Inland Pushboat Market Report

Marcon International, Inc.
P.O. Box 1170, 9 NW Front Street, Suite 201
Coupeville, WA 98239 U.S.A.
Telephone (360) 678 8880
Fax (360) 678-8890
E Mail: info@marcon.com
http://www.marcon.com
Vessels and Barges for Sale or Charter Worldwide
May 2015
Inland Pushboat Market Report
Following is a breakdown of pushboats Marcon has available for sale worldwide. Most of these are typical U.S. inland
river units, although there are a few foreign pushboats listed from Europe, Latin America and Southeast Asia.
Horsepower Ranges
Jun 1996
Apr 1997
Jan 1998
Jan 1999
Jan 2000
Jan 2001
Feb 2002
Feb 2003
Feb 2004
Feb 2005
Feb 2006
Feb 2007
Feb 2008
Feb 2009
Feb 2010
Feb 2011
Feb 2012
Feb 2013
May 2013
Aug 2013
Nov 2013
Feb 2014
May 2014
Aug 2014
Nov 2014
Feb 2015
May 2015 – Worldwide
May 2015 – U.S.
May 2015 – Foreign
Avg. Age - Worldwide
Avg. Age – U.S.
Avg. Age – Foreign
For Charter - Worldwide
For Charter – U.S.
For Charter - Foreign
Under
1,000
75
60
66
58
73
61
48
57
39
33
26
22
20
17
33
37
31
31
29
27
32
31
30
28
27
25
28
25
3
1975
1975
1978
5
4
1
1,000 –
2,000
19
16
22
18
25
33
11
30
22
13
5
5
17
14
25
26
19
28
25
30
29
28
27
28
24
24
19
15
4
1968
1964
1982
8
5
3
Up Since Last Report
2,000 –
3,000
5
4
6
4
6
4
3
4
6
9
7
6
7
6
13
8
6
18
16
16
16
13
13
15
10
12
10
6
4
1970
1964
1977
5
1
4
3,000 –
4,000
10
12
12
8
7
7
3
14
7
7
4
4
5
4
10
6
4
8
10
9
9
6
7
7
7
6
5
5
0
1966
1966
0
0
0
0
4,000 –
5,000
7
3
2
3
3
3
0
2
1
2
1
1
5
5
6
3
1
7
8
10
9
5
5
5
6
6
4
2
2
1969
1955
1997
0
0
0
5,000 –
6,000
6,000 –
7,000
5
2
2
0
1
0
0
0
0
0
0
0
0
0
0
0
4
4
3
3
3
1
1
2
2
2
1
0
1
1981
0
1981
Over
7,000
7
0
0
1
1
2
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
4
4
0
0
0
0
0
0
0
0
0
0
128
97
110
92
116
110
65
107
75
64
43
38
54
46
87
80
69
101
96
96
99
85
83
85
76
75
67
53
14
0
0
0
18
10
8
0
0
0
0
0
0
Down Since Last Report
Not included though in the list are those vessels, which are not officially on the market, but could be developed on a private and confidential basis.
Market Overview
Of the 13,054 vessels (excluding barges) Marcon currently tracks, 704 are inland river
pushboats with 67 officially on the market for sale (53 U.S. flag and 14 foreign flag).
Five of the boats with age listed were built within the last ten years, though all five of
them were built in 2005. 35 boats are forty-five years of age or older. The oldest listed
is a 1,500HP, 80 footer built in 1939 (photo right), but rebuilt and repowered many times
since and still going strong.
www.marcon.com
Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Inland Push Boat Market Report – May 2015
Of the vessels listed for sale, CAT engines are most popular with machinery in
18 vessels. These are followed by General Motor / Detroit Diesels in 14,
Cummins in 9, EMDs in five, and seven with other engine types ranging from
Alco to Volvo. Naturally, most of the inland river pushboats Marcon has listed
for sale are located in the U.S. with 53 vessels or 79%; followed by 9 or 13% in
Europe, two in Africa and one each in Canada, the Caribbean and the
Mediterranean. Actual sale prices of all vessels and barges sold by Marcon so
far in 2015 have averaged 92.06% of asking prices, compared to 2014’s
85.65%. Average asking prices and price indications remained steady overall
since our last report, but there have been companies cutting prices to finally sell
small to medium size push boats. There remain few good listings as many
owners are enjoying good utilization and hanging onto working equipment. The
market outlook is stable. There are always a few vessels though unofficially on
the market which might be developed on a private & confidential basis, so
buyers should contact Marcon with specific requirements. Marcon also currently
has 18 inland river pushboats listed for charter - eight foreign and 10 in the U.S.
Marcon’s Market Comments
The inland river market remains steady overall. Barge rates are at historic averages. The tank barge market is
somewhat soft given crude prices hovering around $50/BBL with no clear direction. The growth over the last few years
in inland crude transport will likely decline, but by how much remains to be seen. Lower oil and gas prices will have a
mixed impact. Some niche markets such as fracking sand have fallen off, but more chemicals may be shipped. Given
the strong market and high rates in 2014, 2015 will have a tough time beating last year’s results. The sale and
purchase market for pushboats and river barges remains stable. Prices asked for older tonnage remain fairly high, but
there have been some significant price reductions to move surplus boats. It remains a good time to market medium to
older age barges and pushboats to take advantage of the current market in the US.
Grain Transportation Report
Grain Barge Rates Returning to Average Levels. Barge rates are driven by the fundamental forces of supply and
demand for barge services. They are influenced by a variety of factors, including local weather patterns, navigation
circumstances, domestic and international consumption of agricultural and industrial products, crop production, and
trade policies. Fluctuations in barge rates usually occur because higher demand for barge services increases freight
rates while lower demand decreases freight rates. This article will examine navigation circumstances as they impact
the supply and demand of barge services and the impact of the crop harvest on freight rates.
During the first half of 2015, there have been challenging
navigation conditions for grain barge shippers, especially with
periods of high river levels on the Mississippi, Illinois, Ohio,
Missouri, and Arkansas Rivers. High water conditions slowed
barge transit times and limited the size of barge tows.
However, as of May 30, year-to-date barge grain tonnages
reached 13.243 million tons, 12% higher than the 5- year
average. A large increase in tonnages occurred during late
March when weekly tonnages were consistently above
average. By this time, navigation conditions had improved
long enough to allow barge traffic to operate with fewer
interruptions. Figure 1 shows that from weeks 4 to 11, barge
rates were below the 5-year average due to a decrease in
barge demand; however, during weeks 12 to 19 (late-March
to mid-May) grain barge rates began to increase and were above the 5-year average. During that time, the average
weekly St. Louis barge rate was 326 percent of tariff ($13.01 per ton), $2.76 per ton higher than the 5- year average of
257 percent of tariff ($10.25 per ton).3 Since mid-May, barge rates have declined to average levels as demand for
barge services has slowed. As of early June, high water conditions have required the U.S. Coast Guard to restrict
south-bound tows greater than 600 feet in length and to limit transit to daylight hours in the St. Louis area. In addition,
towboats are required to have 250 horsepower for each loaded barge.
www.marcon.com
Details believed correct, not guaranteed. Offered subject to availability.
2
Marcon International, Inc.
Inland Push Boat Market Report – May 2015
As of June 2, weekly St. Louis barge rates are 250 percent of tariff ($9.98 per ton), equaling the 5-year average for
June. Barge rates may increase during June as newly harvested wheat becomes available, but significant rate
increases based upon historic trends are not likely to begin until August (week 31) as the corn and soybean harvest
begins. In the last 5 years, weekly barge rates have peaked in early October (week 39), the beginning of the most
active period of the harvest. The rates reported in the GTR are weekly spot rates (see GTR table 9) and are negotiated
for shipping grain during a specific week. The
most active period of barge shipments on a
tonnage basis is usually during November. It is
possible, however, that spot barge rates may
surge prior to the peak volume time period
because some shippers arrange to ship grain
ahead of the seasonal peak shipping month.
Barge rates may then reach equilibrium in
November, because some grain shippers
purchase barge freight in advance,
anticipating the peak volumes in November. In
addition, because parts of the Upper
Mississippi River begin to close for the winter in December, rates may be lowered so that barge operators can be
assured that the barges leave the closed area in November with a revenue-paying load. Otherwise, their barges may
be trapped in the Upper Mississippi River for the duration of the winter closure. Finally, an important factor not
mentioned is the use of contractual arrangements between barge operators and shippers for negotiated barge services
that guarantees freight rates for shippers and allows for the advanced scheduling of barges for the barge operators.
Because of their confidential nature, it is not known how the use of contract rates may change the timing of peak barge
rates. Adverse navigation circumstances, whether man-made or weather-related, have a major influence on barge
logistics. Delays due to navigation circumstances can increase costs of operating barges, but do not necessarily
increase barge freight rates as demand for barge services may weaken during navigation disruptions. High water
conditions can require barge operators to limit the size of barge tows that will then lose the benefit of larger barge
tows. In addition, larger and more powerful tow boats that use more fuel may be needed in the swifter currents
associated with high water conditions. Conversely, low water conditions require light loading of barges to avoid
grounding in shallow water resulting in the use of more barges to move the same amount of grain. Delays caused by
lock repairs can disrupt barge logistics and slow barge availability. For information on river maintenance and repair
activities by the U.S. Army Corps of Engineers, go to http://ntninotices.usace.army.mil/. Nick.Marathon@ams.usda.gov
Waterborne Commerce Statistics Center Monthly Tonnage – Internal U.S. Waters
Under U.S. law, vessel operators must report
domestic waterborne commercial movements to
the U.S. Army Corps of Engineers. May’s 53.1
million short tons of commodities carried on
internal U.S. Waterways was up 20.68% from
February’s 44.0 million tons and was higher than
May 2014’s tonnage of 49.3 million tons. May 2015
is the highest May movement since the 54.7
million recorded in May 2005. In May, 15.1 million
tons of petroleum were carried, up 12.69% from
February’s 13.4 million and up 4.86% from May
2014’s 14.4 million tons. Chemicals moved in May
were 4.9 million, an increase of 28.95% over
February’s 3.8 million and higher by 13.95% than
May 2014’s 4.6 million tons. 12.7 million tons of
Coal & Coke were hauled, 15.45% higher than
February’s 11.0 million tons and 2.42% above May
2014’s 12.4 million tons. 5.8 million tons of Farm
and Food Products shipments were lower than
February’s 6.6 million tons and lower than May
2014’s 6.0 million tons.
www.marcon.com
Details believed correct, not guaranteed. Offered subject to availability.
3
Marcon International, Inc.
Inland Push Boat Market Report – May 2015
The Freight Transportation Services Index (TSI), which is based on the amount of freight carried by the for-hire
transportation industry, rose 0.8% in May from April, seasonally-adjusted, rising after one month of decline, according
to the U.S. Department of Transportation’s Bureau of Transportation Statistics’ (BTS) Freight Transportation
Services Index (TSI) released July 9th. The May 2015 index level (122.7) was 29.6% above the April 2009 low during
the most recent recession. The level of freight shipments in May measured by the Freight TSI (122.7) was 0.5% below
the all-time high level of 123.3 in November 2014. The April index was revised to 121.7 from 120.4 in last month’s
release but remains below the March index. The indexes for December through March were also revised up slightly.
The Freight TSI measures the month-to-month changes in freight shipments by mode of transportation in tons and tonmiles, which are combined into one index. The index measures the output of the for-hire freight transportation industry
and consists of data from for-hire trucking, rail, inland
waterways, pipelines and air freight. There was a large increase
in trucking, reversing an April decline. Waterborne also rose
along with a smaller increase in pipeline. These increases
outweighed declines in air freight, rail carloads, and rail
intermodal to produce the 0.8% rise in the overall freight index in
May. Personal income and employment increased in May, even
as the Federal Reserve Board Industrial Production index and,
manufacturers’ shipments declined. Revised data indicates that
GDP declined in the first quarter of 2015, when the growth of the
freight TSI slowed. In May, the Freight TSI returned to its March
level. Since peaking in November 2014, the index has
alternated months of increases and decreases that left it still
near the all-time high but 0.5% lower than in November, and at
the same level as in January 2015. After dipping to 94.6 in April 2009, the index rose 29.6% in the succeeding 73
months. Freight shipments in May 2015 (122.7) were 29.6% higher than the recent low in April 2009 during the
recession (94.6). The May 2015 level was 0.5% below the historic peak reached in November 2014 (123.3). Freight
shipments measured by the index were virtually unchanged in May compared to the end of 2014. Freight shipments
are up 15.4% in the five years from the post-recession level of May 2010 and are up 9.2% in the 10 years from May
2005. May 2015 freight shipments were up 1.7% from May 2014.
According to the Lake Carriers’ Association, U.S.-flag Great Lakes freighters (lakers) moved
10.8 million tons of dry-bulk cargo in May, their highest total for that month since 2008. The
surge is at least partially attributable to the fact that no ice delays were experienced this May.
Comparisons with May 2014 illustrate how ice slowed shipping a year ago. Iron ore cargos were
up more than 17%, but that increase somewhat reflects that in May 2014 three 1,000-foot long
lakers were collectively out of service to repair ice damage for 65 days. The nearly 14% increase
in limestone cargos is in part because the lower horsepower lakers in the short-haul stone trade
did not have to contend with ice this May. Year-to-date, U.S.-flag cargos stand at
21.3 million tons, an increase of 28.5% over the glacial conditions that prevailed
during much of the first five months of 2014. Compared to the 5-year average for
the January-May timeframe, shipments in U.S. bottoms are actually down 3%, and
that decrease reflects the ice-related delays experienced between January 1 and
late April of this year. Lake Carriers’ Association represents 16 American
companies that operate 56 U.S.-flag vessels on the Great Lakes and carry the raw
materials that drive the nation’s economy: iron ore and fluxstone for the steel
industry, aggregate and cement for the construction industry, coal for power
generation, as well as salt, sand and grain. Collectively, these vessels can
transport more than 115 million tons of cargo per year.
Great Lakes St. Lawrence Seaway System’s year-to-date as of June 2015 cargo for
Montreal / Lake Ontario and the Welland Canal was 10,416 thousand tons, down 8.44%
from same time period 2014 with coal (-32.95%), all grain (-12.61%), iron ore (-11.87%)
and liquid bulk (-6.83%) down. General cargo was up slightly .94% to 886 thousand tons
from 878 thousand tons. Dry bulk was also up, but at a stronger 7.50% to 2,992 from
2,783 thousand tons. Total transits were down 4.92% from 1,200 to 1,141 for the first six
months of the year.
www.marcon.com
Details believed correct, not guaranteed. Offered subject to availability.
4
Marcon International, Inc.
Inland Push Boat Market Report – May 2015
Bunker Prices Worldwide
In April, prices slightly rebounded in Rotterdam
and Singapore, but the gains were closely
countered by declines in Fujairah and Houston.
In May, we saw increases in all areas. Fujairah,
historically less volatile than other areas,
reported a very modest increase for the first time
since July 2014 as it rose 0.68% to May’s
average US$ 737.00/mt from April’s average
US$ 732.00/mt. In the U.S., Houston increased
6.20% to US$ 651.00/mt from US$ 613.00/mt.
Rotterdam increased 7.96% to US$ 583.50/mt
from US$ 540.50/mt and Singapore rose by
6.89% to US$ 589.50/mt from US$ 551.50/mt.
In the United States, Kirby Corporation’s
average 249 towboats operating with their 905
inland tank barges on inland waterways of the
U.S. average cost per gallon for fuel consumed
during first quarter 2015 was US$ 2.06 per U.S.
gallon compared to US$ 2.83/gallon for fourth quarter 2014 and US$ 3.13/gallon during the comparable first quarter of
2014. During first quarter 2015, Kirby’s inland tank barge utilization remained in the 90 – 95% range. Customers did
return some barges moving crude oil and condensate during the quarter; however, most of the returned barges were
put to work elsewhere in Kirby's system. The industry did see some reduced utilization and some degree of negative
pressure on both spot and contract rates. Inland marine operating conditions presented challenges during the quarter
with heavy ice on the Illinois and Upper Ohio Rivers and heavy fog on the Gulf Coast.
The constant fluctuation in fuel prices on the West Coast continues to frustrate drivers and vessel operators alike.
February’s increases of 24.02% to 27.09%, March’s decreases of 11.38% to 13.05% and April’s increases of 18.5 22.9% have now been followed by a mild smoothing out of increases in most areas reported in May. Reviewing OPIS
th
contract average weekly prices of ultra-low sulphur diesel for the week ending 29
st
May compared to the week ending 1 May we saw Seattle increase by 5.38% to
US$ 2.43 per gallon from US$ 2.30. Fuel in Portland, Oregon matched Seattle’s at
US$ 2.43/gal (US$ 2.31/gal), a 5.08% jump. Diesel in San Francisco declined a
modest 3.51% to US$ 2.34/gal from the US$ 2.42/gal average paid the end of April
and Los Angeles / Long Beach / El Segundo grew a marginal 0.86% to US$
2.21/gal from US$ 2.27/gal. Usually we see increases after Memorial Day weekend
and as we move closer to summer with schools getting out and vacations starting.
However this year, the first week of June saw decreases in all areas reported on the
West Coast, with Seattle and Portland both at US$ 2.35, San Francisco US$ 2.23
and Los Angeles / Long Beach / El Segundo at US$ 2.21.
According to the Paris-based, International Energy Agency’s
“Oil Market Report”, product market strength and rising tension
throughout the Mid-East supported global crude oil prices in May
and through early June. At the time of writing, ICE Brent was
trading at around $65.95/bbl, while US WTI was at $61.50/bbl.
Global oil supplies fell by 155 kb/d in May to 96 mb/d on lower nonOPEC output, but remained at a steep 3.0 mb/d above last year.
Annual growth slowed marginally from March and April and
remained roughly split between non-OPEC and OPEC countries.
Forecast of non-OPEC supply growth for 2015 has been raised to
1 mb/d. OPEC supply in May edged up 50 kb/d to 31.33 mb/d, the
highest since August 2012. Saudi Arabia, Iraq and UAE pumped at
record monthly rates to keep output over 1 mb/d above OPEC's
official supply target for a third month running. Oil ministers agreed
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Details believed correct, not guaranteed. Offered subject to availability.
5
Marcon International, Inc.
Inland Push Boat Market Report – May 2015
to maintain that target. The estimate of global demand growth has been revised up to 1.7 mb/d for 1Q15 and 1.4 mb/d
for 2015 as a whole. Momentum is expected to ease somewhat in 2H15, assuming a return to normal weather
conditions and given a recent partial recovery in oil prices. Global refinery crude runs reached an estimated 77.9 mb/d
in April, 0.3 mb/d lower than March, and 1.7 mb/d above a year earlier. Delayed new capacity of 1.5 mb/d in nonOECD regions lifted product cracks and OECD refining utilisation rates, and caused backwardation to re-appear in oil
products markets. OECD industry oil stocks built by a steep 38.0 mb in April, to stand 147 mb above average levels,
as refined-product stocks moved to their widest surplus in over four years. Preliminary data indicate that OECD
inventories added a further 12.6 mb in May although US crude stocks posted their first draw in nine months.
Per the latest U.S. Energy Information Administration’s “Short-Term
Energy Outlook”, North Sea Brent crude oil spot prices increased by
almost $5/b in May to a monthly average of $64/b, the highest monthly
average for Brent so far this year. Several factors put upward pressure
on crude oil prices in May. These factors included indications that global
oil demand growth is accelerating, evidence that U.S. tight oil production
could decline in the coming months, and the growing risk of unplanned
supply outages in the Mid-East and North Africa. As of May 29,
according to Baker Hughes, the number of rigs drilling for crude oil in
the United States had fallen for 25 consecutive weeks and was 60%
below its peak in October 2014. Brent crude oil prices increased despite
estimated increases in global oil inventories, which rose in May by more than 2.0 million b/d for the third consecutive
month, compared with an average build of 1.0 million b/d in March through May of last year. Inventory builds are
projected to moderate in the coming months, but are expected to remain high compared with previous years. The
monthly average WTI crude oil spot price increased to an average of $59/b in May, up $5/b from April. After increasing
for 20 consecutive weeks to a record 62.2 million barrels on April 17, crude oil inventories at Cushing, Oklahoma, have
since fallen for six consecutive weeks by a total of 3.2 million barrels. Along with falling Cushing inventories, increasing
U.S. refinery runs and production outages in Canada put upward pressure on the price of WTI crude.
Shipyard News & Newbuildings
st
Following is a list of the 28 pushboats and towboats delivered year-to-date as of May 31 , 2015 from U.S. shipyards
per Colton Co. 2014 saw the delivery of 101 boats.
O.N.
1243635
1260628
1258564
1260302
1260379
1254677
1257962
1259982
1259131
1243636
1258228
1255186
1259133
1258712
1256158
1256433
1258726
1259305
1258264
1258192
1258846
1258454
1252432
1258562
1258033
1255184
1257590
1256311
Name
Rex Dobson
Sturgeon
Lynne
Molly Patricia
Higman Tradition
Independence
Bill Seymour
Lois Marie
Carolyn Lampley
Capt. Rodney Adams
Michelle Sloan
Henry Cenac
L Avery
Meg Kennedy Moore
Margaret Ann
Chip Stiebing
American Hero
Can Do II
Panther
Ashley Danielson
Becky S
Brianna Elizabeth
Delfred Romero
Texian
Michelle Golding
Genie Cenac
Kate Golding
Elizabeth M. Robinson
2015 Deliveries of Pushboats / Towboats Sorted by Owner/Operator
Builder
Owner/Operator
Type of Vessel
New Generation SB
New Generation Tptn.
2,000HP Towboat
Sisco Marine
Tappan Zee Constructors
Pushboat
Eymard Marine
Eymard Towing
2,000HP Towboat
Conrad Shipyard
Genesis Marine
3,150HP Towboat
Hope Services
Maryland Marine
2,000HP Towboat
Eymard Marine
Progressive Barge Line
2,000HP Towboat
Eastern Shipbuilding
Florida Marine
2,000HP Towboat
Inland Boat Works
Crosby Tugs
Pushboat
Serodino
Hunter Marine
2,000HP Towboat
New Generation SB
Blessey Marine
2,000HP Towboat
Diversified Marine
Brusco Tug & Barge
4,000HP Towboat
Intracoastal Iron Works
Cenac Marine
2,000HP Towboat
Sneed Shipbuilding
NGL Marine
2,600HP Towboat
Verret Shipyard
Blessey Marine
1,350HP Towboat
Nichols Boat
Magnolia Marine
3,000HP Towboat
Horizon SB
Florida Marine
5,000HP Towboat
Steiner Construction
American Comm. Lines
2,000HP Towboat
Fairhaven Shipyard
Bay Fuels
Pushboat
Serodino
1,200HP Towboat
John Bludworth SY
Genesis Marine
2,600HP Towboat
Main Iron Works
Bisso Towboat
2,000HP Towboat
Main Iron Works
2,000HP Towboat
Sneed Shipbuilding
Enterprise Marine
2,600HP Towboat
Hope Services
Maryland Marine
2,000HP Towboat
Sneed Shipbuilding
Golding Barge Line
2,600HP Towboat
Intracoastal Iron Works
Cenac Marine
2,000HP Towboat
Marine Builders
Golding Barge Line
2,600HP Towboat
John Bludworth SY
Genesis Marine
2,600HP Towboat
www.marcon.com
Details believed correct, not guaranteed. Offered subject to availability.
GT
189
11
181
293
177
222
291
19
72
189
175
99
299
185
344
236
239
11
82
372
198
231
294
177
299
98
160
372
Date
29-May-15
28-May-15
19-May-15
19-May-15
13-May-15
06-May-15
29-Apr-15
28-Apr-15
10-Apr-15
09-Apr-15
06-Apr-15
06-Apr-15
03-Apr-15
03-Apr-15
01-Apr-15
31-Mar-15
27-Mar-15
26-Mar-15
26-Mar-15
18-Mar-15
10-Mar-15
10-Mar-15
04-Mar-15
12-Feb-15
12-Feb-15
11-Feb-15
10-Feb-15
20-Jan-15
6
Marcon International, Inc.
Inland Push Boat Market Report – May 2015
Over that past 15 to 20 years there has been a revolution in US ship docking tugs.
Larger container ships and tankers made obsolete the conventional single and twin
propeller tugs that could serve either line haul or ship docking functions. Pilots and
insurers wanted modern technology that, more often than not, meant stern mounted
azimuthing Z-drives. This revolution eventually includes ship docking on the
Mississippi around the Port of New Orleans. But mixed in with the ship moorings and
piers, were the fleets, where loaded barges from up river were exchanged for
empties or loaded to go back up river. When big tows of 30 to 40 barges come down
river, they have barges bound for different customers to be dropped off at various
fleets that line the 100 miles of the river between Baton Rouge and New Orleans and
beyond. A typical Mississippi barge is 195 by 35 feet and carries 1,500 ton cargos of
grains, coal or other bulk cargos. A big tow coming down the river below Baton
Rouge is like a floating island being guided in the river current by an 8 – 10,000HP
line-haul boat. The captain of the line-haul boat works with fleet boats to hold up on
the river while the fleet boat takes individual barges off the tow and moves them to
the fleet along the riverbank. At the same time the fleeting boat may also add barges
from the fleet to the tow. When the river is in freshet this all has to be completed with
some dispatch. The greatest challenge for the fleet boat operator is when laying a
barge onto the upriver end of the fleet. In this maneuver there exists the very real,
and not infrequent, danger of getting broadside to the upstream rake of a barge bow
and being swept underwater by the force of the river current.
Typical fleeting boats are 800 to 1,500HP and in the 60-foot range. This year,
by introducing the first azimuthing Z-drive fleeting boat to the river, the Carline
Companies brought the modern concept of ship docking tugs to this previously
neglected class of vessel. Their new 68 by 34-foot fleeting boat, the “USS
Cairo”, is setting the standard, not only for safety, but for efficient barge fleeting
on the lower Mississippi. While safety when down-streaming barges was the
prime motivation for Carline to have this boat designed by Christian Townsend
of CT Marine, there are also gains in efficiency. As operators of harbor tugs
have long been aware, the Z-drive can deliver full thrust in any direction almost
instantly, whereas the conventional rudder set aft of the propeller and even the
flanking rudders set ahead of the rudder as is the practice on many inland river
towboats, will sacrifice time and power by the inefficient nature of the conventional drive and rudder system. While the
Z-drive tugs handling ocean class ships are typically in the 5,000HP range, the demands of fleeting 200-foot barges
are more modest. For power on the “USS Cairo”, Carline choose a pair of six-cylinder, Tier 3, Cummins QSK19 750HP
(Heavy Duty) mains turning into Thrustmaster TH750MZ Z-drives with 57-inch propellers in Nozzles. A pair of
Cummins 6BTA-powered 85kW generators meets the towboat’s electrical needs. In keeping with CT Marine’s recently
designed conventional towboats, the “USS Cairo” has a high visibility octagonal-shaped wheelhouse providing
additional operator ease and safety. An elevated foredeck provides safer access to empty barges for the deckhands.
(Article courtesy of Cummins Hotips#767 May 2015. Photo courtesy of Carline Industries.)
Horizon Shipbuilding, Inc. is proud to announce the March 2015
delivery of another 80’ Inland River Towboat, the M/V “Chip Stiebing”, to
Florida Marine Transporters of Mandeville, LA. This is the second 80’
towboat of the three vessel contract with FMT. Horizon Shipbuilding, Inc.,
a Bayou La Batre, Alabama shipyard has delivered several 140’ and 120’
inland river towboats over the eight year relationship with Florida Marine
Transporters. The Project Manager for the construction of the M/V “Chip
Stiebing”, Mike Sims, has now delivered two of the three 80’ vessels ontime for Horizon Shipbuilding and Florida Marine Transporters. Horizon
would like to acknowledge the work and commitment for the design of the
vessels to Jeff Brumfield and Rusty Zeller of FMT, John Gilbert & Associates and Horizon’s design team. The contract
for three 80’-0” x 33’-0” x 10’-6” twin propeller towboats was awarded to Horizon in 2013. The 2,100HP M/V “Chip
Stiebing” is used for Intracoastal Waterways and Inland Rivers Operations. The towboat is powered by Caterpillar
3508C, rated 1,050HP at 1,600RPM, diesel engines. The reduction gears are Twin Disc MG 540 reduction gears.
Three John Deere 4045 99kW, 208V AC, 60Hz, diesel generators are installed for electrical power.
www.marcon.com
Details believed correct, not guaranteed. Offered subject to availability.
7
Marcon International, Inc.
Inland Push Boat Market Report – May 2015
Featured Listings For Sale Direct from Owners
File: TP27100 Push Boat: 100.0' loa x 30.0' beam x 8.4' depth. Built in 1958 by Superior
Boat Works; Greenville. Rebuilt: 2006. U.S. flag. GRT: 292. FO: 34,954g. FW: 18,000g.
Main Engines: 2 x EMD 12-645C total 2,400BHP. Last Overhauled: 2009. 70" x 63" props.
Genset(s): 2 - 100kW. 8 berths. Shallow draft. Two steering & four flanking rudders.
Height of eye 30’. Replaced wheels, rudders, bushings, shafts July 2006. U.S. Coast
Guard sticker exp. 2015. P&S main engines both overhauled 07/2009. Cold stacked since
08/2014 with machinery ran weekly. Hull reportedly good condition. U.S. Gulf Coast.
File: TP18092 Push Boat: 90.0' loa x 28.0' beam x 10.5' depth x 7.00' light draft x 9.00' loaded
draft. Built in 1969 by Jeffboat Inc, Jeffersonville, IN. Rebuilt: 2012. U.S. flag. GRT: 222. Class:
UTV Inspection done. FO: 28,278g. FW: 5,000g. Winch: 2 - 40T electric make-up. Main Engines:
2 x CAT 3512 total 2,400BHP. 2 - 75' x 56' 4-blade SS FP prop(s) on 3" shaft(s). Repowered
2002. Tier 1. Consumption: 1,700gpd @ 98% MCR. Speed about 8-12kn on 1,700gpd.
Genset(s): 2 - 99kW / John Deere. Quarters: 5. Air Conditioned. Three deck inland river
pushboat. Eye level 38'. Two steering & two flanking rudders. Max tow size 12,000 DWT. Originally built 1969, but
repowered in 2002 and refurbished / overhauled in 2012. Working, but can be developed for sale. U.S. Gulf Coast.
File: TP10041 Push Boat: 45.0' loa x 19.1' beam x 7.2' depth. Built in 1968 by Main Iron Works
Inc. U.S. flag. GRT: 48. Main Engines: 2 x CAT C12 total 800BHP. Repowered 2006. Although
not officially on market, we may be able to develop for sale out of competition. U.S. Gulf Coast.
File: TP06868 Push Boat: 68.0' loa x 24.0' beam x 7.3' depth. Built in 1972 by C.J.
Langenfelder & Son, USA. U.S. flag. GRT: 84. FO: 10,700g. FW: 5,000g. Winch: 2 - 40T
manual Nabrico. Main Engines: 2 x GM 8V71 total 680BHP. FP 52" x 38" 4-blade SS
prop(s). Genset(s): 1 - 40kW / GM4-71; 1 - 30kW / Northern Lights r. Quarters: 4 (2
staterooms). AirCon. Lugger type. Converted landing craft with push knees forward. Air draft
34' (24' with mast down). Includes new bilge system, pump & manifold, new fenders bow &
stern, starboard gen removed dipped & baked. Stored out of water and available for prompt
sale. Price reduced. Keen seller. U.S. Northwest. $160,000.
File: TP06047 Push Boat: 50.0' loa x 18.6' beam x 7.2' depth. Built in 1978 by Rysco Shipyard
Inc. U.S. flag. GRT: 49. Main Engines: 2 x GM 8V71 total 460BHP. Although not officially on
the market, we may be able to develop for sale out of competition. U.S. Gulf Coast.
File: TP04035 Push Boat: 36.0' loa x 13.3' beam x 4.7' depth. Built in 1966 by William Ed
Jackson. U.S. flag. GRT: 15. Main Engines: 2 totaling 400BHP. Although not officially on the
market, we may be able to develop for sale out of competition. U.S. Gulf Coast.
File: TP04033 Push Boat: 35.0' loa x 12.2' beam x 5.3' depth. Built in 1960 by Breaux's Bay
Craft Inc. U.S. flag. GRT: 14. Main Engines: 2 totaling 400BHP. Although not officially on the market, we may be able
to develop for sale out of competition. U.S. Gulf Coast.
File: TP02051 Push Boat: 50.0' loa x 17.9' beam x 4.7' depth. Built in 1953 by Siracusa's Shipyard; LA. U.S. flag.
GRT: 42. FO: 800g. FW: 400g. Winch: 5T BR deck. Main Engine: 1 x GM 6-71 total 165BHP. 3" shaft(s). Pump(s):
Diesel fuel & water transfer. Genset(s): 1 - 20kW / GM2-71 220vAC. Quarters: 2 crew. Open deck. 18' eye level. No
electronics. Lugger style pushboat with two story house aft and push knees forward. U.S. Gulf Coast.
File: HB29546 Hopper Barge – Inland (Two Available): 295.3' loa x 46.6' beam
x 13.8' depth x 10.50' loaded draft. Built in 2011 by Industrias Astivik S.Ab.
Foreign flag. GRT: 1,617. NRT: 814. Class: Formerly ABS Barge Intra-Coastal
Waterway Service. No longer classed or loadlined. Dwt: 2,800mt. Light Displ.:
652T. Hold Capacity: 2,330.5m3. 1 hold. 2 open hold hopper barges originally
built for coal trade. Capacity abt. 2,330.5m3 below main deck plus abt. 1,311.5mt
piled in open coaming. Double bottom. South America.
www.marcon.com
Details believed correct, not guaranteed. Offered subject to availability.
8
Marcon International, Inc.
Inland Push Boat Market Report – May 2015
File: HB26053 Hopper Barge – Inland: 260.0' loa x 52.5' beam x 12.0' depth. Built in 1982
by Bergeron Shipyard; Braithwaite, LA. U.S. flag. GRT/NRT: 1,375. Dwt: 4,055T. Light
Displacement: 586T. Bulkheads: 2 Long/ 6 Trav. Hold Capacity: 127,660ft3. Bow Rake,
Square Stern Hopper size 224.6 x 39. 4ft Bin walls. U.S. Northeast.
File: HB25067 Hopper Barge – Inland: 250.0' loa x 52.5' beam x 12.0' depth x
11.60' loaded draft. Built in 1982 by Bergeron Shipyard; Braithwaite, LA. U.S.
flag. GRT/NRT: 1,375. Dwt: 3,000T. Light Displ.: 586T. Bulkheads: 2 Long/ 6
Trav. Hold Capacity: 127,660ft3. Bow Rake, Square Stern. Hopper size 224.6’
x 39’. 4ft Bin walls. U.S. Northeast.
File: TB21440 Double Hull Tank Barge – Inland: 248.1' loa x 51.2' beam x
14.3' depth x 12.10' loaded draft. Built in 2006. Foreign flag. Class: Panama
Loadline / Certification. Dwt: 3,350st. Light Displ.: 650st. Rake(s): Single.
Bulkheads: 1 long'l / 5 transv. Capacity: 21,440bbl. Tanks: 12. BW: None.
Pumps: 2 10" LS-16GM-3 deep well / GM12V71 @ 200Tph. Fully IMO II /
MARPOL / OPA-90 compliant. Originally heavily built to ABS Loadline as hopper
barge and converted to current configuration by Owner's shipyard. Coated void
spaces. Very good for bunkering service in coastal and protected waters. Small scale drawing & recent photos of
tanks, deck layout and piping / pumping on request. Currently working inland waters hauling diesel. Caribbean.
File: TB10500 Tank Barge – Inland: 174.0' loa x 35.0' beam x 12.6' depth. Built in
1983 by SouthWest Marine. U.S. flag. GRT: 585. NRT: 450. Class: Last DD August
2012. Rake(s): Double. Capacity: 10,500bbl. 500lb. anchor(s). Single skin bunker
barge. 2012 survey available on request. U.S. West Coast.
File: TB07140 Tank Barge – Inland: 140.0' loa x 35.0' beam x 10.0' depth.
Built in 1966 by Todd Shipyards; Houston, TX. U.S. flag. GRT/NRT: 439.
Rake(s): Double. Capacity: 7,000bbl. Tanks: 6. FO: 105,000g. BW:
200,000g. Pumps: 1 - 6"/GM4-71 Gorman Rupp deepwell. Single skin. Exocean combo water/diesel barge. Potable water tanks coated with Texaco H.
Bottom approx. 5/16"-3/8". Good candidate for deck barge. U.S. Gulf Coast.
See our website at www.marcon.com for the most recent inland river pushboat and barge listings. Call if you
do not see what you are looking for. Many other boats are listed on a non-published basis.
We are interested in receiving information on any vessels surplus to your requirements that may be available for sale or charter on either a published or private and
confidential basis. We are also interested in receiving press releases, news and comments about the industry on a regular basis for our market reports.
www.marcon.com
Details believed correct, not guaranteed. Offered subject to availability.
9