in revenue during the same comparative periods due to lower utilization and average day rates because of  weaker demand for the company’s crew/utility class of vessels. The company’s internationally based  offshore tugs were responsible for approximately 15%, or $24.3 million, of the loss in revenue during fiscal  2010 as compared to fiscal 2009 due to lower utilization and average day rates and to a decrease in the  number of offshore tugs operating in the international market because of vessel sales and the seizure of  vessels by the Venezuelan government.  Increases in revenues generated by the company’s deepwater class of vessels offset some of the revenue  losses of the other vessel classes operating in the international segment. Revenues earned by the  deepwater class of vessels increased approximately 15%, or $39.5 million during fiscal 2010 as compared  to fiscal 2009, despite decreases in utilization and average day rates, due to an increase in the number of  deepwater vessels operating in the international market following the addition of newly-built deepwater  vessels to the fleet and to vessels transferring from the U.S. GOM market. Vessel revenues, utilization  percentages and average day rates by vessel class for the international segment are disclosed in the  “Vessel Class Revenues and Statistics by Segment” section of this report. Operating profit for internationally based vessels decreased approximately 42%, or $185.3 million, during  fiscal 2010 as compared to fiscal 2009, primarily due to 13% lower revenues from internationally based  vessels, a $43.7 million provision for Venezuelan operations, as disclosed in Note 10 of Notes to  Consolidated Financial Statements, and approximately 8%, or $9.2 million, higher depreciation expense.  Excluding the provision for Venezuelan operations, the company’s operating profit from internationally  based vessels decreased approximately 32%, or $141.6 million, during fiscal 2010 as compared to fiscal  2009, due to lower revenues from internationally based vessels, which were partially offset by an  approximate 5%, or $27.4 million, reduction in operating costs from internationally based vessels (primarily  crew costs, repair and maintenance and fuel, lube and supply costs). Depreciation expense associated with  internationally based vessels increased during the comparative periods because of the transfer of vessels  from the U.S. GOM to international markets and to newly-constructed vessels that were added to the  international fleet during fiscal 2010 and 2009. International crew costs were lower by approximately 5%, or $13.9 million, during fiscal 2010 as compared  to fiscal 2009, because of fewer vessels operating internationally as a result of vessels sales, stacking of  vessels, and the seizing of vessels by the Venezuelan government. Repair and maintenance costs for  internationally based vessels decreased approximately 12%, or $13.2 million, because there were fewer  drydockings performed during the same comparative periods. Fuel, lube and supply costs were lower by  approximately 13%, or $8.0 million, during the same comparative periods, due to the same reasons listed  above for lower crew costs. International vessel operating lease costs increased approximately $8.1 million, or 209%, during fiscal 2010  as compared to fiscal 2009, because of six additional vessel operating leases initiated during fiscal 2010, as  disclosed in Note 9 of Notes to Consolidated Financial Statements. United States Segment Operations . Vessel revenues from U.S.-based vessels decreased approximately  39%, or $57.3 million, during fiscal 2010 as compared to fiscal 2009, primarily due to an approximate  18 percentage point decrease in total U.S. utilization rates, which reflect the deterioration of the macroeconomic environment in the U.S. GOM market during the comparative periods. Average day rates  increased approximately 9% during the same comparative time periods, but the increase in average day  rates was insufficient to mitigate the negative effects that lower utilization rates had on U.S. segment  revenues. Higher average U.S. day rates reflect a change in the mix of vessels operating during fiscal 2010  compared to fiscal 2009. As was the case with international operations, leading edge day rates in the U.S.  segment generally declined across vessel classes; however, the impact of this decline on average day rate  statistics was mitigated by the company stacking traditional vessels. Vessel revenues also decreased during  the comparative periods because of the transfer of approximately three vessels to international markets. In response to the deteriorating U.S. GOM market conditions, the company stacked and removed from its  active fleet vessels that could not find attractive charter hire contracts. At the beginning of fiscal 2010, the  U.S. GOM had 15 stacked vessels. During fiscal 2010, the company stacked 11 additional vessels, sold five  vessels from the previously stacked vessel fleet, and returned to domestic service one vessel, resulting in a  total of 20 U.S.-based stacked vessels as of March 31, 2010. The depressed utilization rates during fiscal  -36- 