake Steamship Co., for eight years. The couple lives in Rocky River, Ohio with their sons Luke, aged six, and Eli, aged four, and the family dog, Tug. The Lizzy B. Moran was christened on Novem- ber 19, 2010 at the Washburn & Doughty ship - yard in East Boothbay, Maine. Liz Barker’s young- er sister, Sarah Midgley Kline, stood as sponsor for the honors; she has been not only a sister, but also a sailing crewmate and dear friend, Liz said. Ms. Kline broke the traditional bottle of “bubbly” over the tug’s bow and sent the vessel down the greased ways with a grin and a prayer. The Lizzy B. Moran was designed and built by Washburn & Doughty as a twin screw, reverse trac - tor tug. It is 92-feet in length overall, with a 32- foot beam. Like all 92-foot FiFi-equipped tugs built for Moran, the Lizzy B. has an enlarged

At right: Liz Barker aboard the Lizzy B. Moran at its christening.

30 James A. Moran Is Christened, Raising the Bar for Crew Accommodations

The tugboa t James A. Moran was christened on Oct- also grew up in Darien, is a graduate of the Univer- ober 27, 2011 at the Washburn & Doughty shipyard sity of Vermont and Case Western Reserve Univer- in East Boothbay, Maine, marking the beginning sity. She is an avid football fan, and the first woman of a new class of escort tug for Moran. The new 93- to be named director of the Darien Junior Football footer, which follows in the wake of a successful League. She and Jim have three sons. series of 92-foot tugs built for Moran by Washburn The James A. Moran sets a new standard for & Doughty, is the twenty-third Moran tug built by Moran’s growing fleet of Z-drive escort tugs, not the yard. only with exceptional tracking capabilities owing Addressing the event’s crowd of well-wishers to its deep forward keel, but also by virtue of its prior to the launch, Bruce Doughty, president of broad, 38-foot beam. Moran opted for the wide Washburn & Doughty, said, “Moran has brought beam to increase stability in support of the tug’s 6,000 horsepower. The company had also become aware, through employee surveys, that Moran crews would value more living space onboard vessels. Finding such space within the architecture of Mor- an’s previous Z-drive class would have been impos - sible, given the older design’s narrower beam and its inclusion of FiFi equipment. The James A. was therefore designed with a new hull form, which readily enabled a substantial expansion of crew quarters. The upgrades include an expanded gal - ley, larger crew cabins and a day-head. Up in the wheelhouse, visibility has been dra - matically improved, with 5-foot-deep pilothouse windows replacing the 3-foot design of Moran’s older tugs. And while it is virtually the same over - all length as Moran’s earlier, 5,000-hp 92-footers, the 6,000-hp James A. Moran is deeper in the stern, to accommodate larger, heavier drive units. The James A. will serve in the port of Savannah. Moran’s partnership with Washburn & Doughty in designing and building the tug leaves both com - panies squarely situated in the top tier of tugboat more jobs to East Boothbay over the last few years innovators worldwide. than any politician is ever going to bring.” His com- The James A. Moran ’s general specifications are: ment was met with smiles and applause by all pres - Length overall: 93 feet ent, including Moran’s chairman and CEO, Paul Beam: 38' R. Tregurtha, who later confirmed that as of that Draft, loaded: (Aft) 17' (max.) day Moran had three more new tugs under con - Horsepower: 6,000 (continuous) struction at the yard. Main engines: (2) MTU, 16V4000, M63L, Tier 2 The James A. Moran is named for James A. Z-drive model: (2) Schottel SRP 1515-FP Barker, the son of Mr. Tregurtha’s longtime busi - Fuel capacity: 28,000 gallons ness partner James R. Barker. Born in Cleveland, Line winch, bow: Markey DEPC-48 w/ 9" X 400' Ohio, the younger Mr. Barker (who goes by Jim) Samson Amsteel Blue Line (12 X 12) with 100' graduated from Franklin Pierce University and pennant of same material spent much of his youth in Darien, Connecticut, Capstan, stern: Markey CEW-60 where he was an All-State football player. Never far [For additional information and photos, see the from the water, Jim also lobstered before becom - article on page 4 of this issue.] I ing involved in shipbuilding. He now runs the pas - senger ferry company Seastreak. The christening honors for the James A. Moran At left: James A. Barker and his wife April at a pre- went to Jim’s wife, April Barker. Mrs. Barker, who launch party for the James A. Moran .

31 Mark Moran , Whose Namesake Is Brother to James A. Mora n’s, Is Christened

On March 8, 2012, for the second time within a five- tions below. The design of the tug’s poop deck also month period, members of the Barker family gath- opens up space below, increasing the freeboard aft ered at the Washburn & Doughty (WD) shipyard in and allowing exceptional headroom in the mach- East Boothbay, Maine to celebrate the christening in ery space housing the stern drives. of a tugboat named for one of their own. The Mark Another advantageous design feature of the Moran , a docking and escort tug, was launched at Mark Moran is its so-called “keel window,” a hollow high tide. The tug is named after Mark Barker, the younger brother of James A. Barker, the namesake of the James A. Moran , which was launched at the WD shipyard in October 2011. The brothers are sons of James R. Barker, Moran’s vice chairman. Mark Barker is president of the Interlake Steam- ship Co., and serves as executive vice president of Mormac Marine Group. Together with its affiliate Lakes Shipping Co., of Richfield, Ohio, Interlake operates nine Great Lakes vessels, including four 1,000-foot, 127,000-ton self-unloading bulk carri - ers. Interlake is also affiliated with Mormac Mar- ine Group, Moran Transportation, and Seastreak, an operator of high-speed ferry lines connec- ting points in New York, New Jersey, and Mass- achusetts. Mr. Barker also serves on the boards of Moran Towing Corporation, the Great Lakes Historical Society, and Great Lakes Science Center, and holds opening at the aft end of the keel. The skeg void a seat on the Council of the American Bureau of is filled with cooling water for the tug’s generators, Shipping. He was educated at SUNY Maritime, and serves as a keel cooler. To enhance the tug’s where he earned a BE in Marine Engineering indirect towing forces and overall maneuverability, and an Unlimited Third Assistant Engineer lic - the forward-mounted skeg helps keep the lateral ense, and at Case Western Reserve University’s center of area of the underwater hull as far for - Weatherhead School of Management, from which ward as possible. he holds an MBA. He lives in Rocky River, Ohio As versatile as it is comfortable, the Mark Moran with his wife Elizabeth and two sons. will proudly serve in the Port of Baltimore, becom - Measuring 86 feet in length, the Mark Moran, ing Moran’s second Z-drive ship docking and es- a Capt. Jimmy T. Moran –class tug , is a shorter vessel cort tug at the port. than the 93-foot James A. Moran , but features a simi- The tug’s specifications are: lar broad beam. The beams on both tugs are wider Length, overall: 86 feet than those of Moran’s previous Z-drive classes. Beam: 36' The wider design not only allows more horsepow - Draft, loaded: 14'9" er, but also enhances stability and enables more Horsepower: 5,100 (continuous) spacious crew accommodations, along with im- Main engines: (2) MTU, 16V4000, M61, Tier 2 proved overall comfort. The Mark Moran ’s archi - Z-drives: (2) Schottel model SRP 1215 FP tects used the extra space to expand the galley and Fuel capacity: 30,668 gallons mess area, crew cabins, and heads. Line winch, bow: Markey DEPC-48 w. 9" X 500' To maximize space in the Mark Moran ’s engine Amsteel Blue Line room, Moran chose MTU engines, which have a Capstan, stern: Markey CEW-60 smaller footprint than other marine diesel engines [For additional information and photos, see the of comparable horsepower. The resulting extra article on page 3 of this issue.] I space makes the tug’s engines and other machin - ery easier to monitor and access while operating, and simplifies routine maintenance and repair. Above: Mark Barker with his sons, admiring the These advantages greatly improve working condi- Mark Moran shortly before its launching.

32 Kat ie T. Moran Is Christened in East Boothbay

The ship docking and escort tug Katie T. Moran tle of champagne on the new tug’s bow, to a cho - was christened on July 26, 2012 at the Washburn rus of cheers and applause. The ovation continued & Doughty shipyard in East Boothbay, Maine. as the vessel slid down the ways and splashed down The new tug, designed by Jensen Maritime Con- in high tide on the Damariscotta River. sultants, of Seattle, Washington, is named for Katie The Katie T. Moran is 86 feet overall, with a Tregurtha, the daughter of Moran president Ted beam of 36 feet and a fully loaded draft of 16 feet. Tregurtha and his wife Marci. Katie is the grand - Like other tugs designed for Moran by Jensen daughter of Moran chairman and CEO Paul Tre- Maritime, the Katie T. has been designed with gurtha and his wife Lee. crew comfort in mind; her crew accommodations A 2009 graduate of Ridgefield High School in match those of the Mark Moran , which accommo - Connecticut, Katie is a senior at Cornell Univer- dates six and was christened at this same shipyard sity, where she is pursuing a double major in psy - earlier in 2012 . chology and Honors English. She is a member of The tug has a window keel for ease of drydock- Delta Gamma sorority, and volunteers for a men - ing and a forward skeg to ensure lateral stability. toring program through the Ithaca, New York 4H She is powered by twin Detroit Diesel 16V4000, program. In addition to her studies, Katie enjoys M61s, which are Tier 2 engines, delivering 5,100 playing tennis and reading. (continuous) horsepower to two Schottel SRP Katie’s mother Marci broke the traditional bot- 1215FP Z-drives. Bollard pull is 68 short tons. The Katie T. ’s deck equipment includes a Markey foredeck winch. Below: The Katie T. Moran as it slid down the The Katie T. Moran will serve in the Moran ways at the Washburn & Doughty shipyard. Norfolk fleet. I Inset: Katie Tregurtha.

33 Annabelle Dorothy Moran , a Tractor Tug, Is Christened

Moran’s newest Z-drive docking and escort tug, making, including remarks by Washburn & Dough- the Annabelle Dorothy Moran , was launched into the ty partner Bruce Doughty, Moran chairman and Damariscotta River from the Washburn & Doughty CEO Paul Tregurtha, and Moran president Ted Associates shipyard in East Boothbay, Maine on Tregurtha. The mood was buoyant: here were two October 19, 2012. companies whose association has produced a fleet The tug is named for Annabelle Dorothy Cros- of remarkable vessels — this latest one a sleek key, the daughter of Dory and Tom Croskey and Capt. Jimmy T. Moran –class tug — adding yet granddaughter of Lee and Paul Tregurtha. Anna- another asset. belle is from Shorewood, Minnesota. She graduated Captain James Tregurtha, the brother of Paul, summa cum laude from Minnetonka High School joined the celebration as a special guest. A veteran in 2011 and is currently in her sophomore year at submarine commander, he is himself the name - Cornell University, where she is studying biology sake of a Moran tug, the Capt. Jimmy T. Moran . and psychology. A member of Alpha Phi sorority, Dory Croskey did the christening honors, with Ms. Croskey is also an all-around athlete who en- a blessing and the traditional breaking of the bot - joys running, tennis, and soccer. She completed tle on the new tug’s stem. Moments later, the Anna- her first marathon in Duluth, Minnesota, in June belle Dorothy Moran was afloat on the river, having 2012, finishing in four hours and twenty minutes. slid effortlessly down the slick ways. On the eve of the christening, family and Designed by Jensen Maritime Consultants of friends gathered at Boothbay Harbor’s Thistle Inn Seattle, Washington, Annabelle Dorothy Moran is the to share dinner; the party has become something 26th tug built for Moran by Washburn & Doughty. of a pre-launch tradition for Moran’s Maine chris - The tug is 86 feet overall with a 36-foot beam and tenings. The following afternoon, guests toured a draft of 14'9". Powered by twin EMD16V4000 the impressive new tug as shipyard workers pre - M61 Tier 2 engines driving two Schottel SRP 1215 pared for the launch. With high tide approaching, FP azimuthing stern drives, it is rated A-1 Towing, the festivities turned to the familiar rite of speech- @ AMS, escort rated. The foredeck winch is by Mar- key. The tug’s bollard pull is 132,240 lbs. Following sea trials, the Annabelle Dorothy Mor- Below: The Annabelle Dorothy Moran after an joined the Mark Moran and the Harriet Moran launching. Inset, Annabelle Dorothy Croskey. in serving the Port of Baltimore. I

34 Grover Sanschagrin, 192 0–201 0: An A pp reciation

When authoritative people in the maritime indus- try reminisce about working with Grover Sans - chagrin, they often speak in superlatives. Captain John Burton-Hall of the Queen Elizabeth 2 called Capt. Sanschagrin, who died in October 2010 at the age of 90, “the best pilot on the river.” Capt. Robert Flannery, president of the Metro Pilots Association, called him “the most respected man in New York Harbor,” and “a living legend” (the quotes are from a Newsday obituary). e

l To inquire into Grover Sanschagrin’s profes - sional life and times is to learn that neither p Capt. Burton-Hall nor Capt. Flannery was exag - gerating. “They used to call him ‘The Maestro’,” o Capt. Flannery has said, “because he rode a ship like a maes tro conducts an orchestra. There was e nobody better.”

P What to make of such free-flowing praise? Well, to begin with, the musical metaphor favored by Capt. Sanschagrin’s admirers can be expanded . Grover Sanschagrin — like another celebrated “maestro,” by the name of Mozart — was born into a family that was practicing the profession in which he would later display prodigious gifts. Mozart, who first played the clavier at the age of four and composed at the age of five, had a father and an older sister who were musicians. Capt. Sanschagrin, who worked his first watch on a barge at age 14 — comparably early, by maritime standards — had a father who was a tug and barge captain working the canals in upstate New York, and a grandfather who was a seaman. Grover’s son Dennis Sanschagrin says that his father was in fact born on a barge, in Canada. One can only speculate about the role early childhood experi - ences might have played in forming Grover’s preternatural talent, but such beginnings can’t help but seem significant when viewed through the prism of the career that followed. Grover Sanschagrin worked for Moran for 64 years. His family had moved to New York City Company of New York City when Moran happen- when he was around 10 years old, and as a teen- ed to purchase it. The first Moran-insignia tug on ager he had apprenticed on barges for his broth - which Dennis remembers his father working was er-in-law while attending P.S. 29 in Manhattan the Alice M. Moran , a steam tug that tied up at during the winters. He worked his way up to barge captain, and then became a deckhand and mate on tugs. His career at Moran was the result Above: Capt. Grover Sanschagrin in an undated of chance: he was working for the Meseck Towing photograph from the 1960s.

35 23rd Street in Brooklyn. Moran wasted no time in career reached maturity, “he had it all in his recognizing Sanschagrin’s gifts, and by the age of head,” Dennis reflects. And there was a second key 23 he had become captain of a tugboat. Not long ingredient in Grover’s success: his demeanor. “He afterward, in 1953, he set his sights on becoming was calm, he was thoughtful, he was a clear com - a docking pilot. His interest municator and he never, and ambition were pointed - never got flustered,” Mr. ly specific: he wanted to di- Moran has said. Capt. Bob rect ships in and out of their Stewart, who was a Moran slips, and had no interest in tug captain in New York piloting escort runs. He liked Harbor for a number of the challenge of maneuver - years, often worked with ing “where inches count,” Capt. Sanschagrin and re- he once said. Moran threw members him as a person- the full weight of its support ality that left an indelible behind him, and once Sans- impression. “He was a pleas - chagrin secured the neces - ure to work with — calm and sary licensing the company They used precise, and always a gentle - promoted him to docking “ man. We would do anything pilot in the Port of New York/ [any maneuver] he asked — New Jersey. to call that’s how much we trusted The rest, as the saying him.” Dennis Sans chagrin, goes, is history. Appointed who worked for Moran as a the youngest docking pilot him ‘T he dispatcher and was also its in the history of New York marine superintendent, says Harbor, Capt. Sanschagrin that his father’s signature embarked on a career in Maestro’, combination of consummate which he guided more than skill and cool-headed affa - 40,000 ships to their berths, bility won him the friend - says Ned Moran, Moran’s bec ause ship and respect of countless senior vice president of har - colleagues and co-workers. bor operations. He was the Repeatedly featured on cam- most sought-after docking he ro de a era in a History Channel doc- pilot in New York Harbor. umentary on the tugboat “[He] docked more ships in ship li ke industry, Grover Sanschagrin New York than anyone else may have been the closest ever has, and it doesn’t ap- thing to a “rock star” the pear to me that record is a maestro sedately grounded maritime ever going to be broken, giv- industry has ever produced. en his tremendously long Once, Dennis recalls, he ac- time on the job,” Mr. Moran conducts an companied his father as he told Newsday in 2010. (The boarded the S.S. Rotterdam , reduced number of ships about to guide the ship out docking in New York in re- orc hestra. of a slip along the Hud son cent years was also a factor, River. At the time, pilots usu- Mr. Moran added.) “His ally wore a suit and tie to safety record was perfec - work. Grover had a fondness tion. Not a single accident for fedoras as well, and al- was ever attributed to Capt. ways came to work impecca - Sanschagrin’s commands,” bly turned out. The young Mr. Moran said. Dennis Sanschagrin was im- Capt. Sanschagrin’s know- pressed as a crowd of long - ledge of river terrain and shoremen on the dock part - tidal behavior in New York ed to make way for his father, Harbor was by all accounts ” as if Grover were a revered encyclopedic, and unrivaled in its fluency and visiting dignitary. This was not mere politeness, depth of detail. Like all docking pilots, he had Dennis observes; these hardboiled men, who were assiduously studied charts, Dennis Sanschagrin not known for indiscriminately lavishing courtli - says, “but piloting is a profession in which there is ness on any well-dressed nabob who happened no substitute for experience.” By the time Grover’s to wander by, knew who Grover was. Their com-

36 portment in this instance was something akin to his minions. A good candidate for that distinction a salute. might be a dead ship tow that stands out in Dennis Capt. Sanschagrin was often the docking pilot, Sanschagrin’s memory. The trip was from Montreal and Moran’s ambassador, for voyages of some of to Sturgeon Bay, Wisconsin via the St. Lawrence the great new passenger liners of his day — mag - Seaway and the Great Lakes. The ship, a decom - nificent ships like the S.S. France , the Rotterdam , and missioned Maersk freighter, was to be towed by the Cunard’s Queen Elizabeth 2 . He regularly docked Sheila Moran and Amy Moran , carrying a combined older, established legends like the Queen Mary , the crew of fifteen, to a shipyard in Sturgeon Bay for Queen Elizabeth and the S.S. United States as well. refurbishing. It would then be donated as a train - And he of course guided numberless container ing vessel to SUNY Maritime College, in Fort ships, ROROs and other freighters — the less Schuyler, New York. Towing a dead ship is no glamorous but equally essential cargo sector. cruise, even in calm weather on open sea; in the Cunard insisted that Sanschagrin be the docking Seaway locks, and on the Welland Canals and the pilot assigned to all of its ships calling at New windswept Great Lakes, it is the kind of seesawing York. Still another maritime institution, the Un- arabesque that gives mariners the heebie-jeebies. ited States Navy, stipulated that Sanschagrin was As if the dauntingly intricate line-handling chal - to be the assigned docking pilot for all of its air - lenges weren’t enough, the formation encountered craft carriers transiting through New York’s Verr- a fierce storm on Lake Ontario, and had to sit azano Narrows. Dennis Sanschagrin and Capt. out the danger until it was safe to proceed. Den- Stewart recall that from around the 1950s through nis, who was on the ship’s bridge with Grover, the early ’70s, the Navy would occasionally send vividly remembers the sheer complexity of it all. decommissioned aircraft carriers up from Hamp- Once again, the transport of the ship was complet - ton Roads, Virginia, to Kearny Point, New Jersey ed without incident. for shipbreaking. On one such run, Grover and Stories about Grover abound, forming a vivid Bob Nielsen, another well-regarded Moran dock - oral history of a career built on unsurpassed nau - ing pilot, boarded a carrier when it reached the tical skill tempered by an easygoing command Narrows. Aircraft carriers retired during that era style. His genial confidence was infectious; he could ranged to a maximum length of about 888 feet, be downright mesmeric. These qualities made him with beams that reached a maximum of 147 feet. a magnet for the industry’s most demanding or im- They were already being surpassed in size by lux - portant assignments. Executives, dispatchers and ury liners like the France , but were still quite a captains constantly asked for him. One week he’d handful in Newark Bay. At the time, ships on the be in Nassau, the Bahamas, acting as a consultant final approach to Kearny had to pass under a rail - to Holland America or some other cruise line that road drawbridge, the Newark Bay Drawbridge (not needed to figure out the best approach for its lin - to be confused with the Newark Bay Bridge, a much ers docking in the region. The next, there he’d be larger structure in use today). The carrier that Sans- on the East River, guiding fully loaded tankers chagrin and Neilsen were piloting, moving in for - with a 30–35-foot draft all the way up through mation with Moran’s towing and escorting tugs, Hell Gate. You had to hit Hell Gate at slack water, would have a hair-raising four to five feet of clear - Dennis rec ollects. Asked whether his father had a ance on either side of the ship as it transited under vulnerable side, he replies that “[Grover] served in the bridge: the mariners would in effect be thread - the Second World War, but never talked about it.” ing an infrastructural needle with a waterborne Grover lived with his family in Oyster Bay, New object displacing approximately 30 tons. One wrong York. He was married to his wife Jacqueline for move, and they might deal who-knows-what dam - more than 30 years, and between them they had age to the bridge supports. Sanschagrin and Niel- eight children, 24 grandchildren and 19 great- sen had stationed themselves on either side of the grandchildren. When Grover was not working at flight deck, recalls Stewart, who was captaining one his maritime job, he liked to work with wood, his of the seven tugs that were servicing the carrier sons say. He was an accomplished carpenter, who (five had joined the original towing and escort tugs built his own house and crafted numerous pieces in the Narrows; they peeled off before the draw - of furniture. A month before he died, he had gut - bridge and later rejoined the formation). This was ted a bathroom in his family home and was retil - the only time, Stewart says, that he ever heard any ing it. A man of seemingly boundless energy, he variation in Grover’s famously steady baritone: for was also a partner in his son Grover Jr.’s restau - just a fleeting half-second, the voice seemed to hit rant, Grover’s, in Locust Valley, New York. the soprano register. But it was not enough of a Capt. Sanschagrin continued to consult for squeak to betray serious nervousness, and the men Moran after he retired. In the wake of his unpara- eased the hulking ship through without incident. lleled service, he left a noble professional legacy: the Interestingly, the carrier docking did not rep - many people he mentored and inspired. It sprang resent the ultimate level of difficulty for Grover and from a life well lived. I

37 Paul Tregurtha and James Barker Receive Silver Bell Awards

The Seamen’s Church Institute (SCI) jointly hon - Moulin and Bruce Paulson of SCI steered clear of ored Paul R. Tregurtha and James R. Barker with historicizing, as did Messrs. Tregurtha and Barker its Silver Bell Award last June 7th, at the 35th Ann- in their speeches. They instead marked the occa - ual Silver Bell Awards Dinner in New York City. sion by reflecting on how recent corporate consol - The event, a charity fundraiser entitled “Unsung idation and modernization at Moran and Inter- Heroes”, saluted multitudes of maritime industry lake typify the hard work of the entire maritime workers whose contributions to the daily lives of industry. Expanded roles for safety management, average citizens are often overlooked. Mr. Tregur- information technology, and marine technology tha, who is Chairman and Chief Executive Officer have enhanced the capabilities and culture of both of Moran, and Mr. Barker, who is Chief Executive companies, and indeed the industry itself, Mr. Tre- Officer of Interlake Steamship Company, were feted gurtha said. He went on to thank SCI for provid - for their longtime championship of the cause. ing training, safety and care that give the industry The two men are longstanding partners in Mor- “happier, better-trained crews.” Both he and Mr. mac Marine Group, Moran, Interlake, and Sea- Barker highlighted the importance of the indus - streak. They shared the Silver Bell limelight with a try’s deeply ingrained, multifaceted services to the third honoree, the Right Rev. Mark S. Sisk, who world of international commerce, and, by exten - received a Distinguished Service Award. All three sion, the worlds of individual consumers. men made speeches. The awards dinner raised a tidy $865,000 in The Silver Bell dinner is traditionally a warm donations, which will be used to fund SCI’s num- and lighthearted interlude for honorees and guests, who relish unwinding in its breezy atmosphere away from workday pressures. In his remarks for the occ- asion, Mr. Tregurtha recounted how he and Mr. Barker were college buddies at Harvard Business School, whose paths diverged after graduation. They were reunited when Mr. Tregurtha joined Moore McCormack Resources, where Mr. Barker was chairman and CEO, as vice president and chief financial officer. Mr. Tregurtha later became president and chief operating officer. After 1988, the two executives joined in their own company, Mormac Marine Group. Neither man could have guessed that, including their association at Moore McCormack, they would work together for more than 40 years and counting. The partnership has far exceeded the typical lifespan of such relation - ships in the business world, Mr. Tregurtha said, and he and Mr. Barker have benefitted greatly from combining their knowledge and experience in the shipping and natural resources industries. erous programs supporting mariners and working The evening’s 800 guests included many mar - waterfronts. The Institute’s long history is legen- itime industry luminaries, and the crowd needed dary in the maritime world, and its mission has no introduction to Moran’s and Interlake’s reputa - grown more diverse with time; its programs cur - tions. In their welcoming remarks, Richard T. du rently support not only seamen’s rights and wel - fare — advocacy and services that have made it a haven for both local and visiting seamen — but Above right: Paul Tregurtha and James Barker are also more global, universal issues like the thwart - flanked by The Rev. David M. Rider (left) and ing of piracy and the promotion of maritime safe - Richard du Moulin (right). ty through training and education. I

38 Bob Stewart, Moran Portsmouth Vice President and GM, Retires

Bob Stewart, who has been “messing about in boats” the midwatch, and at home,” he says. The effort for the last seven decades, retired from his position paid off: his first license was a 1,000-ton Mate, at Moran last July 16 after 41 years of service to the Freight and Towing ticket, which he received in company. The 80-year-old Mr. Stewart, a passion - 1973 along with a pilotage endorsement from Great ate sailor, skier, and professional mariner, is not Boars Head, New Hampshire to Sandy Hook, New planning to slow down. Jersey. “I had to know every major light along that Stewart, an alumnus of Boston University Coll- coast by heart,” he says. “And the exam was the ege of Liberal Arts, studied economics and went on most difficult test I have ever taken.” to teach mathematics at a private school in Conn- His move to Portsmouth, New Hampshire came ecticut. He joined the United States Air Force in in November 1990. Living in Gloucester, Massa- 1953, and after his discharge in 1956 took a break chusetts, he had spent decades commuting to New York, Connecticut, and New Hampshire; finally, he was permanently assigned to Portsmouth. Assum- ing that the job would be on a tug, he was pleased to learn that he was to become general manager of the company’s operation in the port. He soon moved to Portsmouth, to be closer to the dock, and continues to live there today. For an avid skier and sailor, the assignment to Portsmouth was a dream come true, Stewart recalls. Not only was he close to prime ski areas in the White Mountains, but he also could spend more time sail - ing his classic 43-foot pilothouse sloop, the Adri- anee . He recently stopped skiing — “Mostly out of boredom,” he says, “and I did not want to blow out my knees” — but he still actively sails and races. He has completed a number of Newport Bermuda and Marblehead Halifax Races, and raced in this year’s Newport Classic Yacht Regatta. He prefers to ski the slopes of France, Switzerland, and Aus - offshore racing to day races; “I want the challenge tria. Upon returning to the United States, he took of going somewhere, not just racing around the a job as an extra deckhand on a tug working an buoys,” he says. Oswego, New York to Chicago, Illinois run. The tug At his retirement dinner last September in was the Anne Moran . Stewart also logged some tours Stamford, Connecticut, Stewart basked in a deluxe that year on the Nancy Moran , working in Boston send-off from his colleagues and friends at Moran. Harbor and on New Hampshire’s Piscataqua River. All of the company’s senior executives and port Not yet sure what he wanted career-wise, he left to managers were there. Ned Moran presented him take a job as a sales analyst with a firm in Boston. “It with an elegant clock, and a plaque that held a rep- was boring,” he now says of that experience. lica of the remote control Stewart had used for He decided to continue teaching, and earned a years to open the front gate at the Moran yard Masters degree in mathematics from Wesleyan Uni- in Portsmouth. versity. He enjoyed the teaching profession, he says, Currently, Stewart is keeping busy with boat- but eventually found himself yearning to go back to related projects. He hopes to become a volunteer sea. In 1971, he returned to Moran; this time, the math tutor in the Portsmouth public school system hitch marked the beginning of a more than four- this winter. Seasoned teaching experience, big-time decade maritime career. mathematical mojo, and maybe even some seafar - A natural sailor and seaman, Stewart came to ing yarns await any takers. I Moran without any formal maritime training; he entered the industry, as the saying goes, “climbing up the hawsepipe.” He studied for his license “in Above left: Bob Stewart in Portsmouth last various galleys during the midnight to 0600 watch, September.

39 Pat Ben nett Retires fr om Corporate Sa les

Pat Bennett, a longtime member of Moran’s sales friendships with agents and customers along the team, retired in December 2012 after 31 years of way, she says. service to the company. Her Rolodex file would soon fade into obsoles - Ms. Bennett joined Moran in 1981, as an ad- cence, replaced by a personal computer. “I remem- ministrative assistant at Curtis Bay Towing, which ber that when Ned Moran came to Baltimore in was then a wholly owned subsidiary of Moran. 1987 to replace Malcolm, who had become presi - Working in Baltimore, she reported to Curtis Bay dent of Moran, we were using ledger cards with president Malcolm MacLeod, and worked close- customers’ information. Ned recognized the value ly with Paul Swensen in the Sales Department. of what was then new technology, and ordered our Responsible for inside sales at Curtis Bay’s home first PC-based computer system.” It fell to Ms. Ben- ports in Baltimore, Philadelphia and Norfolk, she nett to help construct a Mid-Atlantic sales data - rose within two years to the position of manager of base using the new computer. international sales, and soon thereafter was pro - Curtis Bay was folded into the Moran brand moted to assistant vice president. Working collab - in 1988, its tugs repainted and the Curtis Bay oratively with Moran’s Connecticut-based sales name retired. In 1999, Ned Moran moved back to team, she helped maintain a fertile network of Moran’s corporate headquarters, becoming the company’s senior vice president of harbor opera - tions. Ms. Bennett decided to take a hiatus from sales, working for a year as TowLine ’s editor-in- chief. She later returned to the corporate sales team as a sales manager reporting to Jim Murray, Moran’s vice president of sales, and continued in that capacity on a part-time basis for the next 12 years. Over the years, she says, she observed many changes as Moran continued to grow, adding additional ports of service and state-of-the-art equipment to its fleet. “Moran is an innovative and progressive company that recognizes what is needed in order to remain competitive and re- spond to customer needs,” she asserts knowingly. Amid the drumbeat of change, she says, there was also “a consistent element that thankfully never changed: Moran’s business philosophy and integrity.” Looking back, she feels “gratitude, affection relationships, producing sales that contributed and pride,” she says. “This is something people integrally to Moran’s growth. One of her responsi - always say at their retirement, but I mean it sin - bilities was to liaise with Moran’s network of inde - cerely. I’m extremely fortunate to have worked with pendent foreign representatives, who fed he r Malcolm, Paul, Ned and Jim specifically, but I pivotal leads that she developed into contracts. learned something from every employee at every The job required tenacity, she reflects. “Some- port. Moran employs first-class people, and they times, you’d be chasing one ship — other times it feel more like family to me than fellow employees.” might be four, from different companies, calling at What will she be doing now that she’s retired? different ports.” Either way, she tirelessly worked Some hiking and biking with her husband along her grapevine of contacts within Moran and the Maryland’s Northern Central Railroad Trail, she industry, keeping relationships well oiled and teas - says, and probably some volunteer work with the ing out nuggets of information that translated to Maryland Rescue Dog Walkers Group. “Maybe competitive advantage. She formed many close even some travel,” she says. I

40 The White House Names Capt. ing the safety and reliability of the industry and the Bert Swink a Champion of Change nation’s distribution system. Captain Swink, a graduate of the United States Bert Swink, a captain of the Lizzy B. Moran , has Merchant Marine Academy, has worked in the in- been named a White House Champion of Change. dustry for eleven years and has been with Moran He is one of 20 men and women working in the for the last seven. He began at Moran as a deck - U.S. transportation industry who received the hand, and rose to the rank of Captain. He is also honor at the start of National Transportation Week a reserve officer in the U.S. Navy. in May 2011. The honorees represent a diversity of careers within all modes of trans portation. Ned Moran Appointed to the Champions of Change is a White House pro - Marine Board of the National gram that acknowledges the contributions of Research Council individuals who, in the Administration’s words, “embody the Ned Moran, Moran’s senior vice president in char- concepts of ‘in- ge of harbor operations, has been appointed to novate, educate the Marine Board, a branch of the Transporta- and build’ ”. The tion Research Board (TRB) of the National Acad- honor is be- emies. The Academies — consisting of the Nation- stowed on indi - al Academy of Sciences, the National Academy of vid uals from a Engineering, the Institute of Medicine, and the broad swath of National Research Council (NRC) — collectively Amer ican life, act as an independent body of consultants advis - within basic cat- ing the United States Congress on some of the egories defined Nation’s most pressing scientific, medical and tech - by the program. nical challenges. They are nonprofit, Congression- Capt. Swink is a ally chartered institutions. Trans portation The Transportation Research Board is a divi - honoree; other sion of the NRC. It is staffed by experts from aca - categories have demia, private enterprise and the public sector, included Small facilitating a mix of knowledge and perspectives Business, Rural emanating from both theoretical study and app- America, Veter- lied practice. The Academies’ boards and commit - ans, NASA In- tees are enormously influential; in the United novators and States, they have been instrumental in expediting Clean Energy, the launching of initiatives ranging from major among many innovations in transportation safety to the success - others. ful sequencing of the entire human genome. The White The Marine Board, formed in 1965, is an inter- House conducts nationally recognized source of expertise on mar - “Winning the itime transportation and marine engineering and Future” Round- technology. It is tasked with providing evaluations tables for every category, in which all honorees are and advice concerning safety, efficiency and envi - invited to participate. The Transportation round - ronmental responsibility in the operation of the table was held May 16, 2011 at the White House. Nation’s marine and maritime industries. Its activ - In a discussion led by Deputy Secretary of Trans- ities include identifying research needs and pro - portation John Porcari, honorees and other par- viding a forum for the exchange of information. ticipants focused on common challenges across The Board’s research and evaluations encompass the workforce, especially the creation of job new technologies, laws and regulations, econom - opportunities and the maintaining of standards ics, the environment, and other issues affecting of excellence in transportation-related industries marine transportation systems, port operations, and professions. coastal engineering and marine governance. Captain Swink used the opportunity to express The Marine Board works in close cooperation the towing and marine transportation industry’s with other NRC boards and Government agencies appreciation for the Administration’s support of on areas of mutual interest. Recent activities and the Jones Act , a Federal law that provides a founda - studies have covered such topics as: the Deepwater tion for domestic job opportunities for mar itime Horizon blowout and oil spill; naval engineering workers. His remarks also highlighted the role the in the 21st Century; offshore wind energy installa - industry plays in delivering critical products, and tions; Aleutian Islands risk assessment; and work - the importance of ongoing education in maintain - er safety on offshore energy structures.

41 Samantha Droop Attending the Seamanship I (the latter course includes training United States Naval Academy aboard a Yard Patrol boat). She also trains daily with the tennis team, and carries additional courses Samantha Droop, the daughter of Ron Droop, Vice stemming from the Academy’s regimental core re- Pr es ident and General Manager of Moran Savan- quirements. With her strong math background, she nah, was accepted at the United States Naval Acad - plans to pursue an engineering major. emy last spring and is currently a plebe in the Samantha recently told her father that “Mid- school’s Class of 2016. shipmen work as a team and support each other in Compared with other institutions of higher succeeding to be a leader.” Annapolis’s venerable learning, Annapolis, as the Academy is commonly alumni roster evinces the success of that spirit: it known, has an exceptionally lengthy and rigorous includes its share of leading engineers, as well as top admissions policy. To gain acceptance, candidates military brass; a U.S. President; Cabinet members; must not only meet elite academic standards and ambassadors; congressmen; senators; state gover- nors; an astronaut, and two Nobel Prize winners. Crystal Ward Kent and Denise F. Brown Publish Tugboat River Rescue! , a Children’s Book Children’s books about tugboats generally run the gamut from soft, squishy parables for the pre - school-to-kindergarten set (think Little Toot ) to grittier tales and industry portraits aimed at older children. Now, from the writer Crystal Ward Kent and illustrator Denise F. Brown, comes a fresh app- roach: a softcover that is essentially an illustrated piece of journalism for children. The book’s subti - tle says it all: Tugboat River Rescue! The true story of a tugboat rescue on the Piscataqua River is in fact plucked from 2012’s news headlines. Ms. Kent tells the story in captivating detail, en livening its key background elements and con - sequential facts with mounting suspense and be hind-the-scenes revelations. Her voice is that of a reporter more than a teacher or preacher, yet complete an interview process, but also must re- young minds will ceive a Congressional nomination and pass a have no trouble physical. Students who agree to join the Navy or grasping the sto- Marine Corps for a minimum of five years upon ry’s inherent life graduation receive a full scholarship; those who lessons. The book pursue other careers — the school prepares stu - is designed to dents for many — pay tuition. Students decide appeal to a wide whether to accept a military commission at the age range, al- commencement of their junior year. though anyone Ms. Droop initially was pursued by Navy reading it to Tennis Coach Keith Puryear, who was eyeing her young children may want to interject with expla - for the Academy’s Division I team. She became nations of its more advanced vocabulary — words increasingly interested in the Academy after visit - like “upriver, ” for example. ing, and placed continued emphasis on the admis - Ms . Brown’s illustrations are stylishly colorful sions process. and imaginative, featuring tugboats with eyes and Now, after completing the school’s traditional mouths — the familiar, humanizing touch that eight-week Plebe Summer program — a formida - engages very young children. The book also in- bly demanding regimen of physical and military cludes a separate section, after the illustrated story, training rounded out by classroom studies — containing actual photographs of the rescue. Samantha and her fellow Midshipman Plebes have Tugboat River Rescue! is available from amazon.com become full-time students. Her current core cur - and other retailers; for additional information visit riculum includes Math, Chemistry, English, and www.tugboatrescue.com. I

42 Mil estones

Promotions The competition was staged in conjunction with the 13th Annual Towing Vessel Safety Seminar, also Chris Driver sponsored by the VMA and USCG, at the U.S. Navy Chris Driver was promoted in September 2012 to Farrier Firefighting School in Norfolk, Virginia. s GVA (General Vessel Assistant) on the T racy Moran. Chris is the younger brother of the late Sean Driver,

w who also worked as a GVA for Moran on its Navy- assigned tugs, until his sudden death while on e vacation in North Carolina. Chris, who successfully studied on his own to get his AB endorsement,

N has worked as a deckhand on several Moran har -

bor tugs and on the Lisa Moran . In 2011, he res - l cued a recreational boater from drowning on the James River. He completed a robust Engine Room e Training and Qualification program in 2012, and

n is currently qualified as a PIC (Person in Charge) and GVA on Washburn & Doughty– built tugs. n

o Retirements Left to right: Capt. Bert Swink, Aaron West, and C hris West of the Lizzy B. Moran ; Harry Bogan is not shown. s Pat Bennett A Moran Corporate Sales Manager r [See the story on page 40 of this issue.] Deaths e Mellard Bernard Benjamin Beck P Moran New York/New Jersey A Former Moran Vice President Bob Patten Captain Benjamin Beck, a retired Moran vice presi- Moran’s Controller dent and general manager, died on July 27, 2012. Mr. Patten retired in 2012. He was 95. Capt. Beck’s career in the maritime industry Bob Stewart was long, varied and fruitful. He spent fulfilling Moran Portsmouth Vice President & early years as a “blue water sailor” crewing on wind- General Manager jammers, and was a member of the Intern ational [See the story on page 39 of this issue.] Association of Cape Horners, a distinction he was Robert E. Trainor particularly proud of. He later served as a deck Moran Philadelphia offic er on Grace Line cruise ships, before the Sec- ond World War interrupted his career. Serving in t he Navy, he fought valiantly in the Atlantic and Industry Awards Pacific theaters aboard the USS Harris and other ships, and participated in the invasion of Norm- The Crew of the Lizzy B. Moran andy. T he Navy awarded him three Battle Stars for Winners of the Tugboatmen’s Challenge his service. In October 2011, the crew of the Lizzy B. Moran After the war, Capt. Beck left the deepwater took first place in the 4th Annual Tugboatmen’s industry for work aboard tugs, “probably to be Challenge, sponsored by the Virginia Maritime closer to his growing family,” his friend and for- Association (VMA) and the United States Coast mer colleague Don Peck recalled. He joined Curtis Guard Sector Hampton Roads. Capt. Bert Swink, Bay Towing of Maryland, initially operating the Capt. Aaron West, Chris West and Harry Bogan com- company’s tugs in mid-Atlantic ports, and later pete d against 15 other four-man teams from area taking a management position. “He often spoke towing and transportation companies to take home of his years at sea, which had given him extensive the championship pennant (with associated brag- knowledge and experience,” Mr. Peck said. “It was ging rights). The Challenge comprised five events: an important asset when he spoke with ship own- a heavy line throw and hawser pull; operation of a ers and operators, planned tows, or investigated dewatering pump; a life ring toss; suiting-up in an claims.” Mr. Peck, who is now retired, served as immersion suit; and a short written assignment. operating manager under Capt. Beck, whom he

43 credits with helping him rise to the position of vice Shellie W. Dochnal president and general manager. Moran Jacksonville; died January 10, 2011. Starting out in a shoreside operations posi- tion, Capt. Beck went on to become Curtis Bay’s Gary A. Farrier port manager for Baltimore; he also did a stint as Moran Tank Barge; died June 4, 2010. port manager of Philadelphia for Curtis Bay Tow- Capt. Robert F. Gadow ing of Pennsylvania. When Curtis Bay was acqui- Moran Towing Corporation; died November 10, red by Moran in 1954, Beck moved with the com - 2011. pany. At Moran, he rode a low-key management style to success. “His easygoing nature, and great Margaret C. Gorman sense of humor aided him in working with cus - Moran New York/New Jersey; died January 2, tomers, and enabled him to calm tense situations,” 2011. Mr. Peck said, adding that Capt. Beck “was very well read on a variety of subjects, and his writing John W. Gross skills were exceptional.” Beck’s tenure at Moran Moran New York/New Jersey; died June 8, 2010. coincided with a period of sustained growth for Michael Hebert Curtis Bay (Moran continued to operate the com - A chief engineer at Moran New York/New Jersey pany with the Curtis Bay name, colors and blue for 24 years; Mr. Hebert died on May 3, 2012. diamond insignia.) Some older steam tugs were replaced with diesel vessels, and the company com- Wilbert L. Melancon missioned twin-screw tugs with the dual capability A shoreside supervisor at Moran Dry Bulk of harbor and oceangoing service. Curtis Bay was Carriers; died October 13, 2010. involved in numerous important construction pro- jects, including the Chesapeake Bay Bridge. Everett W. Merrill In his leisure time, Capt. Beck was an avid Former General Manager of Harbor Operations weekend sailor and outdoorsman who enjoyed trav- for Moran New York/New Jersey elling. He travelled extensively throughout the Mr. Merrill died on October 1, 2012; he was 81. United States, often taking road trips with his fam - Employed by Moran as its GM of harbor opera - ily, friends and co-workers. He was predeceased by tions in New York for more than 40 years, he re- two wives — Marie Ciminello Beck, and Margareth tired in 1986. French Beck — and is survived by his four children, A veteran of the Korean War who served in the seven grandchildren and six great-grandchildren. U.S. Navy, he enjoyed golfing and spending time with his grandsons. He is survived by his wife of George H. Carlson 56 years, Juliet; a son, Everett J. Merrill, and his A Former Moran Electrician wife Peggy; a sister, Glady Burtner; and two grand - George Carlson, a retired electrician who worked children, Frank and Steven. for Moran for 27 years before starting his own busi- ness, died in January 2012 at the age of 90. Charles R. Noto Mr. Carlson worked at the Moran yard in Port A chief engineer at Moran New York/New Jersey; Richmond, Staten Island. He left in 1983 to open died July 31, 2011. his own business, Torch Electric, which he operat - Gerard Saddel ed in Port Richmond until his retirement in 1995. Moran New York/New Jersey; died March 5, Mr. Carlson’s first wife, the former Lila Walters, 2011. died in 1986; his second wife, of 15 years, the for - mer Ethel Carol Brown, died in 2008. He is sur - Grover Sanschagrin vived by two sons, George and Robert; a daughter, Dean of New York Docking Pilots Judy; a sister, Lilly Sheehy; five grandchildren, and Capt. Sanschagrin died at 90, in October 2010, of one great-grandchild. leukemia [see the tribute on page 35 of this issue]. Clayton Cheramie Moran New York/New Jersey Walter B. Stowe Moran Norfolk; died July 28, 2011. Mr. Cheramie, a chief mate in the New York/New Jersey fleet since 1988, passed away on November Frank S. Tulewicz 26, 2012. “He was a good friend and shipmate to Moran Towing Corporation; died January 19, all who knew him,” said Peter Keyes, Moran’s vice 2012. president of New York and offshore operations. David Wood Joseph J. Crist Moran New York/New Jersey; died July 11, 2010. Moran Baltimore; died January 7, 2011.

44 Service Ann iversari es

10 Y ears of Se rvice 20 Y ears of Se rvice Peter Bailey James Burton Warren Burke Thomas Cassidy Joseph Colon Rene De Russy Dennis Greenwood Jeffrey McAulay Preston Hamilton Aislinn Pitchford Nathan Hauser Stephanie Rolley Brad Kaye Stephen Thalheimer Thomas Lahey Kevin Walsh John Lebleu James Waters Ronnie Munoz Louise Williams Andrew Pesce Charles Redmond 30 Y ears of Se rvice Robert Rustchak Phillip Simpson Mark Burger Christopher West Alan Marchisotto James Wriston 40 Y ears of Se rvice Laurence Campbell At left, some controls in the James A. Mora n’s wheelhouse. The picture tells the story. d e t o N

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c/o Moran Towing Corporation 50 Locust Avenue New Canaan, CT 06840-4737

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