The Magazine of Volume 65 Moran Towing Corporation March 2 015

On Blue Water, the Eagle Flies Moran’s Tom Craighead aboard the Coast Guard’s Celebrated Tall PHOTO CREDITS Page 37: John Snyder, marinemedia.biz Cover: Petty 2nd Class Walter Shinn, USCG Atlantic Area Page 38: Operational areas of the bilateral symmetry of the human Inside Front Cover: John Snyder, body plan, by Iñaki Otsoa, marinemedia.biz Licensed under CC by 3.0 via Page 2: Courtesy of the Chamber Wikimedia Commons, of Shipping of http://commons.wikimedia.org/wiki Pages 4–6, 8 (top), and 9: Page 41: John Snyder, John Snyder, marinemedia.biz marinemedia.biz Page 8 (bottom): Page 47: Courtesy of National Portbeaumont, by R. Rothenberger, Oceanographic and Atmospheric Licensed under CC by 3.0 via Administration (NOAA) Wikimedia Commons, Pages 49, 51 and 53: Reprinted http://commons.wikimedia.org/wiki by permission of Proceedings, a Pages 11, 12 (bottom), and 14–17: publication of the U.S. Naval Tom Craighead, Vice President/Gen- Intelligence Institute eral Manager, Moran Jacksonville Page 56: 123RF.com Page 12 (top): Petty Officer 2nd Pages 57–59: John Snyder, Class Walter Shinn, USCG marinemedia.biz Atlantic Area Page 61: Courtesy of Sophie Page 18 (both photos): Petty Schleicher and The Maritime Officer 2nd Class Walter Shinn, Studies Program of Williams USCG Atlantic Area College and Mystic Seaport Pages 20 and 22–26: John Snyder, Page 62: Caroline Baviello marinemedia.biz Inside Back Cover: John Snyder, Page 28: Courtesy of Molinos marinemedia.biz de Puerto Rico, a division of Ardent Mills Back Cover: John Snyder, marinemedia.biz Pages 29–31: Bruce Edwards, trvmedia.com All others: Moran Archives or public domain Pages 32–33 and 35: Courtesy of Coastal and Ocean Resources Inc. The Magazine of Volume 65 Moran Towing Corporation March 2 015

2 News Briefs Mariner’s Journal 44 To the Limit Port Profile A Tugboatman’s Story 4 Moran Port Arthur/Beaumont The History Pages 49 “A Project So Unique ” Cover Story by A. Denis Clift 10 On Blue Water, the Eagle Flies Tom Craighead Sails aboard the Coast Guard’s Celebrated Books Published by Moran Towing Corporation 54 The Box , by Marc Levinson; Dynasties of the Sea , by Lori Ann LaRocco EDITOR-IN-CHIEF Operations Mark Schnapper 20 Working the Neches REPORTER A TowLine Photojournalist Rides Milestones John Snyder Along on the Hayley Moran 57 George T. Moran Is Christened DESIGN DIRECTOR 27 Mark Schnapper Moran Has Three New ATBs 58 Hayley Moran Is Christened Under Construction 27 Giving Back A Customer Relationship Leads to a People Local Charity Partnership 59 Dave Beardsley; Captain Gary Biggs; Moran Towing Corporation 50 Locust Avenue 32 Two Acquisitions Advance MER’s Sophie Schleicher; Crozer Martin; New Canaan, CT 06840 Growth and Vision Christina Baviello; Ray Carrano; Tel: (203) 442-2800 Moran Jacksonville Crews; Moran Fax: (203) 442-2857 Miami 20th Anniversary; JROTC www.morantug.com Safety Update Cadets; Captain Bill Eggert; Stephen Savage 36 Progress with BBS; an Ergonomics Review; a Cultural Survey; and On the cover: New Hires Shoreside Comment The USCGC Eagle, seen here moored in Nova Scotia. 66 An Essay by Abby Archer Photograph by Petty Officer Envi ronmental 2nd Class Walter Shinn, Initiatives Personnel News USCG Atlantic Area 43 Progress with CO Emissions 2 68 Milestones and Service Anniversaries Opposite page: Reduction and Oil Pollution Elimination In Port Arthur, Texas, the oil Eagle Kinabalu readies for an assist from the tractor tug Hayley Moran [story on page 20]. 48 Moran Tugs Receive Devlin Awards the general public. Many visitors have themselves for Safety contributed impressive videos, photos, and com- 48 Moran were awarded 2013 Devlin ments — including rare documentary footage, Awards at the program’s Annual Awards Lunch- technical facts, historical content, and links to eon last June. news stories involving Moran tugs, which were According to the Chamber of Shipping of Amer- originally broadcast by major public media out- ica, which sponsors the honor, the Jones F. Devlin lets. To visit, log on to: Award is given to “all manned merchant vessels www.facebook.com/MoranTowingCorporation. that have operated for two full years or more with- You can also follow Moran on Twitter, at out a crew member losing a full turn at watch be- @morantug, and can access Moran’s LinkedIn cause of an occupational injury.” page under Moran Towing Corporation. Moran’s current recordholder for the achieve- ment is the Jennifer Turecamo, which is now in its s 14th year without a Lost Time Injury (LTI). Among f Moran’s other awarded vessels, four have now

e exceeded 10 years, and more than a dozen have

i gone five years or more. 45 Moran vessels received 93 Moran Vessels Receive CSA 2014 the award in 2012. Environmental Achievement Awar ds r “We’re glad that the industry credits people 93 Moran vessels were awarded Chamber of Ship- publicly for making safety succeed,” commented ping of America (CSA) Environmental Achieve- B Matt Baker, manager of Moran’s Quality, Health, ment Awards for 2014, at a dinner ceremony held Safety, Security & Environmental Group. “It’s an ex- this past November in , D.C. s ceptionally demanding challenge, and the awards The awards are given to vessels that have oper- give well-deserved recognition to our vessel crews.” ated for two years or longer without reportable spills, citations for MARPOL violations (from the w Moran Launches Social M edia Pages Coast Guard or a port state), and violations of state e Moran went live with its Facebook page in 2013, or local pollution regulations. Moran’s recordhold- splashing a bounteous assortment of photos, vid- er for the distinction is the -based tug

N eos, links, news items, and information onto the Harriet Moran, which has now gone 36 years social networking site. Featuring postings about without a spill or violation. The tug Cape Romain, the company’s activities, vessels, history, and prac- currently serving in the Moran Norfolk fleet, is a tices, the page has been visited by employees, cus- close runner-up, with 35 years. Among Moran’s tomers, shipbuilders, suppliers, shipspotters, and 2014 award winners, three of the vessels have

2 now maintained the incident-free status for 30 to entire fleet wanted to participate: every crew, on 35 years; three have held it for 16 to 20 years; and every tug, in every location. 31 have gone 10 to 15 years. 92 Moran vessels re- “We ordered a large quantity of pink paint ceived the award in 2013. from Armorica, our supplier, and they immediate - ly asked what we were up to,” Ted said. “When we Moran’s White “M” Goes Pink for Breast told them, they volunteered to donate the paint.” Cancer Awareness Month It is likely that a small number of tugs in Moran’s Last October, an unusual sight appeared on the fleet of about 100 could not be painted because water in ports and terminals where Moran tugs they were at sea or in dry dock undergoing re- operate: the white Moran “M,” the company’s fam- pairs, he said. ously traditional, stack-borne insignia, was, for the Moran’s employees have been donating to the entire month, pink. The color was not some exotic Susan G. Komen Foundation of their own accord. new primer, but a pointed gesture: an acknow ledg - “With a relatively large group of employees spread ment of Breast Cancer Awareness Month. out in many locations, it is wonderful to see them The idea for the recognition came from a Moran all spontaneously rally behind such a worthy cause. employee who works on one of the company’s tugs. I think the other thing that this highlights is how The fellow contacted Paul Tregurtha and his son many of us have been touched directly or indirect - Ted (Moran’s CEO and president, respectively), ly by this disease,” Ted Tregurtha said. I and requested permission to paint the port and starboard “M’s ” on his tug pink, in honor of a fam - ily member. He would do the work and cover the Above: The Laura K. Moran at work in expenses himself, the petitioner said. Paul and Ted Harbor last October, bearing a pink “M” for Breast liked the idea, and Ted thought it should extend Cancer Awareness Month. to all of Moran’s ports, with the company covering Opposite page: Moran Savannah captains the costs. He directed Moran’s management team accepting the CSA 2014 Environmental Achieve- to designate at least one tug in each location to get ment Award on behalf of Moran. Left to right, painted, but gave blanket approval to do more if Capt. Paul Johnson; Capt. Matt Lee; USCG VADM crews on additional vessels wanted to support the Charles D. Michel, Deputy Commandant for cause. Within two days, word came back that the Operations; and Capt. Arthur Booth.

3 Moran Port Ar thur/ Beaumo nt e l i f o r P t r o P

4 he Golden Triangle — the and 15 tankers pass through the Waterway, the area of South Texas bounded Coast Guard reported in 2013. In addition to by Port Arthur to the south, these oil and chemical tankers, a variety of break - Beaumont to the north, and bulk freighters, Ro-Ro , bulkers, and other Orange to the east — got its cargo vessels make their way up and down name from “black gold.” the Sabine-Neches’ main arteries, which include It was the birthplace, in the Neches River, the Sabine River, the Sabine- 1901, of Texas’ oil wealth: Neches Canal, and the Sabine Pass Ship Chan- at Spindletop Hill, south of nel. The Channel connects the Waterway with the TBeaumont, the celebrated Lucas Gusher sent a Gulf of Mexico. geyser of crude a reported 150 feet in the air, Moran Port Arthur/Beaumont, headquartered eventually yielding 100,000 barrels a day. in Port Arthur, provides top-tier marine towing ser- The Lucas strike launched the petroleum in- vices to all of the vessel types calling at the Triangle. dustry and the region down the path of explo r- Among the division’s customers, the petroleum ation and economic development that came to sector is predictably well-represented. From 2011 be known as the Texas Oil . It’s a colorful through mid 2014, the U.S. shale oil boom drove history, and it contains the increased demand for tank- seeds of the Golden Tri- er and Articulated Tug and angle’s modern-day mari- (ATB) assists, and the time industry. One of the Sabine-Neches’ heavy tanker first large-scale develop - traffic has long reflected the ment initiatives to be trig - Nation’s immense utiliza - gered by the 1901 boom was tion of oil and petro chem - the creation of navigable icals. (I n2013, the U.S. waterways and workable Energy Information Admin- harbors in the region — a istration [EIA] estimated lasting legacy that has to America’s oil consumption this day undergone virtual - to be 18.8 million barrels ly continuous upgrading. of refined petroleum prod - The Triangle, currently ucts per day.) Moran Port home to four major refin- Arthur/Beaumont routine - eries, is the acknowledged ly assists tankers spanning heart of the U.S. Gulf up to 902 feet in length, Coast’s refining and petro - with drafts exceeding 40 chemical industries. Over feet, says Stephen M. (Steve) the years, its regional econ- Kelly, the division’s vice omy has broadened to president and general man- include thriving import/ ager, as well as some very export trades in grain, fer - large military vessels and tilizer, chemicals, coke, soda ash, steel slabs, fish - bulkers that transit the waterway. meal, and forest products as well — essential com - “Many of the ships we assist are ‘daylighters,’” modities that have myriad uses in agriculture, Kelly says. The term refers to restrictions on the industry, and, ultimately, the daily lives of con - ships’ transit; owing to their size relative to the sumers. “General cargo volumes [at Texas ports] narrow waterway, the vessels are only allowed to are expected to grow by more than 50 percent by transit the Neches and Sabine Rivers during day - 2035,” a consulting group led by Cambridge Sys- light hours, and when they call, marine traffic is tematics wrote in a 2010 report prepared for the restricted to one-way passage. “Our customers and Texas Department of Transportation. the Sabine-Neches pilots are acutely exacting Many of these cargoes are transported by ship, about safety,” Kelly says. “It’s the foremost reason via the Sabine-Neches Waterway, the Triangle’s they hire us.” freight corridor. On an average day, 150 Moran Towing Corporation arrived in Port Arthur in 1963, with the company’s purchase of D.M. Picton & Company, a local marine towing Opposite page: The Reinhold Schulte , an oil/ and construction firm. The acquisition established , waits for an undocking assist Moran in the U.S. Gulf region at an auspicious from the Eleanor F. Moran . time for the area’s industrial and economic growth, Above: Aboard the Hayley Moran , Mate Jeremy Kelly says. Major oil producers like Texaco, Gulf Oil, Welch prepares a line for hauling to the stern and Humble (later called Exxon) were already of the tanker Eagle Kinabalu . well-established in the Triangle, along with some

5 6 of their petrochemical counterparts, and the and solidarity, Steve Kelly says. The crews also industries’ surging growth drove an expanding receive off-site training in radar operation, ad- need for tankers, freighters, and tugs to assist vanced firefighting, certain types of license them. Imports of crude and domestic trades of upgrades, and IMO Standards of Training, Certi- refined petroleum products had increased steadily fication and (STCW). A majority of since the end of the Second World War, helping Moran Port Arthur/Beaumont’s captains and crews drive demand for marine transportation and tow - live within a 30-minute drive of the dock, enabling ing services. Oil was not the area’s only growth flexible scheduling when the workload is light industry; other forms of industrialization, urban - and quick responses when crew is needed. ization, and growth in construction businesses Unscheduled and challenging jobs, like pulling were also creating demand for marine services. vessels out of the mud or off of riverbanks after Vessel traffic in Port Arthur, Beaumont, and hurricanes, sometimes crop up, Kelly says, and it’s Orange was increasing concurrently. good to be prepared for them. Moran continued to operate under the D.M. The Moran Port Arthur/Beaumont fleet, with Picton name for the next 10 years. Picton origi - its three Z-drive tractor tugs and two twin screws, nally operated two tugs: the E.M. Black and the is equipped to handle most any need. Demand for Stella II . Larry G. Eaves, a native Texan who got the services of its three high-horsepower tractors his start as a dispatcher for Picton in 1963, migrat - is expected to increase over the next 10 to 12 ed to Moran when it bought the company later years, as the U.S. Army Corps of Engineers works that year. In 1973, Moran renamed the division to deepen the ship channel of the Neches River. Moran Towing of Texas. Eaves, who had risen The will make the channel navigable by to the position of assistant general manager, vessels with a of 48 feet, enabling very large met with continued success and was appointed Post-Panamax tankers to begin calling at Port Arthur vice president and general manager in 1987. and Beaumont. He handled all aspects of the company, from According to the Texas Department of Trans- admin istration, to sales, to crew training. He was portation, substantial shoreside development is succeeded by Steve Kelly, who, in 1981, accepted currently underway at the Port of Port Arthur, a transfer to Texas from Moran headquarters in the Port of Beaumont and the Port of Orange. New York. Kelly initially served in the positions of Beaumont’s 2014 capital improvement program assistant operations manager and assistant vice includes (among other improvements) a new, president; he became vice president and general $5.3 million mobile ; a 650-foot cargo wharf manager in 2000. In 2011, the division was again with new rail and road access along the Sabine- renamed, aligning it with Moran’s unified corpo - Neches Waterway; and a $16 million rail storage rate identity as Moran Port Arthur/Beaumont. expansion. Port Arthur will be getting up- Steve Kelly is the current vice president and gen - grades to one of its berths, shoreline stabilization, eral manager. improved road and site access, and improvements Moran Port Arthur/Beaumont’s area of opera - to security. Under the DOT’s 2012–13 program, tion encompasses the Neches River, including the Orange is undergoing similar improvements. Ports of Beaumont, Port Neches, and Port Arthur; The Golden Triangle is currently the nation’s the Sabine River and the Port of Orange; the number one receiving port for high sulphur –con - Sabine-Neches Canal; the Sabine Pass, and the tent Mexican crude oil, Steve Kelly says, by virtue Gulf itself. The division, which employs 40 to 50 of the large number of high-volume, secondary- crew-members and nine shoreside staff, has been conversion refineries in the area. (In 2013, EIA faring well here, its people say; it has earned many estimates ranked Mexico the fourth-largest suppli - awards for safety and environmental responsibility er among countries that sold crude to the U.S.; over the past few decades, and business continues America imported 829,000 barrels per day from to be robust. Crews and shoreside staff receive Mexico that year.) Exports of diesel fuel and jet extensive in-house training in safety, first aid, haz - fuel from refineries in the Triangle have also con - ard communication, and drug and alcohol aware - tributed to Moran’s tanker-assist business, Capt. ness. Moran’s heightened initiative in near miss Jeff Welch of the Hayley Moran says. reporting is being met with enthusiastic diligence The Neches River in Beaumont is home to the U.S. Maritime Administration’s (MARAD) Beau- mont Reserve Fleet, an anchorage for ships of the Opposite page: The view astern from the wheel - National Defense Reserve Fleet (NDRF). The NDRF house of the tractor tug Eleanor F. Moran as it includes some deactivated U.S. military support pulls alongside the Reinhold Schulte to assist ships in MARAD’s Ready Reserve Force (which with undocking. Inset, top, the Eleanor docked in can be reactivated at any time, should the need Port Arthur; bottom, the Schulte on its way shortly arise); decommissioned U.S. Navy auxiliary ves - after releasing the Eleanor . sels; and a variety of obsolete commercial vessels

7 8 awaiting disposal. Moran has towed numerous the Port of Beaumont as the Nation’s busiest mili - ships to and from the anchorage. MARAD cites tary cargo port, and it is the military’s leading port for receiving vehicles and equipment that have been damaged in combat. The Port’s roll-on/roll- off capability accommodates very large vessels, Opposite page: Top, a docked at a many of which Moran assists. grain elevator along the Neches; bottom, oil refin- For more than 50 years, Moran Port Arthur/ eries adjoining the waterfront in Beaumont. Beaumont has been a safe, efficient mainstay in Above: Top, Capt. Jeff Welch helming the tractor this busy hub. At present, both the division and tug Hayley Mora n; bottom, Hayley underway. the ports it serves are growing. I

9 On Blue Water, the Eagle Fl ies Moran Jacksonville VP & General Manager Tom Craighead Sails aboard t he Coast Guard’s Ce lebrated Tall Ship

The USCGC Eagle , a three-masted , is one appealed to him, he says, but it seemed such a re- of the world’s most recognizable tall ships. A ma- mote possibility that he never entertained it. jestic square-rigger based at the Coast More the surprise then, when in May 2013, Guard Academy in New , , the Mr. Craighead received an invitation to join an ship has sailed to ports near and far, from North elite group of guest observers on an actual train - America to . Its sleek white hull, bearing ing voyage of the Eagle . the Coast Guard’s red, white, and blue sash insig- One of the ways the Coast Guard conducts the nia, has appeared in countless news photographs, Eagle ’s mission of diplomacy is to invite individu - like the iconic shot of the Eagle parading with als who it feels have demonstrated distinguished tall ships in Operation during the American leadership in maritime affairs to accompany the

y Bicentennial celebration. Serving primarily as a ship’s crew on a voyage. Many of these honored training vessel for United States Coast Guard guests come from the maritime community, but r cadets, the Eagle also participates in search and anyone in any profession who meets the selection

o rescue missions and environmental protection criteria is eligible. Aboard the ship, guests learn operations. In addition, it acts as an ambassador about the Coast Guard’s cadet training program t for the Coast Guard, calling by request at U.S. and and cutter operations, and, reciprocally, help

S international ports to participate in special events, pro vide developing Coast Guard officers with

state receptions, and ceremonies. It is the only act- an introduction to the maritime industry. ive (operational) commissioned sailing vessel in Capt. Thomas Allan, the USCG’s Captain of the r the U.S. maritime services. Port for Jacksonville, served on the committee that

e Tom Craighead remembers admiring the selected Mr. Craighead. The Coast Guard looks Eagle from a distance, on several occasions when for individuals whose leadership extends beyond v the ship docked not far from his office in their primary corporate or institutional affilia - Jacksonville, Florida. Then, in 2012, while serving tions, he says, and it had been aware of Mr. Craig- o as a board member of the Jacksonville chapter of head’s professional track record. In an e-mail the Propeller Club, he received an invitation: to TowLine , Capt. Allan listed some of Mr. C the Coast Guard offered to take the club’s board Craighead’s credits that the USCG considered in members on a short excursion aboard the Eagle , bestowing the invitation: from the Jacksonville Sea Buoy to nearby “…[Tom’s] influence and leadership extend Mayport Naval Station. The ship would use its far outside of the Moran offices and tugs. auxiliary engine, a 1,000-hp Caterpillar diesel, for [He] participates as a board member of the short hop. Boarding the Eagle a few weeks the Propeller Club, and the Jacksonville later for the ride, Craighead walked around and Maritime Transportation Exchange; he is a was struck by a deeper understanding of the vessel member of the Area Maritime Security Com- and its mission. “It was a very impressive sight, mittee, providing critical knowledge and even with the sails stowed,” he says. The trip gave information to increase the readiness of him a stimulating taste of a blue-water world that Northeast Florida to meet threats; he is a was new to him, he says, and it got him thinking about how life must have been on sailing ships. The thought of experiencing a voyage under full Opposite page: Top, the Eagle off Mayport before sail on a ship like the Eagle would certainly have the voyage; bottom, getting underway .

10 11 12 member of the Jacksonville Port Safety A “navigation brief,” attended by navigation Committee, through which he brings for - staff and all of the senior cadets, preceded depar - ward critical safety issues and works hand in ture. Held in the mess deck (the Enlisted Per- hand with stakeholders to develop and sonnel Galley Area, in Coast Guard parlance) it implement solutions; he helps to represent addressed the use of a sailing and tugs; the American Waterways Operators locally in weather, tidal and current conditions; the planned Jacksonville; and he volunteered as a mem - ber of [the Federally mandated] Region through the Mayport basin; local port nav - Response Team IV, which reviews and cri - igation restrictions, such as right whale speed re- tiques the Jacksonville Area Contingency strictions; anchorage restrictions; the pilot’s point Plan to ensure that local responders are of departure; undocking assignments; and speed. ready to properly react to environmental The discussion amounted to a comprehensive mishaps. …Tom could have easily chosen to risk assessment. be singularly focused on managing Moran The ship motored out of Mayport at 1500, and Jacksonville. Instead, he decided to reach continued motoring until the following morning. out, build partnerships and share his time When it made the switch to sail power, Craighead and talents to improve the safety and securi - says, he got a strong first impression: the depth, ty of Florida’s ‘First Coast.’” precision and coordination of teamwork needed Mr. Craighead accepted the invitation before to sail a ship like the Eagle are a formidable chal - knowing where the trip’s destination would be. “It lenge. According to the Coast Guard, the crew didn’t matter,” he says. It turned out to be Bermuda, must handle more than 22,000 square feet of sail which was in fact a bonus: he could plan on being and five miles of to maneuver the ship dropped off there on the first leg of the Eagle ’s under sail. The Eagle has 23 sails and more than voyage, to spend some time basking in the islands’ 200 lines controlling the sails and yards; when serene splendor before flying home. On June 22, crews are working them the deck becomes one big 2013, he boarded the Eagle in Mayport, Florida, trip hazard, Craighead says, but the mariners with a group of six or seven Boy Scouts of America he sailed with were adept at avoiding accidents. Sea Scouts and a few other guest passengers. Every crew-member, cadet, and officer candidate The Eagle ’s commanding officer, Capt. Wes must know the name, operation, and function of Pulver, and its XO, Lieutenant Commander Jessica each line by heart, and that’s just the book learn - Rozzi-Ochs, were already aboard when Craighead ing; the on-the-job practice is more demanding by embarked. The ship’s permanent crew — four orders of magnitude. Setting the sails, adjusting additional officers, three CPOs and 49 enlisted the yardarms, manning the helm, and making turn men — were also aboard, accompanied by a com - evolutions to gain a better wind are just a few of plement of additional USCG staff needed for the tasks that require everyone pulling together training voyages. The temporary duty personnel with consummate precision. consisted of four officers, two CPOs, and 13 enlist - The Eagle ’s regular crew is extremely dedicat - ed men. They were a combination of Academy ed to the ship and its reputation, and tries to instructors, Coast Guard Auxiliary personnel and work her under sail at every opportunity. The crew enlisted personnel right out of boot camp, resorts to engines only when necessary to main - Craighead says. 21 upper class cadets, 129 under - tain the ship’s busy schedule, and for port arrivals class cadets, and a group of officer candidates had and docking maneuvers. In what is perhaps the also boarded previously, in St. Petersburg, Florida. most visible measure of this devotion, crew-mem - The crew and trainees comprised both men and bers regularly climb 145 feet straight up the rigging women; about a third were women, spanning in to venture out on yardarms and work the sails or rank from executive officer to first class. inspect rigging. Cadets join the regular crew in The words “passenger” and “observer,” it should the rigging and every other aspect of the vessel’s be noted, don’t fully describe the status of guests operation as part of their training. To keep them - aboard the Eagle . Guests are actually free to par - selves well-seasoned for the adventure, Coast ticipate in most daily activities, including “all Guard Academy instructors and Auxiliary person - hands” evolutions; they can even go aloft and work nel sail as often as they can on segments of the the sails if they’ve got the mettle and the inclina - Eagle ’s summer cruises. The regular crew is tion. Some of the Sea Scouts, the oldest of whom assigned year-round, and often spends the winter might have been 14, climbed the rigging. “This months in the shipyard performing maintenance. was the experience of a lifetime for them,” All regular crew-members, from sail master to Craighead says. deck officers, are trained in the specialties of the vessel, which span multiple disciplines. Engine room personnel, for example, work hard at teach - Opposite page: Top, shifting the headsail sheets; ing, even as they shoulder the substantial demands bottom, tight quarters. of maintaining the ship’s systems.

13 14 15 16 The environment aboard the Eagle is tailor- and needs. Craighead had brought a camera that made for training young mariners in the team- shoots both stills and video. He grabbed some driven fundamentals of life aboard a ship, Craig- memorable footage of a sailor climbing to the end head says. Cadets learn core skills like navigation, of a gaff and around a stay wire to shimmy out on ship handling, damage control, first aid, firefight - a narrow jack staff. The man’s task was to fix a ing, flood control, and safety. Much of what i s problem with the ship’s flag. Perched about 40 to taught aboard the ship is useful in all vessel oper - 50 feet up, he was hooked in with his harness, but

ations, regardless of how modern or dated the ves - the scene was still difficult to watch, Craighead sel. The Coast Guard is of course well-practiced in says; the ship had a slight roll mixing with a fore- the art of teaching; the Eagle ’s instructors were, to and-aft motion, which must surely have felt mag - a person, expertly direct and to the point, Craig- nified from that height. After completing the job, head says. Their charges, eager to learn and par - the man climbed down and took a few moments to ticipate, looked sharp themselves. “You could see steady his nerves. Then he went back up into the the change in behavior as the voyage progressed,” rigging to handle some other tending. Craighead says. “Capt. Pulver, XO Rozzi-Ochs “Watching the commitment and dedication of and the Eagle ’s ‘ops’ officers were constantly on these young men and women was a deeply emo - hand to offer praise and guidance, and the in- tional and patriotic experience,” Craighead says. struction was always with a positive approach — “From the viewpoint of safety, they do a lot very they actually made it fun.” The cadets got some well. What I saw was a very engaged, behavior-based practice in public speaking, too; they were respon - safety program, with positive reinforcement and sible for conducting daily weather briefings of the Captain’s as appropriate.” captain, which were always attended by a large Craighead perceived in Capt. Pulver an ideal group of crew-members. combination of leader and diplomat. As some- On the ship’s first morning at sea, a deck crew one who regularly deals with officials from the of about six to eight people set sails in a strategic Department of Homeland Security and the State order; they continued working the sails through - Department — when he is not busy with USCG out the day as winds began to pick up. The process brass, crews, and trainees — Pulver is well-served continued steadily as watches changed, with the by these strengths. On top of these duties, he and pace and complement of personnel changing the crew become acting representatives of the fluidly in accordance with sailing conditions United States when the Eagle visits foreign ports and receives heads of state and other dignitaries who come aboard to greet the ship. As a floating Previous spread: Going aloft; inset top, a detail ambassador, the Eagle is currently in such high on watch; inset bottom, a view to the crow’s demand that the Coast Guard maps out its sched - nest. Opposite page: Catching wind; inset, Tom ule three to four years in advance. Craighead, photographed at the ship’s stern. “How was the food?” a reporter asks. “Excel- Above: Sunset off Bermuda. lent,” Craighead says, adding that he found this

17 18 unsurprising; he had heard that the training meeting, but with the analytical benefit of hind - Coast Guardsmen receive in food preparation is sight. The tugboat briefing, for instance, was now very good. The Eagle has a particularly accom - replaced by an analysis beginning with a question: plished staff, which routinely caters state recep - “Why did we use that tug at that time?” Similarly, tions and other high-toned events. The Coast the pre-sail information regarding the use of Guard does not hire outside caterers for the ship; pilots gave way to a critique — i.e., “How did the its own crew handles cooking, serving, and setting pilot that we used perform?” Other relevant ques - up the vessel in grand style for receptions. At sea, tions were raised: “Did currents affect the evolu - however, water may be rationed. In the days lead - tion?” (They didn’t.) “Did anyone see any whales?” ing up to the trip, Craighead practiced taking (No one did.) A cadet adroitly presented the day’s sea showers at home, but the voyage to Bermuda weather briefing. “You have to have a pretty good turned out to be too short to necessitate rationing. understanding of wind charts if you want to Craighead’s quarters were in the officers’ sec - go anywhere on a ,” Craighead says. tion and were comfortable, he says. “The ship rode He watched Capt. Pulver quiz the cadets in nicely, but you had to be alert for strong winds and attendance, who, to no one’s surprise, aced a steady heel to the ship — depending on which the answers. side of the vessel you live on, the list can either At an average speed of about 5.27 knots, the secure you against the bulkhead or help you out of Eagle made it to Bermuda in seven days. In open your rack in the middle of the night.” sea, the ship can drive at speeds up to 17 knots, During waking hours, there was time for con - the Coast Guard says. When the Eagle reached genial conversation. Craighead talked with Capt. Hamilton Harbor, it was met by a bear - Pulver and LCDR Rozzi-Ochs about cultural ing the premier and the governor of Bermuda, trends in the maritime industry and the Coast who came aboard and rode with the ship into port. Guard, which have for decades been moving Bermuda, a British Overseas Territory, has a dual toward expanded, enhanced cooperation on a executive branch: the premier is the head of gov - growing assortment of issues and roles. “Leading ernment, who manages the Territory’s day-to- industry groups like American Waterways Oper- day affairs, while the governor represents the ators have created a much better atmosphere of Monarchy, exercising a more titular, ceremonial trust,” Craighead says, “and the Coast Guard has power. On board the Eagle , both the Premier and expanded its role as a service agency in areas the Governor took the time to talk to as many where it is the only recourse for sailors. The mutu - people as they could, Craighead says, and they al participation in problem solving has made were clearly delighted by this unique venue everyone’s life a little easier.” He also spoke with for diplomacy. several Academy instructors, who were eager to The reaction of the Bermudians was typical; learn what they could pass along to cadets about the ship’s nautical beauty and its rare amalgam of the maritime industry’s relations with the Coast active duty and roving diplomacy have long fasci - Guard. And he chatted with a fellow guest named nated V.I.P.s who have experienced it. As a well- Tony Falcone. Falcone, an award-winning publicized symbol of the Coast Guard’s traditions, of maritime subjects, was commissioned by the pride, honor, and skill, the Eagle is arguably peer - Coast Guard to paint a portrait of the Eagle . less, Craighead says. The Coast Guard does have The admiral who hired him thought it would be a other public faces — most notably its coverage in good idea to have him experience the vessel first - the press and appearances in mass entertainment hand, and during the trip the artist produced a media — which have vividly captured frontline steady stream of pencil sketches and painted stud - operations far removed from the Eagle ’s full-dress ies. The sounds of the ship’s sailing and training aura. Some of the USCG’s more dramatic rescues, operations buzzed ceaselessly in the background for example, have been portrayed with surpassing as these casual conversations unfolded. realism in best-selling books and films. In one A continuous stream of official conversation — especially memorable example, the film “The briefings, debriefings, orders, lectures and dem- Perfect Storm” depicted the rescue of amateur onstrations — flowed around the ship. Craighead sailors by the Coast Guard cutter Tamaroa in 40- sat in on the Eagle ’s post-event meetings and foot seas lashed by 80-knot gales, a scene accurate - observed a shrewdly incisive protocol. Many of the ly based on real events. Millions of people read same subjects that were discussed at the ship’s nav - that same story in author Sebastian Junger’s book igation brief were addressed at the post-event of the same name, upon which the film was based. You are left to wonder: How many of the Coast Guard personnel depicted in those and other Opposite page: Top, training cadets on the ship’s true accounts once strode the deck of the Eagle AFFF system; bottom, USCG Seaman Luis Escobosa as trainees? “That’s where it begins,” Tom signs a cadet’s helm and lookout task list. Craighead says. I

19 Working the Neches

A TowLine Contributing Photojournalist Rides Along on the Hayley Moran

By John Snyder Operations

20 boarded the Hayley Moran , a new James up through the hawse pipe,” working his way up A. Moran –class tractor tug, on a Wed- to chief engineer. His father, Jim Wriston, Sr., is nesday — crew change day — and was Moran’s port engineer in Port Arthur. The young- met by its alternating captains, Jeff er Wriston beamed as he pointed out some of the Welch and Steve Kelly, Jr. Capt. Welch Hayley ’s features: the backup battery banks for and his crew were relieving Capt. Kelly its electronics; individual climate controls in the and his men. The two captains, who cabins; WiFi; Ethernet connections; flat-screen TV; were wearing short-sleeved pullover even wider bunks than those on Moran’s older tug shirts with Moran logos, welcomed me classes. We made our way to the tug’s spacious Icordially. “We’re very pleased with the boat,” engine room. Hayley ’s twin 3,000-hp EMDs pro - Welch told me affably. duce 6,000 horsepower, and despite their formi - We were in Port Arthur, Texas, the Hayley ’s dable size, they are easily accessible from all sides, home base. The tug had entered service in Port and from above and below. This expedites mainte - Arthur/Beaumont/Orange, the area’s triangular nance and repair. The engine room also accom - cluster of ports, only a few weeks before I arrived, modates an electronic control station, a work - and was already earning its keep, Welch said. bench with storage bins and shelving for spare It was moored bow-in to a shoreside barge that parts, and a large tool chest. Wriston showed me a serves as the Moran Port Arthur/Beaumont dock. manifold of valves he had color-coded with paint Designed by Bruce Washburn, the Hayley makes a to facilitate quick identification. Some of the less strong first impression; it looks like the avatar of obvious features of the tug contribute significantly power, maneuverability, and comfort that it is. to the quality of the work environment, he said. Its spacious crew quarters, with their burnished For example, all of the cold water supply lines in wood trim and stainless steel appliances, border the engine room are heavily insulated to keep on the luxurious. The vessel’s architecture and them cool, ensuring the availability of cold water machinery sleekly embody the latest advances in for showers and sinks. The Hayley also has a sys - tugboat design and engineering, down to the tem that equalizes the air pressure in the engine smallest details. room with that in the fiddley, which prevents the I watched as Kelly unhurriedly briefed Welch engine room door from flying open or slamming on the vessel’s operational status. It was a short shut. In another nod to safety, critical areas aboard conversation; nothing unusual had occurred on the tug are monitored by CCTV cameras, which Kelly’s watch. As the tug exchanged crews, Welch stream to a monitor in the wheelhouse. told me that the Hayley ’s trip to Texas from the Wriston next took me aft to the drive room to Washburn & Doughty shipyard in Maine had also see Hayley ’s two Schottel 1515 Z-drives. This space been smooth. too was roomy, well-lighted and immaculate. Satis- With the debriefing completed, the captains de- fied that I had got the picture, Wriston handed me parted for the Moran Port Arthur/Beaumont offices, off to chief mate Tommy Placette. for their weekly fleet briefing with Steve Kelly, Sr., the Placette gave me a guided tour of his “office,” division’s vice president and general manager (he the wheelhouse. We stood next to the con - is Capt. Kelly’s father). Welch’s crew began bringing sole, and he walked me through the virtues of fresh provisions aboard the tug. Their food stores Hayley ’s sophisticated helm controls, monitoring included fresh fruits and vegetables, meats, bread, systems, and electronics for navigation and com - milk, juice, and a generous supply of bottled water. munication. Placette, like Wriston, is an amiable Someone had a taste for Dr Pepper; a half case fount of information. He talked first about safety, nestled among the other groceries in the refriger - describing a SIMS motion detector on Hayley ’s ator. The crew-members were setting up for a bridge that will sound an alarm if no motion is one-week hitch on the Hayley , organizing food and detected in the wheelhouse (if, for instance, a lone personal gear as they unpacked the boxes that helmsman were to become incapacitated). He ex- came over the rail. Everyone pitched in. With the plained the strategic redundancy in the tug’s unloading completed, the galley remained spot - banks of controls, instrumentation and equipment. less. Deckhand Jeremy Welch (he is Jeff Welch’s To hear Placette tell it, ergonomics and Human nephew) began preparing lunch for the gang. Factors Engineering had emphatically guided the While Capt. Welch attended the fleet brief- design of the wheelhouse; it was laid out for max - ing, chief engineer Jimmy Wriston, Jr., reviewed imum efficiency, comfort, and visibility. Its extra- engine room data in his cabin and offered to large windows afford outstanding exterior visibili - show me around. “I can monitor a lot of the ty. The tug’s “floating” floors reduce noise and tug’s critical systems from the screen in my cabin. vibration, factors that would otherwise be major There are similar screens in the wheelhouse and contributors to crew fatigue. the galley,” he said. Wriston began working for When Placette finished his talk, we returned to Moran as a yard hand at the age of 16, and “came the galley. Jeremy Welch had laid out lunch and

21 22 23 was starting to prepare the main course for that evening’s dinner: pulled pork, slow-simmered in Pages 2 2–23: Top left, the crew of the Eagle a barbecue sauce. It’s the kind of dish that takes Kinabalu heaves a line to the Hayley . Bottom left, hours to cook; you need to get an early start . Capt. Jeff Welch at the controls. Top right, easing It looked and smelled delicious. Earlier, when the the Kinabalu away from the wharf. Bottom right, provisions were unpacked, I had noticed bunches the Hayley acts as a brake. of romaine lettuce and asparagus. Now, eyeing Below: Mate Tommy Placette relieves Capt. Welch the pork, I concluded that the men eat well. at the helm after the Kinabalu assist. When Capt. Welch returned, he mustered the Opposite page: Jimmy Wriston, Jr., at the engine crew at the mess table to brief them on vessel room control panel. business, safety issues, and company affairs, and to answer any questions or concerns they might have. The group discussed a diversity of subjects size of the Kinabalu . To the west, the sprawling ranging from medical benefits to trash disposal infrastructure of South Texas’ petrochemical logs. Welch, a quietly confident and highly re- industry stretches to the horizon. To the east, the spected captain, has a region’s vast wetlands manner at once congen - spread out, a labyrinth ial and commanding; of marshy canals and when he spoke, the crew hummocks filled with listened with rapt atten - wildlife. The eastern tion. (Before reboard - shoreline is also lined ing, he had changed into with a number of anch- a long-sleeved cham - orages and turning bray shirt with a Moran basins, including one logo.) Among other es- that holds the U.S. sentials, he discussed Maritime Administra- the Near Miss log, in tion’s (MARAD) Beau- which crew-members mont Reserve Fleet. are encouraged to make From my perch in note of potentially haz - the wheelhouse, I could ardous situations and see contract dredging near miss incidents. crews hard at work The near miss observa - deepening the channel tions are not limited to to accommodate deep- the Hayley and Moran’s draft Post-Panamax ves - other tugs; they could sels. Funding for the be anybody’s near miss - project was provided es. Moreover, the prac - partly by The Water Re- tice yields more than sources Reform and Devel- just observations; many opment Act of 2014 , a log entries conclude with Federal law that man - crew-members’ recom - dates subsidies for the mendations for safety maintenance and mod - enhancements inspired by the reported situations. ernization of U.S. ports and inland waterways. At the conclusion of the pre-sail briefing, we The improvement will make a difference, but it is geared up to leave the dock and handle the first clear that even when it is completed, the Neches job of the day, a ship assist for a tanker sailing will remain a tricky place to maneuver large ships, from Exxon Mobil, Beaumont. The crew donned which will still require assistance from powerful their PFDs almost wordlessly, and made for their tugs. As we steamed up the river, Welch explained stations as we departed. We made our way under that in the area’s ports, it’s the pilots who specify the Rainbow Lane Bridge and headed up the the type of tug needed for a job, and tractors have Neches River to meet the Eagle Kinabalu , an 800- become the equipment of choice. Ships like the foot crude departing for the Gulf of Eagle Kinabalu , he said, are referred to as “day - Mexico. En route to Beaumont, we passed several lighters” — vessels that are restricted to daylight petroleum terminals, turning basins, and anchor - operation as a condition of their porting authori - ages. I was struck by the narrowness of the water - zation, due to their overall length, beam, draft, or way; in some stretches the channel measures less tonnage. Even in daylight, the operational safety than an eighth of a mile across, leaving about 100 margin is narrowed by the vessels’ sizes relative to yards of clearance on either side of a ship the the river’s breadth.

24 25 When we arrived at Beaumont, the Kinabalu , a proceeded underway with the Hayley connected to bright orange vessel, quickly came into view. It was its stern. The tug served as a brake and was also moored port side to Exxon Mobil Dock 5, just ready to assist the ship with steering should that downriver from the Port of Beaumont. A Sabine become necessary. After we progressed what Pilot was already aboard the tanker, and commer - seemed to be no more than several ship-lengths, cial line-handling crews in small boats were get - the pilot aboard the Kinabalu radioed again, ting in position to retrieve and release heavy thanking Capt. Welch and informing him that the mooring lines. Capt. Welch maneuvered us in tug’s assistance was no longer needed. Gracefully, close. Dwarfed by the in perfect pace with the ship’s stern starboard moving tanker, Welch quarter, we awaited in- moved Hayley ’s bow in structions from the toward the ship’s tran - pilot. Welch maintained som to retrieve the tug’s the tug’s position with hawser. When it was the lightest of touches safely aboard, the deck on the joysticks, his crew secured the . concentration unwaver - Tommy Placette re- ing. After a few min - lieved Welch at the utes, the VHF radio helm and the crew bus - crackled to life with the ied themselves with pilot’s instructions to ship’s business. Welch. The brevity of Turning upriver, Pla- their conversation told cette headed for the me that this was a Port of Beaumont, the dance they had done northern terminus of before, so to speak . the Neches’ working On the foredeck, Jere- waterway before the my Welch and an able- river becomes unnavi - bodied seaman named gable. We docked at Robert Johnnie were the Carroll Street flaking out synthetic Wharf and awaited a fiber pennant from new assignment from Hayley ’s large render/re- Moran’s dispatcher in cover winch. Johnnie, Port Arthur. When the who is not a regular radio again sounded, it member of the tug’s was Moran dispatcher four-man crew, was on Sean Kettl, with orders this day a fifth man, for us to return to Port aboard to build sea Arthur and await an time. High above their inbound vessel in the heads, a crewman from Sabine Pass. the tanker lowered a Settling in for the heaving line to the run back to Port Arthur, Hayley ’s deck. Welch I found myself reflect - secured it to the pen - ing on the number of nant, and the Kinabalu times this crew has tra - took Hayley ’s hawser versed the Neches, and aboard, the end of the braided violet line disap - the number of vessels they have handled — a pearing through a fairlead on the tanker’s deck. great many trips and ships, according to Welch. Then commenced a series of precisely execut - To a visitor, the work looks routine, but that is ed maneuvers by Capt. Welch. He gently moved hardly the reality. There is an intense focus behind the stern of the Kinabalu off the terminal wharf the calm, quiet manner in which these men con - and out into the flow of the river, slowly spinning duct operations. It is centered on safety. Beyond the the ship around until it aligned with the chan- training, experience and teamwork that shape nel. With the positioning accomplished, the tanker the process and mechanics of the thing, there are intangibles like vigilance and commitment. The mariners skillfully and diligently apply them, using Above: Top, mate Jeremy Welch cooks dinner in high-quality equipment, and the result is safe, reli - Hayley ’s galley; bottom, Welch’s pulled pork. able service for Moran’s customers. I

26 Moran Has Th ree New ATBs Under Constr uct io n

In response to growing customer needs for petro - also a new vessel class. They will each measure leum and liquid chemical transportation, Moran 491.5 feet in length, with a 78-foot beam and 41- is building three new Articulated Tug and Barge foot sides. (ATB) units. The six vessels — three tugboats paired The 5,300-hp tugboat will be mated with a with barges — are slated for delivery over the next 120,000-bbl, double-hulled tank barge, designed 14 months. Patti Marine, of Pensacola, Florida, is to carry certain liquid chemicals. This barge meas - building the first of the six, a tug; the remaining ures 468 feet in length, with a 78-foot beam and tugs and barges are being built by Bay Shipbuild- 41-foot sides; it too represents a new vessel class, ing Company, in Sturgeon Bay, Wisconsin. though it is similar to Moran’s existing New Hamp- The concept for the tugboats was designed shire class. by Ocean Tug and Barge Engineering, of Milford, All three barges will be outfitted with advanced Massachusetts. Guarino & Cox, a naval architecture safety, anti-pollution, and cargo custody systems, and marine design firm in Covington, Louisiana, including a vapor recovery system, a vacuum strip - created the concept design for the barges. ping system, the latest in ballast water treatment The three new ATB tugs are Pati Moran –class systems, and fully coated cargo tanks. The two vessels. They will have identical hulls, interior archi- petroleum barges will also feature a nitrogen- tecture and INTERCON pin connection systems, based Inert Gas System (IGS), fixed tank-washing, but their engine configurations will differ. Two of a thermal fluid cargo-heating system, and dedicat - the vessels will be powered by twin 3,000-hp EMD ed slop tanks. 12-710G7C, Tier 3 main engines operating at 900 The first of the new petroleum ATBs is sched - rpm, for a combined 6,000 hp; the third will be uled to enter service in the spring of 2015; the sec - powered by twin EMD 12-710G7C Tier 3 engines, ond should begin operating in the fall of 2015. each rated at 2,650 hp, operating at 800 rpm for The units will work under contract to two different a combined 5,300 hp. oil companies; one is likely to transport crude oil The two 6,000-hp tugs will be mated to dou - from Corpus Christi, Texas, to various locations ble-hull petroleum tank barges with a capacity of 159,000 bbls. The barges, which are identical, are [Continued on page 29 …]

Giving Back: Moran dry bulk barge transport grain from New Orleans to its mill in Puerto Rico. A Customer Relationship The mill is operated by Molinos de Puerto with ConAgra Leads to a Rico, Inc., a former ConAgra Mills subsidiary Local Charity Partnership at which Mr. Rubio was sales and marketing director (Molinos is now an operating sub - sidiary of Ardent Mills, a joint venture of In 2009, during a personal encounter that ConAgra Mills, Horizon Milling, and Cargill). would prove fortuitous, Ernesto Rubio — an In May 2009, Mr. Rubio and his wife, employee of a Moran client — had an idea Eileen, were looking to start a family, and were that led to the founding of a charity benefit. considering adopting a child. They happened The event, the Molinos de Puerto Rico Char- to visit a shelter in Bayamon, Puerto Rico, ity Golf Tournament, drew the involvement of called Hogar del Niño El Ave Maria (The Hail Moran as a co-sponsor, a commitment that the Mary Home for Children), and while there company maintains today. they learned that the home was facing closure The relationship is rooted in a barging due to financial hardship. Mr. Rubio, who is an contract that began in the mid-1990s: avid golfer, wondered whether he might help ConAgra Mills, which was then Mr. Rubio’s by organizing a charity golf tournament — an employer, contracted with Moran to have the event that would bring together colleagues,

27 business associates, and friends to benefit a later, Eileen gave birth to a baby girl, whom good cause. He presented the idea to Jon the Rubios named Alana. The couple today Stuewe, Molinos de Puerto Rico’s president, has two children, Alana and Alejandro. who enthusiastically embraced it. Mr. Rubio currently works for Ardent Mills, Mr. Rubio next reached out to Molinos’s which acquired the ConAgra milling division suppliers, starting with Bruce Richards, Mor- in 2014 and is headquartered in Denver, Colo- an’s vice president of marine transportation. rado, but he continues to actively support Moran became the first company to make a fund raising for Hogar del Niño. He visits the large financial commitment, and became a co- shelter every time he returns to Puerto Rico, sponsor of the tournament; it continues to sup- he says. In 2010, Moran rebuilt the Virginia port the event, now in its fifth year. and converted it to the company’s first dry Hogar del Niño is an emergency shelter for bulk ATB, the Mary Ann-Virginia . The vessel, abused and neglected children, aged birth to named for Mary Ann Redmann, the wife of four years. It is run by an order of Catholic ConAgra grain merchandiser Gary Redmann, nuns, the Hermanas Misioneras del Corazón de continues to transport grain to Molinos’s mill Jesús (Missionary Sisters of Jesus’ Heart). for Ardent. In 2013, the fourth annual Aided by volunteers, the Sisters and the shel - Molinos de Puerto Rico Charity Golf Tourna- ter’s 22 employees care for between 35 and ment raised nearly four times the amount of its 75 children a year. Along with shelter, the original 2010 donation to Hogar del Niño. I home provides food, clothing, medical care, education, and emo tional support. Molinos’s Below: Bruce Richards accepts a piece of first annual Charity Golf Tournament raised artwork from representatives of Molinos de a modest gift for Hogar del Niño, but it was Puerto Rico. Left to right: Ramon Hernandez enough to keep the shelter open. Mr. Rubio Guillermety, Jon Stuewe, Bruce Richards, and Mr. Stuewe helped the Sisters add a pre - Ernesto Rubio, and Ted Tregurtha, Moran’s school area to the facility. During one of Mr. president. The artwork was made by chil - Rubio’s visits, the Sisters told him that because dren at Hogar del Niño and was presented of his involvement in the charity, he and to Moran in recognition of its continuing Eileen would be blessed. Less than a year support of the shelter.

28 along the U.S. Gulf, and the other is intended to tilizer, from CF’s Donaldsonville, Louisiana, plant carry refined products, such as diesel fuel and gas- to Norfolk, Virginia; Wilmington, North Carolina; oline, from refineries in the U.S. Gulf to markets and other locations along the U.S. east and Gulf in Florida. The new contracts reflect increased coasts. The new service dovetails with an increase demand for U.S.-flagged vessels, driven by im- in CF’s volume of UAN production, a result of proved refining economics in the U.S. and the its Donaldsonville plant expansion. The ATB will boom in domestic crude oil production from the replace conventionally towed Moran tank barges, Eagle Ford and Permian Basin fields in Texas and enabling CF to deliver its own product to an ex- the Bakken fields in North Dakota. panded range of East Coast markets via a dedicat - The new 120,000-bbl ATB is expected to enter ed, state-of-the-art vessel. I service in the spring of 2016, and will operate under contract to CF Industries, a Moran dry cargo customer since 2005. Moran previously fulfilled a Below and on next page: The Scott-New Hamp- long-term relationship with CF for the transport shire , a Moran petroleum ATB, in the Verrazano of phosphates; the new ATB will be used to trans - Narrows. Moran’s new 120,000-bbl petroleum port Urea Ammonium Nitrate (UAN), a liquid fer - barge will be similar to the New Hampshire class.

29 30 31 Two Acquisit io ns Adva nce MER’s Growth and Vision

oran Environmental Brian House, MER’s president and CEO, said last Recovery (MER) has April. Both companies bring strong brand recog - continued to expand, nition from their respective markets, and continue acquiring two special - to operate under their current names. ized companies that CORI, a provider of coastal and seabed habitat will strategically com - mapping and environmental consulting services, plement and broaden represents “a strategic entry point into an exciting MER’s service offer - new market,” Mr. House said in 2012. The combi - ings. MER acquired nation of CORI’s scientific and technological capa- MCoastal and Ocean Resources Inc. (CORI), a coast- bilities with MER’s tactical expertise is currently al and marine geoscience company, in December unique in the industry. 2012. Last April, MER acquired Eason Diving & Headquartered in Vancouver, British , Marine Contractors, Inc., a diving and marine ser- and now in its 26th year, CORI has historically vices company serving identical markets to MER’s. operated in Alaska, Canada and the U.S. Pacific The acquisitions reflect MER’s growth strategy Northwest; under MER, it has expanded its serv - of vertical integration within its select markets, which ices to include other parts of the United States. comprise the energy and industrial, marine, rail, The company’s services support a wide range of and government sectors. “The specialized servi ces activities, including environmental assessment, provided by CORI and Eason Diving will uniq uely oil spill response planning, port development, and expand MER’s capabilities, and at the same time conservation planning. Dr. John Harper, CORI’s integrate ideally in our family of companies,” founder, remains with the company and is serving

32 as vice president of science applications. in Alaska and Canada, whose eyewitness histories CORI is a key developer of the ShoreZone and knowledge of the region’s wildlife add depth coastal environment mapping and classification as well as veracity to ShoreZone’s information. system, which inventories the geomorphic and bio- All of CORI’s material is archived in a searchable, logical features of coastal habitats by using a com - integrated database, serving as a valuable tool for bination of high-resolution, oblique digital imagery scientists, educators, managers and environmen - and ground-based research. Using ShoreZone, tal hazard planners. CORI has to date mapped more than 107,000 The ShoreZone system offers key benefits to kilometers of shoreline, including the states of MER clients. ShoreZone images and data, for Washington, Oregon, and a majority of the Alaskan example, provide a spatial and factual framework coastline. The company has recorded more than for assessing environmental sensitivity and 4 million digital still and video images of inter - response actions in the event of oil spills. In 2012, tidal and nearshore zones, for which it has also interpreted ShoreZone information was a crucial compiled up-to-date, coordinated habitat data. resource in responses to several groundings along To further verify its data, CORI conducts research the Alaskan Coast. “The ShoreZone method can interviews with First Nations indigenous peoples identify and document any number of characteris - tic s…the geomorphology, terrain, geologic com - position, tidal behavior, and what’s living there,” Opposite page: CORI personnel aboard a heli- Mr. House says. “ When MER’s tactical ability is copter taking aerial photographs of the Alaskan underpinned with that level of detailed knowl - coastline. Above and on page 35, some samples edge, it creates a very powerful tool for our clients of the company’s work in Alaska. who operate in those environments.”

33 In Alaska and Canada, where vessel traffic is Both Eason Diving and CORI have indeed increasing along the Northern Great Circle Route, integrated seamlessly in MER’s business model, and oil and gas development are undergoing tre- even as they’ve extended it. But the presence of a mendous expansion, the value of integrated serv - third advantage — the complementary relation - ice models like MER’s can scarcely be overstated. ship between CORI’s and Eason’s capabilities and The company is already a key provider of spill those of MER’s other subsidiaries — is what makes response and damage assessment services in the the acquisitions critical elements of MER’s overall Pacific Northwest, and is involved in advising on a strategy, Mr. House says. This is true of all MER risk assessment for the Aleutian Islands. MER has subsidiaries; the companies collaborate on a daily long been a nationally recognized leader in the basis, sharing knowledge, personnel, equipment field of oil spill response, Mr. House says, and is and other assets that help answer client needs. equally proud of its evolving focus on assisting By way of example, when MER first acquired clients with planning and preparedness services. Drummac, its rail services company, MER had Since energy and transportation infrastructure do already been servicing Amtrak and other state- not yet exist in many parts of the North American owned passenger rail systems with environmen- wilderness, the region represents a unique oppor - tal services contracts; it subsequently coupled tunity to plan for environmental responsibility. Drummac’s mechanical maintenance, inspection, On top of their own safety, preparedness, and repair and cleaning services with the existing Am- response initiatives, companies that operate in trak contract, creating a unique, bundled-service the region will soon be dealing with a host of new approach. Today, MER provides an expanded range regulations, Mr. House says, and MER is uniquely of rail-related environmental services to a nation - positioned to help them. al network of rail companies. MER’s newest acquisition, Eason Diving & Mar- “As we continue to grow, we are focused on the ine Contractors, is a Charleston, South Carolina – need for MER to become increasingly flexible, based provider of on-call diving and marine serv - adaptable and mobile in order to best serve our ices. Operating in the U.S. Southeast, the compa - clients,” Mr. House says. He believes that these ny primarily serves the utility industry, and also virtues represent not merely aspects of MER’s has major railroad and marine clients. As such, business strategy, but key parts of an evolving the Eason Diving client base is a perfect fit for industry. MER, for its part, has evolved from a MER’s existing business, and affords unique cross- provider of environmental cleanup services into selling opportunities. Tom Eason, Eason Diving’s an integrated provider of industrial and environ - founder and former owner, will serve as vice pres - mental services. “It’s one thing to understand ident, continuing to oversee operations, contract clients’ businesses and offer the advantages of management and client relations. cross-disciplinary expertise and problem solving,” Eason Diving’s work within the utility industry Mr. House says, alluding to MER’s growing emer - covers a broad array of services, including FERC gency response and preparedness business, “and inspections at hydroelectric facilities, power plant yet another to add science and technology to intake and outfall penetrations, and removal of the tactical skills and tools in that equation.” silt, mussels, and debris. A truly unique aspect Complex environmental and safety challenges de- of Eason’s business involves work within nuclear mand that level of versatility, he says, and when power plants, where divers perform maintenance MER talks about applying its culture of safety to its and repairs on spent fuel storage rack systems. clients’ needs, it’s talking about big-picture think - Eason is also highly experienced in contamin- ing and expertise. To help clients effectively man - ated diving services that are used to locate age safety and environmental stewardship, MER and recover sunken petroleum has dedicated itself to offering an ever-widening products. Nearly all the range of options and solutions within its select company’s work is per- markets. “If that means providing databases as formed for clients well as oil booms, we do it,” Mr. House says. “If it who value the means working under the water as well as on the risk-averse water, we do that. MER can create customized safety culture bundles of services, with across-the-board advan - shared by tages, in which the benefit of our knowledge, Eason and skills, experience and assets is greater than the MER. sum of its parts.” I

Left: An Amtrak locomotive, one of many in the company’s rail network served by MER.

34

Progres swithBBS; an Ergono mic s Review; a Cu lt ural Survey; and New Hi res

I. Moran Has Made Further Strides with include this requirement as a criterion. Currently, Behavior-Based Safety (BBS) near misses are recorded anonymously on a form that allows the reporter to rate on a numerical [Editor’s note: Portions of the following text were excerpted scale the potential severity of the consequence if from the article “Towing the Safety Line,” by Gail Snyder, by the near miss were to occur again. permission of Aubrey Daniels International.] Some may wonder why any organization would Moran continued to develop its Behavior-Based want to see a rise in the rate of reported near miss- Safety program during 2013 and 2014, completing es. But the causes of near misses constitute free several incremental steps that moved the program learning opportunities, and if addressed, the stuff closer to its ultimate goal of full implementation. of serious incident prevention. “If you aren’t get - An article by Aubrey Daniels International (ADI), ting a good amount of near miss reports, you should the consulting firm assisting with the program, re- be worried; it means you have a blind spot,” Olson e ported that Moran’s tugboat captains have now said. Moreover, when an organization isn’t aware t attended workshops that trained them in coaching of near misses that are happening, the underlying for BBS. “Even though it was a logistics nightmare causes can never be addressed. Moran’s manage - a pulling the captains from multiple ports, the end ment was therefore pleased to see the company’s results were very positive,” David Olson, Moran’s near miss report rate rise from two to three a d safety culture trainer, told ADI. “The guys still talk month to a current average of 150 to 180 per

p about this opportunity to get together, talk, and month, Olson said. Moran has now developed share best practices. …The workshops were main - behavioral checklists to address the causes of ly to get everybody speaking the same language, near misses. U learning the science of behavior, and improving The completion of the coaching workshops

their leadership abilities,” Olson said, referring to ushered in Moran’s current stage of BBS develop -

y Moran’s captains, crews and shoreside personnel. ment, in which crews and other personnel are

t The ADI article also described major progress working on developing a comfort level with using with near miss reporting . “Moran has always had a a behavioral process. The results that have been e near miss reporting process, but we were only get - achieved to date are solidly encouraging, and are f ting a couple of near misses reported every helping drive the company’s evolving cultural month, if that many, and they weren’t really near change. At least one benefit that accrued from the a misses,” Olson told the article’s author. “So it wasn’t increase in near miss reporting was wholly unex - as effective as it could be. We figured out what we pected, yet highly significant: Moran discovered S needed to change, including educating people on that when it came to near misses, many of the what near misses were, why they were important, repeat offenders were not its own employees, but and that they were in fact happening. We also had those of its contractors. “Our managers at the ports to make it easier to report them, and — the big where this was happening are now clarifying ex- one — remove fear of repercussions or embarrass - pectations with contractors about how they get on ment.” Surveys had shown that when it came and off the boats, for example,” Olson said. to safety, Moran had been somewhat reactive (as Another positive effect of the evolving BBS opposed to anticipative) in its approach to dealing process has been the closing of what Olson calls with incidents and near misses. That realization “perception gaps.” He defines these as “widely dif - inspired a change in the way managers are evalu - fering opinions on a given topic among employees ated: instead of evaluating them on how many in various groups or level s…The progress in near accidents did or didn’t occur — a “lagging” result miss reporting helped close the gaps by showing — the company now expects its managers to foster managers what we’re dealing with out on the boats conditions in which near miss sharing is encour- on a daily basis,” he said. “It has given a voice to aged, and it utilizes performance metrics that the mariners that they previously didn’t know they

36 had, and many unsafe conditions have been im- and a sign of leadership being exercised at every proved as a result.” level,” he says. With patience moderating the process of change and the approach proving successful so II. Moran Has Undergone a Human Factors far, Moran is now ready to move beyond near Engineering (HFE)/Ergonomics Review misses, further up the causal chain to behaviors, Olson told ADI. Moran Jacksonville has been In 2013, Moran engaged Atkins, a leading design, chosen to field a pilot BBS team and observation engineering, and project management consultan - system. In October 2013, a group of representa - cy, to perform an HFE/ergonomics review of rep - tives from each tug in the Jacksonville fleet atten d- resentative vessels from Moran’s Capt. Jimmy T. ed a BBS workshop with ADI’s Don Nielsen, in Moran and James A. Moran tugboat classes. The two which they developed a behavior observation sys - classes are Moran’s newest. The goal was to iden - tem and formed a local safety team. This was a tify and document any design issues that might formidable challenge, because there are ways in affect the performance of operations or mainte - which the tugboat industry doesn’t fit the typical nance tasks, as well as any hazards that could lead applications of BBS. The Jacksonville safety team to accidents or injury. has been judiciously overseeing the process, how - Christopher Parker, an Atkins principal human ever, and its regular meetings have allowed it to factors engineer, performed the assessments and modify observation criteria, report any barriers to wrote the accompanying report. Parker spent four implementation, and basically serve as a BBS tem - days, working eight to 12 hours a day, embedded plate for other ports. Looking ahead, Olson ex- aboard Moran tugs in Baltimore and Savannah. pects each of Moran’s ports to customize the BBS In Baltimore, he reviewed the 86-foot Z-drive trac - process to suit its individual needs within a corpo - tors Mark Moran and Annabelle Dorothy Moran ; in rate framework. “The observation process [in Savannah, the subject was the James A. Moran , a Jacksonville] isn’t ideal yet, but they own it — 93-foot Z-drive tractor. Parker conducted the re- they’re managing it,” he said. “Some of the com - views during both daytime and nighttime hours, ments I’ve heard are both when the tugs were that we are really focus - underway and perform - ing on the positive — ing services for custom- catching people doing ers and when they things right.” That con - were docked to undergo cept may sound “warm maintenance or stand by and fuzzy,” but it is root - between calls. He made ed in a con structively detailed observations of cold-eyed ob jectivity: equipment and crew op - the safe behav iors that erations, and also inter - Moran Jacksonville’s viewed crew-members, people began observing including deckhands, in October 2013 in fact mates, engineers and came from written captains. For guidance checklists. Within two on Moran’s overall goals months of initiating the and history, he met with observation process, safe Ned Moran, the com - behaviors in Jackson- pany’s senior vice presi - ville rose from 70 per - dent of harbor opera - cent to 90 percent. tions. To acquire back - The division’s personnel ground knowledge of have already expanded operating policies and their focus to include practices — for safety, seeking out other be- work assignments, port haviors that can be im- operations and other proved, which they be- basics — he spoke with lieve will prevent acci - Paul Swensen, Moran dents. Olson, who spends Baltimore’s vice presi - a great deal of time on dent and general man - Moran tugs, sees this as ager, and Ron Droop, a great sign. “It’s the Able-bodied Seaman Robert Johnnie completes a Mr. Swensen’s counter - sailors taking definitive Crew Change Test & Inspection Checklist aboard part in Savannah. For ownership of their safety, the Hayley Moran . an orientation in main -

37 tenance and repairs, Parker talked with Jimmy the user to prevent error; and write proce - Coyne, Moran’s vice president in charge of those dures to prevent error from occurring. functions. Ergonomics, which Dictionary.com defines as Wherever possible, Parker referenced vessel and “the study of the relationship between worker s equipment standards, regulations and best practices and their environment, especially the equipment authored by the U.S. Coast Guard, ABS, ASTM, they use,” is also linked to Human Factors Engi- and other leading authorities, using these bench - neering (HFE). The latter discipline seeks to max - marks as a baseline for comparison. These specifi - imize the performance of humans and the systems cations define optimal (and in some cases manda - they use by optimizing interactions between the tory) standards for safety, seaworthiness, and work - two and reducing opportunities for error. The con- ing conditions on U.S.-flagged vessels. For some of sideration of the end user in systems design and Parker’s observations concerning potential gaps the acknowledgment of human error as a root between vessel design and task requirements, no cause of incidents and accidents are two of HFE’s applicable standards for comparison existed. defining principles. Global utilization of HFE and These findings were nonetheless deemed signifi - ergonomics in engineer - cant and were included ing and all types of de- in the report. sign has increased multi - When the tugs were fold in recent decades, docked, Parker combed reflecting a powerful and through the equipment positive trend. The re- and structures in the markable innovations pilothouses, decks, crew that it has spawned so quarters, engine rooms far — advanced safety and other areas. Taking features on cars and air - notes, measurements and planes come to mind, photographs, he exam - for example — repre - ined stairs, ladders, doors, sent only a tiny fraction gauges, controls, signage of what is possible. — the general categor- Moran’s Construc- ies, let alone the objects tion and Repair group themselves, are too num- has long utilized ergo- erous to list here. nomic and HFE princi - When the tugs were ples, but wanted to delve underway and working at deeper. In dispatching performing ship dock - Parker to examine Moran tugs and crew/equipment ing and escort services, Parker observed speci fic interactions, it effectively put the vessels and their interactions between crew-members and pieces operation under a high-power design microscope. of equipment and naval architecture. In this seg - Parker, whose HFE/ergonomics consulting ca- ment of the review, he was guided by six basic reer began with work for NASA on the Inter- questions: national Space Station project, has for more than 15 years specialized in projects for the maritime What are the user’s tasks to use/operate/main- tain the system? Who is the user? What is the sector. The co-author of an ASTM Standard Prac- worst case for the user? What is the physical tice for Human Engineering for Marine Systems, operating environment? What training/skills Equipment and Facilities, he brought extensive does the user need or have? What is the con - experience and expertise to the Moran review. sequence of human error? In his report, Parker wrote that his methodology for assessing equipment hinges on the issue of how Observing the crew-members as they handled well the design supports the needs of the user. The the tugs’ equipment and architectural elements inquiry entails at least two fundamental questions: enabled Parker to identify significant needs and opportunities that otherwise would not have come Does the design minimize the likelihood or to light, he says. consequences of errors? Does the design Lastly, Moran requested that Parker facilitate a mitigate the consequences of error? supplemental study of the layouts of electronics in Parker’s approach to overcoming issues that the pilothouses of the two tug classes. For this cannot be mitigated by design boils down to three assessment, he examined the required tasks of the basic recommendations: tug captains, and the inherent relationships be- tween the operator and the equipment. To arrive Provide a warning of potential error; train at a basis for the arrangement of controls and

38 other elements, he took into account key factors Some part-time employees also completed the like frequency and criticality of use, modes of inter- survey. The questionnaire asked respondents to action (such as visual, auditory, or manual), and indicate their level of agreement with various communication of relevant information. He was statements, using numbers from 1 through 5. guided in the effort by universal ergonomic guide - “1” signified “strongly disagree,” while “5” indicat - lines for angles and distances relating to sight - ed “strongly agree” (“3” represented “neither lines, the human body’s range of reach, placement agree nor disagree”). of controls, heights of consoles and chairs, and The survey measured people’s perceptions about other interfaces involving human factors. five categories: Immediate Boss; Personal Ob serva- “Results [of all the reviews] showed that issues tions; Shoreside Management; Training, and Work identified were minimal and typical HFE design Conditions. When the response numbers in any issues,” Parker wrote in the report’s executive sum - given category were averaged, any quotient higher mary. “Since Moran Towing demonstrated a strong than a 4 was considered a good score, Olson says. safety culture and foundation of attention to de- The questionnaire also included a few essay-style signing their vessels to best support their crews, questions, which called for open-ended comments. there are only a few noteworthy observations of Overall, the survey results showed significant im- opportunities for improvement, with others being provement; between 2011 and 2013, Moran prog- just an added layer of protection.” ressed from “Needs Improvement” to “Good” in “The Atkins report has given us a precisely four out of five categories. “The leadership dimen- detailed road map for vessel construction, modifi - sions, Immediate Boss and Shoreside Management, cation and upgrades,” Ned Moran said. Matt Baker, showed substantial improvement from 2011,” Olson the manager of Moran’s Quality, Health, Safety, says. “We had seen a need to work on these in 2011, Security & Environmental Group, said, “We want and we targeted improvement through coach- the crews on the boats to know that their input ing/leadership training in the science of behavior plays an important part in the improvement pro- and reinforcing desired leadership habits.” cess.” Moran is currently studying the findings in The Work Conditions dimension also showed the report to determine how best to address them. a strong improvement, which Olson attributes in part to Moran’s addressing of opportunities III. Moran Has Conducted a New, Updated brought to light by near miss sharing and other Safety Culture Survey mechanisms for mitigating at-risk situations. “It’s extremely important that employees feel as if their Moran completed a new, self-administered Safety work environment is safe and that we’re doing every- Culture Survey in 2013. With the exception of one thing we can to make it safer. If they don’t believe new question, the survey was identical to the safe - this, it will negate almost any ‘safety first’ message ty culture survey Moran had conducted in 2011, we could contrive,” Olson says. the first year the company had undertaken such a The Training dimension showed little change, study. The survey results for 2013 reflected chang - a result that Olson predicted. He had suggested ing perceptions and opinions, providing an up- in 2011 that by building the underlying cultural dated picture of where Moran stands, says David foundation first, future investments in training — Olson, Moran’s safety culture trainer. already a strong facet of Moran’s culture — would The goal of the survey, which invited respon - be made much more effective. Moran’s leadership dents to submit their answers anonymously, was “to had agreed, and put further training innovations get the unfiltered perceptions of the workforce on a side burner in favor of focusing on cultural with respect to desired organizational habits and improvements. values,” Olson says, adding that the feedback The Personal Observation dimension, which mea- enables Moran’s executive leadership to identify sured employees’ responses to events or condi - strengths and opportunities, and formulate strate - tions they witnessed or perceived around them, gies around them. Olson and Moran’s Quality and scored lower in 2013; at 3.79, it was more positive Safety Steering Committee used the 2011 survey than “undecided,” but below good. Olson conduc- results as a baseline, comparing them with 2013’s ted follow-up questioning in the hope of finding responses to gauge the effectiveness of Moran’s an explanation, and learned that the two most efforts at developing its safety culture. “The ulti - influential drivers of personal observations — mate goal is to eliminate injuries and damages awareness and expectations — had risen dramati - that are within our control,” Olson says. cally between 2011 and 2013. This is unsurpris - The survey questionnaire was distributed to ing, he says, when you consider that since 2011, shoreside and marine employees in 16 of Mor an’s Moran has been actively fostering a culture of ports of operation. 400 completed surveys were heightened awareness and expectations with collected, representing the participation of approx- respect to safety. As a direct result, crews and man - imately 92 percent of the sampled workforce. agers have been more acutely observant, and they

39 are holding the company to a higher standard. keyed to the individual operating requirements That is a good thing, Olson says — a learning and job des criptions of ports and employees. process that is fueling growth. Where safety is concerned, this is expected to Moran’s executive leadership has already eventually lead to the establishment of uniform begun to address some of the issues that were minimum qualification standards for marine em- flushed out by the survey, and plans to continue ployees, geared to specific jobs and the train ing with most of its strategies. In two organizational up- people receive. Under the new program, train- grades, the company has hired a corporate train - ing will be more conveniently available, easier ing coordinator and a preventative maintenance to track, and more refined in its connection to manager, whose jobs, respectively, will be to coor - Moran’s day-to-day operations and equipment, dinate and expedite training and to marshal re- Curtin says. sources for continuously improving equipment and Coming to Moran from the United States Mer- work environments. chant Marine Academy (USMMA), Curtin brings top-notch experience and expertise to the job. IV. Moran Has Created Three New Safety- At USMMA, he was an associate professor teaching Related Management Positions tanker operations, navigation, and electronic chart display information systems. He has also taught nav- Last spring, Moran hired Kelly Curtin as manager igation and seamanship courses at SUNY Maritime of employee training and development; Joe Regan College, and was a division manager of nautical as fleet maintenance manager; and John Hunter science programs at USMMA’s Global Maritime as a naval architect. The men will help stream- and Transportation School (GMATS). At GMATS, line and enhance safety and fleet management he developed educational curricula designed for at Moran. the shipping and workboat industries, including a As manager of employee training and devel - Crew Advancement Program that gives deckhands opment, Curtin is overseeing the creation of a uni - the opportunity to advance to the wheelhouse by fied, umbrella program of training, educational taking classes scheduled around their work sched - development, and on-the-job learning opportuni - ule. He holds a masters degree in transportation ties at Moran. The program is being designed to management from SUNY Maritime College, as well further Moran’s commitment to excellence by help- as a Third Mate unlimited tonnage oceans license, ing employees achieve their highest potential and has sailed for several companies, primarily in with respect to quality, safety, and environmental oil/petroleum product tanker fleets. responsibility, Curtin says. Joe Regan, Moran’s new fleet maintenance He started by observing Moran’s training at its manager, is spearheading Moran’s fleet reliability port facilities and terminals of operation, taking effort, acting as a catalyst and strategist for change. note of best practices and later codifying them Building on extensive knowledge and experience into a uniform learning platform — a more struc - he acquired in leadership positions at industrial turally cohesive version of Moran’s existing giants such as Westinghouse Nuclear and Georgia approach. The program incorporates core Pacific, he will start by overseeing the imple - policies and practices from Moran’s multi- mentation of a Computerized Mainten- pronged governance of quality, safe - ance Management System (CMMS) ty, and environmental responsibility, for Moran’s diverse fleet of tugs such as its Behavior-Based Safety and barges. “Moran has a good program, preventative mainte - maintenance program with nance system, and safety man- effective practices in place,” agement system. Its goals he says, “but in terms of are to achieve curric- industry leadership, there ular, administrative and are technological tools we logistical coordination can adopt that will enable and consistency between us to make a quantum ports; to simplify training leap forward.” and educational processes One metric for gaug- for port managers; and to ing the success of the expand learning opportu - CMMS will be Moran’s nities for employees. Design- Mean Time Between Re- ed to provide an exped- pair (MTBR) record, Regan itious management and says. “The objective is to career development re- increase reliability to the source, the program’s strat- point where each tug in egy and components are the Moran fleet goes from

40

one scheduled maintenance period to the next fleet maintenance safer and more reliable, but also with no major incidents.” A related, equally im- more cost-effective, Regan says. portant goal is to improve workforce utilization, Safety has always been a root concern in his using the CMMS to expedite and ensure the safe work, he says; every company he has worked for completion of the right maintenance tasks at the has had a safety culture paralleling Moran’s, with right times. “We will use one system across all op- a Behavior-Based Safety program complement- erations to manage all maintenance-related work, ing a safety management system. The approach is including inspections, planned work, and correc - shaping the new fleet maintenance agenda along tive actions,” Regan says. “This will streamline the two basic lines: people’s safety as they perform maintenance process and allow us to evolve to a maintenance tasks, and the safeguarding of vessel reliability-centered maintenance organization, reliability to ensure the safety of marine personnel. to include predictive maintenance and condition- In managing both aspects, Regan and a cross- based monitoring.” functional team of Moran managers and engineers Achieving these goals entails finding the right will methodically scrutinize processes, applied tech- software system and assuring that the correct data nology, and human factors. The team will then make is loaded up front. This information includes the recommendations based on its findings. right combination of existing maintenance tasks, In Moran’s Construction and Repair Depart- manufacturers’ suggested tasks, port-specific best ment, John Hunter began work last May as a naval practices, and industry regulatory requirements, archi tect assisting the department with engineer - Regan says. To that end, he is conducting a com - ing and design for existing and newbuild tug - prehensive audit of the needs and requirements boats and barges. He also acts as a liaison with of Moran’s fleet and engineers. He is using this re- regulators, such as the U.S. Coast Guard and the search to define criteria for the maintenance system American Bureau of Shipping. selection, he says, and is forming a fleet mainte - The impetus for vessel modifications comes nance upgrade project team that will include Mor- from both regulatory agencies and Moran itself, an port managers, port engineers, IT personnel Hunter says. It can be driven by safety, environmen- and representatives from the Construction and Re- tal responsibility, performance issues, regulatory pair group. To learn the specifics of Moran’s busi - compliance updates, or a customer’s specialized ness, he is spending a lot of time at the company’s operational needs. Often, multiple benefits are inter-

ports of operation, and communicating frequent - twined in a single upgrade. Sometimes, Hunter is ly with port personnel and overseers like Matt Baker, tasked with helping determine when and why Moran’s manager of its Quality, Health, Safety, Se- vessel modifications might be necessary, and what cur ity & Environmental Group. they might entail; in an assignment last year, for The CMMS, for its part, will enable port engi - instance, he examined whether the Moran ATB neers to view real-time data on key performance Paul T.-Massachusetts would fit into a new pier that indicators and historical trending on a “dash - a tank barge customer wanted to use. Hunter, who board” that displays on their computer screens. worked for many years as a naval architect at Sea- The port engineers will also gain instant access to worthy Systems and Bath Iron Works, will be apply- vessel engineers’ logs and daily inspection reports. ing his experience to this and other projects that These and other capabilities will allow them to spot are expected to spring from BBS observations, reg- developing trends and track historical data as a ulatory requirements, Moran’s ergonomics review, framework for decision making and problem solv - and emerging innovations in the industry. I ing. Having these capabilities will not only make

42 Progress w ith CO2 Emiss io ns Reduction and Oil Pollutio nElim ination s e v i t

a During 2013, Moran completed a benchmark en- 121,805 kWh savings will translate to a 91,840-lb. i vironmental responsibility initiative that will annual reduction in CO 2 emissions attributable t reduce the company’s to Moran’s New Canaan i carbon footprint, and building. made major strides in its In the Moran tug fleet, n oil pollution elimination the company continued ad- I program. vancing its oil pollution Kilowatt hour In the CO 2 emissions elimination agenda by l reduction move, Moran savings will replacing conventional

a converted to new energy- oil-lubricated stern tubes

t efficient lighting fixtures and seals with Kobelco at its New Canaan, Con- translate to a Eagle Marine Engineer-

n necticut, corporate head - ing water-lubricated tubes quarters. The installation 91,84 0-lb. annual and seals. This measure is e of the new fixtures was the eliminating the possi bili - culmination of an energy reduction in CO 2 ty of oil pollution result ing audit of the New Canaan from damaged stern tube m building by Efficient Light- emissions attribut- seals. Currently installed ing Consultants (ELC) of on 90 percent of Moran’s n Connecticut. ELC works able to Moran’s twin screw tugs, the new

o jointly with Connecticut Kobelco tubes and seals Light & Power to reduce headquarters eliminate oil from the r

i electricity demand by tube assembly altogether. identifying commercial building. In its They also solve the prob- v buildings that are eligible lem of water -lubricated for a state-sponsored con- tug fleet, Moran seal leakage, by employ - n servation incentive. The ing a system of composite ELC audit discovered continued replacing bearings that prevents lu- E more than 700 lighting bricating water from con - fixtures that could be re- conventional oil-lubri - taminating clean bilge placed with more energy- water. The tube conversion efficient high-perform - cated stern tubes program is a proactive ance fluorescent or LED measure; its inception at fixtures. Moran replaced and seals with water- Moran predates current all 700 fixtures. The new EPA regulations for Envi- bulbs will reduce the com- lubricated systems. ronmentally Acceptable pany’s electricity usage by Lubricants (EAL) on tug- 121,805 kilowatt hours boats, and it surpasses cur- (kWh) annually. Assuming rent EPA minimum stan - average CO 2 emissions dards, which stipulate EAL per kWh of 0.754 lbs. — oil. The program repre - the amount estimated for Connecticut by the U.S. sents an investment of several million dollars over Environmental Protec tion Agency (EPA) — the a five- to seven-year period. I

43 To the Limit From an Era before High-Tech Met the High Seas, a Tu gboatman’s Story

By Capt. Russ McVay

[Editor’s note: Some of the actions described in this story that after we came out of the north end of the Cape were considered acceptable 40 years ago are now precluded by Cod Canal. A week before we got to St. Johns, good marine practice, environmental stewardship, and, in some that city had gotten eight feet of snow dropped on cases, regulation.] it. We pulled into the fuel dock and found our On a cold February night in 1966, at around mid - 10-inch by 2,000-foot main hawser frozen solid

l night, a ringing telephone in our home awakened and looking like a rat’s nest on the stern. It took my wife and me. The call was from my office; I five hours of every man in the crew working to

a worked for Moran Towing as a mate on tugs. I was soften that line up with warm water before we 24 years old. I was told to get to Moran’s yard could re-stow it up on the boat deck. Moving it was n in Staten Island as soon as possible to board the critical — the seas crashing across the stern were

r Cathleen Moran for a rescue mission: Meyer Line, a too much for even the strongest lashings to keep it Norwegian shipping company, had a ship — the in place. There was so much snow that the dock u MV Havlom — that was wallowing in heavy seas master had to use a sextant, getting angles off after losing her rudder. She was 120 miles east building corners, to pinpoint where to start dig - o of St. Johns, Newfoundland. Conditions were too ging to find fuel valves buried under drifts. We

J rough to jury-rig a rudder, and the mariners were were finally able to top off our fuel tanks. afraid that the farther offshore the ship drifted, When all was prepared, I borrowed the dock - the more the danger of capsizing. man’s snowshoes and trudged up to the office to s

’ My wife asked how long I’d be gone; I estimat - get the latest position of our quarry. When the ed three days up there and seven days to tow the office relayed the latitude and longitude of the r ship back to New York. I told her to call the office Havlom , I was aghast: it wasn’t 120 miles east of

e in about 10 days to get an idea of when I would Newfoundland; it was 1,200 miles east, and being be back. blown farther still by 50- to 80-knot westerly winds. n After a speedy drive to Port Richmond, Staten As we passed out of the breakwater of St. Johns i Island, I joined the Cathleen ’s crew and we spent harbor, we met a large gray vessel inbound. We talked;

r the next eight hours lashing down the main haw- it was the Canadian Coast Guard ocean station ser and loading supplies. These included a spare weather vessel. She was inbound due to condi- a hawser; 2,000 feet of 10-inch nylon; grub; 10 tions that made it too rough for her to stay on sta - sheets of one-inch marine plywood; and spare tion. 80-knot winds and 55-foot seas will do that. . The task was accomplished using the And there we were, outboun d…youth and stupidity ! M entire crew of 10: the captain and two mates, Yet we knew that a ship might sink with all hands three able-bodied seamen, three engineers, and if we didn’t help, and we set sail. one cook. We were to stand two four-hour watches Have you ever been on a small boat moving per day, the same as aboard a ship. We also put along with a following sea? The waves lift the stern, aboard a line-throwing, 50-caliber rifle instead of and it’s like you are surfing down the front of the the usual Lyle gun (the latter, named for its inven - wave, accelerating. Doing that on a 105-foot, 3,500- tor, was a small, short-barreled cannon, designed hp, twin screw boat displacing more than 700 tons to fire a projectile attached to a rope to a boat or is the thrill of a lifetime — if scariness is your idea person in distress). The Cathleen did not have a of a thrill — and it’s exhausting. Between the AB towing winch with wire. and myself, we did one half hour on, one half hour The plan was to get to St. Johns as quickly off. It was too rough to use the autopilot, so we as possible, top off fuel, and head out for the had to hand-steer to prevent a broach (a danger - Havlom . It took us three-plus days to get there, ously sudden change in heading), which would because the weather was not cooperating; we ran have certainly caused a rollover. When the stern into high winds and seas. It was especially rough lifted, it would bring the two 11-foot propellers out

44 45 of the water, and the tug would rattle like a freight to broadcast a signal at 2182, so we could home in train until they caught the wave again and shot on her. But our antenna was broken from the foul you down the front. You had to fight the vibrating weather, so we reversed it, sending out a signal that wheel on the way down, making adjustments to would enable the ship to home in on us . We didn’t keep the stern directly perpendicular to the wave. have satellite radios back then, but we did have When you reached the single sideband radios bottom of the trough, that allowed us to talk green water would be to our own office. The propelled onto and over Havlom could use its the pilothouse windows. I was aghast: sidebands to radio its The propellers would dig position — and the in again, their vibration reciprocal course to our feeling like it would rattle the Havlom signal — to its home your teeth out as the tug office, which would call tried to rid itself of tons was n’ t120 our office, which would of water, and then the in turn call us. stern would lift again. miles east of After a day of man- At the end of the four- euvering around trying hour watch, we were to find the ship, we were beat. If we were to find Newfoundland; in a weather situation the ship, we’d be turn ing with a very low ceiling and around and going right it was 1, 2 00 cloud cover. We were act- back into this roaring ually close enough to mess with her. miles east, contact the Havlom via While the wind whip- VHF, and we told its crew ped up waves, distant to aim all their deck storms induced swells, and being lights up and turn them creating huge and con - on at exactly 2100 hours. fused seas that threw the blown farther At 2100 we scanned the tug about so jarringly horizon, saw a glow on that sleep was next to still by 50- to the low clouds, and raced impossible. You would toward it. get into bed — a bunk At about this time, that was basically a steel 80-knot winds. my wife called the office pipe rack — and then tie to get an idea of when I three lines through the would return. It had been pipe sides: one at the 10 days, after all. The dis- ankles, one at the waist and a final one at the patcher at Moran laughed at her inquiry and chest. Without these re straints, you’d be guaran - told her, “Your husband is now off the coast teed of getting tossed out of your bunk. of Ireland.” I remember that the cook had a very difficult As daybreak emerged, we were greeted with a time trying to do his job. So many meals were cheering ship’s crew, happy that we were there. started only to wind up as slop, with pots thrown The wind was so strong that the tops of the waves around on the top of the stove. One morning, were being blown off as spume. With our deck the fellow was determined to cook eggs for us. gang about to start working, we released a little oil After two sets of fried eggs wound up flipping out into the water to try to calm it down a bit. The net of the pan and sliding down the bulkhead, he gave effect of that move was to create an even more up; it would be dry cereal for all. slippery deck, and we almost lost one of the ABs This is all pre-GPS; the best we could do was overboard. to try to get a noon sun line to help with the navi- We explained to the Havlom ’s Captain how the gation. I was out in front of the pilothouse, feet tow was going to be rigged: He was told to “hang jammed up to the railing, stopwatch in one hand, off” his port anchor — that is, to run several parts sextant in the other, trying to find the horizon of one-half-inch wire from the anchor to from a 26-foot height of eye in 50-foot seas — the nearest bit, have the crew secure the anchor in dead reckoning at best. They didn’t teach this at the hawsepipe, and then disconnect the anchor Kings Point. chain and run it through the “bullnose” (for you When we got close to where we thought the engineers, that’s the forward-most fairlead at the ship would be, we tried to activate our Radio stem). The ship’s crew was to let out about a one- Direction Finder (RDF). We had told the Havlom half shot (45 feet) and bring the end of the chain

46 47 back on deck over the rail. We used the line-throw - and asked how many revolutions they were doing. ing gun to get our hawser over to the ship. The pro - The ship’s mate proudly offered that he had jectile was attached to 600 feet of string, which got her up to 62 revolutions. She was passing us! was attached to 600 feet of half-inch line, which The hawser became taut, and with the ship right was attached to 600 feet of three-inch painter that on our starboard beam, the forces involved laid was used to haul the hawser aboard. This was done the tug over almost 90 degrees–right, over a successfully, and our hawser was connected to the cresting, confused sea. The aquatic impact blew ship’s anchor chain. out all the windows on the starboard side of the After the Havlom let out another four shots of wheel house, not to mention the inch-and-a-half chain (360 feet), we were ready to begin the tow. solid oak door on the boat deck. Green water The idea was to add extra weight to the catenary came pouring through the openings, sloshing curve (the concave arc) of the towline, and to avoid down the companionway to the main deck inte - chafing worries at the bullnose. Our 10-inch ny- rior. Crew-members came running out of their lon hawser was like a rubber band, and with the rooms with life jackets on, screaming that we were anchor chain, we were not worried about break- going to die. ing the towline. On the tug end, we used a long- When we righted, we were being dragged stern- enough piece of anchor chain from the “H” bit first until the ship shut down her engines and aft to clear the stern rail and alleviate the worry came to a stop. The general alarm was sounded, of chafing. though it was ultimately not needed. But it was Given our position close to Ireland, we thought February. It was night. We were freezing, exhaust - for sure we’d be towing the Havlom to Southamp- ed and scared. ton or some other repair facility in the U.K. When It soon became apparent that we were not sink- we were told to head for New York because all the ing, and we still had engines and generators. But we ship’s cargo was needed there, it was heartbreak - needed to move quickly to board up the broken ing. At least at this juncture we had the superior windows and door. Thank heavens it was standard navigation capabilities of the ship, and would be procedure to stock up on sheets of marine ply - able to steer a better course for home. But in the wood; we had put them aboard back at the Moran first 24 hours of heading directly back into turbu - yard. By daybreak, we were ready to go again. lent seas, we went exactly 25 miles. At this rate, we’d There was no use in screaming at the ship’s cap - run out of fuel before we got halfway there. tain at this point, but it was made perfectly clear You had to hand it to Moran’s chief engineer that 15 rpm means 15 rpm. and his assistants. The company’s offshore tugs There was no letup in the weather, but our were designed with plenty of fuel tanks; when hopes to be diverted to Halifax never material - one tank emptied, it would be filled with sea- ized, so we continued on to New York. After 23 water and sealed off. This maintained the stability days of living hell — lashing seas, cold food, a needed in rough seas. With the crew keeping near capsizing and utter exhaustion — we sailed track of these adjustments, the Cathleen ’s engines into New York Harbor under the Verrazano Bridge. ran smoothly. The bridge never looked more beautiful. When we Conversing with the Havlom ’s captain, we de- disconnected from the Havlom , the ship’s entire cided that since he had lost his rudder but still had crew assembled on deck and gave us a roaring power to his propeller, he should flop the ship’s cheer of gratitude. wheel over at 10 revolutions to take some of the We brought the mighty Cathleen back to the strain off the tow. With that assist, we got up to yard, where she had to undergo about $60,000 four knots. We then told him to put the wheel at worth of repairs — about $432,000 in today’s 15 rpm and hold it there, which boosted our prog- dollars. Later, the management of Meyer Line sent ress to over 120 miles a day. For several days, this a check for $1,500 to each of us crew-members, configuration produced excellent results. with hearty thanks for saving their ship. One evening, I went to the bridge to relieve the I was thankful that I got to experience this watch a few minutes early, so I could get my eyes when I was so young, because it was an experience used to the dark. In very rough conditions, you that served me well when I went on to fleet opera - would wait until the tug got to the top of a wave, tions management later in my career. And it was take a quick look around for traffic, and then drop now obvious to me that the thought behind the down into the trough to wait for the next crest. design and construction of Moran’s offshore tugs On one crest, I looked to the starboard and saw a was gleaned from highly seasoned mariners with ship’s running lights. I told the mate that we had decades of experience — people who knew how to traffic nearby, but he didn’t see it, so we waited for prepare for all eventualities because they had first - the next crest. Sure enough, there was a ship to hand knowledge of what those eventualities were. starboard. The thought dawned on us, “Oh my Their wisdom had been instrumental in keeping God, that’s our tow.” I quickly radioed the Havlom us alive and getting the job done. I

48 “A Project So Unique”

A shipping leader played a vital role in supplying artificial harbors for the Allied invasion troops at Normandy 70 years a go. s e g a P y r o t s i H e h By A. Denis Clift would take him from office boy, to president, to T chairman of the Board of Directors. The company [Reprinted by permission of Proceedings , a publication of the had been founded in 1860 by his grandfather U.S. Naval Intelligence Institute. All text and photos © U.S. Michael, an Irish immigrant who had had his start Naval Institute/Proceedings, 2014.] in the United States driving mules on the Erie Canal. The headline announced: “Edmond J. Moran Is Moran’s father died at a young age, and Edmond Dead at 96: Admiral Led Tug Fleet on D-Day.” was greatly influenced by his stepfather, Thomas It marked the passing of one of the most influen - tial figures in 20th-century U.S. shipping history. 1 The U.S. Naval Institute conducted a series of inter- Above: Naval Reserve Captain Edmond J. Moran views with Rear Admiral Moran in 1977 and pub - receives urgent and specific instructions from lished his oral history in 2004. 2 In it, he traced his Supreme Allied Commander Europe General childhood in Brooklyn, New York, and his joining Dwight D. Eisenhower on board the the Moran Towing Company in 1915 as a teenag - USS Thompson after D-Day. The general ordered er. He worked on board the tugs during summer Moran back to the United States “for more sup - vacations and then launched a 69-year career that plies and equipment to keep the invasion going.”

49 Reynolds, a Moran seagoing tug master whom “And he said, ‘Let me know when you are com - he crewed under and greatly admired, a man who ing to New York; give me a ring.’ So in due course, taught him much about seamanship, navigation, I gave him a ring, and I met him at a club over there and the handling of tug men, which would serve — downtown. We sat down and he said, ‘What do him well later in his career. you think that thing is worth?’ On 6 April 1917, the U.S. Congress declared “And I said, ‘We determined $300,000.’ war on Germany. A month later, Moran enlisted in “And he said, ‘That’s all right; I’ll take it.’ So we the Naval Reserve as a quartermaster third-class. finished lunch, and when he got the check [for He was 5-feet-6, weighed 114 pounds, and, by his $300,000] he signed it over to the USO. He just en- account, took two tries to pass the physical exam. dorsed the check over, the whole thing, which was His first assignment was to a “break-down gang” very fitting.” 5 relieving crews on merchant ships taken over by In May 1942, while serving under Rear Admir- the Navy. 3 al Land, Moran returned to active duty as a Naval Next, Moran received his reserve commission Reserve lieutenant commander, and six months via 90-day officers’ training school, joined the coal- later was promoted to commander. He kept mov - burning reefer ship Ice King , became navigator, and ing, always upward, next serving a brief tour on headed out on transatlantic runs delivering tons loan from the Maritime Administration. At this of frozen meat to the troops in . When the point in the war, German U-boats were still taking war ended, he returned to Moran Towing. His new a heavy toll on Allied merchant shipping. Moran Navy credentials served him well as he ascended became rescue officer for the Eastern Sea Frontier, the company ladder. The Moran tug fleet was ex- in charge of the operations of rescue tugs going to panding. There was good growth in the tug and the aid of torpedoed and shelled merchantmen. towing business between East Coast ports and in A Call from Admiral King the Port of New York with its 1,500 square miles of waterfront, more than 700 linear miles of docks and One day in 1943, a member of Chief of Naval Op- wharves, and nonstop arrivals, departures, and erations Admiral Ernest J. King’s staff called on inner-harbor comings and goings of thousands of him. “He asked me a lot about ground tackle and merchant ships, liners, and barges. In the late 1930s, beach operations, but he didn’t tell me why he was the Department of the Navy’s Bureau of Ships con- asking the questions. He asked me about unload - sulted with him on the design of a new ATF fleet ing on beaches. He was a naval officer, and I told ocean tug, “inquiries with respect to the hull, as to him all I could.” deck fittings, towing apparatus, navigational equip- In late 1943, Admiral Harold R. Stark, Comman- ment, the power plant, and propulsion machinery. der, U.S. Naval Forces Europe, got in touch with him. …The ships, the tugs, were built on the East Coast “He said, ‘I might like to have you come over and and on the Lakes and turned out very satisfactori - take a look at a plan that is being considered. You ly.” He would also consult on the Navy’s plans for come to London and spend a few days. Give me the new ATR rescue tug. 4 your opinion of certain aspects of it and go hom e…‘The next thing I knew, the Army called Small-Craft Acquisition and asked for a type of unit that could get up on In spring 1941, by then in charge of the towing the beach and be discharged when the tide was company, Moran again took leave and headed to low.” 6 The Army and the Navy did not then have Washington, D.C., at the request of retired Rear the craft required. Admiral Emory S. Land, chairman of the U.S. Mari- At the outset, while Moran did not know that time Commission, to become a special assistant in the precise challenge would be to put 10,000 tons charge of acquisitions of small craft for the Army, of gasoline, ammunition, and K-ration meals on Navy, and the British. This was a business that would the beaches of Normandy, he thought through grow quickly. Requests and instructions came via the problem with some of his seafaring colleagues. the Office of the Chief of Naval Operations. He and They first thought that railroad-car floats — very his staff negotiated with civilian boat owners, from long at 220 feet with very low 7- to 8-foot sides — yachts, to tugs and barges, to 75- to 80-foot sea boats might do the job. They could go up on the beach of the West Coast sardine fleet. Where necessary, and when the tide dropped the barges would be three Circuit Court of Appeals judges ruled on just high, dry, and ready for off-loading. But the rail - compensation. road barges’ lack of longitudinal strength was a “Harold Vanderbilt had a yacht, Bara ,” Moran worry. They wondered if oil barges might be bet - recalled, “and we requisitioned it. It was in an un- ter. “They were flat, they were a little deeper, and finished state, and we determined $300,000. So he they had better sides so that they were more im- said, ‘Do you ever come to New York? I don’t like mune to the dangers of breaking in half on the to go down to Washington.’ way over to France.” “I said, ‘Yes, I do.’ They hedged their bets and requisitioned both

50 unsolvable problem we undertook a project so Above: A major component in supplying Allied uni que as to be classed by scoffers as completely troops at the Normandy beaches were synthetic fantastic. It was a plan to construct artificial har - harbors consisting of scuttled ships dubbed bors on the coast of Normandy.” 8 “Gooseberries” and breakwaters called “Mulberries.” Here, tugs push the components “Two Large Synthetic Harbors” of a Mulberry harbor into position. Of Moran, the In his 7 June communication to Soviet Marshal British officer in charge of the towing operation Josef Stalin on the Allied landings, British Prime told his superiors: “This can do this job better Minister Winston Churchill wrote: “Most especially than I can do it. Let me out and put him in.” secret. We are planning to construct very quickly two large synthetic harbors on the beaches of this railroad-car floats and oil barges. To solve the lon - wide sandy bay of the Seine estuary. Great ocean gitudinal-weakness problem, they stacked two floats liners will be able to discharge and run by numer - on top of another in drydock and welded them ous piers supplies to the fighting troops. This must together. Each had the capacity to lift 1,000 tons. be quite unexpected by the enemy, and will enable A convoy of stacked floats and eight oil barges the buildup to proceed with very great indepen- towed by tugs steaming at six knots departed the dence of weather conditions.” 9 United States in late April and crossed the Atlantic The artificial harbors would consist of Goose- with the loss of a single tug. “We took them to berries — outer lines of ships scuttled bow to stern Cardiff, where the barges were dismantled and to form breakwaters — and 146 Mulberries — inner, put afloat on their own bottoms and brought to fixed breakwaters, each displacing from 1,600 tons Plymouth, where they were loaded with ammuni - to 7,000 tons and made of giant concrete caissons tion, K rations, and gasoline. …On June 6 we ranging up to 5 stories high, 200 feet long, 69 feet took them across the Channel, and they were in beam, and with a draft of 23 feet. More than a lifesaver.” 7 330,000 cubic yards of concrete and 31,000 tons of Moran was already in in April when steel were involved in their construction, and thou- the barge and float convoy arrived. He had signed sands of workers were brought in for the job. secrecy agreements, and in meetings with new U.S. As every British shipyard building way and dry- and British colleagues he was working his way into dock was already fully occupied, the Allies impro - what would be his next, far greater assignment. vised. Close to the banks of the Thames River, ex- General Dwight D. Eisenhower, Supreme Allied cavators dug 12 large holes. With pumps draining Commander of the Allied Expeditionary Force, had water that was seeping in, the Mulberries were con- been studying the issue for many months. He had structed in the holes. When they were at a point a clear appreciation of the near countless challen- where they could be floated, the strip of land be- ges he would face in the D-Day landings. The bea- tween them and the river was removed, and they ches of Normandy had been chosen in the great - were launched. est secrecy, with the knowledge that the Germans There would be two Mulberry artificial harbors, would expect the landings to be at the ports of one for the British landing at Gold Beach and one Cherbourg or Calais. At the same time, he would for the Americans at Omaha Beach. The British write: “The history of centuries clearly shows that naval planning staff had to arrange, taking into the English Channel is subject to destructive storms account precise water depths, for the sinking of at all times of the yea r. The only certain method the right caissons in the correct offshore positions. to assure supply and maintenance was by capture The Mulberries, when submerged and connected, of large port facilities. … To solve this apparently provided piers for troop and cargo ships and had

51 more than seven miles of attached, flexible, float - of entry. Through 18 June it had received ing roadways and pontoon bridges leading straight 197,444 troops, 27,340 vehicles, and 68,799 to the shore. 10 long tons of supplies. With the aid of Mul- Moran thought the idea of creating Mulberry berry A, Omaha had now become the most harbors was reasonable. But he had been going active port in northern France, with the greatest capacity. And, for the moment, it aboard U.S. and Allied tugs and was concerned that was the most active port in Europe, with some of the planning for the tug men might not British Beach Gold a good second. 14 yet be adequate to allow correct delivery of the in- shore caissons. Although he was carrying out sev - While Mulberry A would be severely, irrepara - eral other assignments for Admiral Stark at the bly damaged in a violent storm in late June, it had time, he discussed the problem with the British played its part in establishing the Normandy beach- officer in charge of the towing operation, who went head and facilitating the initial U.S. moves inland. to his superiors and said, “This guy can do this job Mulberry B would continue in a major artificial- better than I can do it. Let me out and put him in.” harbor role for months. The issue was taken to Navy Admiral Sir Ber- I don’t think the assault on France could tram Ramsey, Operation Neptune Naval Comm- have been accomplished without it, Admiral ander-in-Chief of the Allied Naval Expeditionary Moran reflected: I don’t think there was a Force. After Ramsey and Stark conferred, Ramsey possibility of going on open beaches without told Moran that he was to relieve the Royal Navy the protection that these harbors afforded. I captain who had been charged with being the con - don’t think it could have been completed in troller of the operation. 11 Naval Reserve Captain half the time that it took for the whole Edmond J. Moran was now in charge of the tug - adventure to be completed if you hadn’t boat fleet, 150 to 160 strong. done it that way. It would have taken twice as Moran kept circulating among the tug crews on long. These troops were going ashore over the British coast, refining plans, moving equipment, the caissons, over the road. In seven days, the bridge had been completed. The LST keeping morale high; “they never knew when we could have gotten them up onto the beach, might get an air raid or we’d get one of these buzz but the LST would have been shot to pieces, bombs.” He selected a Dutch tug as the lead boat and the crews did very well getting them for the cross-channel operation, thinking a crew over the pontoon bridges. They had lots of whose country had been overrun would have the artillery, and they didn’t have to worry about right esprit for the return to the continent. “The stepping into water over their heads. We next fellow I sent was an American .…I just talked landed them and got them on the bridge, to him; he [later became] president of one of and they walked ashore and went where they 15 our companies in Baltimore. He was a game sort were supposed to go and got there safely. of guy.” 12 Breakfast with Ike “90 Caissons in Tow” In mid-June, Moran, now back in London, was The D-Day assault took place early morning on 6 ordered to report to the destroyer USS Thompson June. Moran had 90 caissons to tow. He recalled in (DD-627) in Portsmouth, and as it was 0500, he his oral history: “We started across with the tows on went down to the wardroom for breakfast. “Pretty the morning of June 6. The tows proceeded at a rate soon a fellow came along, sitting alongside me … of five to six knots, and the distance was approxi - and it was Eisenhower. So I said, ‘Good morning, mately 100 miles, coming from Portsmouth, Selsey, General.’ He said, ‘Can I get some breakfast here?’ and Plymouth.” All of the tug crews “were civilians, I said, ‘Sure, just a minute. Mine’s coming.’” The and they were capable of doing it all right. And, of Thompson had been providing gunfire support course, there were patrols there that would lead during the landings and on the 12th had carried them in, because they were under constant fire General Eisenhower, General George C. Marshall, from the shore batteries .… [I]t all worked accord - Admiral King, and General Henry H. Arnold to ing to plan; we brought the equipment over, all of take a look at the invasion beaches. After some it, and the British engineers and the American en- food, Eisenhower pulled Moran aside on the gineers had the job of locating them where they destroyer, told him how desperate he was for more wanted them.” 13 supplies and equipment from the United States to Mulberry A at Omaha was in operation on 16 keep the invasion going, and ordered him back to June. The contrast between Omaha on 6 June and the United States — nothing in writing — to carry 12 days later, in Samuel Eliot Morison’s words, that message to all the right people and right was amazing: places. “Then I saw Marshall and King,” Moran This lonely three-mile stretch of beach, recalled. “King said to me, ‘I saw that place you where nothing bigger than a small fishing built there at Normandy, and I must say it was a boat had ever landed, was now a major port great job.’” 16

52 While Moran personally downplayed his D-Day 6. Ibid., 62. role, he was awarded the Legion of Merit; the Hon- 7. Ibid., 64–66. orary Commander, Military Division, Order of the 8. Dwight D. Eisenhower, Crusade in Europe (Garden City, NY: British Empire; and the French Croix de Guerre with Doubleday & Company, Inc. 1948), 234. gold stars. He departed for Guam and when the war 9. Winston S. Churchill, Triumph and Tragedy (: ended was guiding the preparation of Mulberr ies Houghton Mifflin Company, 1953), 8. for the invasion of Japan. In 1953, he was promo- 10. CDR Kenneth Edwards, RN, Operation Neptune ted to Naval Reserve rear admiral. He returned to (London:The Albatross Library, 1947), 60–63. Moran Towing, was elected chairman of the board 11. Moran, op. cit., 71. 17 of directors in 1964, and retired in 1984. I 12. Ibid., 78 13. Ibid., 72–75. 1. The New York Times , 17 July 1993. 14. Samuel Eliot Morison, History of United States Naval 2. The Reminiscences of Rear Admiral Edmond J. Moran, U.S. Operations in World War II, vol. 11, The Invasion of France and Naval Reserve (Retired) , Interviewed by Dr. John T. Mason, Jr., Germany 1944–1945 (Boston: Little, Brown, 1953; Naval (Annapolis, MD: U.S. Naval Institute, 2004). Institute Press Edition, 2011), 166. 3. Ibid., 15. 15. Moran, op. cit., 76. 4. Ibid., 32–33. 16. Ibid., 84–85. 5. Ibid., 50–51. 17. Tow Line magazine, vol. 46 (Winter 1993–94), 5.

Below: In the early morning of 6 June, as Moran was preparing to depart England with 90 caissons to tow, he took time to send this message home to his “dear Alice” prior to “such an important event in the history of the world.”

53 Vis ionary Voyagers Journalistic Books by Marc Levinson and Lori Ann LaRocco Go Behind the Scenes in Today’s Shipping Industry

The discussion sometimes gets sidetracked by tech- nical explanations, but they are necessary to under- standing events and motivations, and Levinson han- dles them with breezy clarity, as if he were telling you this story over a beer. Many TowLine readers will be familiar with the story’s broad outlines: how, after more than seven decades of evolving solutions to cargo handling, ’s masterstrokes of business mod - eling and logistical engineering remade the ship - ping industry. How the path to progress was mark- ed by setbacks, turf wars, maze-like deal making, blind strategic blunders and unforeseen conse - quences. How the call for standardization ignited resistance that ranged from obstructionist tactics to all-out commercial warfare. And how, in the The Box 1970s, standardization finally prevailed, paving the How the Shipping Container way for the rapid growth that turned container Made the World Smaller and shipping into a competitive juggernaut. But Lev- the World Economy Bigger in son offers more. Even the most knowledgeable By Marc Levinson readers, including those who lived some of these events, might be surprised to learn the full extent

s The computer, we learn in Marc Levinson’s rivet - of containerization’s economic ripple effects — the ing history of containerization, was not the only exact ways in which it altered trading patterns, man- k box to transform global commerce in the waning ufacturing methods, consumer prices and even decades of the twentieth century. The shipping national cultures. Never before, for instance, have o container may have, in Levinson’s words, “all the manufacturing strategies for Toyotas and Barbie romance of a tin can,” but it too sparked globaliza - dolls played so significant a role on the world stage. o tion. The Box , first published in 2006, was one of The book’s crowning achievement is its vividly the first book-length studies of the container revo - illuminating portrait of how the process of innova - B lution and its economic impact. tion unfolds. Containerization, Levinson shows, The book is now in its ninth printing, not least exemplifies a phenomenon that has come to be because Mr. Levinson’s richly detailed account of known as “creative destruction.” Technological containerization’s rise is full of surprising twists and revolutions that trigger vast and disruptive eco - turns, human folly and nobility, and eye-opening nomic changes, we discover, seem to proceed in insights. The material is impressively well research- three basic stages: germination; confluence; and a ed; Levinson, a former editorial director of the tipping point. According to Levinson, the large Journal of Commerce , was also finance and eco- shipping container germinated for more than a nomics editor of The Economist , and a writer for few decades under the noses of populations who Newsweek . An economist and journalist, he scrupu - remained largely oblivious to its potential. Its ear - lously qualifies his anecdotal histories and central liest known predecessors, dating as far back as the arguments with supporting facts and references. late nineteenth century, were designed primarily And he is a master of explanation, deftly weaving for and rail transportation, and offered sub - together the story’s dense assortment of players stantial advantages in portability. But the geography and events into a smoothly flowing chronology. and timing of these inventions were essentially

54 random; far-flung parties created them, often un- that might embody as yet unrecognized solutions beknown to one another, in answer to specialized to energy consumption or other pressing chal - proprietary needs. Interchangeability and standard- lenges? The Box won’t provide the answers, but its ization were at first almost nonexistent. many object lessons will leave readers with an Confluence — the flow, on a massive scale, of informed perspective on the nature of progress. organized, coordinated actions toward a common goal (think of the construction of the internet) — proceeded erratically for the shipping container. It started as a trickle, when some companies ran - domly began experimenting with containers to save time and money. It began forming a tidal wave after a trucking company owner named Malcolm McLean had what Levinson describes as contain- erization’s central insight: that the shipping busi - ness is not so much about managing ships as it is about managing the movement of cargo. From this principle sprang the realization that immense amounts of time and money could be saved if the size, fittings and handling of shipping contain - ers were standardized. (The latter idea was not McLean’s alone.) Then came the tipping point. Technological progress, we may learn from the rise of container - ization, is sometimes made up of small triumphs that feed huge innovations. These are random at Dynasties of the Sea first, and then increasingly purposeful, focused, The Shipowners and Financiers Who coordinated and cooperative. They accumulate, ex- Expanded the Era of Free Trade pand in scale and importance, occur with increas - By Lori Ann LaRocco ing frequency, and drive one another. Eventually, they give rise to a revolutionary product or idea In Dynasties of the Sea , Lori Ann LaRocco sheds that creates huge and irrefutable benefits — the needed light on another aspect of globalization: tipping point — and the pressure to adopt it be- contemporary shipowners and the financiers who comes irresistible. The wave of change sweeps over have helped them build shipping into a giant in- whole populations — or, as happened with con - dustry and powerful economic force. Published in tainerization and computerization, the globe — 2012, this work nicely bookends Levinson’s concen - demolishing the old way of doing things. Therein trated study, updating it and providing wider insight lies the creative destruction. into the business and finance side of the industry. So what did it take to push containerization Not much has been written for the general read - over that line? Apart from the perfection of the tech- er on the subject of shipping magnates. Research nology itself, here’s a partial list from Levinson’s it on Amazon.com, and your first hits will be the catalog of triumphs, boondoggles and remarkable two books reviewed here, followed by some gossip- reconciliations: competitive cooperation among laden biographies of Aristotle Onassis and a hard - rivals; wise compromises on the part of regulators; cover biography of Mærsk Mc-Kinney Moller that high-stakes trial and error; the involvement of the retails for the astounding price of $3,587.55 (that military; fierce tactical jockeying by competitors for number is not a misprint; Amazon offers no expla - market dominance; receptive political climates; nation). judicial interventions; rancorous labor disputes Enter Ms. LaRocco, who was granted access to and grudging accords; complex financial coups 21 of the industry’s leading CEOs, financiers, and and concessions; operational and management other high-level executives. A journalist and tele - innovations; and the creation of new kinds of busi - vision producer, she is senior talent producer at nesses. Levinson dishes up colorful portraits of the CNBC, where she produces the show “Squawk Box.” principal players in this real-life drama, whose per- In Dynasties of the Sea , she accomplishes in print sonality traits, abilities, and decisions range from what business-focused cable news shows do on tele- visionary to shortsighted. vision: she gives business leaders a platform from It’s thought-provoking stuff, and readers can which they can weigh in on their industry’s issues, expect to come away pondering big questions. Are history and prospects, and she supplements their there ways to make the process of innovation itself commentary with her own. Absent television’s se- more efficient? Are there inventions germinating vere time constraints, she is free to provide more in workshops, offices and laboratories right now than sound bytes, and her subjects talk at length

55 about their personal stories as well. exchange of goods and services that consumers Dynasties of the Sea is thus two books in one. depend on every day. The group also universally Readers who are merely curious about the pro- agrees that the business is people-centric and asset fessional lives and thinking of shipping industry driven. To make money as a shipowner, we are told, luminaries can skip over the book’s jargon-heavy you need to make extremely smart decisions about financial explanations and still find plenty of inter- when and why to buy or sell ships. More impor - est. Through interviews and research, aided by the tantly, you must do so without ever losing sight of cooperation of her subjects, LaRocco largely suc - the cardinal goal of the whole enterprise: to pro - ceeds in putting a human face on a part of the in- vide jobs and vessels for your company’s people. dustry that tends to operate under the radar of the To hear Ms. LaRocco’s group of eminent strate- general public, and it makes for fascinating reading. gists tell it, this is easier said than done. The ship - Those readers who wish to delve into the intrica - ping business is cyclical and volatile — put anoth - cies of high finance, business modeling and growth er way, it can sometimes feel like the business equi- strategies will find a feast here; Dynasties of the Sea valent of navigating a ship through the alternately is filled with valuable advice from some of the calm and treacherously choppy waters off . most brilliant and experienced shipping minds on The list of factors that affect business outcomes the planet. is too long and detailed to Either way, LaRocco’s sub- recount here; suffice it to say jects prove to be congenial that the discussions re gard - company, whose observations ing them in Dynasties of the and insights are delivered Sea are among the book’s with clarity and a com- most compelling revelations. mendable degree of candor. Moreover, LaRocco’s indus - Not everyone in the book is Containerization try leaders inspire confi- a shipowner; some are man - dence with their heavyweight aging agents, heads of leas - affected trading credentials and clear- eyed ing companies, or bankers. patterns, manufac - insights. Angeliki Fran gou, But as a group, they share for example, is multidiscipli- common traits: they are by turing methods, nary; she possesses a masters turns committed leaders, de gree in mechanical engi - wise business philosophers, consumer prices neering from Columbia Uni- shrewd horse traders, self- and even versity, as well as extensive professed tea leaf readers, experience in the shipping sharp-eyed strategists and national cultures. business and training in ferociously hard workers. finance that she received The paths that led them to on Wall Street. Ted Petrone, shipping vary from individual to individual. the president of Navios Maritime Holdings and Some, like Nicholas Pappadakis, Angel iki Frangou, Frangou’s right-hand man, had this to say to and Niels G. Stolt-Nielsen, joined their family busi- LaRocco about his boss: “She is always looking nesses. Others came up through banking or law, towards the future. We are always keeping up with and switched to shipping or ship financing. Some her. What I have found over the years is that she started out as young mavericks like John Fredrik- has extraordinary vision, she sees the turns in the sen, who got his start working for a ship broker at road ahead well before most, and leads her team. the age of 16. More than one member of this elite I joke around saying the last man standing in ship - group spent years at sea, as a seaman or officer on ping will be a woman.” ships, before climbing the ladder to the executive Dynasties of the Sea , it should be noted, is not suite. In the end, all of these men and women were exhaustive in scope; its discussions of the cultures captivated by the industry’s traditions, value, rom- of the companies it profiles are mostly limited to ance, and adventure, and here they are. boardroom-level leadership and the activities of To the book’s credit, it presents a balanced pic - upper management. This is understandable, how - ture of its subjects’ financial philosophies; they don’t ever: Matthew McCleery — the president of Mar- all agree, for instance, on what role, if any, invest - ine Money , the book’s publisher — writes in its ment banking and complex investments should preface, “Our hope for the book was neither to play in financing the shipping industry. On other create a bestseller nor to win the Pulitzer Prize, but fundamental issues, we see gratifying unanimity in simply to do our part in recording the extraordi - their vision. Each person, for example, says in so nary personalities, challenges and achievements many well-chosen words that the shipping business of some of today’s leading shipping entrepre - is and always will be about material value: jobs, neurs.” In that aim, Dynasties of the Sea has suc - assets (e.g., ships and cargo), and the concrete ceeded admirably. I

56 Ge orge T. Mo ran, aNewJam es A. Mo ran–Clas s H arbor Tu g, Is Christe ned

he George T. Moran , a.k.a. Hull performed the traditional champagne christening No. 109, was christened on on the George T. Moran . (Ms. Marcou, also an attor- May 17, 2014 at the Wash- ney, is the founder and co-executive director of burn & Doughty shipyard in the D.C. Volunteer Lawyers Project.) The couple East Boothbay, Maine. It is the has two sons, George James, 17, and John (Jack) thir d James A. Moran –class trac- Themistoclis, 14, both of who attend Sidwell Friends tor tug to be built by Wash- School in Washington, D.C. The young men accom- s burn & Doughty Associates. panied their parents and maternal grandparents,

e The christening ceremony Mr. Barker and his wife, Kaye, to the christening Twas followed by a cocktail reception and lobster ceremony and reception. n bake at Coastal Maine Botanical Gardens in near - Also present were Paul R. Tregurtha, CEO of by Boothbay. Moran Towing Corporation, and shipyard owners o George T. Moran is named for George Thomas Bruce Washburn and Bruce Doughty. t Marcou, who is the son-in-law of James R. and Like her sister ships the James A. Moran and

s Kaye Barker; Mr. Barker is the vice chairman of Moran Towing Corporation, Moran Transportation e Corporation, and Mormac Marine Group. In his l remarks at the christening, Mr. Marcou said he i could not have been more pleased that in addi - tion to his own name, the tug’s name evokes that

M of his late father, George Themistoclis Marcou. His mother, Margaret Carmody Marcou, was among the honored guests at the christening. Born in Illinois in 1957, Mr. Marcou grew up in Washington, D.C., the second of five children. He holds a bachelor of science degree in mech- anical engineering from MIT, and a J.D. degree from Georgetown University, where he served as editor of the Georgetown Law Journal before grad- uating with honors. He is currently a partner and principal at John- son, Marcou & Isaacs, LLC, a law firm specializing in patent law, and is also active in the D.C. Vol- unteer Lawyers Project. The latter group recruits attorneys to provide pro bono assistance to low- income victims of domestic violence or other prob- lems that need the recourse of family law. Since its founding, the D.C. Volunteer Lawyers Project has donated more than 50,000 hours of free legal aid; Mr. Marcou has personally handled more than 25 domestic violence cases. He previously held man - agement-level posts at several major law firms in Washington, D.C., including Kilpatrick Stockton, Hayley Moran , the George T. Moran is 93 feet over - LLC and King & Spalding. He served from 1985 all, with a beam of 38 feet and a draft of 15 feet 6 to 1987 as counsel to the chairman of the Federal inches. This tug is powered by twin 6,000-hp EMD Maritime Commission. 12-710G7C Tier 3 marine diesel engines driving He is married to Karen Barker Marcou, who two Schottel SRP 1515FP Z-drives. Auxiliary power is provided by twin 99-kW John Deere Model 4045 AAFM85 generators. The tug accommodates Above right: George T. Marcou with his family a crew of seven and will serve Moran’s fleet in aboard the George T. Moran at its christening. Norfolk, Virginia. I

57 Hayley Mo ran ,aNew H arbor Tu g, Is Christe ned in Mai ne

Moran’s fleet of reverse tractor ship-assist tugs ex- of the Wootton High School Yearbook . panded once again last January 31 as the newly built Outside of school, Hayley was co-chairperson Hayley Moran slid down the greased ways at the of Get Into Gear, a sports equipment club serving Washburn & Doughty shipyard in East Boothbay, underprivileged youth in the Montgomery County, Maine. Moran and Washburn & Doughty employ - Maryland, area. She also served on the Montgom- ees and their families were gathered at the yard ery County Teen Court as a teen juror, and has for the traditional christening ceremony, celebrat - interned at the George Washington University ing the tug’s namesake and those who were involv- Global Women’s Institute. She spent two summers ed in its design, construction and commissioning. working as a lifeguard at a local pool. The Hayley Moran is named for Hayley Child, Hayley invited her younger sister, Kirby Child, the daughter of Tracy and David Child, of Rock- to christen the Hayley Moran . The sisters were born ville, Maryland. Hayley is the granddaughter of Lee on the same day a few years apart, and are very and Paul R. Tregurtha (Mr. Tregurtha is Moran’s close, Hayley says. Kirby, a sixth grader at Cold chairman and chief executive officer). Spring Elementary School in Potomac, Maryland, A senior at Thomas S. Wootton High School broke the ceremonial bottle of champagne over in Rockville at the time of the christening, Hayley the Hayley ’s stem. began attending Cornell University College of The Hayley Moran is 93 feet overall, with a Arts and Sciences this past fall; she is following in beam of 38 feet and a loaded aft draft of 17 feet. the footsteps of her grandfather Paul (Class of ’58) and her uncle Edward J. (Ted) Tregurtha (Class of ’85), who is Moran’s president. At Wootton, Hayley was a member of the National Honor Society, the Latin Honors Society, and Quill and Scroll, an international honor society for high school jour- nalists. She earned four varsity letters for play- ing on the school’s field hockey, lacrosse, and swim teams, and was also an assistant editor

The tug is powered by twin EMD 12-710G7C, Tier 3 engines driving Schottel 1515 drives for a combined 6,000 hp. Auxiliary power is provided by twin John Deere 4045AFM85, 99kW generators. Deck equipment includes a Markey DEPC-48 bow winch with 400 feet of 9-inch Plasma line and a 120-foot, smaller-diameter pennant. The stern cap- stan is a Markey CEW-60. Hayley has two sister tugs, the James A. Moran and George T. Moran . The James A. has MTU en- gines but is otherwise identical to the Hayley and George . Hayley will serve in the Moran Port Arth- ur/Beaumont fleet, in Texas. Port Arthur is one of the U.S.’s leading petroleum ports. I

Left: Kirby (l.) and Hayley Child (r.) on the bridge of the Hayley Moran ; above, the Haley during sea trials on the Damariscotta River.

58 Da ve Beardsley, Moran ’s Vice President of Constr uct ion and Re pair, Retir es

Before retiring last May, Dave Beardsley spent a 42nd Street on the Hudson, and Beardsley could lot of time in the engine rooms of tugboats, where see Moran tugs tied up at the passenger liner piers he could often be found troubleshooting with nearby. During a break one day, he strolled over chief engineers, conferring with shipyard design - to the Patricia Moran for a closer look, and the ers, or negotiating with manufacturers. Beardsley, crew invited him aboard for a tour of the vessel. a hands-on kind of guy, has a killer memory and He was so impressed with it that he applied for a an engineer’s affinity for complex machinery. He job with Moran, which promptly hired him. His has been known to reel off cascades of detailed first assignment was as an engineer trainee on the facts and astutely simplified explanations about Tampa-based tug Esther Moran . Having scarcely tugboat parts — all of them — with the cheerful arrived before the Esther ’s chief engineer got called nonchalance of someone turning on a faucet. away to sail a tug to Korea, Beardsley suddenly This is not unexpected, of course, from a man found himself promoted to third assistant engi - who spent a lot of time immersed in blueprints, neer. He was a fast learner, and the job suited him. spec sheets, and manuals housed in big, thick bind- Three months and one letter of recommendation e

l ers. When he was not reading specs and in struc - later (from Moran to the Coast Guard), the USCG tions, he was writing them, or hashing through de - upgraded his license to first engineer. A year later, p tails with some of the world’s best shipbuilders and he earned his chief engineer’s license. maintenance personnel, on the phone or on site. He served as chief engineer on the Amy Moran o He retired some 40 years after joining the for a time, until Moran Captain Leonard Goodwin company. called one day asking if Beardsley would be inter - e Beardsley grew up in Bergenfield, , ested in a port engineer’s position in New York.

P a kid interested in sail and powerboats, he says. He accepted. At the Moran shipyard on Staten He developed a fascination with automobiles, too, Island, he spent most of his time overseeing tug and started rebuilding British sports cars and motor- and barge dry-docking and repair in outside com- cycles in high school. His avocations drew him mercial shipyards. to engineering, which led him to attend SUNY “After a few years, I was asked to manage the Maritime College at Fort Schuyler; he graduated shipyard,” he says. He took the job, overseeing the with a bachelor of science in engineering in 1974. yard’s 22 workers. The team provided overhauls and topside electrical, diesel, and welding repairs to Moran’s New York fleet. In 1981, Beardsley left Moran. He needed time off to put an addition on his family home and rebuild a wrecked Phil Rhodes fiberglass , he says. When he returned to the industry, it was with Exxon Shipping. He sailed aboard the Exxon Pelham as chief engineer, then on other Exxon vessels. Three years passed, and Moran offered him a pos- ition as assistant manager of its construction and repair department. He returned to the company and rose through the ranks to become vice presi - His first maritime job was with Circle Line dent of construction and repair. Sightseeing in , as an engineer Asked about his retirement plans, Beardsley aboard Circle Line #8. The boat was actually a floats a contented grin. He will continue to work modified landing craft from the Second World for Moran as an on-site consultant at outside ship - War, he says. “The power plant was operated from yards, he says. He plans to travel with his wife, and the engine room; the pilothouse used a telegraph will also spend time sailing his Herreshoff 12.5 to communicate ahead and astern orders to us.” . He hints that he might finally get around to The Circle Line pier was located at the foot of restoring an old Beetle Cat sailboat that’s been languishing in his yard. It’s a far cry from a trac - tor tug, but “a project is a project,” he says; “the Above, Dave Beardsley at a tug launching in 2014. success is in the details.” I

59 Captain Gary Biggs Reti res

Capt. Gary Biggs, whose sure-handed command job last July, Nathan says, and when told of his of the Grace Moran and other tugboats in the Moran retirement asked if he could phone him and ask Philadelphia fleet earned him a reputation for out- some questions. standing seamanship and leadership, retired last “I believed in leadership by example,” Gary July after a 17-year career with Moran. He had says, “and would never expect my crew-members captained the Grace for the past 13 years, and had to do any job that I myself wouldn’t do .…Every previously commanded the tugs Caroline Moran , man was different,” he adds, “and I made a point Valentine Moran, and Cape Cod . of listening to each one.” At some point — he does “He was one of the few who had a deft touch not know when — he acquired the nickname with the Grace Moran ,” Nathan Hauser, Moran Phil- “The Admiral.” He remembers hearing it for the adelphia’s vice president and general manager , first time on the radio, and wondering how it got says of Gary’s long and productive command of started. “Gary was a sought-after mentor to many the tug. Both Gary and Nathan, his boss, recall of the men when I first arrived in Philadelphia,” that in certain conditions the Grace could be a Nathan says, “and we worked on syncing our re- handful. Nicknamed “The Beast of the East” by spective leadership roles. He was an old-school cap- Moran’s mariners, the 101-foot-long, 2,875-hp tain with a big heart, who was at times fatherly single screw tug has a 13-foot, 8-inch–diameter pro- and, occasionally, gruff. I’ve always thought very peller — the biggest wheel of any East Coast tug highly of him.” built in 1967, according to Gary. “The tug is big Moran, the marine towing industry, and the and powerful, and the seamen used to joke that ‘it U.S. Coast Guard all expanded and became more took down every pier on the East Coast,’” Nathan influential during his years with the company, says. Such humor sprang from vigilance, however, Gary says, placing increasing emphasis on safety, and under Capt. Biggs, the Grace maintained an environmental responsibility, streamlined man - excellent safety record. “We would put up two or agement and effective leadership. The governance three lines to keep her tight, and to help with back- in these areas generated more rules, regulations, ing,” he says. paperwork, and drills than he could have imag - Gary Biggs began his career in the dredging ined, he says, “but it was all worth it. The boats business, and joined Moran during a period when are much safer, and people are more aware of he was laid off, he says. A mate he had trained had begun working on a Moran tug, and asked him whether he would be interested in filling in for a mate on another Moran vessel. (The mate who recruited Gary later became a captain.) Gary ended up becoming a mate on the Reedy Point , a Moran tug commanded by Capt. Greg Newman. Capt. Newman is now a docking pilot, and Gary went on to earn his captaincy. In his career with Moran, Gary handled num- erous types of ship assist and docking assignments. Docking pilots and customers often specifically requested him for jobs, Nathan says, and he spent much of his time assisting Crowley barges, which during the 1960s and 70s were some of the big- gest in the world. “We would assist on the stern, safety .… Moran is a great company,” he says — helping to steer the barge,” Gary says. An execu - “nothing in the industry came close to the pro - tive at Crowley happened to request Gary for a grams and initiatives we had in place.” Now that he is retired, he is spending more time at home in Chesapeake City, Maryland, with Above right: Capt. Gary Biggs, a.k.a. The Admiral, his wife, Carol, he says. He has always wanted to is presented with an admiral’s cap by Nathan own a Jeep, and just bought an ’83 model that he Hauser, vice president and general manager of plans on restoring. His property needs a new fence, Moran Philadelphia. he adds, and he will put it up himself. I

60 Sophie Schleicher Recei ves a Moran Towing Co rpora tion Sc holar ship

historical attractions. One of them, The Hotel de Paris Museum, is a National Trust Historic Site. Ms. Schleicher was working there as a docent in October 2012 when, during a break, she thumbed through a copy of Preservation magazine and saw an article about the restoration of the whaleship Charles W. Morgan . The ship, a magnificent and storied wooden sailing vessel built in 1841, is per - manently moored at the Mystic Seaport museum. It was declared a National Historic Landmark by the U.S. Department of the Interior, which says it is the last of its kind in the world. “I was intrigued,” Schleicher said. She began researching the Morgan online, hoping to find internship opportunities at the Seaport museum. She came up empty-handed, but stumbled upon the Williams-Mystic maritime In 2012, Sophie Schleicher, a student at Red Rocks studies program. Community College in Arvada, Colorado, was award- What most attracted her, she said, was that the ed the first annual Moran Towing Corporation program offered something she had dreamed of Scholarship to The Maritime Studies Program of her whole life: the chance to go to sea on a tall Williams College and Mystic Seaport. Ms. Schleicher ship. The Williams-Mystic curriculum would also re ceived the 2012–13 award in December 2012, enable her to combine her love of maritime histo - and completed the program, which spans a single ry with her interest in historic preservation. At Red semester, in the spring of 2013. Rocks, she was a history major; were she to attend Dr. James T. Carlton, the director of the Mari- Williams-Mystic, she could devote a semester to time Studies Program, said that the scholarship studying the sea, including its history. She filled “is awarded to the most deserving students,” and out a financial aid application and hoped for was based on a review of Ms. Schleicher’s academic the best. record, application essay and interview. Asked last year to comment on her experi - The Williams-Mystic program comprises cours - ences in the program, she eloquently recounted es in maritime history, literature of the sea, marine her newfound perspectives on whaling, the con - sciences, and marine policy. Its campus is part of struction of Seattle on what was formerly water, Mystic Seaport, in Connecticut. In addition to Moby Dick , and people who live with hurricanes. classroom and laboratory studies, the semester Amid anecdotes, she offered a summary: “[Williams- Ms. Schleicher completed includes hands-on field Mystic] takes you out of the books and into the seminars, conducted in Seattle, the Strait of real world, into the people and places and expe - Florida, and along the Louisiana coastline and riences that make up all the stories. It puts into Mississippi River. The Florida trip is a voyage on perspective just how important the ocean is to all a tall ship, during which students attend lectures, life on earth, and how important it has always participate in oceanographic research, read classic been. … I can’t begin to thank Moran enough for literature, and crew in the ship’s evolutions, going making it possible for me to be a part of it.” aloft when required. As of February 2014, Ms. Schleicher was finish- Ms. Schleicher hails from Georgetown, a small ing her associates degree at Red Rocks and plan- town in the Colorado Rockies. Nestled in a valley ning to transfer to a four-year college to pursue a roughly 8,500 feet above sea level, the town is the teaching degree. She has more or less decided very definition of “landlocked,” she said. Yet, that she would like to teach history at the second - growing up, she was always fascinated by the ary-school level, she said. I ocean and tall ships. At the same time, she devel - oped a love of history. Her godfather was the president of the Georgetown Historical Society, Above: Sophie Schleicher with her American and the town — which sprouted around a mining Maritime History Prize certificate, and aloft on camp established in 1859 — is home to numerous board the SSV Corwith Cramer .

61 Crozer Martin Retires was looking for something specific: someone to sing the National Anthem at the Mets’ 2014 season opener. About 300 contestants signed up, including Christina Baviello, the daughter of Joe Baviello, Moran’s director of information systems (Moran sponsored Ms. Baviello). Caroline Baviello, Chris- tina’s mother, accompanied her to Citi Field for the auditions. The Mets had outfitted the press box with a stage and microphone for the occasion. A table for the competition’s three judges replaced the first few rows of seats in the room. Contestants were required not to sing the “Star-Spangled Banner”; instead, they came prepared with single songs of their own choos- ing. Christina chose “A Change in Me”, from the Broadway musical “Beauty and the Beast”. Crozer Martin — “Cro,” as co-workers, friends, and family know him — retired last March after 28 years of service to Moran. He worked as an accounts pay- able clerk at Moran’s New Canaan headquarters. Jeff McAulay, Moran’s vice president of finance and administration, said that Mr. Martin is a hard worker who excelled at his job and was a delight to work with. During Martin’s years with Moran, the company’s workforce and fleets grew significantly, and Moran went from having zero personal com - puters to utilizing hundreds. Cell phones and then smartphones came along, and Moran moved from Greenwich, Connecticut, to New Canaan. Mr. Martin blazed a convivial path through the Christina, a high-school freshman, was not ex- changes. “During the Holiday season, Cro wasn’t actly a stranger to this kind of thing. She has satisfied with buying a box of Hallmarks to give out performed with the Lighthouse Youth Theatre, in to his office mates,” Mr. McAulay said. “He would Armonk, New York, for the past six years, and is find a different card for each person, tailored to in her third year of voice lessons. At 14 years old, that individual’s personality. [The cards] were often she stands five foot two and sings in a vibratoless very funny — people couldn’t wait to get them.” soprano. She has strong pitch and intonation, and Mr. Martin’s banter with certain of his co-workers can belt out a song or coo as required, Caroline was memorable for its flinty wit, Mr. McAulay said, says. Christina enjoys many types of music, but and was known to draw appreciative laughter from especially likes singing show tunes because of their associates who witnessed the men trading zingers. emotive range — you have to act each song as well Martin was also the office’s go-to amateur food as sing it. critic; his at first casually delivered reviews of area Christina’s fellow contestants in the Mets sing- restaurants had to be given on demand after word off ranged in age from 13 to 18 years old. A major - of his knowledgeability and taste spread through ity were young women. Just as on “American Idol”, the office grapevine. contestants had been instructed to “dress appro - At some point, he and Mr. McAulay discovered priately,” and people interpreted this differently. that they both drove Hondas, and they occasion- Some wore elegant street clothes, others more styl - ally gave each other rides to the dealership when ized stage garb. A few singers wore outlandish out - their cars needed to go in for servicing. fits, Caroline Baviello says, intended to reflect rock An avid concertgoer and theater fan, Mr. Martin ’n’ roll or hip hop culture, but they were hard to get said that since retiring, he is enjoying “catching up away with if you were much younger than the real on a lot of stuff.” Lady Gaga or Beyoncé. Contestants had to sing a capella (without accompaniment), and there was Christina Baviello Auditions in New no “equalization” (reverberation or other sound York Mets Singing Competition en hancement) on the microphone; everyone had to sing “dry.” As might be expected at amateur and In 2013, the New York Mets decided to stage an semi-pro auditions, some “American Idol” –like “American Idol”–style talent competition for the moments did occur. One contestant forgot the club’s season ticket holders. The team’s front office words to her song. Another was flummoxed by

62 nerves, and asked to start over. Some of the voices to juggle fast-moving information and deadlines, were impressive enough to inspire passionate ova - a courteous and tactful disposition, sound profes - tions from the judges and spectators alike. This was, sional judgment, and good organizational skills. after all, New York, a mecca for vocal talents of Some essential underlying virtues, like intestinal every stripe. Unlike “American Idol”, this competi - fortitude, are not listed in the official job descrip - tion did not include any snarky comments from tion. Ray demonstrated this quality and all the judges, Caroline says; the judges graciously others, said Peter Keyes, Ray’s boss throughout his thank ed each singer and offered brief words of long career. “He also had exceptional knowledge praise when warranted. of the geography of New York Harbor and its sur - “How do you think you did?” Caroline asked roundings, and he got along well with customers Christina after her performance, which had gone and mariners.” smoothly. Christina, like many talented perform - As jobs go, dispatching is long on priorities ers, gave a perfectionist’s answer; she dissected her and short on glamour — Ray arrived at the office performance the way her worst nightmare of a crit - at 7:00 A.M. and left at 7:00 P.M., Mr. Keyes said — ic might. (Ella Fitzgerald is known to have done but he knew that people were counting on him, this when she listened to takes of her songs played and his dedication was a core part of who he was. back in the studio control room; everyone present A dapper, pull-no-punches manager, he scheduled, thought they were hearing pure genius, but Ms. Fitz- coordinated, communicated and documented an gerald insisted she had to do it again.) Her pen - average of 12 to 24 ship and tug connections a chant for self-criticism notwithstanding, Christina day. He knew a boatload of job-specific facts from is a seasoned trouper, her mother says; she handles memory. Without looking at notes, he could tell the pressures of auditioning and performing with you the precise capabilities of every Moran New philosophical grace, and has won some plummy York/New Jersey tug, barge, and crew; the special - roles at Lighthouse. She learned within 48 hours ized needs of particular ships; the preferences of that she did not get a callback from the Mets, but individual harbor pilots and customers; certain like the thespians of Broadway, she was already relevant fundamentals of tug and barge mainte - keenly engaged in her next project. nance, oil transportation, and terminal operations; and the choke points in the harbor. “Ray would In Memoriam: Ray Carrano have been the first to tell you that the tides are not the only thing that ebbs and flows in New York Harbor,” Mr. Keyes said. Another thing Ray surely knew was that, to a crew returning home from a long and arduous voyage, or a tug idly waiting for a call, the radio squawk of a dispatcher’s familiar voice is a singu - larly welcome sound. Ray’s voice sounds no more, but the man will live on in fond memory. Moran Jacksonville Honors Its Own with a Crew Appreciation Picnic Moran Jacksonville crews, shoreside staff and management gathered in May 2013 for a Crew Appreciation Picnic at the division’s yard. The event celebrated the success of the Jacksonville crews and staff in achieving outstanding safety results in Raymond (Ray) Carrano, who was for more than 2012. “It gave our people a chance to come to- 20 years a Moran New Yor k/New Jersey dispatch - gether and share some well-earned recognition,” er, died this past January 7. He had retired from commented Tom Craighead, Moran Jacksonville’s his dispatcher’s job in 2006 but continued to vice president and general manager. work as a billing supervisor at Moran headquar - Jacksonville crews had had no Lost Time Injur- ters in New Canaan, Connecticut, until illness ies (LTIs) since 2011, and the division logged a forced him to stop. His wife, Helaine works for stunning 90 percent drop in damage claims ex- Moran in New Canaan as well. She and Ray were pense for 2012. “The credit goes to our crews and often seen together at company functions and in managers,” Mr. Craighead said. “They really ‘get stolen mo ments around the office, and they liked it’ — people have been very open, mutually sup - to pose together in work-related photographs. portive and geared to the ‘big picture.’” The basic job requirements for a marine towing Asked how he and his staff hit upon the idea of and transportation dispatcher include the ability a picnic, Mr. Craighead said that the group want -

63 ed to do more than just hand out symbolic gifts. call at Miami. Many of these — giants like CMA (Moran’s branded paraphernalia is widely prized CGM, Maersk, Hapag-Lloyd, Evergreen, and NYK among crews, and logo-emblazoned flashlights, duf- — are Moran Miami customers. The Moran Miami fel bags, and gloves were distributed at the pic nic.) fleet now comprises two Z-drive tractor tugs: a 4,400- “We thought our crews should hear the appre cia - hp and a 5,100-hp. Most of the fleet’s regular cus - tion spoken out loud by people from Moran’s lead - tomers are Panamax container ships, and Moran ership, in person, in a more public setting than a Miami tugs have to date assisted two Post-Panamax conference room,” Mr. Craighead said. ships. More of the jumbo ships are expected. Ned Moran, Moran’s senior vice president in charge of harbor operations, and Matt Baker, man- ager of the company’s Quality, Health, Safety, Secur- ity & Environmental Group, were happy to oblige, and flew to Jacksonville to attend the picnic. Repre- sentatives of Crowley Liner Services, one of Moran Jacksonville’s biggest customers, attended as guests. Mr. Moran and Mr. Baker gave speeches summing up the Jacksonville results and illuminating their significance.

Reflecting on Miami’s prospects for growth, Ms. Scott remembers when the Port had three contain - er cranes; today it has 13, six of which are Super Post-Panamax scale. The Port is installing an “on- dock” intermodal container facility, which will con- Mr. Craighead said that he believes that while nect with a new rail facility in downtown Miami the crews have been the key factor, group risk as- (and by extension, 70 percent of the U.S. population, sessments and near miss reporting have also been PortMiami Director Bill Johnson said in his 2013 transforming the division’s culture. “We’ve been State of the Ports address). 20 years ago, Miami doing spot checks, and 98 percent of the time they had a 36-foot channel depth; today it is 42 feet, don’t turn up so much as a stray bucket of trash on and PortMiami has signed a contract with the Army the deck of a tug,” he said. “The methods are good Corps of Engineers to dredge the channel to a tools, but at the end of the day, it’s who’s using them depth of 50 feet. The deepening is scheduled that counts.” to be completed in time for the opening of the Canal Expansion in 2016. Moran Miami Celebrates Its Moran Miami crews and shoreside personnel 20th Anniversary have received numerous Environmental Achiev- ement Awards from the Chamber of Shipping of Moran Miami, Moran’s stalwart provider of ship America, and the crews have established an out - docking and towing services in the growing Flor- standing safety record in terms of environmental ida gateway port, celebrated its 20th year in busi - incidents, accidents and injuries. Over the last five ness in February 2013. years, Miami’s crews have completed over 7,100 jobs “Moran began operating in Miami in 1993,” without customer damage; logged nearly 15,000 recounts Jamie Scott, the division’s general man - engine hours without an oil spill; and averaged less ager, “at the urging of a customer who had a rela - than one injury per year despite working over tionship with us at other ports.” Mark Vanty, cur - 300,000 man-hours in that time. Two of the divi - rently the vice president and general manager of sion’s captains have been with Moran Miami since Moran Norfolk, was Moran Miami’s first port man- its inception 21 years ago, and one of its chief engi- ager. He oversaw a fleet of two twin-screw tugs. neers has been on the job in Miami for 14 years. The Port, while lively, was then a quieter destina - tion than the emerging hub it has become today, New York City JROTC Cadets Ms. Scott says; two twin-screw tugs provided ade - Share a Tugboat Adventure quate muscle to handle the vessel traffic Moran serviced at the time. In Staten Island, New York, 31 cadets from Port Times have changed. According to PortMiami, Richmond High School’s Junior Reserve Officer more than 12 of the world’s top shipping lines now Training Corps (JROTC) got a taste of the tugboat

64 life when they visited the Moran New Yor k/ New are accompanied in the book by crisp black-and- Jersey yard last May 14. The group, known as the white photographs. Raider Battalion, was accompanied by Battalion “Gentlemen of the Harbor gives an interesting and Senior Army Instructor Colonel John Friendlander informative picture of the famous tugboat industry and two sergeants. Moran President Ted Tregurtha and its colorful and entrepreneurial people in the and Vice President/New York & Offshore Operations Baltimore Harbor,” Mick Blackistone wrote in a re- Peter Keyes hosted the event. view of the book in the Waterman’s Gazette . Mr. Blacki- stone, the Gazette ’s editor and a longtime leader in the Maryland maritime industry, said that the book “… explains, through interesting stories and photographs, how the industry works in tandem with the foreign and U.S. barges, the Bay Pilots, and the tugboats.” In writing the book’s historical vignettes, Capt. Eggert drew on both his personal experience and historical research. He has previously written and photographed for Sea History , Chesapeake Bay , Lekko , Soundings , and Sea Classics magazines. Gentlemen of the Harbor includes photographs taken by Eggert himself and by Hans Marx, an award-winning pho- tographer for the Baltimore Sun , as well as photos gleaned from the Sun ’s archives. The students, who marched in formation with To order copies of the book or to learn more, a color guard, presented Mr. Tregurtha with a visit www.gentlemenoftheharbor.com. scale model they had built of the Carol Moran , a Grace Moran –class twin screw tug. The perfectly Stephen Savage’s Little Tug detailed replica equaled anything Moran’s own Is Published model makers have crafted, Mr. Tregurtha said. The battalion then boarded the Miriam Moran for a tour of the tug, followed by an excursion around Upper New York Bay. Moran is a continuing sup - porter of Richmond’s JROTC program. Captain Bill Eggert Publishes Gentlemen of the Harbor

Stephen Savage, an award-winning author and illus- trator of children’s books, has created Little Tug , a superb new hardcover published by Roaring Brook Press (a Macmillan imprint). The book, geared for young children who are first learning to read, tells the story of Little Tug, a respected and beloved member of the harbor community. A short, simple tale, it is nonetheless Capt. Bill Eggert, who spent 20 years working in replete with serenely encouraging messages for Baltimore Harbor running charter boats and water tykes, brought dazzlingly to life by Savage’s sump - taxis, has written and published Gentlemen of the tuously atmospheric illustrations. The book’s art - Harbor: Stories of Chesapeake Bay Tugboats and Crews , work and typography are beautifully conceived and an 80-page illustrated history. A longtime tugboat executed; Savage is a first-rate colorist, composi - enthusiast and himself a former holder of a 100- tional master and graphic translator, and some of ton Coast Guard Merchant Marine Officer certi - his spreads have the moody visual economy of well- ficate, Eggert came to know many of Baltimore’s designed posters. All of it is faithfully re produced most celebrated tugs and crews during his years of by the book’s excellent printing quality. active service in the area’s maritime industry. Gentle- Little Tug is available at Amazon.com and at men of the Harbor records some their stories, which bookstores everywhere. I

65 [Editor’s note: The essay on these pages is by Abby Archer (aged six when she wrote it), who is the daughter of Moran Charleston Vice Presi- den t/ General Manager Jonathan Archer. The views and opinions expressed herein are those of the work’s author, and do not represent for the record those of TowLine ’s editorial board and publisher.] t n e m m o C e d i s e r o h S

66 67 Mi lestones

Retirements (Deaths, continued)

Dave Beardsley Francis J. Kiesewetter s Moran Vice President of Construction and Repair Moran Baltimore [Story on page 59] Joseph F. Meseck w Capt. Gary Biggs Moran New York /New Jersey e Tug Captain, Moran Philadelphia [Story on page 60] John J. Mitchell

N A Moran Jacksonville Retiree

Patricia Boncoraglio Mr. Mitchell died on September 12, 2014; he was l Operations Coordinator, Moran New York/New Jersey 92. A U.S. Navy veteran of the Second World War, Ms. Boncoraglio, who retired in 2011 and then de- he retired from the Navy in 1968 and worked as e cided to stay on as a part-time employee, officially an office manager for Florida Towing. He began retired on February 28, 2014. She joined Moran in working at Moran Jacksonville in 1986, and was its n 1998, when it purchased Turecamo Maritime, with office manager for more than 10 years.

n whom she had had a successful 30-year career. Many Moran employees know her affectionately May A. Odell o as “Miss Patty.” Moran Port Arthur/Beaumont s Vincent Borello Kevin J. Walsh r A Moran Port Engineer A Chief Engineer with Moran New York /New Jersey Mr. Borello continues to consult for Moran as a Kevin J. Walsh, who served for 20 years as a chief e port engineer. engineer aboard tugs for Moran New York/New

P Jersey, died on October 17, 2013, at the age of 56. Thomas Chumley The cause was ALS , his family said. Dispatcher at Moran Baltimore At Moran, Mr. Walsh’s attention to detail and refusal to cut corners earned him the nickname “The Chief.” When not at sea, he volunteered his Deaths time to many worthy causes, including the Goffs- town food pantry, the bookstore at St. Marie Church, Raymond Carrano and as a Eucharistic minister at the Catholic A Retired Moran New York/New Jersey Dispatcher Medical Center. When he wasn’t volunteering, he [Story on page 63] enjoyed tinkering, hunting, fishing, and giving free billiard lessons at American Legion Post 65. Harold J. Champagne He held a degree in mechanical engineering A Chief Engineer, Retired, with Moran from Wentworth Institute of Technology, and served Port Arthur/Beaumont for five years as an engineman in the U.S. Navy, Harold Champagne, a longtime Moran Port Arthur/ touring much of the world and earning his honor - Beaumont employee who retired in 1995, died on able discharge in 1979. At the time of his death, September 18, 2014. He was 82. An Army veteran, he lived in Weare, Massachusetts. he was chief engineer of the Helen Moran at the He is survived by his wife of 31 years, Cather- time of his retirement. ine Ricardo; his mother, Clare Walsh; his son, Kevin His son Clifton (Cliff) is chief engineer of the C. Walsh, and Kevin’s companion, Keri Belanger; Eleanor F. Moran , and has been with Moran for brother, John; and sisters Clare, Elizabeth, and Mary, more than 30 years. and their spouses; his aunt Mary Lowe; and num- In addition to Cliff and his wife, Sharon, Mr. erous cousins, nephews, and nieces. Champagne is survived by his daughter, Roxanne Becker, and her husband, Rickey; his son, Mark Champagne; and numerous grandchildren.

Nadine Honeycutt A Moran Jacksonville Retiree Ms. Honeycutt was a bookkeeper for Moran Jack- sonville. She was 85 at the time of her death.

68 Service Ann iversari es

10 Y ears of Se rvice 20 Y ears of Se rvice Todd Barber Gary Cormier Arthur Booth Jonathan Donnelly Roy E. Crook III Peter Empey George Friant Scott Grosjean John Gilson, Jr. James Moran Terry Ray Grainger Stafford A. Short III Carolyn Havelka Carl Stroud Douglas Hawkes Edward J. Tregurtha Charles Hutton James Jones Stephen Kelly 30 Y ears of Se rvice Matthew Lee Thomas Holland Walter Lyon, Jr. Robert Johnson Donald Moore Ryan Riggins Chad Reed Robert Scott, Sr. Julian Roberts Luis Rodriguez Christopher Taylor 40 Y ears of Se rvice Huey Wattigney Clifton Champagne Joshua Whitely At left, the split-screen feed from the CCTV camera system aboard the Hayley Moran . Designed to bolster safety and security, the system en- ables the captain or anyone else viewing the monitor to keep an eye on most areas of the tug. The feed is supplied by nine cameras placed around the vessel, and is recorded by a “blue box.” The screen displays several other programs as well, in- cluding one that monitors the

d statuses of engine systems; the user can toggle back e

t and forth between programs as needed. o N

d n a

n e e S

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

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