From the wheelhouse of his tugboat, Girls of Fournier, Capt. Brian Fournier skillfully maneuvers broadside of the huge oil tanker Sks Skeena, readying for departure from the Portland Pipe Line Company. Two tugs, the Vicki McAllister and the Girls of Fournier, are needed to push the ship to the correct course by keeping it in the channel, one at each end of the ship. Kemp Klinger jumps down and attaches heavy tow lines to the ship, while Brian communicates by radio with the docking pilot on board the ship. The same is being done on the Vicki.
The tugs are dwarfed by the hulking tanker; looking out the windshield you can’t even see the top of the ship. Every ship must have a docking pilot on board during this maneuver, to talk with both captains; it is Arthur Fournier’s voice on the other end of the radio. The tug will not escort the departing ship, a requirement for ships that still have a load on board.
Tugboats are symbols of the working waterfront, performing a vital service in the port’s daily operations. There are few holidays, few days off; Capt. Brian Fournier, president of Portland Tugboats, wouldn’t have it any other way. Brian is a seaman through and through — word is that he was conceived on his dad’s tugboat — and the second generation of his family in the business. Portland Tugs was acquired by McAllister Towing, a fifth generation family-owned business, in 2001.
“We have a job to do, and we need to stay at our current location in order to be ready to respond in minutes to a tanker in distress. We are first responders, along with the Coast Guard,” says Fournier.
Portland Tugs are currently berthed in deep water (over 15 feet) on the east side of Portland Ocean Terminal, located at the mouth of the harbor. “A major oil spill and this port is done,” Fournier cautions.
Proposals to redevelop the pier mean it’s not clear where the tugs will berth in the future. Under both current plans they would be relocated. According to Jeff Monroe, Director of Ports and Transportation, the tugs are “guaranteed permanent berthing” at the port regardless of any development plans.
“This is a working waterfront first. We dock 30 million tons of oil in this port every year; that can’t be done without the tugs. This is a major oil port: 80 percent of the 650 vessels docked here in 2006 (620 ships) were non-passenger vessels,” explains Monroe.
Statistics for 2005 from the U.S. Army Corps of Engineers cite Portland as the largest oil port on the U.S. East Coast, the largest foreign inbound tonnage transit port in the U.S., and the 25th largest port in the U.S.
The tugs must be in a secure area, with clearance approved by the Coast Guard, which has to be considered in any final redevelopment plan. “We have about six nautical miles of deep water for berthing between Ocean Gate and the Portland Pipe Line Company,” said Monroe. He and his staff are evaluating the plans and are not able to comment further at this time.
A non-passenger vessel in port generates a lot of revenue for local businesses, as much as $60-80,000 from one ship. This includes the stevedores and the marine supply dealers like Brown Trading Company and A.L. Griffin. They deal in any items needed on board, and they do this with a quick turnaround. Sometimes a vessel needs to remain in port for repairs, resulting in additional work for local people.
U.S. Coast Guard Commander Brian Downey explains his involvement in daily maritime operations, balancing the needs of all the users of the waterway, and says, “I don’t foresee any waterway conflicts. The Coast Guard is very integrated in the community through our Area Committee meetings, and Port Safety Forums. We work through communicating with all parties…we are an integral part of the community. Port security is definitely a factor in any development plans.”
“People should know that the port is safe, and we have a plan; if we do see a potential problem we are proactive. Our job is the prevention of problems.” Downey concludes.
Tankers, freighters, pleasure boats, and cruise ships all have a place, a niche to fill, in the port. The key will be making sure that the working waterfront economy and access is maintained while still attracting more tourists via the mega-cruise lines. Brian Fournier is doubtful of the economic impact that cruise ships will bring. “This is not Ft. Lauderdale or San Diego. This is Portland, Maine, and we just are not a year-round tourist destination.”