The Magazine of Volume 63 Moran Towing Corporation November 2010

Special Anniversary Issue Moran Environmental Recovery ed Justin Woodward, MER’s district manager for Opens Baltimore Resource Center the Mid-Atlantic region. Rising demand for industrial and marine Moran Environmental Recovery (MER) opened its cleaning services in the region has been fueling newest Resource Center, in Baltimore, Maryland, continued growth. MER’s other core competen- last May. The location is serving as the District cies include site remediation, decontamination Hub for MER’s expanding Mid-Atlantic operation, and abatement, and emergency spill response. which services customers in an area stretching The company provides these services to a distinct from Southern New Jersey to North Carolina. group of integrated vertical industries, including It also supports existing Resource Centers in Nor- the marine, petroleum, rail, mining and utility folk, Virginia and New Castle, Delaware. sectors. Headquartered in Jacksonville, Florida, “The Baltimore location is ideally located to MER operates from ten strategically located Re- support the growth of our [Mid-Atlantic] opera- source Centers along the eastern seaboard of the tion, as well as service the expanding client base United States. Its new Baltimore Resource Center we have here in the Baltimore market,” comment- shares office space with Moran Baltimore. I News Briefs

Moran and the editors gratefully acknowledge the assistance of numerous individuals and organiza- tions whose generous contributions of archival photographs and historical guidance made this special issue possible. We especially thank Brent Dibner, the Steam- ship Historical Society of America, and Dibner Maritime Associates. We also thank the Tugboat Enthusiasts Society of the Americas, the United States Navy, Sempra LNG, and Washburn & Doughty Associates. To those remarkably talented photographers among Moran’s crews and shoreside staff whose photographs appear herein, thank you. And to those Moran employees who generously shared their time, knowledge, expertise and reminisces, thank you. Acknowledgments

Above, four Moran logos from the modern era. Left to right from top left: the logo in 1953; the 1964 logo; the logo in 1974; and the insignia version of On the cover: the current logo. In New York, three ladies of the Harbor. Although the white “M” predates the Statue, the timeless values symbolized by the two icons are historically entwined. Photograph by Jonathan Atkin Published by Moran Towing Corporation The Magazine of Volume 63, Moran Towing Corporation November 2010 EDITOR-IN-CHIEF Mark Schnapper REPORTER John Snyder DESIGN DIRECTOR Mark Schnapper PHOTO CREDITS Contents Page: Jeff Tesney Photography Page 3, middle photo: Courtesy of the Steamship Historical Society of America Moran Turns 150: The Industry Page 6, top right: Courtesy the Anniversary Washburn & Doughty: Anatomy of of Columbia Pictures 43 a Rebuilding Corporation 2 Good Work on the Water Page 8, top: Courtesy of Moran at 150: a Reflection the United States Navy; bottom: Will Van Dorp, tugster.wordpress.com 15 A Conversation with Operations Paul R. Tregurtha Pages 10 –11: Will Van Dorp, tugster.wordpress.com Questions for Moran’s 45 Safety Briefs Chairman and CEO Page 12, top: Will Van Dorp, tugster.wordpress.com; bottom, Ernesto Moctezuma 20 The Ascent of Tug People Pages 15, 19 and 20: and Barge Technology A Thumbnail Chronicle: John Snyder, 46 Bart Turecamo, a Moran Assistant marinemedia.biz 1860–2010 Vice President of Sales, Retires Page 23, bottom: David Beardsley 27 The Art of the TowLine Cover 47 Capt. Don Thomas Retires with Page 24: Ernesto Moctezuma Honors from the Coast Guard Page 26: Bruce Edwards, TRV Media The Fleet 47 Rob Cowling, Moran of Texas Head Pages 30 and 31: Capt. of Dispatch, Retires Miguel Martinez 30 The Tugs of Cameron Manuel Sampedro, Moran Page 32: Sempra LNG In Louisiana LNG Country, Planning 48 Baltimore’s Port Engineer, Retires Page 33: Skip Mildrum is Advanced Engineering’s Reason Pages 34 and 36: Ernesto for Being 49 Jim Newman, a Moran Risk Moctezuma Manager, Retires Pages 38 and 39: John Snyder, marinemedia.biz Milestones 50 Mary Corrigan Retires Page 40: John Snyder, marinemedia.biz; inset, 50 Theone Saltis Retires Skip Mildrum 34 Moran’s Mexican Debut Is Up Pages 41 and 42: John and Running 51 Personnel News Snyder, marinemedia.biz 38 Mary Ann Moran is Pages 43 and 44: Courtesy of Washburn & Doughty Christened in Maine Associates 39 Catherine C. and Loretta B. Page 45: Ernesto Moctezuma Moran are Christened at a Back Cover: Chris Carter Double Ceremony in Maine All others, Moran Archives 41 Lois Ann L. Moran is Christened in Maine

42 Shiney V. Moran is Moran Towing Corporation Christened in Alabama 50 Locust Avenue New Canaan, CT 06840 Tel: (203) 442-2800 Fax: (203) 442-2857 www.morantug.com The Anniversary 2 T Good WorkGood nteWater the on oa t10 Reflection a 150: Moran at port city. Moran rose withit. ascendance astheUnitedStates’ premier modern mercial growth booming, NewYork beganits western andnortheastern trade hubs. With com- ly connectingthePort ofNewYork withkey mid- expansion hadbythenbeen completed,effective- tugboatsandbarges. The ErieCanal of owner an Towing andTransportation from abroker into Ida Miller quently purchased aone-halfinterest inthetug towing brokerage. HudsonRivertoNewYorkthe Citytoopena bye to his familyandhoppedagrainboatdown the wind. He scoopeduphissavings,saidgood- far-reaching changes andopportunitieswere in 27-year-old Mr. Moranmusthavesensedthat of the19thcentury. Americans’ mostsignificantinfrastructure project monumental extension ofwhatwasalready years before thecompletionofits expansion, a donkey forhire —ontheErieCanal,just afew He beganhisfirsttowingenterprise—asingle found himselfintherightplaceattime. Michael Moran,wasastrivingimmigrantwho entrepreneurial vision. The company’sfounder, fortunate timingcompoundedbyhard workand Moran’s evolutionasacompanyisanepicstoryof But theshortansweris, historic tothenostalgic. book, brimmingwithpictures ranging from the and intothegloballyconnected21stcentury. the boomandbustyearsoflate20thcentury, 1800s,twoWorld Wars, theGreatthe Depression, More goodfortunefollowed,stoked andbut- The yearwas1860. In 1863, Moransubse- It washistoryinthemaking,andthen The answercoulddoubtlessfilladoorstopof What accountsforsuchstayingpower? , theinvestmentthattransformedMoran company’s formativeyearsin aging toprosper through the onward from eratoera,man- sels havechurnedsteadfastly Moran’squite avoyage. ves- and storiedhistoryhasbeen ness, andthecompany’slong 150th anniversaryinbusi- he year2010marksMoran’s protected asset. reputation continues tobeitsmostimportantand Moran’s businessphilosophy, andthecompany’s brand. This wasandremains theheartandsoulof such thingasabrandmystique;you no lessvigilantly)intheboardroom. There wasno the jobvigilantlyonwaterandcreatively (yet day missionstatementaptlysummarizes,youdid knowledge, instinctsandwits. As Moran’s present- professional skillsandcommitment —your safe, reliable, courteousservice. You applied good sense. To keep yourcustomer, youprovided tations are forged onthewater, itsimplymade which infacttheydid. In anindustrywhere repu- ticing itasiftheirlivelihoodsdependeduponit, mariners, shoreside staffandmanagers were prac- service asahigh-flownmarketing theory, Moran’s there were businessschoolsrepackaging customer not allhappenstance,ofcourse;longbefore for prosperity thatitdefiedobsolescence. It was American economy, inanindustrysonecessary unabated asthecompanygrew alongwiththe Fewer thantenremain today. tugboat companiesflourishingintheHarbor. you wouldnailthecontract. There were around 50 incoming shipasitentered achannel, whereupon race outaheadofthecompetitionandmeetan dominant methodofsecuringtowingworkwasto In early-20th-century NewYork Harbor, thepre- pioneering spiritswhocouldbefiercely ambitious. meaningful, rewarding employment—rugged, grants’ work. They cameinwaves,lookingfor In theearlydays,towingbusinesswasimmi- its knackforrecognizing andseizingopportunity. tressed bythecompany’sdrivingworkethicand in 1913. Bottom: The tugs, inan1883photograph. Middle: The right, withthecigar inhishand. est known ofthegroup.Moran isseventh from in anundatedphotograph that isoneoftheearli- Opposite page, top:Michael Moranandassociates In essence,Moran’s goodfortunecontinued FW Vosburgh, Vosburgh, FW Michael Moran Michael one ofMoran’searliest , asteam-powered tug, were the 3 O

And so it has gone. With little fanfare, immigrants and their descendants and successive generations have built Moran into what it is today: a multi- divisional corporation with Atlantic, Gulf and Pacific operations in a string of U.S. ports and ter- minals stretching from New Hampshire to the west coast of Mexico. The company’s people have kept its tugs and barges working 24-hours a day, 365 days a year, year in and year out. In ports where Moran operates, a surprising number of citi- zens with no connection to the maritime industry know what the white “M” stands for. (It was Michael Moran himself who painted the first one on a Moran stack, reportedly around 1880.) But most people remain naturally oblivious to Moran’s mission; the job, like that of freight trains, is so thoroughly woven into the fabric of American commerce that it is all but taken for granted by the common man. When it is done well, invisibility is a hallmark of success. Every so often, vessels are honored for per- forming acts of gallantry or outright heroism. In 1966, the tug Julia C. Moran rescued seafarers from the burning deck of the Texaco Massachusetts after it collided with the Alva Cape in New York Harbor’s Gravesend Bay, in one of the worst acci- dents in the Harbor’s history. The Julia C.’s captain and crew knowingly put themselves in harm’s way — the Alva Cape was loaded with naphthalene, and was ripped by an explosion — and amid a terrible toll of fatalities, 23 lives were saved. In recognition of this rescue, the United States Secretary of Com- merce awarded the Julia C. Moran a Gallant Ship Above, top: The Julia C. Moran in 1951. Citation, the highest award possible by the Govern- Above, bottom: The medallion from the Gallant ment to a merchant ship. Only two tugs have Ship Award plaque awarded to the Julia C. Moran ever received it. The Julia C.’s captain, George in 1966. Sahlberg, received a Distinguished Service Medal Opposite page, inset: The Thomas E. Moran, an (America’s highest non-valorous military and early Moran diesel-powered tug, in 1938. civilian decoration), and the crew all received Meritorious Service Medals and ribbon bars. Opposite page: Docking the Cunard liner Mauretania in 1939. O

Moran’s history is certainly colorful, and there would seem to be no better time than a major forward with characteristic drive, dedication and anniversary to regale readers with tales of the skill. To know and work with Moraners, as they are company’s celebrated wartime exploits and its sometimes affectionately called, is to appreciate roles in historic construction projects. But for many the extent to which they value and cultivate the To w L i n e readers and Moran customers, the most trust placed in them by their customers. oft-repeated stories — like the company’s partici- To a person, Moran employees understand pation in the original construction of the New York how important it is to do the job safely and well, City Subway and the Allied invasion of Normandy and they work very hard. But self-motivation is in World War II — are too-familiar old chestnuts. not their only defining trait; they also share an There is in fact much worth celebrating in exceptional capacity for thinking and achieving the present: by virtue of its people, assets and independently, even as they embrace teamwork culture, Moran remains soundly positioned for and collective responsibility. Moraners tend to continued growth. exhibit a particular kind of moxie that is more The company’s people are carrying its legacy a product of individual character than of corpo-

4 5 Top left: Walt Disney with Eugene F. Moran aboard Bottom: The crew of the Elizabeth Moran in an the Thomas E. Moran in 1945, doing research for undated photo. the film “Little Toot”. Opposite page, top: The Edmond J. Moran. Top right: At the premiere of the 1958 film “The Her service and the heroism of her crews in Key”, the actress Sophia Loren presents a plaque World War II became legendary in tugboat lore. honoring the Tugboat Men of America to Capt. Opposite page, bottom: A section of the tanker Frank Hughes, Moran tug master during the Fort Mercer being towed and escorted by the Normandy Invasion and subsequent president of M. Moran, Peter Moran and Carol Moran in 1952. Curtis Bay Towing, a Moran subsidiary. The ship was rescued by M. and Carol after breaking in half off Cape Cod, Massachusetts.

6 7 rate oversight, and it enriches the company. tarpaper, chain saws, fuel, work-gloves and ply- These traits may indeed be said to echo those of wood. The responders earmarked everything for Michael Moran. personal use by families. People were also given The company endeavors to support such generators, which got passed around between talents with smart, progressive policies and employees and members of their immediate and practices, a nimble, decentralized management extended families. Everyone worked hand-in- structure and a good working environment. hand to clean up and rebuild. Not coincidentally, Moran benefits from very Moran’s divisional headquarters in Port Arthur low turnover, especially at the management was ravaged and got its own relief trailer, outfitted level. This is particularly true among licensed offi- for construction supervision. It included temporary cers, and Moran’s captains play a pivotal role in telecommunications and computer systems, to its success. keep the division running. Intertwined with these vir- The company’s Beaumont/ tues are strong bonds of com- The culture has come Port Arthur tugs managed to munity, friendship, respect a long way from the survive the disaster in A-1 con- and camaraderie. Instances dition. In a stunning display of selflessness and caring days when the young of grit by the sailors, shore that go beyond people’s job Michael Moran broke staff, and all of their families, descriptions are abundantly the tugs had been manned common at Moran. up brawls between throughout the ordeal. One such instance was the rough-and-ready Comparable rescue re- aftermath of Hurricane Rita sponses were later accom- in 2005. Coming on the heels seamen around the plished for hurricanes Wilma of the infamous Hurricane docks and pubs near and Ike. And there have of Katrina, Rita got scant cover- course been countless smaller age in the news. But in the Moran’s headquarters kindnesses — both personal Beaumont/Port Arthur, Texas, on South Street. and professional — that stand area, the storm thoroughly as inspiring testimonials to upended the lives of every the role Moran’s people play Moran employee. in its longevity. Its 180-mile-an-hour winds blew the roofs off The company’s assets have played a role, too. of houses and rendered many uninhabitable. Not least among them are its capabilities, which Water, sewage lines and power were knocked are without parallel in its core geographic out. Meanwhile, the temperature outdoors was markets. One of Moran’s strengths is that it has 100º Fahrenheit. become the go-to provider for exceptionally In the Gulf, ships were buffeted like toys. challenging towing and marine transportation A U.S. Navy cargo ship, the USNS Cape Florida, projects. Examples abound: During the height of threatened to break loose from its moorings and the Cold War, for instance, Moran tugs helped was held in place by the tugs Lynne Moran, Mary with the construction of the Distant Early Warning Moran, Helen Moran and Cape Ann, operating at line (DEW) radar system, off the Atlantic coasts of full power throughout a long night. the U.S. and Canada. In 1973 the company com- Moran’s leadership back in New Canaan, missioned the world’s first Liquefied Natural Gas Connecticut, mounted a relief effort. It began with barge. Its tugs have towed massive bridge and financial aid to employees who had wives and chil- tunnel sections, and at least one nuclear reactor. dren that were forced to stay in motels and other In 2007, Sempra LNG chose Moran and its part- makeshift accommodations, and culminated with ner, Boluda Corporation of Spain, to provide tugs the delivery of trailers full of supplies and equip- capable of handling LNG assistance in the occa- ment within 72 hours of the devastation. Moran’s sional 9-foot swells off the Mexican Baja. Jacksonville, Florida, division executed the rescue Still another basic asset is Moran’s corporate plan and sent people to help. They had packed culture. In defiance of conventional wisdom, it has the trailers with water, ice, tarps, roofing nails, become more, rather than less, unified in the wake of the company’s expansion and diversification. Manifestly valued and advanced by every Moran Opposite page, top: One of Moran’s Marci-class employee, the culture has come a long way from vessels, its first group of Z-drive tractor tugs, in the days when the young Michael Moran — as leg- the late 1990s. end has it — personally broke up brawls between Opposite page, bottom: The Pati-Charleston, rough-and-ready seamen around the docks and an ATB, on New York’s Arthur Kill in 2009. pubs near Moran’s first headquarters on South

9

Street in New York City. Today’s Moran thrives on and barges advanced radically starting in the a culture of fluid, open communication, cross- 1990s. Moran has been at the vanguard of these disciplinary cooperation and professionalism. changes. Its executives, managers and naval archi- Its management structure and operational capaci- tects have repeatedly partnered with the staffs of ty are, in a word, dynamic. leading shipyards and naval architecture firms to This was probably never more evident than on help develop innovations that advance safety and 9/11, when Moran tugs in the Port of New York/ performance on the water. Moran’s role is to con- New Jersey were instantly mobilized as makeshift tribute lessons learned from its many years of rescue ferries. For one crucial moment that day, experience in the thick of operations. Moran’s command hierarchy effectively leveled As many tug and barge customers and enthu- out. Paul R. Tregurtha, the company’s chairman siasts know, the fruits of such collaborations have and CEO, had tried to phone the Coast Guard to redefined the industry’s capabilities. [A thumbnail offer every man and piece of equipment Moran survey chronicling progress in tug and barge had that might be of use — but naturally, he design and construction can be found on page 20 couldn’t get through. So he called the Moran yard of this issue.] The advent of Z-drive tractor tugs in New York, and was informed that they were brought with it levels of maneuverability previous- already en route to Lower Manhattan. They had ly undreamed of in tugboats. And there is nary a not waited for a directive from corporate; they barge on the water faster, more maneuverable could anticipate what Moran’s top decision-makers or safer than an ATB. Moran’s fleet currently would say, and assumed responsibility without includes 30 Z-drives and six ATBs. waiting to be told. Mr. Tregurtha was gratified. Electronic injection in engines has done much Those were of course extreme and rare circum- to increase fuel efficiency, horsepower and speed, stances. But the company’s dynamic command while reducing emissions. The latest advance- structure has served it well on other occasions too. ment, high-speed 4-cycle engines, offers still Last year, for instance, two Moran executives greater benefits in these areas. Five Moran tugs interrupted their dinner hour to organize an now have them. emergency firefighting response remotely, using The firefighting capacity of FiFi-1-rated tugs cell phones. In response to a call for help from continues to climb; Moran’s latest, the Lizzie Maryland’s Calvert County firefighting command, Moran, is scheduled for delivery this year and will the duo coordinated authorizations, issued come equipped with monitors that spray at 10,500 instructions and mobilized two FiFi tug crews gallons per minute. in about the time it takes to cook a hamburger. Wheelhouses are high-visibility. Crew quarters The tugs helped extinguish a huge pier fire at a are specially designed and built for noise reduc- U.S. Navy Recreation Center, averting a potential tion; floors on tugboats, for example, now float in disaster in Solomons, Maryland. Their captains more ways than one. Carbon fiber propeller shafts and crews were awarded letters of commendation reduce vibration. Line winches on foredecks are by the Navy. becoming larger and stronger, and thanks to O computer-automated assist capabilities, safer. All of Moran’s petroleum tank barges are And then there are the vessels. Moran’s tugs and double-hulled, and have been since 2006, long barges have always been visible reflections of its before the Federal mandate prohibiting single- progress, and today’s streamlined newbuilds are hull barges becomes effective. no exception. They are markedly faster, nimbler Computerization is part and parcel of many of and safer than their forerunners of just a few these changes. At an equipment startup on the decades ago, and look like they belong to the Lois Ann L. Moran last summer, no fewer than six space age. mechanics wielding laptops could be seen tending Mechanically and technologically, tugboats to the prized new vessel. O

Previous spread: The Diane Moran, one of Moran’s With the world growing ever more complex, there first 5,100-hp Z-drive tugs, on the Savannah River seems little point in speculating on where the in Georgia. The Cape Henlopen, a twin-screw, journey of the next 150 years might lead Moran’s follows at a distance. vessels and people. What is certain is that they are indispensable; they move industry, commerce and Opposite page, top: The Laura K. Moran in freedom itself forward. New York Harbor in 2009. The vessels will be out there on the water, a Opposite page, bottom: The SMBC Monterrey with perennial presence, as comfortably familiar a sight the LNG carrier Tangguh Towuti at Moran’s Costa as the gulls that sun themselves on harbor pilings. Azul operation near Ensenada, Mexico, this year. Except, the tugs and barges will be working. I

13 A Salute to Moran’s Presidents

Including Moran’s cur- tugs; he returned in rent president, Edward J. 1946, a decorated hero (Ted) Tregurtha, the holding the rank of Rear company has had seven Admiral. Reassuming since its founding. Each Moran’s presidency, he presided over a defining oversaw a period of era in Moran’s growth. tremendous growth that Founder Michael Mor- included the develop- an created the entrepre- ment of Moran’s first neurial vision and com- twin-screw tugs; a major mitment to innovation expansion of its fleet; its that endures today, and first acquisitions of other shepherded the company towing companies; and through the early steam its initial geographic age. Under his leader- expansion into ports ship, Moran operated at beyond New York. least one side paddle Following Edmond’s wheeler and built up retirement in 1964, its first fleet of propel- Thomas E. Moran took ler tugs. The company’s the reins. Under his reputation for excellent leadership, Moran devel- vessels and seamanship oped larger oceangoing was forged on Michael’s twin-screws and began watch. It was the founder using EMD engines, himself who began the ushering in a new era of tradition of naming tugs higher-horsepower capa- after family members. bilities. Thomas success- Eugene Moran Sr., fully guided Moran into Michael’s son, was vice dry bulk marine trans- president and succeeded portation markets, and him as president after his oversaw a major ex- death in 1906. Eugene pansion of its marine interrupted his tenure to transportation division. serve as a commissioned Growth and innovation reserve lieutenant in World War I. during his tenure included continued Edmond J. Moran, his nephew, geographic expansion. served as president in his absence, Malcolm W. MacLeod succeeded then stepped aside when Eugene Thomas Moran after the latter’s re- returned from the war. Resuming his tirement in 1987. He spearheaded presidency, Eugene oversaw Moran Moran’s technological leadership as Towing and Transportation’s transi- an early adopter of Z-drives, and con- tion from steam to diesel power. solidated its methodical approach to Eugene stepped down in 1941, safety by presiding over its Responsible and Edmond was again appointed Carrier Program (RCP) certification. president, ostensibly MacLeod retired in permanently. But World The presidents, clockwise from top left: 1999, and Paul R. Tregur- War II interfered, and Michael Moran (1860–1906); Eugene Moran Sr. tha, who was and remains this time it was Eugene (1906–1917, 1919–1941, 1942–1946); Thomas chairman and chief exec- — coming out of semi- E. Moran (1964–1987); Paul R. Tregurtha utive officer, doubled as retirement — who took (1999–2001); Edward J. (Ted) Tregurtha, president for a year-and- over for Edmond. In the Moran’s current president; Malcolm MacLeod, a-half until Ted Tregur- war, Edmond command- (1987–1999); and Edmond J. Moran tha was promoted to the ed an armada of allied (1941–1942, 1946–1964). position in 2001. I

14 A Conversation with Paul R. Tregurtha The Anniversary

15 Mark Schnapper, To w L i n e ’s editor-in-chief, sat down munity at large. But it’s the people we’re most with Moran’s Chairman and Chief Executive Officer concerned about. and asked some questions on the occasion of the Another core value is that we try to keep all company’s 150th anniversary. of our equipment in top condition. The ability to give excellent service depends on having reliable 150 years is a long time. Are there core attri- equipment, and we invest an awful lot in maintain- butes at Moran that account for its longevity? ing ours to the highest standard. We have metrics I think there are probably several different ele- that measure our safety and equipment reliability. ments. First of all, we’re a private company owned We compare very favorably to our peers. However, mainly by the Barker and Tregurtha families, and we are continually trying to improve. that adds to the continuity because we have the Training is a basic value, too; we spend a lot ability to take a long-range point of view. And of time and effort on it, including the use of train- when private owners are in an industry that they ing crews and simulators for new equipment or really enjoy, they’re not going to be taken over — new applications. no one’s going to just swoop in from somewhere. When Tom Moran decided to sell Moran he Has Moran’s culture evolved over the years? understood that if the name was going to survive It has. It’s a reflection of a lot of things: the times, as a brand name, the new owners would have to the size of the company and the expectations of share the values of the Moran family. That was the our customers. We’ve grown almost three-fold case when we acquired Moran. since we acquired Moran in 1994. One important aspect that’s changed is the management style. Did you know Moran before you bought it? Our decision-making is more diffuse now; we’ve Moran actually provided services to our other pushed down a lot of the decisions that were cen- companies, Mormac Marine Group and Mormac tralized before. I think that makes people’s jobs Bulk Transport, for years before we bought them, more interesting, and you really can’t grow unless so we had a chance to know the people and what you do that. Otherwise, you have one person who the company was like. Jim Barker and I knew Tom becomes what I like to call the “needle-valve” to Moran well, and when he decided that he wanted progress; nothing can happen unless that person to sell we spent a lot of time talking with him. is there and can make the decision. Years later, after Tom’s death, his wife told me that Another aspect that’s changed is internal com- he had felt good about the sale because he could munications. We do spend a fair amount of time see how we were running the company. trying to let everyone know what’s going on, where we’re headed, and what our results have What are the other contributing factors? been. I think that helps people identify with the One is that we provide a basic service, so it’s not company, and to succeed. like you have to reinvent a new electronic gismo to We’re also more analytical in terms of having be around next year. Our services are going to be information systems and processes in place, rather required; they have been, you know, literally for than just relying on ad hoc decision-making. ages, and I can’t see anything that would change We’re more methodical about measuring the im- that going forward. The type of service may pact of any decision before and after we make it. change, but the fundamental need will be there. Lastly, the industry has changed and we’ve Another is that the industry attracts people changed with it. We really like to think of ourselves who love the sea and boats, and that demands as one whole team, with no differentiation be- teamwork and camaraderie, which create a very tween those who are ashore and those who are stable platform for a company to exist on for a afloat. A simple example would be Moran’s long period of time. The principle is not fool- employee benefits program; my 401(k) plan proof, but by and large our industry has many carries the same employer matching and contri- family-controlled companies that have been bution terms as those of people on our boats — passed down through generations to individuals and all the other benefits are either the same or who sustain the culture. very close. That was not always the case in the industry, nor at Moran. When you talk about values, are there specific ones that are considered defining at Moran? It’s fair to say Moran is known for precision Our values really start with such things as a rela- and responsiveness in its coordination tionship with a customer; we like to think of our- between top management, port managers and selves as being a customer-centric company. Safety mariners. How will the company steer clear is equally, if not more, important — for our of bureaucratic pitfalls as it expands, and how crews and assets, our customers’, and the com- will its approach translate to quality perform-

16 ance on the water? news stories about the airline pilots working That is always a challenge. As any company or on their laptops in the cockpit and overshoot- institution expands, there’s a tendency to have ing the airport — and the train engineer who more bureaucracy. We try to avoid it by curtailing was texting while working. Those behaviors or eliminating layers of management. The chain seem worrisomely new. Do they have implica- of command is very short from a deckhand to Ted tions for all transportation companies? Tregurtha, Moran’s president: essentially, our port Well, sometimes it just comes down to individuals. managers report to Ned [Moran], Ned and our And no system is perfect. We’ve always been aware business line managers report to Ted, and Ted of that, and we were instrumental very early on in reports to me, though I don’t get too involved with pushing through the AWO Responsible Carrier the day-to-day operating decisions. But hopefully Program. The program itself represents the indus- everyone at Moran would feel very much at ease try coming together to enforce a set of common going straight to Ted or to me; we have an open- safety practices, and it moved everyone to a door policy. I think any of our administrative higher safety standard. people — the staff in accounting and other In 2002 we instituted a robust internal audit departments — understand clearly that their role system that looks at whether we’re following what is to support the operating people. We also avoid we say we do in our policies and procedures. bureaucracy by really listening to our operating The auditors examine our equipment and the As a private company, we can take a long-range point of view.

people at the ports. There is always a natural performance of the people on it to see if they’re tension between central administration and oper- following our policies and procedures. They visit ations, but the balance at Moran tilts towards the all the equipment — every vessel — and over a operating people in terms of getting their ideas. period of time, everyone’s audited, and that gets discussed with a port manager and then at a high- Obviously there have been many changes in er level. So you begin to get a consistency. And of “maritime technology and professional prac- course there are also third-party auditors” who per- tice over the past century-and-a-half; are form the same function. there any traditions that remain basically unchanged? How rigorous is the oversight from the The values we’ve been discussing are a tradition at outside auditors? Moran; our emphasis on customer service, safety, Very rigorous. We’re audited by the American reliable equipment and dedicated people hasn’t Bureau of Shipping, for example, who administer changed over the years. The color of our tugs and ISM certification, an extremely strict standard. the big white “M” on the stacks are also a tradition. Every one of our ports is ISM certified, and in every port one or more tugboats is. Over time, In an era when some sectors of the transpor- every single one will be. The major oil companies tation industry are making headlines with and many other customers vet us too. They visit personnel and safety troubles, how does and look at our safety management system, and Moran find and attract conscientious people? really get right down into the weeds — they’ll ask I think people are interested in working for to see specific reports and paper trails, to make Moran because we’re viewed as a very ethical and sure problems were reported and corrected on any fair company, and they’re proud to work with us. given vessel. We’re known for treating our customers very fairly, and that reputation spreads around the industry. Moran has a number of longstanding cust- We’re certainly known for our safety and our train- omer relationships. What are some of the old- ing, and for our new equipment that we keep est you can think of? investing in. At the same time, we offer people a The U.S. Navy is one of the oldest; our relation- chance to grow personally. Obviously, as a compa- ship with them dates back to the Spanish ny we don’t have explosive growth, but we keep American War — that’s 112 years. Cunard is moving forward. We have been able to be very another longtime customer; they go back more steady in our employment practices. than 75 years with us.

That explains the attraction. But to frame the What do you see as the keys to the company’s question more bluntly, I was thinking of the continued growth in the future?

17 We can’t grow unless our customers’ requirements opportunities. At the same time, we have to put in grow. There are other ways — through acquisition, bigger, more expensive assets to dock those ships, or our entering a new line of business — but if we so we have to change our pricing structure to talk about organic growth fueled by customer make sure the equation works. demand, it really depends on the economy. How might tugboats 50 years from now be Yes, the proverbial elephant in the room. better than today’s? I’m tempted not to ask for a comment. Well, first off, they’ll be more automated. That is a Well, it’s no secret that global economic growth trend that’s been happening all along; you go on needs to be revitalized before it can drive further our tugboats now and you’ll see a lot of things that growth for our customers and our industry. No are basically computer controlled that used to be one can predict accurately when it will improve, electromechanical. And the tugs will be much and it’s even more difficult now that we’re dealing more fuel-efficient; they will have much-reduced with the need for a global economic rebound. emissions, and might be more complex in order to However, world populations are increasing, and facilitate reducing emissions. There may be treat- along with them basic needs for food, energy, clo- ment systems that will be put in, and sooner or thing and manufactured goods. The most efficient later we might see some economically viable way to move all of those things from distant coun- electric tugs. tries is by water. So there will be growth in trade, and I would expect marked improvement by 2011. Has Moran explored electric tug development? We are well positioned geographically in United We’ve been working on electric tugs for quite a States ports to take advantage of that growth. while, and there are limitations that have to do with batteries. From the standpoint of practicality Assuming the turnaround comes, how will and safety in marine applications, Lithium batter- Moran be positioned? ies are not yet fully perfected and tested. Lead We will grow because of our strong customer rela- acid batteries need to be maintained substantially tionships and our service, quality and safety — just more than Lithium and are somewhat hazardous, We’ve been working on electric tugs for quite a while, and there are limitations that have to do with batteries.

the plain old blocking and tackling — and especially on the water. Batteries are also very because as a private company, we can take a heavy, which negatively affects tugboat design, longer-range point of view. And we’ll grow especially because conventional power systems are because the Panama Canal enlargement is going required as a backup. The bottom line is it’s not yet to bring more ships to the east coast. a practical solution for tugs, but battery technology And we look at the international side too, like sooner or later will change and the tugs” will follow. “our LNG ship docking operation in Costa Azul, Mexico. International markets are a little more Meanwhile, biodiesel fuel is a step in the difficult and complex, due to tax issues and for- right direction. That of course is Government eign trade questions. mandated. Do you think there will be other environmental regulations for tugs and Speaking of the Canal enlargement, ships barges in years to come? keep getting bigger and bigger. Post-Panamax There has actually been a dramatic change in gov- vessels are becoming behemoths — does that ernment regulation, and it is having a huge place special demands on tugboat companies? impact on our industry. We have long had regula- The by-products of that for us can be both good tions in safety, maritime practices, and certain and bad. First, it will cause newer equipment to be rules, and they are needed and represent an estab- built. Moran anticipated that need and we’ve lished norm. But we now also have them on air already built many new tugs with higher horse- emissions and discharge water — and all of those power and more maneuverability. Basically, no regulations have become politicized. That means one is building a ship-docking tug now unless it’s they are sometimes enacted with arbitrary, a tractor tug; you have to do that to get efficiency. unworkable standards, without any grounding in But as a result of vessels getting bigger — if cost/benefit analysis. When an agency says, for you can now carry in one ship what used to be car- instance, that it wants air emissions from vessels to ried in two — Moran has lost some docking be a thousand times stricter than the International

18 Maritime Organization’s standards, how does it tally responsible. But when you talk about sustain- arrive at that benchmark? ability, that calls to mind potentially big solutions And to the extent that certain regulatory stan- like wind, solar, and nuclear power. dards are implemented before there are solutions for meeting them, there’s a danger of shutting Moran has received many awards from cus- down industries. tomers, industry watchdogs, the Coast Guard If the maritime industry is going to survive — and the Navy. Is there any one piece of and I don’t have any reason to think it’s not going recognition of which you’re especially proud? to — all the associated costs are going to be accu- Beyond the Gallant Ship Award it’s hard to single mulated and passed on to the customer. one out, but I would say those Coast Guard awards To keep that from spiraling, there needs to be we get that recognize safety or helping people. more of a regular, in-depth dialogue between reg- We get awards for some of our tugs in terms of ulators and the industry — an how many years they’ve gone approach in which everyone without an accident, and it’s sits down and says let’s talk those series of awards that about this problem and see mean the most to me. And we if we can find a reasonable get a lot of awards from our solution. customers, but to me that goes back to what our core How and where are major values are. innovations in tugboat and barge design hatched? On the occasion of Moran’s Well there are all sorts of cus- 150th anniversary, is there tomer requirements — either any message you would physical or economic — so you especially like to send to start with that. Then you get people who might be consid- naval architects involved to try ering a career in marine to solve that kind of problem, towing and transportation? particularly if it’s a requirement problem. A good This is an industry that serves a basic need; as a example would be our Costa Azul project on the result, we’re somewhat less volatile than some West Coast. The wave patterns there are different other businesses. Sure, the economy has an from most of our other locations, and the port impact on us, but we don’t have these giant fluctu- was a new port with a single purpose, docking ations where you say, okay, we’re going to lay off LNG carriers. 50 percent of the workforce, or, okay, we’ve got to The requirement was that the tug had to be hire 120 percent more — there’s a stability to able to maintain a constant tension on its line at our industry. all times. So you can picture a ship going over a I think there are unique demands that are long swell, and on the downward-sloping side, it’s placed on people in our industry, that for some accelerating — and the tug has to keep the ten- people will be very interesting, and for others not. sion. Now, when the ship goes the other way, the You’re dealing with the sea, you have 24-hour tug’s starting to catch up and the line starts operation, and there’s a real commitment if you to go slack, and you want constant tension. So the come into it. As a result, you wind up identifying winches on these tugs are huge, fast, and very with an industry where you’re doing something of advanced, and that’s an example of a requirement real value to people. from a customer in a particular location being And the industry offers many disciplines that solved by naval architects and engineers. you can use to expand your career; it’s really quite varied, and in a company like ours there’s a Moran’s inland marine transportation divi- chance for leadership. If you’re a mariner, there’s sion has lately been hauling a recyclable raw a chain you can come up from deckhand to mate material from a source in the utilities indus- to captain. When you do, there’s a camaraderie try to manufacturers who use it. Is this part of that grows — you’re in the boat together, a trend toward environmental sustainability? you’re working as a team, you get to identify I wouldn’t put it exactly that way. We’ve been haul- with each other — there’s a social context, too. ing gypsum for one of our utility customers to All things considered, I’d say it’s a good, honest factories that use it in the manufacture of con- career to serve the customer, the community, even struction materials. Gypsum is a by-product of the your country. I scrubbing process the utility uses to reduce emis- sions. It is recycling, and is certainly environmen-

19 The Ascent of Tug and Barge Technology A Thumbnail Chronicle: 1860–2010 The Anniversary

20 he modern tugboat — that ever-widening cycle, the technology has pro- draft horse of our harbors, gressed from shoreside mules pulling wooden coastal commerce and blue- scows to today’s myriad moving parts, whose syn- water ventures — is for its chronized meshing boggles the mind. size one of the most powerful For “Bessie” the Mule, It Was Early Retirement vessels afloat. The benefici- ary of more than two cen- In 1807, Robert Fulton and Robert R. Livingston turies of technological evolu- engineered the first practical vessel-mounted tion, it has become a highly steam engine and put it to work on the Hudson Tsophisticated beast — a complex amalgam of hull River aboard the Claremont. Not long afterward, design and systems engineering. early steam ferries and riverboats began to morph That sophistication is evident throughout into the precursors of the modern tugboat. the vessel. There are the state-of-the-art marine The side paddle wheeler Rufus W. King was one electronics; computer-assisted winches; anti-leak, such vessel; it was converted for towing in 1828. safety-engineered deck architecture; sound- and The Norwich, built in 1836 as a passenger vessel vibration-dampening barriers; synthetic hawsers for Long Island Sound, was similarly converted in (stronger and safer); and azimuthing drive 1842, and served on the Hudson until 1924. Stern systems, to name some of the more celebrated decks on these vessels were cleared to make way innovations. Power and speed have advanced for line handling, and wheelhouses were raised for markedly. Maneuverability, navigation, communi- greater visibility ahead and astern. cation, safety and ergonomics are “light years” This powerful new type of horsepower quickly ahead of where they were just 20 years ago. made its predecessor, the mule, obsolete. Michael Barges, which share many of these innovations Moran was not to be left behind. His first venture and also feature double hulls, are just as advanced. into vessel ownership, the 42-ton, steam-driven The history of this achievement is studded with single-screw tug Ida Miller, was state-of-the-art for brilliant enterprises and inventions. Driven by its time. Moran put it to work in New York Harbor customer needs, it has unfolded in a vast succes- alongside the many side-wheelers, which despite sion of mostly incremental advances; at fortuitous their age continued to work the North River and intervals along the time line, revolutionary intro- the Harbor well into the 20th century. Moran is ductions like steam and diesel power, azimuthing known to have operated at least one side-wheeler, drive systems and articulated coupling systems the M.T. Belle, which was fitted for Hudson enabled the industry to take giant steps. In an River towing. An 1892 photograph of the Belle is one of Moran’s few surviving vessel photos from that period. Opposite page: The joystick on the Catherine The company grew, and its next watershed C. Moran. development came after World War I, when Moran Below: The M.T. Belle, a Moran side-wheeler from purchased five 100-foot steam tugs from the the 1860s. U.S. government. Newer and more powerful than

21 their forerunners, they could do the work of two propulsion systems. Much of the technology was or three older tugs. It was a harbinger of things adapted from the railroad industry’s diesel-elec- to come. tric locomotives, which were becoming the norm. The Navy was interested in utilizing diesel-electric From the Mind of Rudolph Diesel, an Invention for oceangoing tugs and submarines, and the Yet to Be Topped technology would later be applied to commercial Steam engines were of course not without severe vessels. It allowed propeller speeds to be com- hazards and limitations. They would soon be ren- pletely independent of the engine, making speed dered obsolete by the towing and transportation control more precise. Disadvantages were higher industry’s adoption of the diesel engine, a tech- capital and maintenance costs. nology so revolutionary that — like computers in In 1938, Moran began developing its first our time — it was disruptive. During the early diesel-electric tugs. One of them, the Edmond J. years of the transition, conversions and refits were Moran, was destined to become famous for its

favored over new, purpose-built construction. wartime exploits and long-range towing capabili- Moran’s first conversion from steam to diesel was ties. Designed for trans-Atlantic service without the Eugenia Moran, in 1923. During the 1930s, the refueling, the Edmond J. was a 121-foot, 1,900-hp, diesel engine began to replace steam in propul- single-screw marvel. Her christening heralded a sion applications ashore and afloat, but new era of oceangoing tug service. She was also it was not until 1937 that Moran would truly the first non-steam tug to be fitted with wire rope embrace diesel. By virtue of sheer horsepower for towing, and one of the earliest commercial ves- alone, the transition would greatly expand the sels to adopt radar. Seventy years later, the tug- fleet’s service range and towing capacity. By the boat formerly known as Edmond J. Moran remains late 1940s, the company operated eleven diesel in service, albeit re-powered and for another powered tugs. owner. In 1942, Moran added five more 105-foot Aboard early diesel tugs, direct reversing en- diesel-electric tugs to its fleet. gines were the norm. These were low-speed, After the war, in 1949, a new class was intro- direct drive engines without reduction gearboxes. duced with the 106-foot Grace Moran. The Grace To reverse direction, the engine had to be brought was powered by a 1,750-hp GM diesel with a to a complete stop and then restarted in the oppo- 1210 kW Allis Chalmers generator and 1,530-hp site direction — an unimaginably cumbersome Westinghouse propulsion motor. The Grace class process by today’s standards. Engine control was followed by the 108-foot, twin-screw Patricia gained precision and quickness with the advent of class, which featured 3,500-hp diesel-electric reversing reduction gearboxes, which facilitated power plants. While the Grace class remained a the reversal of propeller shaft rotations while allowing the engine to continue rotating in its original direction. These became the predomi- Above, left: The original Julia C. Moran, a wooden nant means of engaging and disengaging engines steam tug, circa 1910. from drivelines, and remain so today. Modern reduction gearboxes also allow the propeller shaft Above, right: The Alice L. Moran, the largest tug to spin at a much lower rate than the engine, Moran ever built, in 1967. which increases the overall efficiency of the pro- Opposite page: Top, the engine room of the peller, translating into more thrust. M. Moran, a single-screw tug, in1942; bottom, During this period, the marine industry and the engine room of the SMBC Monterrey, a the U.S. Navy were also developing diesel-electric Moran/Boluda Z-drive tug, in 2009.

22

proven workhorse in the harbor, the extra length 17,000 nautical miles and a speed in excess of 17 and horsepower of the Patricia class made it the knots, the Alice L. became the flagship of Moran choice for coastwise towing. International. Built in Japan in 1966, she was designed for remote ocean assignments, such as Space Age Developments: Twin Screws and moving oil rigs and rescue towing. a Power Bonanza In tandem, early EMD engines provided 3,200 If the 1940s was the era of the single screw, the ’50s hp; today’s EMDs are capable of nearly twice was its golden age. Single-screw vessels and associ- that and are fuel injected, adding capabilities ated marine technologies served the towing and like instant startup and lower emissions. (Moran transportation industry well, humming through a moved to electronic fuel injection in 2009.) decade of booming U.S. prosperity. Moran, for its In 1999, Moran converted the Patricia Moran part, had by 1955 become one of the largest com- and Kerry Moran from their original GM/Cleve- mercial fleets in the world, with 50 tugs and 19 land diesel-electric engines to more powerful scows and barges. Meanwhile, ships were growing EMD diesels, upgrading their horsepower to larger, creating a need for greater horsepower and 4,200. The company also fitted the tugs with maneuverability in tugs. Ulstein Z-drives. By the late 1960s, customer demand had Not Your Father’s Tugboat: Azimuthing sparked the development of twin-screw drive Drive Systems systems and more powerful, technologically advan- ced EMD diesel engines. The 3,900-hp Te re s a Around the time the information technology rev- Moran, for example, embodied these features. olution began to flower in the 1990s, maneuver- Most of these new-breed vessels measured 110 feet ability in tugboats took a huge leap, enabled in length. They became the powerhouses of their by computer-aided design and manufacturing. day, serving both ship docking and offshore tow- Twin-screw newbuilds were by then the standard, ing needs. and leading companies like Moran wondered if The largest and most powerful Moran tug ever anything could be done with older single-screw built was commissioned during this era. She was tugs to improve their performance. the 211-foot, 9,600-hp Alice L. Moran, a twin- In the mid-’90s Moran began working with the screw ocean tug with four engines. With a range of naval architect Paul Gow, and the collaboration

24 produced the company’s proprietary MorTrac presented a challenge in busy harbors, coastal design, a precursor of the Z-drive tractor tug. waters and offshore operations. Tows had to be The company converted four single-screw reconfigured for alongside maneuvering in har- ship-assist tugs to MorTracs. All four had 2,150-hp bors, for instance, which cost operators time and EMD power plants; the innovation consisted of a manpower. Crews faced the inherent dangers of forward-mounted, azimuthing retractable bow unwieldy barges and the risk of parted towlines. thruster — a Z-drive — independently powered by Weather delays limited efficiency, especially on a 640-hp Detroit Diesel engine. The new system tightly scheduled deliveries of petroleum and increased horsepower to 3,000 and improved bol- other commodities. lard pull 35 to 40 percent. It was coupled with One of the first alternatives to conventional a triple-vane rudder system, greatly increasing towing to be introduced was the Integrated Tug maneuverability and bollard pull. and Barge (ITB), a vessel that was essentially a Meanwhile, Moran’s contracts involving larger hybrid ship. The “tug” in this arrangement could ships — especially LNG carriers and naval vessels not function well as a standalone vessel; it was — spawned demands for still more power and essentially a detachable engine room for the barge. maneuverability, with an added requirement of The barge itself was not the best of designs for advanced firefighting capability. In the late 1990s conventional towing, and was at a loss without its Moran answered these needs with the introduc- engine mate. The industry first explored ITB tion of its first six Marci-class tractor tugs, commis- technology in the 1950s, although patents existed sioned for work with the U.S. Navy. Washburn & as far back as the 1880s. In the system an integrat- Doughty was the builder. The tugs were powered ed tug could be locked into the stern ramp or by twin 2,100-hp EMD main engines driving notch of a barge, held there by trunnion mount- Ulstein Z-drives. As many a captain would ings and sockets or similar fittings. The connec- observe, the unprecedented agility and respon- tion was rigid, and did not allow for independent siveness with which they could be maneuvered movement of the tug and barge. This worked in essentially redefined the modern tugboat. some situations, but was a hindrance when the When Moran acquired Turecamo Maritime in two vessels needed to disconnect. Moreover, an 1998, the Elizabeth Turecamo, another tractor tug, ITB could be operated with a smaller crew and joined the fleet. She is powered by twin EMD main less expense than a ship of comparable size, but engines driving an Aquamaster Z-drive, with a the ship was faster and was seagoing in a wider rated horsepower of 6,100. variety of weather conditions. The ITB design was In subsequent years, Moran’s fleet of tractor thus an evolutionary step. tugs continued to expand with the introduction of In the early 1970s, the naval architect Edwin the Diane and Edward classes, and numerous tugs Fletcher devised an alternative: the ARTUBAR descended from them. The company currently system. The system laid the groundwork for what operates 30 Z-drive tractor tugs in the U.S. and was to become the predominant method of attach- four more with its partner, Boluda Maritime ment: a transverse pin, forming a horizontal axis Corporation, in Mexico. All are equipped with about which the tug could pitch. It significantly EMD or MTU engines and either Rolls Royce or improved seakeeping and detachability, but when Schottel Z-drives. The latest builds — wonder-tugs it came to crew requirements and regulation the like the Laura K. Moran, Capt. Jimmy T. Moran, Coast Guard considered the paired vessels a ship. Loretta B. Moran, and SMBC Monterrey — are Concurrent with Fletcher was the work of unsurpassed in maneuverability, speed and safety. Bludworth Marine, whose articulated coupling design solved the Coast Guard dilemma and Laws of Motion: The Barge Challenge refined the solution to still another key problem: Barge technology has kept pace with that of tugs, how to reconcile the connection of the vessels with and one of the most significant developments in their two different drafts. The Bludworth system modern towing was the introduction of articulated uses a caliper clamp at the nose of the tug’s bow, tug and barge units (ATBs). augmented by a hydraulic fendering system that As late as the 1990s, towing tugs continued to provides additional stabilization. operate much as they had at the turn of the 19th In the mid-1980s naval architect Robert P. Hill century, towing their cargo on a conventional further improved the tug-barge connection. stern hawser. While this remained the norm, it In collaboration with the Intercontinental Engineering-Manufacturing Corporation, Hill developed a system that met the draft alignment Opposite page: Capt. Eduardo Vazquez at the requirements and provided a connection that was controls (left), with first mate Mauricio Flores con- at once more precise and flexible than earlier trolling the line winch, in the wheelhouse of the systems. Called the INTERCON system, it uses a SMBC Mexicali at SMBC’s Costa Azul operation. screw-driven, transverse pin coupling. The ability

25 of the two vessels to move gracefully in tandem — construction program, with articulated tugs being rolling and yawing together but pitching inde- built at Washburn & Doughty Associates in East pendently of one another — is the masterstroke Boothbay, Maine, and their barge mates at Bay that raised the bar of performance. All but two of Shipbuilding in Wisconsin and Eastern Shipbuild- Moran’s ATBs use the system (the two that do not ing in Florida. Since the original two conversions, use the Bludworth system). the company has added five more articulated tug Today’s fully practical ATBs provide unparal- and barge units to its marine transportation fleet.

leled speed, maneuverability, stability, and safety One of the tugs, the Paul T. Moran, was acquired on the water. The barges of Moran’s ATBs are in 2003; its mate, the Moran barge Massachusetts, built with double-hull construction, bolstering was retrofitted as an articulated barge with corre- environmental safety as well. Besides operating in sponding Bludworth fittings. All of the other tugs the articulated vessel mode, ATB tugs can tow and barges were built from scratch. The latest astern, tow alongside or push ahead, and their unit, the Mary Ann-Virginia, launches this fall and barge component can even be handled by any will be Moran’s first ATB to handle dry bulk cargo. sufficiently powerful conventional tug that has Each vessel comprised in any Moran INTERCON- the ability to rig backing wires. On the business equipped ATB is interchangeable with its corre- side, time saving and cost effectiveness have made sponding half in any other Moran INTERCON- big strides. equipped ATB. Moran utilizes these advantages. The compa- The future outlook for ATBs is exciting; new, ny’s first ATB tug was a conversion, the Scott even more ship-like designs are currently being Tu re c a m o , which was originally built in 1998 and tank tested. According to Mr. Hill, speeds of 16 retrofitted in 2005. Later that year, the Barney knots will be attainable in the next five years as Turecamo was converted. Both vessels feature barge classes and the tug/barge interface continue INTERCON systems. The Scott is mated with the to evolve. 425-foot, 100,000-barrel petroleum barge New “Build a boat capable of doing the work and the Hampshire, and the Barney with a sister barge, the work will seek you out,” Michael Moran reportedly Georgia. Both barges were newbuilds, designed said. If the legions of naval architects, engineers, expressly as ATBs. shipbuilders and manufacturing workers who have Moran has been pursuing a sustained ATB advanced maritime technology to its present state could speak with one voice, they might well add a corollary: “Keep on building a better boat, and the Above: An aerial view of the Scott Turecamo, customers will keep on coming.” I precisely coupled in the notch of the New Hampshire via the INTERCON system.

26 The Art of the To wL i n e Cover The Anniversary In his 1993 book The Tall Ships of Today, in Photo- by the magazine’s editors, follows on these pages. graphs, Frank O. Braynard wrote: “My first act Many of the watercolors display astonishing when I became editor of To w L i n e …was to turn technique. In a medium that makes extreme tech- the desk around so I faced the harbor.” nical demands on painters, here are Evers, Brank Braynard, whose 25th-floor office afforded him and Brenet dazzling us with gifted draftsmanship, the majestic view of New York Harbor depicted on sublime coloration and brushwork, arresting To w L i n e ’s March 1959 cover [see the reproduction compositions and moody settings. The paintings on page 28], had a connoisseur’s eye for maritime are flat-out beautiful works of fine art, marrying painting and photography. He used it to spur exquisite technical detail to lyrical romanticism. the creation of one enthralling To w L i n e cover The photographs are just as compelling. They after another. are by turns ethereal, dramatic, or simply evoca- The same may be said of some other To w L i n e tive of time and place, but always vividly commu- editors, notably Braynard’s predecessor R.M. nicative, and sometimes, emotionally moving. Munroe, the magazine’s founding editor E.T. Blinn’s talent is well represented by his photo- Barrett, Jeff Blinn (who followed Braynard), and graph of a Nantucket lighthouse, with its echoes of Frank Duffy, who succeeded Blinn. Braynard was Edward Hopper’s solitary, light-suffused paintings. himself a renowned maritime illustrator, and Each cover tells a unique story. We see the Blinn and Duffy were talented photographers. original Queen Elizabeth, her iconic glory elo- Each man possessed quently writ large writing talent, too. (October 1957); the Fueled by the vi- Statue of Liberty as a sion of these editors, mere sliver taking on To w L i n e , which pub- heightened symbol- lished its inaugural ism (March 1959); issue in 1947, repro- and various freigh- duced on its covers ters, passenger liners, some of the finest and vistas that evoke American maritime a sense of timeless- art of the past 63 ness on the water. years. The magazine The Christmas cov- featured watercolor ers are in a class by paintings by masters themselves. Some like Charles G.Evers, are remarkably free Albert Brenet and of shopworn Holiday Rockwell Brank; su- clichés, yet still con- perb photographs vey an unmistakably by Blinn and other spiritual message, photographers; and often through a some excellent com- lush and mysterious mercial illustrations beauty. executed in pencil There is indeed and gouache. A rep- much to savor in resentative sampling these images, and of memorable To w - we invite readers to Line covers, selected feast their eyes. I

27 October 1957 March 1961

March 1959 Christmas 1954

28 April 1956 August 1956

Christmas 1961 Christmas 1958

29 The Tugs of Cameron In Louisiana LNG Country, Planning Is Advanced Engineering’s Reason for Being

hen an LNG tanker en eral manager of Moran Towing of Lake Charles, route to Sempra LNG’s which services the Cameron terminal under Cameron LNG Terminal contract to Sempra. (The company is a joint ven- reaches the Calcasieu ture with Bay-Houston Towing Co. and Suderman Ship Channel off Louisi- & Young Towing.) Beech and Capt. Miguel ana’s Gulf coast, two Martinez, the division’s operations manager, know pilots will board the what it takes to make that happen. Beech, who was Wship while it is still at sea — approximately 28 miles vice president of operations at River Parishes from the mouth of the Calcasieu River, south of Company in New Orleans until it was sold to Cameron, Louisiana. It is one of the longest off- Moran in 2007, logged 17 years of management shore pilot runs in the United States, a careful step experience on the Lower Mississippi before join- in an unremittingly monitored chain of proce- ing the Cameron operation. Martinez has put dures. The Cameron terminal is located on the in 21 years and counting, at a handful of well Calcasieu River near Hackberry, Louisiana. By the respected towing companies in demanding envi- time a tanker reaches mile one on the river, it ronments like New York Harbor and Moran’s will have acquired four tugs, which will not leave operation in Savannah, Georgia. At Cameron, its side until it is securely escorted, docked and offloaded. “We like things boring — routine and unevent- Below: The Catherine C. Moran at a stopover in ful,” muses Jeff Beech, the vice president and gen- New York Harbor, en route to Louisiana. The Fleet The

30 31 both he and Beech were there at the creation; each embody some advances over the Edward J. They are was integrally involved in the planning of proce- EPA Tier 2-rated, for example, with electronically dures and training regimens, and the delivery fuel-injected and controlled engines. of vessels. The design delivers better fuel economy and The new Z-drive tractor tugs they currently compliance with the very latest environmental oversee — the identical twins Catherine C. Moran emissions standards. The electronic engines can and Loretta B. Moran — are among the most nau- be started faster, too; the tugs can literally deploy tically and technologically advanced on the water on a moment’s notice. In still another upgrade, today, and will soon be joined by two additional, both tugs are factory-equipped with gas detectors; similar tugs. Describing the performance of the any amount of LNG regasification in open air Loretta B., Martinez, who is also her captain, says, would instantly trigger their alarm systems, auto- “It’s like she’s dancing on the water.” Both he and matically shutting off all ventilation aboard Beech are nonetheless quick to point out that the the vessels. SCBAs (Self-Contained Breathing successful utilization of such capabilities depends Apparatus) are at the ready at multiple stations as much on critical fundamentals like planning, on board. preparation and vigilance as it does on skilled sea- Firefighting equipment includes two FiFi-1 manship. monitors mounted on the aft upper deck, with Indeed, the tugs themselves reflect these vir- a total spraying capacity of 10,600 GPM. The mon- tues. They are Edward-Class vessels, modeled itors can be operated from the wheelhouse or after the Edward J. Moran, an impressive tugboat optionally at each monitor itself. in its own right. But Catherine C. and Loretta B. The sisters are classed ABS @ A-1 Towing Vessel, @ AMS, FiFi-1, Escort Vessel. They can accommodate a crew of seven, and carry four at Cameron. Each is powered by two EMD 12- Previous page: The Loretta B. tests her fire- 710G7C-T2 main engines, driving Rolls Royce fighting systems (the photo is unretouched). US255 Z-drives and delivering a total of 6,600 hp Above: An aerial view of the Cameron tugs — enough to take control of a fully loaded ship docking the LNG carrier British Diamond at larger than an LNG tanker. The tugs can go the Terminal. from full ahead to a full stop in 98 feet, without

32 cutting power. form indirect towing, they are already in the Both tugs have autopilots. Their Furuno Nav- required position for the maneuver and can initi- Net 3D radar systems can display vessel move- ate it instantaneously. To grasp the value of this, ments in 3-D, with overlaid tide, current, and imagine a 1,000-foot ship suddenly losing steer- depth readouts, as well as actual vessel names. ing in a narrow river channel. Using indirect Answering a recent call by the RasGas tanker towing, the escort tugs could effectively steer the Umm Al Amad, the Catherine C. and her crew ship by maneuvering its stern. Catherine C. and demonstrated their adherence to the Cameron Loretta B. are powerful — each packs a bollard pull safeguards and controls. The Umm Al Amad, which of 83.5 metric tons ahead and 78 metric tons had sailed from Qatar, is a Q-Flex LNG tanker — astern — and they are responsive enough to apply a new class that is precisely timed steer- longer and wider ing maneuvers while than conventional exerting tremendous tankers. Before forces on a ship. servicing it, Beech When the tanker and Martinez con- and its two escorts firmed that prevail- reached mile one on ing weather and the Calcasieu River, tidal conditions fell the formation was within Moran’s envi- joined by two addi- ronmental envelope: tional tugs. The T wind not exceeding Square Deployed was 20 knots, current maintained, while at the LNG Berth the two newcomers not exceeding 1.5 rode at a suitable knots, and fluctua- distance alongside tions within an and ahead of acceptable range of the connected tugs. stability. Lines on the con- After the Camer- nected tugs were on pilots boarded shortened for com- the Umm Al Amad in patibility with the the Gulf of Mexico, river channel; it nar- the ship headed for rows to around 800 the Calcasieu Chan- feet across in some nel and was met about nine miles offshore by the places, Beech says. Automated render-recover Catherine C., with Capt. Ricky Ward at the controls, functioning on the tugs’ Markey winches kept the and a second tug. The tugs established radio com- lines continuously taught. munication and put up lines; their captains and A Coast Guard response boat and heli- crews already knew the ship’s chock locations and copter escorted the formation on the 17-mile tonnage, having viewed diagrams in advance of trip upriver. Patrol boats from the Calcasieu the call. They had also rehearsed the Q-Flex pro- Sheriff ’s Department kept the channel cleared of cedures on a simulator. To confirm the recom- other traffic. mended exertions of force, they had previously Two or three miles south of the terminal basin, practiced live maneuvers with four tugs and an a pilot aboard the tanker directed the tugs to come actual Q-Flex tanker, the Al Oraiq, in the anchor- in and make up on the ship. He released one age area of the Calcasieu Channel — about 20 of the stern-tugs and had it make up at the bow. miles out to sea. The tanker had by this point slowed to nearly a Heading for the mouth of the river, the tugs dead stop. Tidal currents in the basin were at zero; were connected to the tanker in what is called the the laminar flow pattern of the river keeps it calm. “T Square Deployed Position.” Beech credits the In the basin, the ship stopped fully and yielded development of this maneuver to Capt. Gregory control to the four tugs. They backed her into the Brooks, a leading tugboat industry consultant. basin stern-first, then positioned themselves per- In the T Square Deployed, two tugs escort the pendicular to her port side hull and eased her in ship, one on each side, positioned off its stern to the terminal dock. Speed during the latter quarters. If, for any reason, the tugs need to per- maneuver was one knot. “You have to look at the shore to confirm that anything is moving,” I Above: Loretta B. in the Gulf. Beech says.

33 Moran’s Mexican Debut Is Up and Running Milestones

34 miles north of Ensenada, tug’s motion, thereby preventing snap-loads and Mexico, in Pacific waters breakage. This enables the tug to perform opti- just off the Mexican Baja, mally, at safe working loads for the hawser, under Moran’s SMBC joint ven- a very wide range of sea state and weather condi- ture (the initials stand for tions. The function is facilitated by sensors that Servicios Maritimos de Baja continuously detect excess slack or tension on the California) has been writ- line, and automatically compensate by triggering 15ing a new chapter in the company’s history. either spooling or feeding out of line in precise- SMBC, a joint venture with Grupo Boluda ly the amounts necessary to maintain a pre-set Maritime Corporation of Spain, has been operat- standard of tension. ing at this location since 2008. It provides ship To a hawser-connected tug and tanker snaking assist, line handling and pilot boat services to over the crests of nine-foot swells, this equipment LNG carriers calling at Sempra LNG’s Energia is as indispensable as a gyroscope is to a rocket; its Costa Azul LNG terminal. stabilizing effect on the motion of the lines and SMBC represents a new maritime presence in vessels gives the mariners complete control. North American Pacific coastal waters. Each of its As part of this capability, upper and lower load tugs bears dual insignias on its stacks: the Moran ranges can be digitally selected and monitored “M” and Boluda’s “B”. The “B” is as ubiquitous in from the wheelhouse, along with line speed, European and African ports as Moran’s insignia is tension and scope-out feedback. Under optimal on the U.S. Atlantic and Gulf Coasts. The partner- weather conditions and smooth seas, the winch is ship is further reflected in the names of the tugs, capable of render-recover speeds of up to 100 which are preceded by the letters SMBC. meters per minute. Mounted on the foredeck, it is Based at the Port of Ensenada, SMBC com- a massive, in-line unit that is specifically de- prises four ocean escort tugs and several support signed to handle escort operations through a vessels. It is managed by Captain Miguel Mock- single bow staple. abee, a master mariner whose more than twelve A single automatic level wind serves both years of general cargo sailing experience includes drums. Each drum has the capacity of 656 feet a stint as general manager of marine operations/ of 10-inch UHMW-PE soft line, a high-strength, Latin American service for Hapag-Lloyd, the ship- low-stretch Plasma rope manufactured from Honey- ping conglomerate. Mockabee oversees a modest well Spectra fiber by Cortland Puget Sound Rope office staff of six and 47 professional mariners. in Anacortes, Washington. Costa Azul, he says, presents a special chal- O lenge for escort tugs. Located on a remote but exposed section of Baja coastline, it frequently The winch, as they say in Hollywood, has gotten experiences sea conditions that produce nearly major press. But the tug itself is hardly less im- 10-foot swells. To ensure the safe handling of pressive. Moran and Boluda had four of the class LNG carriers calling at the terminal, the tugs built — identical sisters — at Boluda’s world- needed to be of a radically new design that would renowned shipbuilding subsidiary, Union Naval provide not only exceptional power, but also Shipyard, of Valencia, Spain. The first tug to be extraordinary seakeeping ability. completed, the SMBC Monterrey, was delivered to Moran and Boluda turned to the naval archi- Ensenada in April 2009. Sister tugs SMBC tecture firm Robert Allan Ltd. of Vancouver, Tijuana, Mexicali and Rosarito followed soon after. British Columbia, for a solution. The vessel the All four are FiFi-1 escort tugs. Design require- architects delivered, an enhanced RAstar 3200 ments stipulated that in addition to being able Class, answered Sempra’s needs and in the to operate in significant swells, each vessel and process expanded the envelope of escort tug its winch had to be able to provide a sustained performance, Mockabee says. bollard pull of 75 tons, throughout the approach Its most groundbreaking innovation is a com- to the terminal. And each tug had to weigh less puter-assisted, render-recover hawser winch de- than 500 GRT, a specification that influenced the signed and built by Markey Machinery in collabo- ration with Robert Allan. The first of its kind, it is, according to Markey, the most advanced high-per- Opposite page: The SMBC Mexicali assisting the formance electric winch afloat. The company de- LNG carrier Tangguh Towuti. scribes it as a double-drum “waterfall” design , the most powerful and responsive unit it has ever built. Next page, top: The Mexicali escorting the Towuti The winch’s most outstanding feature is a unique into the terminal. render-recover system that automatically keeps Next page, bottom: The view from the foredeck of the line tension constant, compensating for the the Mexicali.

35 overall architectural configuration in ways that sels and equipment like the Costa Azul RAstars included a shortening of the forecastle. require specialized training, and SMBC hired To meet the offshore seakeeping requirement, MarineSafety International (MSI), a world leader Robert Allan relied on its RAstar hull form, which in ship simulator training, to help. The company, incorporates a double-chine hull, chined sweep- based in New York, runs a ship simulator center in ing stern and a large forward-fitted escort skeg to Newport, Rhode Island. It worked closely with enhance indirect towing capability and roll stabil- Sempra LNG to develop computer simulations for ity. This proven design was further improved by the new terminal, and training programs for increasing the size of the tugs. According to its SMBC’s mariners. The incorporation of the new designers, the RAstar design exhibits less than vessels and winch technology into the simulations half the rolling motion and roll acceleration of proved to be a unique challenge, Mockabee says. comparably sized standard tug hulls. To meet it, MSI engineers gathered black box data For main propulsion, the SMBC tugs have twin from the tugs and their winches, then refined the MTU-16V4000 M71 engines rated at 3,300 horse- simulations by meticulously comparing the real- power at 2,000 rpm. Each drives a Rolls Royce world data to the simulator’s database. model US255 fixed-pitch Z-drive through a Towing Solutions, of Spring Hill, Florida, Lufkin MV1600S reduction gear and a hollow was also enlisted to train the SMBC mariners. carbon-fiber intermediate shaft, with no line bear- It is a maritime consultant specializing in LNG ings, delivering a speed of about 13.5 knots. escort systems. Auxiliary power is provided by four diesel/gen- O erator sets: two rated at 125 kW for normal ship services, and two dedicated to the tugs’ Nijhuis At its opening, Energia Costa Azul was the first firefighting pumps, monitors and winches. operational LNG receipt terminal on the West Additional deck equipment aboard the tugs in- Coast of North America. Including planning and cludes a 7.5 kW, WEPC-14 construction, it was seven anchor windless, a 15 kW, years in the making. It re- CEP-60 Markey capstan To a hawser- ceived its first shipment of winch astern and a large H- connected tug and LNG, from Qatar, in April bitt aft. 2008, aboard the LNG car- Three additional vessels tanker snaking over rier Al Safliya (at the time, a round out the current new, state-of-the-art tanker). SMBC fleet: two line-han- the crests of 9-foot That first call was followed dling boats and a pilot swells, this equipment by a second shipment from launch. All three were built Trinidad, aboard the carri- by Nichols Diversified In- is as indispensable er Bluesky. As of June 2010, dustries in Freeland, Wash- seventeen LNG carriers ington. Made of aluminum, as a gyroscope is to have delivered their cargo the boats were built to ABS a rocket. safely and on schedule to and IMO specifications. Costa Azul with the support The line-handling boats, of SMBC vessels and crews. the Lupita and Adelita, are used to transfer tankers’ The operation reflects SMBC’s commitment mooring cables to the terminal’s mooring dol- to new technology and training, Mockabee phins. They are identical 45-foot aluminum boats, observes; these attributes are part of a sound strat- powered by twin Volvo Penta D9 425-hp marine egy for growth in the company’s LNG activities diesels with Twin Disc 5082A 2.53:1 gears turning business segment. In addition to its long-term 32 x 28, 5-blade Nibral propellers. With a run- contract with Energía Costa Azul, SMBC is also ning speed of 16.9 knots, the boats are deftly providing services at the terminal to Shell maneuverable, economical and designed to oper- Mexico Natural Gas, Sempra LNG Marketing ate in moderate-to-heavy sea conditions. Corporation, Tangguh LNG and Gazprom LNG. The third boat, the Panchita, serves the termi- The natural gas processed at the terminal nal as a dedicated pilot launch. It is almost identi- supplies markets in Mexico, California and the cal to the line handling boats, except for the American Southwest, helping to meet rising inclusion of a man-overboard platform and deck- demand fostered by economic growth in Mexico boarding ladder. and depleting reserves in the U.S. As the LNG O industry expands, the need for new tugs and skilled mariners to assure the safe delivery of A tugboat, Mockabee reflects, is ultimately only as LNG will expand with it. Moran is currently posi- good as the people operating it. Sophisticated ves- tioned for growth as a leader in the field. I

37 Mary Ann Moran, Moran’s First Dry Bulk ATB Tug, Is Christened

oran’s newest ATB tug wet haul wheat and various classes of grain — also soy, her hull in the Damariscotta corn, oats, and alfalfa pellets…” River at the Washburn & The Mary Ann was built to ABS Class @ A-1 Doughty shipyard in East Towing Service, @ AMS standards, and is fully Boothbay, Maine this past SOLAS compliant. The tug boasts accommoda- June. The Mary Ann Moran tions for twelve crew members, along with spacious joins three sister tugs and common areas and a day head. Its massive 52-foot Mthree “cousins” in Moran’s marine transportation wheelhouse features a standard complement of fleet, with one key distinction: partnered with the marine electronics, including a Global Maritime barge Virginia, the Mary Ann will be dedicated to Distress Safety System (GMDSS). Deck equipment carrying dry bulk cargo. includes a Markey CEW-60 capstan forward, and a Named for her sponsor Mary Ann Redmann, Markey CEWP-90 capstan aft. wife of ConAgra grain merchandiser Gary Red- At 120 feet and 5,100 hp, the twin-screw Mary mann, the tug was christened by the Redmanns’ Ann is well partnered with the Virginia, Moran’s daughter-in-law Bianca Bersani with the obligato- largest dry bulk barge. The barge is 531'10" in ry breaking of the champagne bottle. length and weighs 27,000 tons. The vessels couple Once in service, the Mary Ann-Virginia will pro- with an INTERCON “C” system. The tug weighs vide a vital link between New Orleans, Louisiana 264 gross tons (domestic), and is powered by twin and ConAgra’s flour mill and customers in San EMD 12-645F7B marine diesels with a Lufkin Juan, Puerto Rico. According to Mr. Redmann, in RHS2500HG 4.458:1 reduction gear. Individually, the past the regular run to Puerto Rico entailed the engines are rated at 2,650 hp @ 800 rpm. conventional towing of the barges Virginia and They turn five-blade, 115-inch Rolls Royce New Carolina, which took about 23 days for a round trip Generation Workwheel propellers. Fuel capacity is voyage. “Time is money,” he said, excited that the 142,000 gallons. new, faster ATB promises to shave at least two days Mary Ann Redmann was born in Cokato, per voyage off the year-round run. “[The convert- Minnesota, and currently lives in Omaha, ed Virginia] will have five holds and a total cargo Nebraska with husband Gary. They have two capacity of 27,000 short tons,” he said. “It will grown sons and one grandchild. Mary Ann has been a special education paraprofessional and full-time mother, as well as an active member of several boards associated with her church and Left: Mary Ann Redmann (granddaughter Eloise community. She enjoys making salsa every sum- and son Nathan are visible in the mer, an activity that became a cottage industry background). Center: Gary Redmann. Right: The when her irresistible recipe began attracting cus- hull of the Mary Ann awaits launching. tomers from throughout the United States. I

38 Double Christening Is a Tugboat-Glamorous Debut for Twin Tractors

ith a felicitous display of B. sat on cement ground, on construction mounts. mirth, gratitude and She looked gray and sculptural, in a rough-hewn promise that could sort of way. have been lifted straight But none of that mattered. The tugs would from the final act of a soon be finished (they were delivered in Shakespeare comedy, November and February of 2009, respectively). the tugboats Catherine And they were loaded to the antenna tips with WC. Moran and Loretta B. Moran were christened in technologies that are anything but traditional, a a double ceremony last August 28th at the fact that was not lost on the celebrants and guests Washburn & Doughty (WD) shipyard in East whose admiring gaze now fell on them. It was a Boothbay, Maine. day for celebrating, and celebrate they did, in The event marked both a happy ending and grand style. an auspicious beginning. The tugs — twin maid- Catherine Williams Cobb and Loretta Reed ens of the Z-drive class — had been built by WD Beech, the honored namesakes of the two tugs, entirely outdoors after a July 2008 fire destroyed beamed as Mrs. Cobb’s daughter Elizabeth and the company’s plant. This was shipbuilding done Mrs. Beech’s daughter Phyllis delivered jauntily the traditional way, reminiscent of a bygone era. eloquent tributes to their mothers. The two As luck would have it, neither vessel was fin- daughters later performed the ceremonial cham- ished on christening day. The Catherine C. had pagne smash. been launched and was on the water, her wheel- The day’s other speakers included Paul R. house gleaming in the temperate Maine sun, but Tregurtha and Ted Tregurtha of Moran, Bruce the rest of the tug was still unpainted. The Loretta Doughty of Washburn & Doughty, and David M.

39 Cobb, Catherine’s husband, who is Sempra LNG’s in 1934, is a doyenne of the Louisiana tugboat vice president of operations. Mr. Doughty rendered industry. In 1989, she and her husband Capt. a vivid oratorical portrait of the hard work that Henry Beech founded River Parishes Company, a went into building the tugs. Mr. Cobb praised standard-bearer among Louisiana tugboat outfits Sempra’s long relationship with Moran, and along the Lower Mississippi. When Henry died in graphically underscored the importance of using 1995, Loretta took over and ran the company with only the most advanced tugboats to service LNG the help of her sons Jon and Jeff. The family sold terminals. Paul Tregurtha added his own grati- the company to Moran in 2007. It now operates as tude, and some levity when he gently lifted his Moran New Orleans, with Jon Beech serving as vice dog Patches to the podium. He jokingly offered president and general manager. Jeff became vice the pooch, a friendly King Charles Cavalier, to the president and general manager of Moran Towing crowd, drawing mock protests from his wife Lee. of Lake Charles. (Jon and Jeff were present at the Catherine Williams Cobb is a former resident christening of the Loretta B.) Loretta, who speaks of Lake Charles, Louisiana. She holds a Bachelor Cajun French as well as English, also has a long of Architecture degree from the University of work history that pre- and post-dates her tugboat Arkansas, and has served as a board member of career. An avid hunter, she is a lifetime member the Junior League of Lake Charles, the Junior of the Safari Club International and has traveled League of North Harris County, the Lake Charles throughout the world. She is remarried and lives Symphony and the Campfire Council of Sowela. with her husband, Andrew Hymel. She and husband David currently reside in San As for the Catherine C. and Loretta B. Moran, Diego, where she is a past president of the West- they are currently in service at Sempra’s Cameron view Theater Alliance. LNG terminal, near Hackberry, Louisiana. The two Loretta Reed Beech, born in South Louisiana are identical Edward-Class Z-drive tractor tugs, but feature some significant advances over the Edward J. Moran, the original vessel of the class. These new Previous page: Catherine Cobb (left) and Loretta tugs are EPA Tier 2-rated, with engines that are Beech at a pre-christening party. electronically fuel-injected (the Edward J. has Tier 1 Above, top: The Catherine C. Moran at the chris- engines with mechanical injection). The new tugs tening ceremony. are also factory-equipped with gas detection sys- tems. [A profile of the Catherine C. and Loretta B. Inset: The Loretta B. Moran in Long Island Sound Moran appears on page 30 of this issue.] I off of New York, on the way to Cameron Parish.

40 Lois Ann L. Moran Is Christened in a Doubly Meaningful Celebration

he Lois Ann L. Moran, an articu- Bruce Doughty. Mr. Doughty, in his speech, was lated tugboat, was christened in visibly moved by the intensity of people’s efforts, July 2009 in a moving ceremony especially the company’s shipbuilders, who had at the Washburn & Doughty ship- worked overtime outdoors through a Maine win- yard in East Boothbay, Maine. ter to deliver the Lois Ann L. She is the third Pati-Class tug to A tribute to Lois Ann Lang, the tug’s name- be built for Moran, and the first sake, took on a more subdued cast. Mrs. Lang, Tvessel to be completed in Washburn & Doughty’s who is the sister of Paul Tregurtha, could not (WD’s) new assembly building. attend the ceremony because her husband Albert The latter milestone is auspicious because the was gravely ill. Her daughter-in-law, Liz Lang, new building replaced the WD plant that was de- stood in for her and lightened the mood with a stroyed by fire in July 2008. Construction of the graciously worded appreciation of her mother- Lois Ann L. had been started in the old assembly in-law’s devotion to family, friends, religious faith building, which burned to the ground. When WD and patriotic causes. Liz later performed the cere- determined that the tug sustained only moderate monial christening. damage, it left her in place on the construction Lois Ann Lang resides in Bloomfield, New floor and resumed work. Construction of the new Jersey, where she has lived most of her life. assembly building began at the same time; over Her late husband Albert was the founder of the the course of a year, it literally rose around the Lang Equipment Company. Mrs. Lang is a gradu- shipbuilders as they worked. ate of Berkeley College, and was employed in New At the christening, a wave of emotion swept York City and at Rutgers University Newark prior

over the crowd of guests as speakers gave thanks to her marriage. She has five children and seven to WD’s backers and supporters, construction grandchildren, and has been an active volunteer workers and shipbuilders. Arduous efforts by all for many church, school and community activities. three groups had gotten the company back to The Lois Ann L. Moran, a 121-foot, 5,100-hp work with no time wasted. Paul R. Tregurtha, twin-screw tug, is powered by two EMD 12- Moran’s chairman and CEO, also praised the 645F7B engines driving Rolls Royce 5 propellers. fortitude of WD’s partners, Bruce Washburn and The tug accommodates a crew of 12, features an elevated tower and pilothouse, and is equipped with a Bludworth articulated coupling system. Above, left: The Lois Ann L. in the assembly build- A SOLAS-rated offshore vessel, she will be ing at Washburn & Doughty on christening day. paired as an ATB with the barge Philadelphia, and will operate under charter to Sunoco of Phila- Right: Liz Lang, who stood in for Lois Lang at the delphia, moving oil throughout the U.S. East ceremony, with her husband Bill, flanked by Ted and Gulf Coasts. I Tregurtha (left) and Paul Tregurtha.

41 Shiney V. Moran, a Tractor Tug, Is Christened in Mobile

he Shiney V. Moran, a 5,100-hp, Z- ing to family and friends, the name stuck because drive tugboat, was christened it perfectly fit her personality; it was later short- last May 29th in a ceremony at ened to “Shiney”. the C&G Boatworks shipyard Mrs. Anderson hails from Highland Park, in Mobile, Alabama. The tug is Illinois, a suburb of Chicago. She attended high named after Shiney V. Anderson, school in Highland Park and holds a Fine Arts the sister-in-law of Lee Tregurtha, degree from the University of Illinois. She met Twho is the wife of Paul R. Tregurtha, Moran’s her husband-to-be soon after graduating college; chairman of the board and chief executive officer. they will be celebrating their 50th wedding anni- Mrs. Anderson and her husband Ted, who is versary this year. Mrs. Tregurtha’s brother, were present at the cer- She worked as a travel consultant in Lake emony. The couple’s three sons, daughter-in-law Forest, Illinois, for many years, and served the and three grandchildren accompanied them. City of Lake Forest as a librarian in the public Also in attendance were Paul Tregurtha and his library. She has also had a longtime interest in son Ted Tregurtha, Moran’s president. Numerous politics, and held several political offices in Lake other Anderson-Tregurtha relatives and represen- County, Illinois. tatives of Moran and C&G attended as well. Her granddaughters Maggie, Carly, and The Shiney V. Moran is a twin of the Capt. Jimmy Ginny assisted with the christening at the bow of T. M o r a n , the Z-drive tug that C&G built for the Shiney V. the Moran New Orleans fleet in 2008. Like the The Shiney V. Moran is currently deployed in Capt. Jimmy T., she is 86 feet long and boasts two Port Arthur, Texas, where it provides ship dock- Schottel Z-drives, a bow-mounted Markey DEPC- ing, towing and harbor services to the port’s 48 hawser winch, an aft-mounted CEW-60 cap- many customers. I stan winch, and more than 130,000 pounds of bollard pull. The tug’s namesake, whose actual given name is Lindra V. Anderson, was nicknamed “sunshine” Below: Shiney Anderson with her husband Ted by her grandfather when she was a child. Accord- and the Shiney V. Moran.

42 Washburn & Doughty: Anatomy of a Rebuilding

little more than two years its new plant. ago, in the aftermath of a fire The first tug to be completed after the fire, the that completely destroyed the Linda Moran, was delivered to Moran in August Washburn & Doughty shipyard, 2008, little more than a month out from the blaze. the company’s partners — An articulated, twin-screw INTERCON tug, the Bruce Washburn and Bruce Linda had been launched and was moored near Doughty — vowed to rebuild the plant on the day of the fire. She survived un- Athe facility from the ground up. scathed thanks to the efforts of local lobstermen That they succeeded is old news; the company who towed her out of the danger zone. has been operating in a new, completely rebuilt The Lois Ann L. Moran came next; she was deliv- facility at its existing site in East Boothbay, Maine, ered to Moran in September 2009. An INTERCON since July 2009. The new plant is bigger than its twin of the Linda, she had been in the assembly predecessor and embodies a host of improvements. building on the day of the fire and was moderate- But the story of how “WD” (the moniker pre- ly damaged. WD left her hull in position on the ferred by Washburn & Doughty customers) ful- surviving construction floor and continued repair- filled a slate of pending orders for Moran even as ing and building her. The new assembly building it dealt with the challenge of rebuilding is not was erected around the operation as it proceeded, as widely known. Washburn & Doughty in fact though the tug was occasionally moved around resumed operations within weeks after the July in the space to make way for the construction. 2008 fire; in a throwback to traditional Maine The Lois Ann L. ultimately emerged as the first tug shipbuilding practices, the company began build- to be completed inside the new WD plant. ing tugs outdoors while it planned and constructed The Catherine C. Moran, a 98-foot Z-drive, fol- The Industry The

43 lowed in November 2009. She was built from The plant’s construction bays are significantly scratch on level ground in the open air, on land wider and more than 100 feet longer than the old adjacent to the site of the assembly building. building’s smallest bay, facilitating the fabrication The Loretta B. Moran, a sister Z-drive that started of bigger vessels. The old structure featured one the same way, was delivered in February 2010. spacious bay and one that just fit a 92-foot vessel; WD salvaged usable parts from the Lizzie B. the new building enables routine construction of Moran, a 92-foot Z-drive that was heavily damaged vessels up to 200 feet in length with a 50-foot in the fire, and began her construction anew. beam, or a combination of multiple smaller vessels. The last of the open-air builds, she is slated for Moreover, all of the tools and equipment in delivery this year. the new facility are state-of-the-art, from its four WD’s workers muscled through a harsh Maine 20-ton cranes to the company’s hand-operated winter to get the outdoor tugs built, but con- bench tools. WD’s workers are more than pleased struction of the new plant progressed steadily as with the “user-friendly” design, Ms. Maddox said. they worked, and it was ready for occupancy by She further noted that the rebuilding receiv- that summer. ed tremendous support from customers, the East The new assembly building is constructed of Boothbay community, the office of Maine Gover- steel, a material with obvious fireproofing bene- nor John E. Baldacci, U.S. Senators Snowe and fits. (The old building was wood, which accounted Collins, and MARAD (the Maritime Administra- for the rapid spread of the fire.) It is ergonomical- tion of the U.S. Department of Transportation). ly designed, with a central, two-level mezzanine “Moran stood by the shipyard as we got back forming an accessible, organized hub that houses on our feet and supported our employees with a a master tool crib and pipe shop. Offices related very generous contribution to the employee tool to design, engineering and construction are locat- fund,” she said. The Governor’s office expedited ed there as well. “One of the guiding ideas was to the construction permitting process and “rode minimize the number of steps required in build- herd” on other crucial support from state and ing vessels,” said Katie Doughty Maddox, WD’s local agencies. MARAD, for its part, allowed WD Marketing Manager. to reallocate funds it had originally awarded the company for expansion plans before the fire, to help pay for new equipment. A great majority of WD’s workforce has been Previous page: An aerial view of the new recalled and is back on the job. The company has Washburn & Doughty plant. delivered four tugs since the fire, and currently Above, left: The Linda Moran at her launching. has four under construction. Its pursuit of quality Above, right: The Catherine C. Moran, built and innovation continues to flourish. I outdoors, is launched by crane.

44 Moran’s Operational Procedures and Policies Manual Receives a Comprehensive Updating

As Moran addresses the continuing challenge of Moran’s OPPM. ensuring and maintaining safety, the company’s The same is true of ISM (International Safety Operational Procedures and Policies Manual (OPPM) Management) standards and guidelines, which are is currently undergoing comprehensive editorial similarly comprehensive. 14 of Moran’s 16 ports revision. The effort encompasses two basic objec- are certified in compliance with ISM standards; tives: the integration of new rules and guidelines the two that are not are recent acquisitions that will from outside regulators into the text; and overall be certified later this year. editorial revision to enhance logical clarity, ease In addition, Moran’s safety management system of referencing and communicational emphasis. and the OPPM are being modified to incorporate The Coast Guard’s pending Subchapter M pro- specialized aspects of the company’s deepwater gram of towing vessel certification and inspection, LNG operations at terminals in Cameron Parish, for example, has introduced a completely new set Louisiana, and Costa Azul, Mexico. of rules and guidelines to be incorporated into the Concurrent with these and other changes OPPM. The program is currently in its second in content, the overall editorial updating of the phase — the Towing Vessel Bridging Program OPPM will reorganize and streamline the manual (TVBP) — in which the Guard informs tug and to further strengthen its fundamental role in acci- barge operators of the coming procedural, policy, dent prevention. The process includes not only and material requirements, and acclimates the rewriting where necessary, but also “language sim- industry through intensive outreach. It is not yet plification,” a technique that uses “bulleted” lists, Safety Briefs known when the full-fledged inspection and certi- tables, boldface headlines and other typographic fication program will be inaugurated. elements to clarify communication. I The requirements of another regulatory pro- gram, the AWO Responsible Carrier Program (RCP), under which Moran is fully certified, are Below: A safety training session at Moran’s already interwoven throughout the OPPM. But the SMBC division in Ensenada, Mexico; the bow RCP is itself an open system that is periodically fenders of the tugs Monterrey and Rosarito are updated by AWO, triggering the need to update visible in the background.

45 Bart Turecamo, a Moran He made many friends along the way. “The goal was to provide top service, and I treated everyone Assistant Vice President of equally, whether I was dealing with a president or an operations person,” he says. “Getting the busi- Sales, Retires ness for one ship felt just as rewarding as reeling in 100 ships. I’m very grateful to my customers Bart Turecamo, Moran’s popular assistant vice pre- for the kindness and support I received over sident of sales who worked out of the company’s the years.” New Canaan headquarters, retired in January Back in the home office, there was equally 2010 after an accomplished eleven-year career important work to be done. Pricing was always an with Moran. He had joined Moran when it important factor, he notes, and he worked at devel- acquired his family’s towing and marine trans- oping new leads and resolving details with existing portation company, Turecamo Maritime, in 1998. accounts over the phone. Taking his customers Turecamo Maritime was a well-respected fix- out to dinners and sporting events was a particu- ture in the towing industry, and Mr. Turecamo’s larly pleasant task that came with the territory. name inevitably helped opened doors. But to hear He characterizes Moran’s leadership and Mr. Turecamo and his Moran colleagues tell it, the corporate culture as “decent, good and fair.” real source of his success was his sales philosophy, “I always tried to be a team player, and was happy methodology and personality. He believed in to be a part of a growing company that really Moran’s quality and people, he says, and rejected slick sales tactics, preferring instead to cultivate relationships through plainspoken charm, intelli- gence and reliability. His sincerity earned him not only the business of his customers — executives at shipping companies — but also their friendship. He even got to know some of their families, he says, and still sees some of them socially in his retirement.

People “When Bart was with Turecamo, he was one of Moran’s major competitors,” recalls Pat Bennett, a colleague who currently works in sales at Moran Baltimore. “He seemed to know everybody, and his natural way of connecting with people and delivering the goods garnered him a huge follow- ing. His customers knew he wasn’t in it for the paycheck; this was just his life — the thing he loved doing.” In his years at Turecamo, Mr. Turecamo may have been a scion of the family business, but he was made to pay his dues and did. He started out, he recalls, by learning the business, beginning with visits to shipyards to learn how repairs were done. He then moved into dispatching, and went on to perform stints in sales and purchasing last- ing several years before being promoted to vice cared about its customers, quality, equipment and president. Throughout his work history, he says, safety, ” he reflects. he made it a point to know every crewmember He is now living in Jupiter, Florida. An avid personally, constantly visiting tugs to deliver sup- boater, he likes to spend time cruising around the plies or just shoot the breeze and mooch a free Bahamas in his powerboat, the Dusty Sea (the meal. When it became clear that sales was his name was originally that of his late father’s boat). forte, he began to travel extensively, forging busi- On a recent jaunt to the Abacos, a Bahamian ness relationships and making friends in numer- island chain, Mr. Turecamo was joined by a long- ous countries around the world. time customer and friend who brought his wife. From there, it was a short leap to Moran, The couple was visiting from Norway. where his specialty became securing ship docking Mr. Turecamo also enjoys fishing, snorkeling, business from Scandinavian shipping companies. skiing, and exploring new terrain. He loves get- By the time he retired, he had travelled to Norway, ting away from the hustle and bustle of cities, he Sweden, Denmark, Finland, Amsterdam, Rotter- says, and retirement has provided the ultimate dam and London, to sell and service accounts. opportunity to do just that.

46 Capt. Don Thomas, GM of the CGC Chilula, a 205-foot fleet tug. A five-year tour as assistant deputy of group operations in Morehead City, Retires with Charleston, South Carolina, followed, after which he enlisted in the reserves and returned to the Honors from the Coast Guard Morehead City area. In the course of his Coast Guard career he was stationed at several facilities around North Caro- lina, including Swansboro and ANT Fort Macon, his last assignment. Throughout his career he also worked at Morehead City Towboat Co., with stints as a crew member, engineer, and, starting in 1989, a captain. After 9/11, while serving as a reservist, he was reactivated for a year and worked security around Sunny Point Weapons Station in Wilmington, North Carolina. He earned a total of 27 different awards during his Coast Guard career. The Achievement Medal given at retirement cited, in the Coast Guard’s words, “superior performance of duty” and the display of “exceptional professional competence” and “personal initiative.” Prior to becoming general manager of Moran Morehead City, Capt. Thomas was the AGM there. He had previously been the general manager of Morehead City Towboat, and had signed on with Moran when it bought the company in late 2007. He has now been a captain for more than 21 years, and was also a successful local entrepreneur in North Carolina. His side businesses included an equipment rental company, two retail stores and the Down East Diving Company, which num- bered Moran among its customers. Capt. Thomas lives with his wife of 32 years, Terri, and their dog Tug. His daughter Tina is a part-time deck hand for Moran and works for Duke University Marine Laboratory.

Capt. Don Thomas, who was promoted this past September to general manager of Moran’s More- Rob Cowling, Moran of Texas’ head City operation, has retired from the United States Coast Guard after more than 33 years Head of Dispatch, Retires of service. He served 13 years of active duty and more than Robert Cowling, 20 as a reservist, and was awarded a Coast Guard known to friends Achievement Medal at his retirement ceremony. and associates as Capt. Thomas’s service as a reservist over- Rob, retired from lapped his job at Moran Morehead City. The com- Moran last March plementary nature of the work made both jobs 31st after more easier, he said; his military duties afforded him than 24 years of enhanced insight into the Guard’s role in mar- service. Hired in itime commerce, while his Guard commanders 1985 as a dis- valued his knowledge and experience as a com- patcher by Moran mercial mariner. of Texas, he carved His Coast Guard career began in the mid out a solid career 1970s with a tour on a buoy tender out of Ports- at the division’s mouth, Virginia. He was later transferred to the Port Arthur head- Aids to Navigation team in Fort Macon, North quarters, capped by a 10-year hitch as its head Carolina, and in 1980 began a two-year tour on of dispatch.

47 His title, with its ring of specialization, was ly helpful,” he says. nothing if not misleading. He was a “Jack of all Port Arthur, with its intense competition trades,” he says. But to a reporter listening to and challenging operational demands, could be accounts of his duties from both Mr. Cowling him- a pressure-cooker, Cowling says, but in the end, self and his boss, Steve Kelly, the cliché seems teamwork always got the group through. Mr. Kelly too modest. “He regulated where tugs would concurs. He characterizes Cowling as “well-known go, committed their schedules, and made sure and well-liked in the industry… methodical, cool- commitments were met,” observed Mr. Kelly, headed under pressure, and good with customers, who is vice president and general manager of with a good sense of humor.” the division. Cowling currently lives in Port Neches, Texas, Cowling in fact juggled a dizzying mix of with his wife Ruth Ann, where he enjoys spending responsibilities. On any given day, he supervised time with his grown children and grandchildren, four dispatchers, coordinated vessel availability as well as gardening and reading. He is especially and movements with engineers and captains, per- hooked on science fiction and thrillers — techno formed sales research, wrote reports on everything and espionage. Ex-Air Force, he is an aviation from safety to vessel status, kept payroll and buff, and has been known to reach for his binocu- schedule records, and more. He even did infor- lars when flyovers occur in the area. This past mation technology work, following guidance from May, he and his son Ryan traveled to Florida to Moran’s Connecticut-based IT department. “He watch the launch of the space shuttle Atlantis. was an early learner, and our computer guru,” commented Mr. Kelly. His days often involved marathon dances with Manuel Sampedro, Moran an array of devices — his computer, radio and Baltimore’s Port Engineer, telephone — punctuated by intermittent discus- sions with co-workers a few desks away. It was all Retires essential to acing customer service and closing sales, he recalls. His role in snagging sales was Manuel Sampedro retired in January 2009 after an instrumental; at times, vessels that were only outstanding 36-year career with Moran. Hired as hours from port were still without docking an engineer on the company’s Baltimore tugs in contracts, and he had to race the clock to re- 1973, he rose to become chief engineer, and then search their agents or owners so that Moran moved ashore in 1988 to become a shoreside mech- could pounce first. anic. A year later, he was promoted to assistant Port Arthur is one of America’s largest crude port engineer, and in 2000 he was awarded the oil ports, and a busy direct transfer hub for U.S. port engineer’s position. military reserve fleets and commercial shipping. Competition among ship docking providers is keen, Cowling says. Both the Port and Moran experienced water- shed changes during his watch, he recalls. The number of refineries in the region grew. Ship sizes increased from an average of about 70,000 tons (DWT) to 160,000. Moran’s fleet of single- and twin-screw tugs evolved into today’s fleet, which includes two Z-drive tractor tugs and no single-screws. Throughout it all, he says, he got vital sup- port and cooperation from the company and the team in Port Arthur. Regarding his associates and those he supervised, he comments, “I can’t say enough about them. From the engineers to the people on the boats, they were impressively reliable. We had people who were hired as ordi- nary seamen who progressed to become Sabine As port engineer, he was tasked with ultimate [Texas] pilots. It was gratifying to see and help responsibility for the maintenance and repair of with that, and it reflects on Moran.” As tug and Moran’s Baltimore fleet and any offshore Moran barge companies go, he says, Moran may be large tugs or barges that called at the Port. At various but he found it to be a caring employer. “People times during his tenure, he supervised between in the company’s departments — HR, sales, one and four mechanics, he said. accounting, IT, and so forth — were tremendous- He reported to Paul P. Swensen, Moran Bal-

48 timore’s vice president and general manager. begun his mar- Mr. Swensen described Sampedro’s position as itime career in one in which the supervisor gets his hands dirty. 1959 at Ture- “He was one of the hardest working people I’ve camo Maritime, ever worked with,” Swensen said. “There was where he rose nothing he couldn’t fix — electronic, mechanical, through the man- or hydraulic. He was held in very high regard, a agerial ranks to very ethical person and a great family man.” become senior Mr. Sampedro grew up in Spain, where he vice president. apprenticed as a mechanic on his uncle’s fishing He joined Moran boat. It was a demanding job, for which he was not when it acquir- paid, but he gained valuable experience and a ed Turecamo in basic working knowledge of marine engines and 1998, and served equipment. He eventually left to pursue work as as a risk manager an engineer aboard another vessel, an opportuni- for 10 years. ty he parlayed into a professional career in the He brought to Spanish fishing industry. By the time he joined the position an Moran, he had accrued years of in-depth experi- invaluable base of knowledge and experience, ex- ence, thoroughly mastering his craft. ceptional in its depth and breadth. At Turecamo, At Moran, he occasionally attended training he had been an operations manager; a vice presi- sessions at some of the company’s specialized dent involved with new construction of tugs and manufacturers and consultants, updating his know- barges; and, as senior vice president, an executive ledge of new engines, systems and equipment. with sweeping administrative responsibilities. “It was a wonderful time,” he said, when asked All of this prepared him for the legal challenges to reminisce a bit about his years at Moran. “The entailed in his job at Moran. work was always challenging, and Moran is a very Mr. Newman, who worked under Alan Marchi- nice company to work for.” He recalled that when sotto, Moran’s vice president, secretary and general he first started in the industry, dealing with counsel, holds a degree in civil engineering. But in engines and other systems relied heavily on a managing legal risk, he often rose to the occasion mechanic’s knowledge, experience and instincts. with lawyer-like acumen. Once, he recalls, he was That never changed, but as vessels and equipment even called as an expert witness in a case. His tes- grew more sophisticated computers entered the timony hinged on his presentation of precisely picture as a diagnostic tool, creating more interde- detailed engineering drawings of two vessels, and pendence between vessel owners and manufactur- it proved effective: a just verdict was handed down ers. “We became more involved with the manufac- in the case. In his more routine duties, he dealt turers, who had very specialized electronic instru- with insurance underwriters, brokers, damage sur- ments for testing their engines and other equip- veyors, attorneys, medical practitioners, and case ment,” Sampedro said. managers, handling discovery activities, claims Today, at home with his wife Maria in White reviews, and insurance renewals. Inherent in all Marsh, Maryland, the only wrenches Mr. Sampedro his responsibilities was the verification of facts to turns are on the family cars, he said. The couple ensure that settlements would accord with Moran’s enjoys going out dancing and spending time with policies and practices. their three grown children and seven grandchil- He regards Moran as “a very well organized dren. Mr. Sampedro is an accomplished amateur company, with very honorable leadership,” he farmer, who grows pear trees, figs, and Padrón says, and benefited greatly from top manage- peppers from his native Spain. According to Mr. ment’s open-door policy. Swensen, who has sampled the harvests, Mr. Mr. Marchisotto says of Mr. Newman that Sampedro’s figs are “the best in the state,” and his “aside from being very well versed in insurance peppers are a delicious gourmet treat. matters, he was a great person to work with — an engaging presence in the office, and very support- ive. He was a golf raconteur, and in the summers James J. Newman, a Moran we would compare golf stories on Mondays. Risk Manager, Retires He was well-known throughout the industry, and well-liked.” Jim Newman, whose richly rewarding career in the Nowadays, Mr. Newman is comfortably en- towing and marine transportation industry sconced at home with his wife Jinny, and enjoys spanned more than 50 years, retired in March playing golf and tennis. The couple likes to travel 2009. A risk manager in Moran’s Legal Claims domestically, and visits frequently with their seven Department at the time of his retirement, he had grown children and six granddaughters.

49 Mary Corrigan Retires company’s annual Holiday luncheon, was a notary, and performed a host of related duties. Mary Corrigan, an administrative assistant at “She was one-of-a-kind,” commented Aislinn Moran, retired this past June 30th after a long Pitchford, Moran’s assistant vice president of sales. and successful career. Ms. Pitchford, who worked with Mrs. Saltis for 16 Hired in January 1986 as a temp, she quickly years, described her as a “take-charge type” whose impressed Moran’s managers and executives, and no-nonsense administrative acumen was tem- was asked to join the company that March. She nev- pered by genial, sophisticated charm. “She was er left. For 24 years, she worked as the administra- very well liked and respected,” Ms. Pitchford said. tive assistant to Alan Marchisotto, Moran’s vice Reached by phone at her home in Stamford, president, secretary and general counsel. Connecticut, Mrs. Saltis was cordial and urbane as Mrs. Corrigan recalls the days when adminis- she talked about her work at Moran and life after trative assistants would take dictation using retirement. She currently spends her time enjoy- Pitman shorthand jotted speedily on steno pads. ing favorite cultural pursuits and family life, she “Technology changed all that,” she says, but many says. An opera and ballet lover, she is also a fan of other basics of the job never changed. To this day, Bruce Springsteen’s music. She was tickled, she she notes, many an administrative assistant can be says, when co-workers at Moran affectionately counted on to be an office authority on spelling teased her by presenting her with a Springsteen and grammar, catching and correcting errors poster at an office party. She also likes to grow before they see the light of day. She was also orchids, and refers to her favorite varieties by required to be an organizer par excellence, as well their scientific names in Latin. She lives with her as a sharp and friendly telephone presence. husband George, and they both enjoy spending Mr. Marchisotto commented, “She was just a time at the beach. They have a grown daughter perfect assistant for me — she had great skills, and three grandchildren, who live in New York great loyalty and great discretion, which is impor- City and visit frequently, she says. Her grand- tant in legal matters. And she had an incredible children call her “Ya Ya,” a Greek moniker work ethic; if I say she took a handful of sick days of endearment. in the 24 years she was here, that would be a high Asked about her secret to keeping a cool head estimate. I was fortunate to have her help all amid the streams of loose ends that must those years.” inevitably have cropped up in her job at Moran, “I enjoyed working for Moran very much” she replies that she kept a healthy perspective on Mrs. Corrigan says. “I remember that the compa- it all. “I never forgot that my reason for being ny’s decision to move [Moran’s headquarters] there was to help people,” she says, adding that from the World Trade Center to Greenwich was she loves Moran’s people and admires many not made lightly, but years later, after 9/11, we all aspects of how the company is run. According to thought, ‘Thank goodness we moved.’” Ms. Pitchford, the camaraderie was mutual. Both She currently lives in a retirement community women were members of a ladies’ luncheon group in Bethlehem, Pennsylvania, not far from one of called “The Over the Wall Gang,” which met every her grown daughters and five grandchildren. Thursday and reveled in the kind of high-spirited She has one other daughter, with two grandchil- water-cooler banter hinted at by the name. I dren. She enjoys taking yoga and Tai Chi classes and going on trips, she says, and is an avid read- er. Her latest read? Tugboat: The Moran Story, by Eugene F. Moran and Louis Reid. Theone Saltis Retires

Theone Saltis, an administrative assistant who worked at Moran’s headquarters for 21 years, retired this past April. Hired as a secretary when the company was still headquartered in Greenwich, Connecticut, she moved with it to New Canaan, Connecticut. Mrs. Saltis’s primary responsibility was “cash application” — the reconciling of accounts receiv- able payments with invoices — but she also administered expense accounts, dealt with Moran’s phone service provider, organized the

50 Milestones

Deaths

We are saddened to report the passing of these ing in his professional footsteps, and currently esteemed colleagues, co-workers and friends: works as a deckhand aboard the Kaye E. Moran. He is survived by his parents, Patty and Jim Louis Cudworth Driver; brother Chris; and grandparents Jackie Louis N. Cudworth, a retired Moran Baltimore and Kenny Nowlin and Jim and Betty Driver. vice president for maintenance, repairs and new construction, died on June 22, 2010. He was 86. Eileen Gaffney Residing in Bel Air, Maryland at the time of his Eileen T. Gaffney, who worked as an executive death, he had served in the Merchant Marine dur- assistant at Moran for more than 35 years, died on ing World War II and saw active duty delivering March 7, 2010. A graduate of Fairleigh Dickinson troop supplies and armaments. After the war, he University, she was with Moran during the period went to work for Curtis Bay Towing Company; when its corporate offices were at the World Trade when Moran acquired Curtis Bay in 1958, he Center in New York City. After retiring, she moved stayed on, joining the company. to Ridgewood, North Carolina, where she became Starting as an engineer for Curtis Bay in Nor- a volunteer at Brunswick Community Hospital. folk, he built a lifelong career in the towing indus- She is survived by two of her siblings, Monica try, achieving promotions to port engineer at Winters of Leland, N.C., and Edward Gaffney of Curtis Bay’s Philadelphia operation in 1956 and Rutherford; and her nieces and nephews, the Moran Baltimore vice presidency in 1966. Madeline, Sharon, Patricia, Monika, Katie, Gene At both companies he fielded responsibility for as and Maureen. many as ten oceangoing tugs. At Moran Baltimore he also oversaw tug design and construction. William Hennessey Well-respected throughout the industry for his William S. Hennessey, a Moran tugboat captain for professional dedication, reliability and skill, he more than 36 years who also attained the rank of Personnel News earned a reputation as a dynamic hands-on man- New York Harbor Pilot, died on March 23, 2009. ager whose suits were stained with engine grease. He was 77 and lived in Shirley, New York. One of his sons recalls that he worked fierce over- Mr. Hennessey was a well-known and admired time hours when tugs were out of commission, and presence in New York Harbor, where he helped was widely valued as a person who could be count- dock numerous ocean liners, including the QE 2. ed on to keep the fleets running. He resided for much of his life in Park Slope, He is survived by his wife Aileen, sons Curt Brooklyn, moving to Shirley, on Long Island’s and Carl, his sister Jean, and three grandsons. south shore, after retiring. He is survived by his children, Christine, Tully, Sean Driver William, Patricia and Merrell, and by numerous Moran Norfolk grandchildren. Sean Driver, who worked at Moran Norfolk as a general vessel assistant on the Tracy Moran and Daniel V. Jones then as an unlicensed engineer on the Surrie Daniel V. Jones, a retired vice president and gen- Moran, was killed in a tragic accident while visiting eral manager of Moran Towing of Texas, died on North Carolina’s outer banks on July 19, 2009. April 15, 2010. He was 77. The accident was not work related. He began his career in the New York Harbor Sean was 22 years old when his life was unex- operations department. He later managed Moran’s pectedly and prematurely cut short. He was in the subsidiary in Ponce, Puerto Rico prior to relocat- early stages of his career as a mariner, but had ing to Port Arthur, Texas, where he finished his already earned the respect and friendship of his career as vice president and general manager. shipmates and others in his professional circle. He lived in Virginia Beach, Virginia, and was a Don Sutherland graduate of Kellam High School. An avid boater An Admired Photojournalist, Reporter, and and fisherman, Sean also loved to surf, Jet Ski, TowLine Contributor water ski and snow ski. He was blessed with strong Don Sutherland, whose photojournalism and family ties and many friendships, and was a reporting were for nearly a decade a fixture in member of the Courthouse Community United MarineNews and Maritime Reporter & Engineering Methodist Church and the Tidewater Chrysalis News, died on May 24, 2010. The cause was cancer. Community. His younger brother Chris is follow- Don worked as a photojournalist, videograph-

51 Milestones

er, cinematographer, film director, multimedia John L. Tedaldi artist, consultant and lecturer. He had been a con- John Tedaldi, a retired Moran employee, died on tributing photojournalist to Popular Photography May 20, 2010. He was 91 years old. magazine, and was published in Newsweek before A chief petty officer in the Navy during World approaching MarineNews in 2001 with a stunning War II, he fought in the Battle of Leyte in the series of photographs documenting the evacua- Phillipines, a crucial victory for the United tion of 9/11 victims by tugboat. A relationship States. His first job at Moran was administrative began on the spot. In 2007, he began photo- assistant to Admiral Moran. From there he went graphing and writing on assignment for Moran on to become operations assistant to Captain and TowLine as well. Leonard Goodwin, a job that entailed extensive His photographs are admired for their elegant involvement in Moran’s offshore towing work. compositions, which use striking perspective and He is survived by his sister Mary. atmospheric light to make the subjects look iconic. He made himself a roving eye in New York Har- Carl Welborn, Sr. bor, and traveled to other ports, including New Carl H. Welborn, Sr., retired operations manager Orleans, where he was an early arriver in the wake of Moran Portsmouth (New Hampshire) died at his of Hurricane Katrina. home in The Woodlands, Texas, on May 14, 2009. His writing was informed by a keen knowledge Mr. Welborn had a long and distinguished of workboats and the industry’s personalities, career in the maritime industry, sparked by a life- players and history, enabling him to develop long passion for the sea. A graduate of Maine Mari- illuminating perspectives on its progress and time Academy, with a U.S. Naval Reserve commis- problems. He was one of very few civilianswho sion, he became a licensed deck officer for Mobil was permitted to board a tugboat and stay aboard Oil. He later switched to Mobil’s business side. for days or even weeks while the vessel put out to Later in his career he worked for Gazocean, sea to answer calls or fulfill contracts. the French LNG shipping company, and helped A vocal advocate of working waterfronts, espe- develop an LNG terminal in Boston, Massachu- cially New York’s, Don could rattle off statistical setts. In the early 1970s, he served on a presiden- and factual arguments with the eloquence of a tial subcommittee studying U.S. LPG shipping trial lawyer. and terminal capacity. Toward the end of his Donald Scott Sutherland was born in 1944, in career, he also managed tugboat operations in Harlem, New York. He was a graduate of the High Portland, Maine. School of Music and Art, and lived in the An obituary in The Houston Chronicle described Stapleton section of Staten Island. He is survived Mr. Welborn as a “gentle, quiet man of integrity, by his longtime friend Mary Elizabeth Rasile with keen intelligence, a sharp wit and a sense of Farraj, and his goddaughter Alexa Farraj. humor…” He is survived by his wife Francanna and two Pam Pierro sons from a previous marriage, Capt. Carl, Jr., Pamela Ann Pierro, known to family, friends and and Paul. I co-workers as Pam, died last April 14th. She was 49, and had worked in accounting at Moran Baltimore and then in operations at Moran’s New Canaan headquarters. Well-liked by her co-work- ers, Pam was also a lover of cats, and was known to feed and rescue strays. She is survived by her mother, Sue Quartier; father and stepmother Bob and Kay Pierro; sister Kim; and brothers Josh, Adam, and Flip.

Paul Quinn Paul Quinn, who retired after long and successful careers with Moran and as a U.S. Naval Reserve officer, died in March 2009. His last position at Moran before retiring was in corporate sales. He was 68. He is survived by his wife Joan, son Thomas, and daughters Joanie and Laura.

52 Service Anniversaries

5 Years of Service Douglas Watts Allan Wheeler Aaron West Freddie Williams Patrick R. Allen James Jones Richard Anderson, Jr. Kyle Keenan Steven Baldwin John Kercher 15 Years of Service Quincy Baldwin Leo Kersey III David Bean Chris Guy Redding Bethea Mark Koenig Kevin Black Kenneth Hudgins Matthew Brock Ivan Kutnyak Philip Blocker James Moran Michael Brokaw Christian Lancelot Richard Bohaczek James Murray Jacob Buckles Manuel Ledesma Christopher Buchan Alvin Schamber Michael Carter Royce Legg Lewis Campbell Cory Schamber Anthony Casella Alberto Mena Victor Dowdy Dennis Schamber Brendan Cassidy Luis Mendoza David Dudgeon Alan Self Carl Castang Randy Metge Charles Ellis Carl Strickland Joseph Chesworth Robert Milam Rob Englert Jerry Thomas, Jr. David Clark Neil Moody Judith Enright Eugene Touseull Michael Coley Donald Moore Daniel Fitzmartin Christopher Wade Brendan Collins Victor Moura Matthew Gould Albert Cook Patrick Murphy Melvin Corbett Iancu Nicolae 20 Years of Service Paul Corbett Billy Owen Tony Corbett James Phillips John Bailey Peter Keyes Marvin Cuffee Lensey Pouchie Richard Bateman Arthur Kirk Leonard Davis, II Ruben Prieto Joseph Baviello Robert Leach Earnest Deason David Queipo Benjamin Brooks, Jr. Drewry Little Pedro Deveza Daniel Reed Joaquin Calix Donald MacNeil Robert Dunn Luis Rodriguez William Davis Rodney Magwood Douglas Duos Charles Rogers Robert Davis John Missroom Anthony Fedele Harold Rowell Michael Debolt David Missroon Michael Ferguson Francis Sessa Kevin Denning Vincent Russom George Friant Michael Straughn Gerard Diclementi, Jr. William Shields Willie Gardner Gilbert Swink, IV Ronald Droop Ernest Smith, III Christopher Gipson Christopher Taylor Steven Franks Steven Stafford Michael Groover, Jr. Michael Thomas, Jr. Frank Freyermuth Ricky Tillman Mark Gwilliam Ricky Ward, Sr. Clifton Gorden Daniel Underwood Jeffrey Harrell Bradford Webster Michael Groover, Sr. Kevin J. Walsh Douglas Hawkes Jeffrey Welch Virginia Johnson Steven Wynn Richard Hill Donald Wertman Charles Hutton Joshua Whiteley 25 Years of Service John Jenkins Paul Johnson Jon Beech Harry Nicholson Alan Bischoff Douglas Siple Thomas Craighead Mark Underwood 10 Years of Service Jonathan Dye Vicente Arroyo Henry Kettl John Paul Bilodeau Kevin Kirchner 30 Years of Service Harry Bogan Jane Klaben Lawrence Bencivenga Stephen M. Kelly Randall Brooks Jack Lachman Boyd Dillingham John Lukac John Colella Jon Lang Perry Fant, III Thomas Pearce Gian Decarbonaconti Thomas Lauder Michael Gallo Timothy West Harry Dennis, III Sula LoBue Stephen Holt Luther Edwards Daniel Lopez Vincent Ellul Michael Manoli Daniel Fitzmartin Alan Mayon 35 Years of Service Kenneth Gaskins, Jr. Don McGrady Thomas Chumley Stephen Tillotson James Gerst Robert McGuire, Jr. Lon Schlekewy John Zents Earl Gibson David Montgomery Robert Gipson Ronnie A. Munoz Scott Glasier Harry O’Neal, Jr. 40 Years of Service Jason Harper Sean Perreault Patricia Boncoraglio Martin Rossini Shallen Herbert James Perrone Richard Murphy Paul Wiseman Samuel Hilderbrand Charles Rash Jose Izquierdo Sherry Rhodes Harald Johannessen Charles Romano, Jr. 45 Years of Service William Johnson Jamie Scott Vincent Borello Tyrone Jones Glenn Talton Michael Kane Joseph B. Thomas Darren Kerney Timothy Trout Along the Southeastern and Southern sections of U.S. coastline that Americans have dubbed “hurricane alley,” notoriously unpredictable weather patterns have been known to blow in from any and all directions. At left, some meteorological humor from the mariners at Moran Jacksonville. Weather station built by Dean Maxwell Seen and Noted and Seen

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

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