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A Backlog Built for Momentum bile. “We’re working with Austal on a strategic outsourcing

MBB’s orderbook tells the story of that success. “We agreement,” Rice explains. “They build big ships and do it well. have 16 tugs under contract that we have yet to deliver,” We can help increase their throughput and de-risk some of their

Rice says. “We’ll deliver the next one in early November, backlog by handling speci? c modules or vessel components.” and then a tug every six weeks through the end of 2027.” It’s a symbiotic relationship, he says, one that will also

Most of those vessels are Robert Allan Ltd.–designed bene? t the broader regional workforce. “We’re talking harbor tugs, primarily in the RApport 2700, 2800 and about joint workforce development initiatives. The more 3000 series, serving major U.S. operators from coast to work we keep here in the Mobile area, the stronger our coast. The yard’s rhythm is steady and deliberate: start a entire industrial base becomes.” tug every six weeks, deliver a tug every six weeks. “It’s the kind of consistent cadence that keeps our workforce en- Modernizing Processes: One Tug at a Time gaged and our facilities running ef? ciently,” Rice notes. Even as MBB remains steeped in hands-on craftsmanship,

Rice is pushing the yard toward greater digital integration.

Delivering Power and Precision for Moran Towing “Tugs are tough for automation—they’re small, there aren’t

One of MBB’s highest-pro? le customers is Moran Tow- a lot of big panels for robotic welding—but we’re testing ing Corporation, one of the nation’s oldest and most re- some robotic processes over the next six months,” he says.

spected tug operators. “Moran is a great customer,” Rice The bigger leap has been in design and engineering. “Ev- says. “We’ve delivered three tugs so far in their six-vessel se- erything we do now is 3D modeled,” Rice explains. “Our ries, the William E. Moran being the ? rst, and those boats engineering efforts have grown tremendously, which is cre- went straight to work in New York Harbor.” ating real ef? ciencies in production. We’ve moved from an

The tugs are the ? rst for Moran designed by Robert Al- old-school, mom-and-pop approach to a modern shipbuild- lan Ltd., and they measure 86 feet long (28 meters) and ing operation, while keeping the family culture intact.” are powered by twin Caterpillar 3516E engines, producing That combination, family-driven values and modern meth- nearly 7,000 total horsepower. With Kongsberg Z-drives ods, has become Master Boat Builders’ signature. The yard’s and Markey bow winches, they achieve bollard pulls ex- reputation for quality, reliability, and partnership has made it ceeding 80 tons, enabling them to handle ship-docking a go-to builder for operators like Crowley, G&H Towing, Kir- and escort duties with equal con? dence. by, Seacor Marine, and now Moran. “We’re a small part of a “The next three Moran tugs are a bit different,” Rice big industry,” Rice says, “but we’re proud of the part we play.” adds. “They’re ? tted with FiFi ? re? ghting systems, larger 300-horsepower Markey winches, and enhanced Kongsberg

Reviving U.S. Shipbuilding drives for even better performance. You won’t see much dif-

Garrett Rice is candid about what he sees happening ference from the outside, but under the skin, they’re beasts.” across the American shipbuilding landscape and why it

For a yard that’s growing this fast, infrastructure invest- matters. “This is the most exciting time I’ve seen in my ment is essential. “We’re taking delivery of a new dry dock lifetime for U.S. shipbuilding,” he said. this month from our friends at Conrad Shipyard,” Rice says.

The “One Big Beautiful Bill,” has set the stage for that “It’s a big step for us because our channel here in Coden has response. “The money is appropriated; the signal is only about eight feet of draft, while our tugs draw 18 feet.” clear,” he says. “Now it’s up to the industry to step up,

Previously, MBB relied on outside facilities, like Austal invest, and deliver.” For smaller and mid-tier yards like or Bollinger, to launch its vessels. Now, with its own dry

MBB, he believes the key lies in strategic partnerships and modular construction. “We don’t all have to build dock, the company gains greater control over scheduling, entire ships,” Rice explains. “There’s room for a tiered logistics, and safety. “It’s a game-changer,” says Rice. “We’ll ecosystem — where smaller yards handle modules or be able to launch and deliver on our own schedule, which specialized components for larger builders. It’s a smart- makes us more ef? cient and predictable for our customers.” er, lower-risk way to expand capacity.” That’s part of why

Beyond the dry dock, MBB is also planning a new gov-

MBB’s partnership with Austal USA is so signi? cant: it’s ernment-dedicated shipyard across the bayou in Coden. a practical example of how collaboration can strengthen “We’ll talk more about it soon,” Rice hints, “but it’s part of the entire industrial base. “We can’t get to a 355-ship our effort to support the Navy and Coast Guard through

Navy or support a growing commercial ? eet by relying partnerships and outsourcing agreements.” on just ? ve or six big yards,” Rice says. “We have to

Those partnerships include a signi? cant new collaboration think broader.” with Austal USA, headquartered just 30 minutes north in Mo- www.marinelink.com MN 35|