Photos by Capt. Piet Sinke

AVRA Towage Adds to Fleet

With the July delivery of the tug Northwind, the Rotterdam-based firm Avra Towage is now operating a fleet of six tugs with a seventh under construction. Three of the Company’s original five-boat fleet have Cummins main engines, so it was an easy choice to go with Cummins engines for the Northwind. However, where the others have 2400 HP and 32 tons of bollard pull with a pair of 38-litre Cummins main engines (tugs South, West, and East), the new boats are powered by a pair of the larger 50-liter Cummins KTA50-M engines. These generate a total of 3200 HP to give the boats bollard pulls of 43 tons.

Full specifications and additional photos for the Northwind, built in Sibu East Malaysia, are available from alan@haig-brown.com. Additional information, including current locations of all tugs, is on Avra’s excellent web page at: www.avra.nl

For further information:

Avra Towage BV
Scheepmakershaven 32b
3011 VB Rotterdam
The Netherlands
Phone: +31 10 281 0886
E-mail: chartering@avra.nl

Tan Ju Lin
Commercial Manager Asia
Avra Towage Singapore Pte Ltd.
12A Jalan Samulun
Singapore 629131
Phone: +65 6264 6829

When Holcim (US) Inc. began construction of their new state-of-the-art plant in 2006 they wanted it to be a model of environmental sustainability. The plant and quarry in Ste. Genevieve County, Missouri on the Mississippi River about 40 miles south of St. Louis would occupy only 1,700 acres of the 3,900-acres site, with the balance preserved as a conservation easement. Holcim also created and restored more than 60 acres of new wetlands, offering a large habitat resource. With production capacity of four million metric tons per year, following the plant’s start-up in 2009, they would require large amounts of material in and product out. Approximately 75 percent of the plant’s materials and products will be received and shipped by river – one of the most environmentally friendly modes of transportation. To meet this requirement they built a harbor on the Mississippi River.

Holcim has contracted with Brennan Marine to provide fleeting services for the Harbor. (www.jfbrennan.com) To meet the requirements of this important contract, Brennan Marine have had a pair of Cummins-powered towboats built and delivered from Hope Services of Dulac, Louisiana. (www.hopeservicesinc.com)

The two new vessels, M/V Roger Binsfeld delivered June 2009 and the M/V Lisa Marie delivered in December 2009, are built to a well-proven design. The 72 by 30-foot push boat has a ten foot molded depth. Extra strengthening has been added to the push knees and hull to cope with the riggers of fleet operations at the Holcim plant. In keeping with the environmentally conscious nature of the firms involved, the new boats are each powered by a pair of Cummins popular Tier 2 certified K38-M mains each delivering 1000 HP at 1800 RPM.

The Tier 2 Certified main engines in the Lisa Marie

The two new towboats join Brennan Marine’s existing fleet of three-vessels. Brennan Marine is a subsidiary of J.F. Brennan Co., Inc., a leader in providing marine construction services. Founded in 1919 the firm is headquartered in La Crosse, Wisconsin with offices in St. Charles, Illinois and Holmes Beach, Florida.

For more information:

Glenn Green
Marketing Manager,
J.F. Brennan Company
820 Bainbridge, P.O. Box 2557
La Crosse, WI 54602-2557
Phone: 608 784 7173 x236
E-Mail: ggreen@jfbrennan.com

Robin L. DeCarlo
Vice President, Corporate Communications
Holcim(US) Inc.
201 Jones Road
Waltham, MA 02451
Phone 781 647 2364
Cell :    781 690 7612
E-mail : Robin.DeCarlo@holcim.com
Web : www.holcim.com

Jay Henderson
VP and General Manager,
Hope Services, Inc.
8506 Shrimpers Row,
Dulac, LA 70353-2206
Phone: 985 563 7801
E-mail: Jay@hopeservicesinc.com

Joe Gregory
Cummins Mid-South Inc.
Territory Sales Manager
110 East Airline Highway,
Kenner LA 70062
Phone: (5040 465-3404
E-mail: joe.gregory@cummins.com

Photos courtesy of An Do. Fe. Shipping

The Italian firm of An.DoFe. Shipping Management s.r.l. was founded in 2007 by Rino Barretta. With 25 years of experience in towage firms, he quickly acquired two ocean going tugs. One of these, the China new build anchor handler Independence was powered by a pair of Cummins QSK60 M engines giving the vessel 4400 HP and a bollard pull in excess of 68 tons. The boat also had three Cummins-powered generators. Actual ownership of the M/V Independence was registered to Sedna Towage & Offshore LDA in Portugal.

The tug was built in China, registered in Portugal and managed from Italy.  Following her delivery in 2008, she worked out of a number of UK ports. Very well set up with a double drum waterfall type deck winch having a line pulling power of 65 MT and brake holding capacity of 180 MT the vessel was advertised for operations world wide.

As of July 2010, she was working in German waters on the Nord Stream sub-sea pipeline project under contract to Saipem Castoro X. In the two years since her delivery from the Chinese yard, to a Portuguese Company, with Italian Management and current German location, the Independence has transited and worked in numerous countries. While this is not uncommon for an ocean going tug, it does present some logistical problems, not the least of which is the proper maintenance and support for her engines.

Customer Account Manager Tim O’Conner is based in the US with Cummins’ Marine Business section. He recalls that, “The Independence was a new vessel in the UK almost two years ago, with a few minor issues that were unresolved from the shipyard. Because she was traveling from port to port and Cummins distributor to distributor, it was difficult to stay on top of the troubleshooting etc. With some very good support from Cummins Diesel UK we were able to develop a Customer Support Plan. We provided a copy to An. Do. Fe. so that they would know the proper contacts in each port. We also assisted them by recommending an onboard spare parts list and publications, Quick Service on line connection and Marine Website familiarization.

“We were also involved with reconnecting the customer with the shipyard for some non-Cummins electronics issues, as well as with Fleet parts pricing when they began to stock on board spares from the local distributor.

“The important thing was quick responses and follow up to the issue that the customer was experiencing. An. Do. Fe. was very realistic on what it takes to accomplish logistics and prepare long term support. The Customer Support Plan (CSP) system that is now in use by Cummins Inc. can be a great support tool, and is even more useful whenever we have a customer like An. Do. Fe. that is interested in developing the CSP. This helps both the customer and the supporting distributors who will continue to refer to the online CSP for information and support.”

An.Do.Fe. Shipping’s Technical Superintendent Giuseppe Brandi is pleased with the resulting CSP. After experiencing those initial service issues he now says, “Now, any world wide location we are in, Cummins offers a fast and skilled service.”

For further information:

Giuseppe Brandi
Technical Superintendent
An Do. Fe. Shipping Management S.r.l
Via Tor Pisana, 102
Phone: +39 0831  58 7663
Mobile: +39 327 778 6488
E-mail: giuseppe@andofe.it
Web: www.sednatowage.com

Tim O’Connor
Customer Account Manager (EMEA)
Cummins Inc. Marine Business
Charleston, South Carolina, USA
Phone: 843 745 1190
E-mail: timothy.j.oconnor@cummins.com
Web: http://marine.cummins.com/

Photo by Harald M. Valderhaug courtesy of Cummins Marine

A major concern in moving live fish from hatchery to farm or from the farm to a processor by boat has been the danger of transmission of disease or sea lice. The Norwegians have long taken leadership both in the development of farms and in acknowledging such concerns.

With two cargo wells having a total volume of 2750 cubic meters, the recently delivered Ro Fjord is the largest live-transport well-boat in the world.  The vessel has built-in extra precautionary measures to safeguard Norwegian coastal waters. A 50-micron filtration system with UV radiation treats shipping water prior to its return to the sea.  MMC Tendos in Fosnavåg supplied much of the boat’s state of the art fish-handling system. It consists of vacuum pump for live fish, fish counter, a refrigerated saltwater system, tracking and monitoring system, equipment for the addition of oxygen plus the UV filter for the return-water. A tank cleaning system was supplied by Redox. This latter firm won the Innovation Prize at Aqua Nor 2009 in Trondheim for their innovations in the area of live fish transport and reducing the risk of spreading disease in well-boat transport.

All of these systems require significant auxiliary power over and above that normally found on a 72 by 66.6-meter vessel. So in addition to the MAK 6M25 main engine, the Ro Fjord is fitted with three Cummins-powered auxiliaries. These include two KTA38DM1 powered generator sets with a 936 kW each and one emergency/harbour generator set powered by a Cummins QSM11DM with 320 kW output. The two Cummins KTA38DM1 provide power for a wide range of services including the steering gear and two tunnel thrusters.

The Ro Fjord was delivered to her owners, Rostein AS, at the end of 2009. the hull was built in Poland, but finishing and outfitting were done at the shipyard of Larsnes Mek, Verksted to a design by Skipskompetanse AS. Naval Consult AS did production drawings and calculations. It is anticipated that the boat will take about 400 tons of live fish, according to general manager of Rostein, Odd Einar Sandøy. The cost of the complete vessel for Rostein AS is estimated to be about 180 million Norwegian kroner (30 million USD).

Accommodation is provided for six crew members and the vessel is classed by Det Norske Veriatas (DNV) +1 A1, E0

For further information:

Jarl Gunnar Stein
Managing Director
Larsnes Mek Versted AS
Holment, 6084 Larsnes
Phone +47 700 26400

Heidi Hellesvik
Sales Manager
Cummins Norway AS
Osloveien 20, N-1430 Ås
Postboks 97, N-1431 Ås
T +47 64 97 45 00
D +47 64 97 45 21
C +47 996 07 672
F +47 64 97 45 01
cummins.com
cummins.no

Sjoerd Spronck
Advertisement & Promotion
Scandinavia & Benelux
Cummins Holland B.V.
Olivijn 800, 3316 KH Dordrecht
Postbus 520, 3300 AM Dordrecht
T +31 (0)78 618 12 00
F +31 (0)78 617 65 79
cummins.com
cummins.nl

Since 1980, PT Dumas Tanjung Perak Shipyard in East Java has build dozens of vessels for various departments of the Indonesian Government. Their most recent delivery, the Hiu Macan Turul 401, was designed and built for the Department Kelautan Dan Perkanan.

The vessel’s 42.5 length and seven-meter beam provides accommodation for up to 18 people. Propulsion power is provided by two Cummins QSK60-M engines each producing 2500 HP at 1900 RPM. The engines turn into Twin Disc MGX 5600 gears with 3.51:1 ratios. The boat’s 1540 by 1659 m/m propellers were provided by Singapore’s Asia Foundry (www.asiafoundry.com).

For further information:

Mr. Suryanto,

Department Kelautan Dan Perikanan,

Indonesia

Phone +6221-350 3458

P.T. Dumas Tanjung Perak Shipyard

JL. Nilam Barat 12,

Surabaya, 60177

Indonesia

Phone +62 31-329 5111

Fax:     +62 31-329 3240

E-mail: info@dumas.co.id

Web: www.dumas.co.id

Yoseph T. Arifin

Cummins Diesel Sales Corp.

8 Tanjong Penjuru,

Singapore 609019

Phone: +65 6661 8265

Fax:     +65 6266 0432

E-mail: yoseph.arifin@cummins.com

Tennessee’s Serodino, Inc. recently built one of their popular Tiger class push boats for their own use. The M/V Charger, like others in the class, is 51.5 by 22.5-feet with a 5-foot 6-inch draft. The hull is constructed of 3/8-inch plate with 1/2-inch plate over the propellers and bilge knuckles. Designed in house, the boat is a sister to a number that the company has built over the years. (see Hotip#186 Sept. 2002)

A pair of updated Tier 2 compliant QSK19-M main engines each powers this most recent version of the vessel. The engines each deliver 600 hp into Twin Disc MGX-5222-DC gears with 4.03:1 reduction. The two 52 by 40-inch four-blade Nibral props are mounted on 4.5-inch shafts. Pilothouse levers control the four flanking and two main rudders all of which are powered by hydraulics off the main engines.

The superstructure is constructed of 3/16-inch plate with 2 x 2-1/2 x 1/4-inch angle framing.  Doors are metal and windows are aluminum with safety glass panes.  Quarters for two are insulated, paneled, heated and air-conditioned and have rubber floor covering.

The first deck is 15 by 23 feet and contains basic quarters including a built-in stove, sink and refrigerator; a modest head with shower, and a U.S. Coast Guard approved marine toilet with Owens Septic System for up to a four man crew.

The second deck is 8’ x 8’ with bunks.  The pilothouse is the same dimension with full instrumentation, vessel control, and remote alarm systems.  There is a 42-inch mechanical room between the second deck and the pilothouse that creates a 27-foot eye level. The Charger has two 40 kw John Deere-powered gen sets.

Tankage is provided for 5800 gallons of fuel, 1800 gallons of water and 155 gallons of lube oil

Established in 1933, Serodino Inc. is a privately held corporation, which, with its related companies covers all aspects of the inland marine field.

For further information:

Mr. Pete Serodino

Seadino, Inc.

100 Hamm Road,

P.O. Box 4539

Chattanooga, TN 37405

Phone: 423 266 1855

E-mail: pete@serodinoinc.com

Web: www.serodinoinc.com

If you put one of the world’s leading designers of escort tugs together with a premier aluminum boat builder you will get an exceptional aluminum escort tug. This is a distinctly different vessel from the big Robert Allan Ltd. designed docking and escort tugs that fill the pages of marine publications worldwide. The BRAtt project evolved from the successes of Ron Burchett’s training programs for tug operators using radio-remote controlled scale models. “Why not build a ‘model’ that is large enough for the operator and instructor to ride on, and then always be working in the same space frame of reference as the boat?” went the reasoning.

The result is the niftiest little vessel to be constructed so far this year. At 7.8 metres (25.59 feet) by 3.6 meters (11.81 feet), the bright aluminum hull displays the distinctive Robert Allan double-chine hull form. Under the counter of the broad stern the hull tucks in quickly providing good water flow over the twin azimuthing drives located aft in the ASD manner. Forward, a relatively deep bow is augmented by a skeg that makes this an escort capable tug.

When completed later this spring the little tug will be able to provide real water training to aspiring assist and docking tug masters with out taking an expensive full-size ASD tugs off the job. The boat will be fitted with a fully operational Braden hawser winch forward with the tow line passing through a polished stainless-steel staple.

The propulsion system on the BRAtt (the name is derived from the initials of Burchett and Robert Allan) is scaled to proportionately represent the full size tugs. It begins with a pair of Cummins QSB5.9-230 HD engines, each delivering 225 HP at 2600 RPM into engine mounted ZF280.1 gears with 1:1 ratios. To allow for further reduction below the engines’ 600 RPM idle, the gears have slipping clutches. Flexible Centa torsional couplings are installed between the engines and their gears. Additional flexible couplings are at either end of the drive shafts to reduce vibration and to accommodate any movement in the flexibly mounted engines. The Z-drives are Olympic Model HD3 with 2:1 reduction. The propellers are 25 3/4 inch stainless in stainless nozzles. Both the engines and the Z-drives are mounted with a five-degree angle upward to the stern. The 450 HP twin-engined tug is anticipated to deliver an 8000-pound bollard pull.

Robert Allan Ltd.’s project manager Michael Burgess explained that, “We have tried to stay all aluminum for the piping and fittings. Where that is not practical, such as the staple on the bow, we have used stainless. The engine is isolated from the aluminum with stainless shims.”

Among the many interesting and innovative features of the BRAtt are the four bollards built to also serve as lifting points for the 16-metric ton vessel. The wheelhouse will be fitted on resilient mounts to provide a lower ambient noise level in the training area. In operation there will be room for at most three people on the boat, but ideally just two. In addition to its training functions, the BRAtt can serve effectively as a “real” tug, doing smaller towing, docking and line-handling duties, and other harbour tasks such as boom deployment, The BRAtt will be unveiled at the International Tug & Salvage Conference in Vancouver in May, where it will be a showcase of excellence in design and fabrication.

For further information contact:

Robert G. Allan P, Eng
Executive Chairman
Robert Allan Ltd.
230-1630 West 2nd Ave.
Vancouver, BC
V6J 1H3, Canada
Phone: 604 736 9466
Fax: 604 736 9483
E-mail: rgallan@ral.ca
Web: www.ral.ca

Peter Mitchell
President
Adrenalin Marine Ltd.
7811 Vantage Way,
Delta, B.C.
Canada, V4G 1A6
Phone: 604 940 3897
Fax: 604 940 1227
E-mail: info@adrenalinmarine.ca
Web: www.adrenalinemarine.ca

Geoff Conrad
General Manager
Cummins Marine (World Wide)
4500 Leeds Ave.
Suit 301,
Charleston, SC 29405-8521
USA
Phone: 843 745 1585
Fax: 843 745 1549
E-mail: geoff.Conrad@cummins.com
Web: www.cummins.com

Cummins Hotips#590 May 2010

In April Bollinger Shipyard delivered the first of their 234-foot class of Cummins-powered Platform Supply Vessels (PSVs) to their sister company, Bee Mar Inc. The shipyard started building this series of vessels in 2008 and delivered the first in the series to the newly formed Bee Mar LLC in June of 2009. (www.beemarllc.com ) A Bee Mar press release at the time said, “The company will introduce a fleet ofstate of the art, environmentally friendly Dynamic Positioning-2 (PSV’s) for offshore support in the Gulf of Mexico and international markets.

“The Bee Mar new build fleet will consist of five (5) 210’ and three (3) 234’ American Bureau of Shipping (ABS) classed DP_2 PSV’s. Each vessel has high cargo carrying capacities and meets or exceeds the customer requirements and demands for offshore marine support applications.”

The five 210-foot PSVs, including the M/V Busy Bee and M/V Worker Bee, have already been delivered and put to work in the Gulf of Mexico. The newly delivered 234 by 56-foot M/V Bumble Bee will add significant cargo capabilities to the Bee Mar fleet. The new “Bee” has capacities that include 598.1 cubic meters for fuel, 1,430.9 cu. meters of liquid mud, 169.9 for dry bulk and 98.4 cu. meters for fresh water. Loaded to a draft of 14 feet 11 inches, the vessel will have a dwt of3,048.2 Mt (3000 Lt). The 53.3 by 14.3 clear deck has a maximum cargo capacity of 2,032.1 metric tons.

Main propulsion power is provided by a pair of Cummins QSK60-M engines each delivering 2000 HP at 1800 RPM through Twin Disc MG5600 gears with 5.76:1 reduction to 81×68-inch propellers. Three Cummins QSM11 engines power the three 300 kW main generators. The Bumble Bee’s 85 kW generator is also Cummins powered. The two 750 BHP Schottel, controllable pitch bow thrusters each have their own Cummins KTA19 drive engines. A 350 BHP stern thruster is powered by variable speed electric motor.

For further information:

Robert Socha
Executive V-P Sales and Marketing
Bollinger Shipyard, Inc.
Lockport, Louisiana
Phone: 985 532 2554
Fax: 985 532 7225
E-mail: RobertS@bollingershipyards.com
Web: www.bollingershipyards.com

Calvin Klotz
V-P Marine Division
Cummins Mid-South, Inc.
110 East Airline Hwy.
Kenner, LA 70062
E-mail: calvin.b.klotz@cummins.com
Web: www.cummins.com

Cummins Hotips#589 April 2010

On many of Europe’s inland waterways, the limit to cargo capacity is not so much about horsepower but it is the limit imposed on the vessel by the size of the locks that it has to transit. With the largest vessels, along with their additional barges, designed to maximize available space in the locks it is necessary to get the unit into the lock and stopped up with out damage to the lock or vessel as promptly as possible. On the Mains-Danube system, regulations limit vessel size to 190 by 11.45 meters. To achieve this maximum, most operators start with a powered 110-meter vessel that includes family accommodations aft as well as a small foc’sle forward for a crew member and just forward of that a bow thruster space. To this is typically added a barge, secured to the bow of the mother vessel, with the same 11.45-meter beam and its own bow thruster.

In 2009 the Dutch shipyard of Progress Shipbuilding finished and delivered the Ursa Montana, a tank ship of 104.5 meters by 17.28 meters on the beam. At the same time they built a barge that is 95 by 17.28-meters. With the two secured to each other the total length, allowing for a seven-meter barge notch, is 192.5 meters. The total carrying capacity is 10,500 barrels and the total installed horsepower is 5016 kW (6,727 HP)!

While the above dimensions preclude the vessel’s passage through the narrower locks on the Mains-Danube system, the big combination can operate on over 800 kilometers of the Rhine. As far up as Strasburg France, 700 km inland, the free flowing Rhine is unimpeded by locks. Locks between there and Basel Switzerland are a generous 25 meters wide. With a beam just over 17 meters the Ursa Montana fits easily into these and similar locks. When the two vessels combined length is too long for a lock, the barge and ship are decoupled.

Utilizing the thrusters, one of which is a drop-down azimuthing HRP, for propulsion and steerage, the barge can then enter the lock on its own power. The barge section is navigated from a small wheelhouse located forward. The main vessel can then transit the lock on its own and rejoin the barge above or below the lock.

To perform these aquatic maneuvers requires five 412 kW (560 HP) Cummins QSX15-C thruster engines and two 1342 kW (1800 HP) QSK50 main engines. In addition to these seven engines, four 68 kW (91 HP) QSB5-powered 85 kVa generators provide electrical power to the combination of two vessels.

For further information: (QSB5) (85kVA 8 0,8)

Sjoerd Spronck
Advertisement & Promotion
Scandinavia & Benelux
Cummins Holland B.V.

Olivijn 800, 3316 KH Dordrecht
Postbus 520, 3300 AM Dordrecht
T +31 (0)78 618 12 00
F +31 (0)78 617 65 79
cummins.com
cummins.nl

The pilot boat Calcasieu Pass Pilot at speed on calm waters.

Photos courtesy of Gladding-Hearn Shipbuilding

In America, deep-V hulls are synonymous with the late C. Raymond Hunt who founded the firm with current president John Deknatel in the 1960s. The Deep-V hull has been a mainstay of the company ever since. According to the company web page, www.huntdesigns.com the design was, “Conceived and patented by C. Raymond Hunt in 1963, the high-deadrise, or deep-V, hull is proven and accepted as the ultimate hull form for speed with comfort and safety in rough water. … The sharp entry forward keeps pounding to a minimum. There is no deep forefoot to cause bow steering and broaching. The V-shape is carried all the way to the transom, which results in evenly distributed displacement and lateral plane….”

The control console on the new Lake Charles pilot boat.

Since 1978 C. Raymond Hunt Associates have collaborated more than 40 times with Gladding-Hearn Shipbuilding to design and build tough, high-speed deep-V pilot boats. As ship draft has increased pilots have moved further off shore in meeting ships and often board at higher speed. The collaboration of designer and builder has, over the years, evolved a range of pilot boats designs to meet a range of requirements, from the 43-foot Resilient Class to the 75-foot Charleston Class. It was this later hull that formed the basis on which the Lake Charles pilots worked to develop a boat to meet their own particular needs. www.gladding-hearn.com/

Designed by C. Raymond Hunt and built at Gladding-Hearn, the new 75 by 20.6-foot (waterline 67’11”) boat has been delivered to the Lake Charles pilots. The vessel is powered by a pair of Cummins QSK38 Tier 2 engines each developing 1350 HP at 1900 RPM and turning 5-blade 41-inch Bruton props through quick shift Twin Disc MGX-6620A gears. The Twin Disc MGX-6620-A gears have a 10-degree down angle to the propeller shaft allowing the engines to be mounted well aft in the hull and at an angle of only four degrees while keeping the propellers deeper in the water for maximum bite.

The Tier 2 main engines on the pilot boat are fitted with the Cummins Eliminator oil lube filtering systems. These replace disposable filters with self-cleaning centrifuges that reduce maintenance expense and improve engine life. Cummins Northeast Inc also supplied two Cummins Power Generation-Onan 27.5 kW marine generator sets.

One of the two Cummins QSK38 Tier 2 engines being installed.

With these engines, the C. Raymond Hunt designed, Gladding-Hearn built and Cummins-powered 75’8”x20’8”x10’ Lake Charles pilot boat reaches speeds of 25.9 knots fully loaded and 27 knots light boat.

For further information:

Peter Duclos
Gladding-Hearn Shipbuilding
Duclos Corp.
1 Riverside Ave.
Box 300
Somerset, MA 02726
Phone: 508 676 8596
E-mail: peterd@gladding-hearn.com
Website:  gladding-hearn.com

Cheryl P. Lavalley, P.E.
Cummins Northeast, Inc.
Distributor Application Engineer, Industrial & Marine
Phone: 781 751 1273
E-mail: Cheryl.p.lavalley@cummins.com
Website: marine.cummins.com
Capt. Mike Miller,
President

Lake Charles Plots
4902 Ihles Road,
Lake Charles, LA70605
Phone: 337 436 0372
E-mail: miller@lakecharlespilots.com
or gmowbray@lakecharlespilots.com
Website: lakecharlespilots.com

Winn Willard,
Vice_President
C.Raymond Hunt Associates
5 Dover St. Suite 105
New Bedford, MA 02740
Phone: 508 717 0600
E-mail: info@crhunt.com
Website: crhunt.com