In the post World War II period, a fleet of three tugs moved the barges: the Paul P. Hastings, the Edward J. Engel, and the John R. Hayden.

After cross-bay float service had ended and the tugs had been sold, the Hastings sank off Point Arena, California in 1992, in water too deep to raise.

To connect to them from Oakland, Santa Fe used a fleet of tugs and barges to move freight across the San Francisco Bay.

At the height of freight ferry operations, Santa Fe tugs and barges called at many slips around the bay.

This slip was abandoned around 1970, and thereafter, Southern Pacific Railroad delivered Alameda Belt Line cars via their Fruitvale lift bridge in Oakland.

As the war concluded Santa Fe acquired two of the LT (Large Tug) vessels for use in its cross-bay float service and another was built directly for them.

All were named after prominent persons in the railroad: The tugboat Paul P. Hastings was built in 1945 at Point Pleasant, West Virginia by the Marietta Manufacturing Co. as hull number 530 for the United States Army.

She had a single screw powered by a three-cylinder Skinner Uniflow steam engine of 1,200 hp (890 kW) served by twin Babcock & Wilcox water tube boilers.

][10] On February 11, 1948, she was sold[11][incomplete short citation] to the Atchison, Topeka & Santa Fe Railroad Co. of San Francisco and renamed A.T.&S.F.

In 1964 the vessel was dieselized at the Todd Shipyard in Alameda, California with a 1,600 hp (1,200 kW) General Motors 567C EMD F-7 engine.

The Paul P. Hastings was sold and eventually became owned by Robert Whipple of American Navigation (AmNav[12][not specific enough to verify]), a company still doing business in the Bay area.

[15][incomplete short citation] The first job for the upgraded tug was to assist the Dock Express 20, a multi-purpose vessel of Dutch registry owned by Dock-Express Shipping B.V,[16][not specific enough to verify] in laying a fiber cable off Point Arena, California.

Late in the day of Monday, January 27, 1992, the vessels were about 20 nautical miles (37 km) off the coast of California just north of Point Arena at N39°9.0', W124°10.5'.

Trouble started when a two-inch cable parted at the Sampson braid and the Terminator had to approach the Dock Express 20.

Shortly after completing her approach to 100–150 feet (30–50 m) abeam of the Dock Express 20, Terminator lost the use of the center engine.

When the vessels collided the Terminator was coming down off the crest of a swell, while the Dock Express 20 was surging upwards from another wave.

The impact created a hole, estimated at 1 to 2 feet (0.3 to 0.6 m) in diameter, in the Terminator's aft lazarette area (a storage space between decks).

All crew members entered the life raft and were picked up an hour later by the Craig Foss, a nearby tug which was diverted to assist.

About 35,000 US gallons (130,000 L) of diesel fuel onboard spilled creating a light sheen in the vicinity which dissipated in a few days without cleanup.

The Engel was built in 1945 for the Atchison, Topeka and Santa Fe Railway Company by Consolidated Steel Corporation[17] as hull number 1320.

She was powered by a three-cylinder Skinner Uniflow steam engine, 25 x 20, 1,200 ihp (890 kW) Babcock & Wilcox water tube boiler, with a 3,311 sq ft (307.6 m2) heating surface, which provided 236 psi (1.63 MPa) working pressure.

[18] On September 30, 1969 with barge traffic declining as piggy-back truck usage increased, the Santa Fe sold[11][incomplete short citation] the Engel to John K. Seaborn, a collector of old tugs and ferries.

Following decontamination, the superstructure of the Engle/Respect was removed at Bay Ship and Yacht before the rest of the hull was scrapped at a U.S. Army Corps of Engineers dock in Sausalito in early 2014.

On June 5, 1947, she was sold[11][incomplete short citation] to the Atchison, Topeka and Santa Fe Railway who renamed her the John R. Hayden.

When built the vessel was powered by a three-cylinder Skinner Uniflow steam engine, 24.5 × 20", 1,200 ihp (890 kW), supplied by two Foster-Wheeler water tube boilers, 5,460 sq ft (507 m2) heating surface, 225 psi (1.55 MPa) working pressure.

In 1967 the Santa Fe had her dieselized at the Todd Shipyard in Alameda, California with a 1,600 hp (1,200 kW) General Motors 567C EMD F-7 engine.

Machinery control function was divided between the units, each managing its own propulsion subsystem consisting of two engines, reduction gears with clutches and hydraulics for controllable-pitch propeller.

As part of an August 3, 1988 reorganization the new legal owner of the Harris Bay became United Marine Tug and Barge.

Sause Bros. soon gave the tug her current name, Titan, and repowered her with two 12-cylinder turbo EMD engines, with 3½ to 1 Lufkin gears.

[citation needed] It is currently unknown if Titan still remains today, although it is very likely that it is still laid up somewhere in Oregon, despite the fact that it does not appear to be visible anywhere along recent Google Maps imagery in Coos Bay.