The Andrew Foss is aided by its cycloidal propulsion system, instead of the more traditional rudder and propeller blades of most boats and many tugs. Envision two large eggbeaters sticking into the water, blades moving in a breast stroke fashion, near the middle of the ship’s hull. This system invests the tug with great maneuverability which can be critical if the tug has to make tight turns either in assisting others to "parallel park" at a crowded dock, or for preventing disaster. On the outbound trip the captain demonstrated this system as he made the tug perform a few water wheelies. The 299-ton tug spun like a ballerina. Also fascinating was the fact that the tug could easily go in reverse at up to 80% of its forward speed of roughly 12 knots (13 mph). Engineer Mike Port was responsible for making sure that the tug’s 4000 hp engine was in top shape and could rise up to 900 rpm when necessary. In addition to more traditional ways of clocking and tracking usage of various parts of the engine, he also utilized the more advanced tool of lube oil spectral analysis to make sure that engine parts were not being worn down.

The sea was calm and the visibility was generally superb. By the time we neared Mile Rock the captain had radioed to the Marine Exchange and others, to let them know we had arrived and were waiting. He had consulted his ship finder, showed me maps on the computer, pointed out the radar, a fax machine - the wheelhouse had a number of high tech tools.

Then we saw it coming out of the mist. All 150,000 dead weight tons of oil tanker. It had already picked up its Bay pilot and was heading towards us. Tanker – tug radio conversations ensued. Our first maneuver (okay – "their" first maneuver) was to gallop alongside the tanker (tricky in heavy seas), as if it were a freight train, and we were the horse and rider. And we were going stern first.