August 2010 - Marcon International, Inc.

Transcription

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
August 2010
Tug Market Report
Following is a breakdown of available anchor handling coastal, ocean and harbor tugs. Separate reports available on
inland river pushboats and anchor handling tug supply vessels.
Horsepower
Mar 1996
Jan 1997
Jan 1998
Jan 1999
Jan 2000
Jan 2001
Jan 2002
Jan 2003
Jan 2004
Jan 2005
Jan 2006
Jan 2007
Jan 2008
Jan 2009
Aug 2009
Nov 2009
Feb 2010
May 2010
Aug 2010- Worldwide
Aug 2010 - U.S.
Aug 2010 - Foreign
Avg. Age - Worldwide
Avg. Age - U.S.
Avg. Age - Foreign
Charter - Worldwide
Charter - U.S.
Charter - Foreign
Under
1,000 –
2,000 –
3,000 –
4,000 –
5,000 –
6,000 -
7,000 –
8,000 –
9,000
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
9,000
Plus
4
5
5
5
7
8
6
6
12
9
8
7
1
2
3
3
3
7
8
0
8
1981
1981
13
0
13
4
2
2
1
2
2
4
5
3
2
1
0
1
3
4
4
4
3
3
2
1
1962
1958
1970
14
0
14
199
178
139
174
161
138
117
152
117
117
97
77
73
73
77
68
74
71
61
25
36
1971
1963
1976
20
4
16
163
59
65
159
83
65
142
72
46
143
83
81
145
72
62
133
81
72
134
85
67
176
96
71
140
77
67
141
71
69
125
90
66
114
97
68
118
105
58
94
95
76
122
109
102
128
110
116
136
121
125
129
127
148
107
117
143
36
30
28
71
87
115
1973
1979
1990
1962
1965
1969
1979
1985
1996
35
63
69
3
9
8
32
54
61
Up Since Last Report
18
19
14
35
27
34
38
40
29
28
21
25
19
29
43
44
47
63
60
12
48
1991
1981
1994
34
4
30
7
8
7
6
9
5
9
6
6
10
2
5
15
3
4
20
5
7
22
2
5
21
2
4
21
1
5
21
1
11
16
5
6
10
5
4
13
2
7
19
6
5
27
7
5
31
7
9
36
9
7
41
11
8
39
9
7
4
2
1
35
7
6
1998
1986
1985
1971
1986
1976
2001
1986
1987
25
4
21
2
0
10
23
4
11
Down Since Last Report
Total
550
532
432
536
498
500
480
573
472
470
435
407
397
402
499
520
562
608
554
140
414
298
40
258
Market Overview
Of the 10,135 vessels and 3,529 barges that Marcon currently tracks, 3,923 are tugs with 554 currently officially on the
market for sale worldwide, down 8.88% since May 2010. Of the tugs for sale, 41.55% of foreign and 96.43% of U.S.
tugboats are direct from Owners. 145 or 26.17% of the tugs worldwide, primarily foreign flagged, were built within the
last ten years, are newbuilding re-sales or currently under construction – compared to 26.81% at the last report. 61
(11.0%) are over fifty years of age and 3 tugs are 75 years of age or older. 24 have no age listed. The oldest tug
Marcon currently has listed is a 80’, 1,200HP single screw tug located on the U.S. Great Lakes, which was built in
1924. This is balanced by 50 newbuildings up to 7,000HP range scheduled for delivery in 2010 and 2011.
www.marcon.com
Details believed correct, not guaranteed. Offered subject to availability.
1
Tug Boat Market Report – August 2010
The majority of the tugs Marcon tracks for sale are in the U.S. with
131 tugs officially on the market, closely followed by Europe with
105 tugs, 89 in Southeast Asia, 72 in the Far East, 38 in the
Mediterranean, 35 “by arrangement”, 32 in the Mid East, 23 in the
Caribbean, 12 in Canada, 8 in Africa, 6 in Latin America and 3 in the
South Pacific. CAT diesels still power the most tugs with machinery
in 110 or 21% of the tugs Marcon lists for sale, where the engine
type is known. This is followed by 60 Cummins powered, 50 EMD
and 28 General Motors / Detroit Diesel powered tugs. Niigata leads
foreign manufacturers powering 50 tugs, followed by 33 Yanmar
and 22 each Deutz and Ruston powered tugs. 160 tugs are
powered by machinery from various other manufacturers worldwide
ranging from ABC to Wichmann. Conventional single and twin
screw tugs are still the most prevalent with 293 twin and 128 single
screw for sale worldwide. One tug is triple screw, 110 azimuthing
and 22 are Voith Schneider tractors.
TUG ENGINE TYPES
Deutz
GM 4%
Ruston
4%
5%
Other
31%
Yanmar
6%
Niigata
9%
EMD
9%
Cummins
11%
CAT
21%
th
Tugs Listed For Sale by Marcon International, Inc.
700
600
500
400
300
200
100
Foreign
US
Mar-10
Mar-09
Mar-08
Mar-07
Mar-06
Mar-05
Mar-04
Mar-03
Mar-02
Mar-01
Mar-00
Mar-99
Mar-98
Mar-97
Mar-96
0
Mar-95
The number of tugs officially listed for sale as of 4 August when
we printed out the data for this report decreased with 54 fewer
tugs listed for sale worldwide since May 2010 with foreign tugs
decreasing by 49 and domestic tugs down by five tugs. In our
last market report, I indicated that my “gut-feeling” was that we
were approaching a peak number of tugs on the market for sale
th
worldwide. By 9 August, some tugs had been sold or otherwise
dropped off the S&P market and as always a few more became
available with 563 available as I am writing this. I still believe that
we have hit a plateau in the number of tugs on the market and
could bounce around at this level for at least the next year. The
majority of tugs for sale are those in the 3-4,000BHP range with
143 available, followed by 117 2,000-3,000HP boats and 107
1,000-2,000HP tugs.
Total
I almost don’t know what to say about so-called “average” sale prices because the four tugs we have sold so far this
year are almost as far from “average” as they could possibly be. All I can say is that good quality, modern equipment
seems to be holding its value, although the premium paid two and three years ago is only a happy memory. Older
conventional equipment is a hard sell – unless there is
Marcon Average Age & Price Per BHP
something unique about the vessel and it happens to
$800
40
find an open niche in the market, or the tug or barge is
$700
35
the absolutely “right” piece of equipment in just the
$600
30
“right” place at the “right” time. These situations
$500
25
though are few and far between and cannot be
$400
20
counted upon – especially when asked to do an
$300
15
appraisal. Owners lately seem to be somewhat
$200
10
disappointed when they ask for our idea of the Fair
$100
5
Market Value on a specific tug or barge and we give
$0
0
them what they previously would have considered to
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
be an Orderly Liquidation Value.
Average Age
Actual Sales Price / BHP
www.marcon.com
2
Recent Marcon Tug & Barge Sales & Charters
Marcon has sold or chartered 26 vessels and barges to-date in 2010 and expects to finally be able to report additional
sales within the next 30 days.
P&O Maritime has purchased the two ASD FiFi-1 escort tugs
"Dihecisiete" and "Vehintiuno" from Remolques Unidos S.A. of
Santander, Spain. The Bureau Veritas I 3/3 Deep Sea classed tugs were
built in 2005 and 2008 respectively by Astilleros Armon, S.A. of Navia,
Spain. The 5,000BHP, 31.5m x 11.2m x 5.4m depth "Dihecisiete" is
powered by a pair of CAT 3516Bs and Schottel SRP 1515 CP props
providing a certified bollard pull of 70.26 tonnes. The 5,500BHP
(4,000kW) 31.5m x 11.2m x 5.4m depth "Vehintiuno" is powered by a
pair of MTU 16V4000M70 diesels and Schottel SRP 1515 CP 2,600mm
props producing a certified bollard pull of 75.2 tonnes. Both tugs were
specially designed to perform deep sea towage, escort services and
harbor / terminal operations with a maximum effectiveness and simple
handling. Both tugs are fitted with bow thrusters. Towing gear consists of
fore & aft electro-hydraulic tow winches capable of fast rendering, 5T
capstans, line winches, stern roller, 75 tonne tow hook and hydraulic, bridge
controlled tow pins. Firefighting is provided by a Kvaerner 2,700m3/h pump,
two 1,200m3/h water/foam remotely controlled monitors and water spray.
"Dihecisiete" is being renamed after the Pharaoh of ancient Egypt
"Ahmose" (born of the moon-god) and "Vehintiuno" renamed "Ramses"
(born of the sun-god). Mssrs. Tradex S.A. (Shipbrokers) of Zarautz, Spain
represented the Sellers and Marcon International, Inc. of Coupeville, WA
represented the Buyers in the transaction.
Marcon International Inc. is pleased to announce the sale of two
8,200dwt newbuilding ocean deck barges “en-bloc” from Taizhou
Sanfu Ship Engineering, Ltd. of China to Latin American buyers on
private terms. The sister barges were classed ABS +A1 Barge,
Unrestricted Service and built with a 12mm side shell and 16mm
bottom and deck plate. Uniform deck load is 15mt/m2. The 300’
(91.5m) x 90’ (27.46m) x 18’ (5.50m) barges are now bound for
Latin America in a tandem “tow of opportunity” also brokered by
Marcon International using a 4,400BHP newbuilding foreign tug.
This sale represents the third and fourth new barges which Marcon
has sold from the yard as sole broker. Over the years Marcon has
sold over a dozen vessels and barges to the barge Buyers.
Two 180,000bbl, 24,600dwt ocean tug / tank barge units were sold on private and
confidential terms for overseas service. The 471’ x 84.0’ x 31.6’ depth single hull
barges were fitted with a 45’ deep notch and an Intercon system linking to 128’ x
36’ x 22.5’ depth, 5,750BHP ATB tugs with a 51’ height of eye upper pilothouse.
The ABS +A1 classed tugs are powered by twin EMD 16-645E7Bs coupled to a
single 12.5’ diameter variable pitch prop in a steering kort nozzle. This was the
second time Marcon has been involved in the sale of these two tug / barge units.
www.marcon.com
3
Once Again – A Record Number of Tugs Worldwide
Worldwide number of tugs once again hit a record. While information in Lloyd’s Register only covers
“sea-going” vessels over 100 GRT, there are many tugs either under that tonnage or in inland service.
th
According to Lloyd’s, as of August 4 , 2010, there were 14,304 “sea-going” tugs over 100GRT worldwide,
up from 13,769 in August 2009. Total horsepower is 37,540,577BHP. Even taking
into account flags of convenience, the largest national fleet of tugs over 100GRT
sails under Indonesian flag, with the U.S. still in first place as far as horsepower.
The U.S. operates 1,517 “sea-going” tugs over 100GRT, or 10.61% of the world market,
totaling 4,826,702BHP (12.86% global BHP). Average age of tugs worldwide is 21 years with
the U.S. flag “sea-going” fleet at 33 years. Registry with the youngest fleet is the British Virgin
Islands with seven 2009/10 built tugs from 5-8,000HP. I believe that we are close to a plateau
on the number of tugs worldwide, while total horsepower is expected to continue its rise.
Worldwide Existing Tugs By Age Group
4%
19%
45%
32%
<25 years
25+ years
35+ years
50+ years
Top 50 “Sea-Going” Tug Fleets By Units As Of August 2010 According to Lloyd’s Register
Flag
Worldwide
United States Of America
Indonesia
Japan
Singapore
Panama
Korea, South
Italy
Russia
Malaysia
India
Unknown
United Kingdom
China, People's Republic Of
Spain
Australia
Brazil
Canada
Netherlands
Mexico
St Vincent & The Grenadines
United Arab Emirates
Turkey
France
Saudi Arabia
Egypt
Germany
Iran
Venezuela
Philippines
Chile
Thailand
Chinese Taipei
Bahamas
Norway
Ukraine
Belgium
Greece
Sweden
Cyprus
Bahrain
Malta
Tuvalu
Finland
Algeria
South Africa
Denmark (Dis)
Antigua & Barbuda
Argentina
Kuwait
Vietnam
Total BHP
37,540,577
4,826,702
3,524,359
2,479,569
2,177,120
1,245,045
1,175,907
1,050,163
910,689
897,821
870,314
834,758
817,073
816,786
777,941
682,107
669,365
547,057
539,345
502,112
499,642
479,220
440,551
437,627
411,143
408,660
369,768
344,818
320,382
257,431
254,265
244,541
240,486
234,884
233,451
231,722
221,703
220,014
216,359
213,020
210,759
201,236
180,371
180,254
166,049
160,753
156,160
153,915
151,125
134,856
133,044
%
100.00%
12.86%
9.39%
6.61%
5.80%
3.32%
3.13%
2.80%
2.43%
2.39%
2.32%
2.22%
2.18%
2.18%
2.07%
1.82%
1.78%
1.46%
1.44%
1.34%
1.33%
1.28%
1.17%
1.17%
1.10%
1.09%
0.98%
0.92%
0.85%
0.69%
0.68%
0.65%
0.64%
0.63%
0.62%
0.62%
0.59%
0.59%
0.58%
0.57%
0.56%
0.54%
0.48%
0.48%
0.44%
0.43%
0.42%
0.41%
0.40%
0.36%
0.35%
# Tugs
14,304
1,517
2,142
812
814
404
446
338
351
433
337
512
256
279
224
204
203
201
157
154
147
170
183
133
136
140
108
156
115
129
75
105
96
52
77
122
58
124
64
68
68
38
78
64
57
41
47
22
59
41
77
%
100.00%
10.61%
14.97%
5.68%
5.69%
2.82%
3.12%
2.36%
2.45%
3.03%
2.36%
3.58%
1.79%
1.95%
1.57%
1.43%
1.42%
1.41%
1.10%
1.08%
1.03%
1.19%
1.28%
0.93%
0.95%
0.98%
0.76%
1.09%
0.80%
0.90%
0.52%
0.73%
0.67%
0.36%
0.54%
0.85%
0.41%
0.87%
0.45%
0.48%
0.48%
0.27%
0.55%
0.45%
0.40%
0.29%
0.33%
0.15%
0.41%
0.29%
0.54%
Avg BHP
2,624
3,182
1,645
3,054
2,675
3,082
2,637
3,107
2,595
2,073
2,583
1,630
3,192
2,928
3,473
3,344
3,297
2,722
3,435
3,260
3,399
2,819
2,407
3,290
3,023
2,919
3,424
2,210
2,786
1,996
3,390
2,329
2,505
4,517
3,032
1,899
3,822
1,774
3,381
3,133
3,099
5,296
2,312
2,816
2,913
3,921
3,323
6,996
2,561
3,289
1,728
www.marcon.com
Avg Age
1989
1978
1998
1994
2005
1986
1987
1985
1986
2001
1993
1979
1991
1987
1990
1991
1993
1974
1996
1986
1996
1995
1991
1988
1988
1987
1988
1987
1981
1975
1995
1981
1987
2000
1979
1981
1994
1972
1966
2000
1988
2002
1999
1969
1988
1989
1989
1992
1979
1990
1992
4
Breakdown of U.S. “Sea-Going” Fleet
Following is a breakdown of the U.S. sea-going tug fleet as of August 2010, according
to Lloyd’s Register, by horsepower compared with last quarter. Note that Lloyd’s
Registry has data on only 59 tugs under 999BHP. As most of the “under thousand
horsepower” class tugs in the U.S. are below 100 gross register tons, they are
generally not included in the Registry. In reality though, there are eight to nine hundred
additional small tugboats in this horsepower range in U.S. coastal waters. Since the
total number of U.S. flag tugs is up by three since the last report, it is interesting to take
a look at the individual horsepower ranges and note where the changes occurred. Most
of the increases, as expected, are in the higher horsepower tugs. There are two more
under 999HP, one more 3000HP, five more 4-5,000HP, two more 5-6,000HP, and two
more 6-7,000HP tugs in the U.S. fleet plus a number of older, lower horsepower tugs
dropped from the registry.
US Existing Tugs by Age Group
5%
12%
28%
55%
<25 years
25+ years
35+ years
50+ years
U.S. Sea-Going Tug Fleet Over 100GRT By BHP According to Lloyd’s Register as of August 2010
Unknown
BHP
Total #
Under
999
10001999
20002999
30003999
40004999
50005999
60006999
70007999
80008999
9000 Plus
147
59
314
231
273
226
90
62
59
10
46
Avg BHP
-
782
1,496
2,364
3,413
4,348
5,449
6,403
7,164
8,066
11,871
Avg LOA
91
79
88
98
107
107
118
112
137
137
138
Avg Beam
29
24
26
29
32
34
36
37
39
42
48
Avg Depth
Avg Year Built
12
10
11
14
15
15
18
18
20
21
25
1976
1953
1965
1974
1979
1990
1987
1998
1982
1996
2001
Total
1,517
Previous U.S. Sea-Going Tug Fleet Over 100GRT By BHP According to Lloyd’s Register as of May 2010
Unknown
BHP
Total #
AvgBHP
Under
999
10001999
20002999
30003999
40004999
50005999
60006999
70007999
80008999
9000 Plus
149
61
317
232
272
221
88
60
57
10
47
-
781
1,493
2,367
3,414
4,355
5,464
6,410
7,169
8,066
12,323
Avg LOA
89
80
88
97
107
108
119
114
139
137
138
Avg Beam
28
23
26
29
32
34
36
38
39
42
51
Avg Depth
11
9
11
13
15
15
18
18
20
21
24
1975
1953
1965
1974
1978
1989
1986
1998
1981
1996
1999
Avg Year Built
Total
1,514
Of the 1,517 U.S. flag tugs showing up in Lloyd’s Register as of August 2010,
260 have unknown engines. 505 or 41% those where engine type is known
are powered by EMDs, 370 (30%) by CATs, and 118 (9%) by General Motors
/ Detroit Diesels. Fairbanks still power 49
tugs or 4% of the fleet, mostly in older
tugs. It should be noted that we have
seen many EMDs showing up in Lloyd’s
Register under the GM designation which
may throw the statistics slightly. Lloyd’s
Register now allows us to query on
propeller type. Of the 1,517 U.S. flag tugs,
463 (30%) and 798 (52%) are
conventional single screw and twin screw, respectively. The remaining 18% of U.S.
flagged tugs are made up of 195 azimuthing, 38 triple screw and 23 VoithSchneider tractor tugs.
US Flag Tugs - Engine Types
Wartsila
2%
Alco
4%
Fairbanks Morse
4%
Cummins
3%
M.T.U.
1%
US Flag Tugs - Propeller Types
Other
6%
EMD
41%
Azimuthing
13%
GM/DD
9%
Triple Screw
3%
Voith-Schneider
2%
Tw in Screw
52%
Caterpillar
30%
Credit: LR-Fairplay SeaWeb 08/04/10
Single Screw
30%
Credit: LR-Fairplay SeaWeb 08/04/10
www.marcon.com
5
New Construction, Shipyard and Conversion News
Fairplay World Orderbook Vessels Over 299GRT
14,000
900
800
12,000
700
10,000
600
8,000
500
6,000
400
300
4,000
200
2,000
100
0
0
06-Oct 07-Jan 07-Apr 07-Jul 07-Oct 08-Jan 08-Apr 08-Jul 08-Oct 09-Jan 09-Apr 09-Jul 09-Nov 10-Feb 10-May 10-Aug
All Vessels
Towing/Pushing
According to “Fairplay”, as of 3 August 2010, there were 9,478 ships
over 299GRT on the World Orderbook, down 361 about 3.67% from
the 9,839 ships in May 2010 and yet showing a further decline from
the 11,366 one year ago in August 2009. Of this total number, there
were 688 tugs or “towing / pushing” vessels (down from 743 / 752 in
May 2010 / August 2009 respectively) plus 666 Offshore Supply
Vessels and 152 designated as “Offshore – Other”. As this data only
covers vessels over 299GRT, I would not be surprised to find a few
additional tugs below 299GRT being built across the world.
Ukraine
Saudi Arabia
Greece
Philippines
Thailand
Germany
Argentina
Peru
Libya
Chile
Serbia
Canada
South Korea
UAE
South Africa
Iran
Italy
India
Cuba
Egypt
Japan
Russia
Poland
Singapore
Vietnam
Romania
USA
Brazil
Spain
Turkey
Malaysia
Indonesia
China PR
Netherlands
rd
As of 3 August, of the 688 tugs under construction,
Worldwide Tugs On Order Over 299 GRT
China (PRC) still leads the order book with 158 (down
175
13) tugs being built. They are followed by Malaysia at
145 (down 16) tugs under construction; Indonesia 60;
150
Turkey 40; Spain 36; 27 USA; Brazil 24; Vietnam 22;
21 in Romania; Singapore 19; Poland 17; Egypt 16;
125
Japan 14; 13 in Russia; 9 India; Cuba, Iran, Italy and
100
the UAE 7 each; 6 each in South Africa and South
Korea; 5 in Serbia; Canada 4; Chile and Peru 3 each;
75
2 each in Libya, the Netherlands and Thailand; and 1
each in Argentina, Germany, Greece, the Philippines,
50
Saudi Arabia and the Ukraine. Of the 688 tugs
25
presently being built, abt. 75.7% of the tugs are
scheduled for delivery in 2010, 20.1% in 2011 and
0
only 4.2% during 2012 – although the figures for 2011
and 2012 are expected to increase slightly as new
orders are placed, albeit at a slower pace. Some
Credit: Fairplay Newbuildings Online 08/10
Owners with a long-term view are starting to take
advantage of open slots and lower prices to revitalize
fleets with more efficient and environmentally friendly vessels.
Delivery Dates Worldwide Orderbook
For Tugs Over 299 GRT
200
175
150
125
100
75
50
25
1Q 2012
4Q 2011
3Q 2011
2Q 2011
1Q 2011
4Q 2010
3Q 2010
2Q 2010
1Q 2010
0
Credit: Fairplay New building Online 08/10
www.marcon.com
6
CAT power still leads propulsion in new sea-going tugs with engines in 186 tugs. This is followed by Niigata diesels in
97, Cummins in 91, Yanmar 45, Mitsubishi 41, General Electric 29, Wartsila 22, MAN / MAN-B&W 14, ABC 13, MTU 8,
Deutz 6, EMD 5, 2 each MaK and Volvo Penta, and 1 each Chinese Standard Type, Daihatsu and Hanshin. Engines
were not listed for 124 tugs. Only 37 tugs below 1,000BHP are shown as under construction because many tugs of this
horsepower are under 299GRT.
Summary of Engines Worldwide Tug Orderbook Over 299 GRT
200
175
150
125
100
75
50
25
Credit: Fairplay Newbuilding Online 08/10
Hanshin
Daihatsu
Volvo Penta
Chinese Std Type
MaK
EMD
Deutz
M.T.U.
A.B.C.
MAN-B&W
GE
Wartsila
Mitsubishi
Yanmar
Cummins
Niigata
Unknown
Caterpillar
0
Summary of Horsepower – Fairplay Worldwide Tug Orderbook Over 299GRT
Tugs
Under
1,000 –
2,000-
3,000-
4,000-
5,000-
6,000-
7,000-
8,000-
9,000-
Over
1,000HP
1,999HP
2,999HP
3,999HP
4,999HP
5,999HP
6,999HP
7,999HP
8,999HP
9,999HP
10,000HP
37
114
115
183
73
52
6
3
10
4
3
Unk.
Total
88
688
Boluda Shipyards christened the “Sar Mastelero”, a latest-generation tug
which the Valencia shipyards built for the national maritime salvage
association, Sasemar. “Sar Mastelero”, is the first of a three-tug series
being built at Boluda, which will be ready for delivery by year’s end. These
join a fourth vessel that was already entrusted to the association, part of
the Public Works Ministry, in 2008 and shares the same technical
features. Outfitted with a powerful fire fighting system, “Sar Mastelero” is
39.7m long and has a 12.5m beam. With a 4.20m draft, it can reach
speeds of 13 knots and has a bollard pull of 60 tonnes. Its propulsion
system consists of two ABC 8-cylinder diesels and it has a Schottel bow
propeller giving it excellent handling. As it is specialized in maritime
salvage, the ship features a rescue area and specific quarters to accommodate the shipwrecked. There also is enough
room for a nine-person crew…… Boluda also celebrated launching the “C477” built for Italian salvage company
Società Esercizio Rimorchi e Salvataggi (SERS). The Voith Schneider tug is
29.5m long and has an 11m beam. It can reach speeds of up to 12.5kn and has a 62
tonne bollard pull. “C477” will be carrying out towing and transport duties, port
assistance, water pollution prevention and escort towage. Tug was built at Boluda
Shipyards, a division of Boluda Corporación Marítima devoted to ship construction
and repair, and like its sister ship, will be handed over to the Italian towage company
by the end of the year. The act was sponsored by Antonino Sergi of SERS, who was
accompanied by Vicente Boluda, president of Boluda Corporación Marítima, and
CEO Alicia Martín. This is the fourth occasion that the Società Esercizio Rimorchi e
Salvataggi has trusted the experience of the Valencian shipyard, after successful
commissions in 2003, 2004 and 2006 for the construction of three tugboats.
www.marcon.com
7
JSC "Zvezdochka” Ship Repair Center of Severodvinsk in Northwest Russia
transferred the fleet rescue and towing vessel “Zvezdochka” ("Звездочка") to
th
the Russian Navy after successful completion of sea-trials on 24 July. The tug
is a multi-purpose vessel designed for search and rescue, maritime
transportation of heavy and bulky containers and marine engineering, research
and testing equipment, including towing and installation. The vessel can also
provide a test of marine equipment, arms and weapons, search, examination
and raising a sunken marine engineering and other work related to deployment,
use, and the rise of large floating and ground facilities, plus training of naval
forces in such technology. The vessel is fitted for occasional landing - take-off
of helicopters. “Zvezdochka” is also equipped with cargo cranes located aft for
rescue devices from the cargo hold and provide a loading and unloading on the coast (including those isolated ports
not equipped). The ship can also be used for surveys of the ocean shelf, transport pipe sections, etc. JSC
"Zvezdochka” Ship Repair Center has been working for the Northern Fleet for 70 years specializing in ship repair.
Pella Shipyard of Leningrad launched the 28.5m x 9.5m x 4.8m depth
th
ASD tugboat “Dunaj” on 25 July, the fourth tug of project 16609/2 for
Open JSC “Sovkomflot”. The tug is powered by twin CAT 3516s
providing a bollard pull of about 47 tonnes. Tug is classed KM *Arc4R2
Aut1 FF3WS Tug by the Russian Maritime Register of Shipping. “Dunaj” is
scheduled to be delivered to the customer the end of this summer. Just
twelve days before, sea trials for the sister-tug “Dobrinya” were
th
successfully completed after being launched on 30 April and she was
th
delivered to Sovcomflot on 29 July. The vessel is planned for operations
in the North-Western region. Two sister-tugs were delivered in 2009 and
have been successfully operating in the port of Saint-Petersburg. The tugs are fitted
with bow towing-mooring anchor winch, stern tow winch and tow hook. The 16609
design is intended for harbor, coastal and offshore towing and berthing operations as
well as oil recovery and firefighting operations with her 2,400m3/h external system. Air
conditioned accommodations are provided for eight crew. Joint Stock Company
Sovcomflot is Russia’s largest shipping company with its fleet amongst the five leading
tanker companies in the world with 146 double-hull vessels of total 10.73 million
deadweight tons plus 10 double-hull newbuildings totaling 0.74 million deadweight.
Towards the end of July, Kristiansund Taubåtservice AS of
Kristiansund, Norway took delivery of their 32.5m x 11.7m x 5.6m
depth newbuilding, multi purpose ASD tug “Waterchief”. The tug was
constructed by Bogazici Shipping in Tuzla Istanbul, based on a well
proven design from Cintranaval-Defcar in Spain. The 4,200kW
Caterpillar 3516B / Schottel propulsion system, provides the tug with
excellent maneuverability and a certified bollard pull of 67.2 tonnes.
With salvage and oil recovery capabilities, “Waterchief” already
represents an positive
environmental contribution, but to
enhance this contribution even
further, “Waterchief” has been
awarded a “Clean ship” class notation. The vessel will depart Istanbul in week 30,
and should be operational at the coast of Norway in week 32. Tug is designed and
equipped for shipdocking, escort work, salvage, open sea & coastal towing,
firefighting, oil recovery, anchor handling and container transport.
www.marcon.com
8
Construction continues on Crowley Maritime’s two new ATB tugs “Legacy” (ex-Dakota
Creek 52) and “Legend” at Dakota Creek Industries shipyard in Anacortes, Washington.
The 45.11m x 18.3m x 6.76m draft tugs are powered by a pair of Wartsila 12V32 producing
6,000kW (8,158HP) each at 750RPM. These two tugs, along with the third “Liberty” will be
mated up with “750 Class” 182.88m long, 330,000bbl double hull ocean tank barges and
will be the largest units in Crowley’s history. With the barge’s advanced hull shape and
Intercon articulated connection system they will be able to achieve service speeds of 15kn
in up to and including a Beaufort 5 sea condition and will be the fastest in their class. Tugs
are double hull in the way of fuel and petroleum tanks and have redundant engine rooms
and redundant steering system with oversized rudders for maximum handing capability.
Crowley's vessel construction boom is continuing unabated with its recent order of two additional high-bollard-pull
Ocean Class tugboats from Bollinger Shipyards. The latest contract brings the number of new 10,880HP tugs being
constructed for Crowley to four, and adds to the more than $1 billion Crowley is investing in new tugs, high-capacity
barges and ATBs. The new tugs, “Ocean Sun” and “Ocean Sky”, will join “Ocean Wave” and “Ocean Wind” in the fleet
over the next two-and-a-half years, and further solidify Crowley’s standing as an industry leader in ocean towing,
salvage and offshore marine support for the upstream energy industry. Ideally suited to work with Crowley's new 455
series high deck strength barges, which measure 400’ by 105’ and offer increased stability for loads up to 4,200PSF,
these Ocean Class tugs will be outfitted for long-range, high-capacity, ocean towing, rig moves, platform and FPSO unit
tows, emergency response and firefighting. They will be constructed at Bollinger Marine Fabricators LLC in Amelia, La.
with all four vessel scheduled for delivery in 2011 and 2012. These next generation towing vessels will be outfitted with
twin-screw, CP propellers in nozzles and high lift rudders for a combination of performance and fuel economy. The tugs
also feature dynamic positioning technology (DP-1), which allows the vessel to maintain its positioning and heading
automatically using a centralized manual control that continuously calculates environmental conditions and adjusts to
the dynamics. The Caterpillar main engines and generators are EPA Tier II compliant, and have the ability to be
upgraded to meet future environmental standards, for cleaner emissions and a lower environmental impact. Further
environmental protection is provided by the tugs' double-hulls, which are designed to prevent any overboard discharges
of fuel or fluids. "We are responding to customer demand for best-in-class, safe, modern and environmentally friendly
equipment by making a significant investment in these new tugs," said Tom Crowley Jr., chairman, president and CEO.
"These new boats will be workhorses for our valued upstream energy customers and for companies and government
entities needing long-range, high-capacity, ocean towing along with salvage and emergency response support." The
newly designed tugs will feature waterfall style winches, shark jaws and retractable pins that can all be controlled from
the pilothouse, keeping the deck clear of personnel and reducing the risk of accidents. The tug design also features
ergonomic accommodations and comforts proven to minimize fatigue and reduce injuries. Crowley subsidiary, Jensen
Maritime Consultants assisted Crowley's Ed Schlueter, VP, vessel management, and a cross-functional team in the
design of this new class of vessel. The boats will also hold Green Passports, which inventory materials present in a
vessel's structure, systems and equipment that may be hazardous to health or the environment. The Green Passport is
regularly updated and maintained and is eventually passed by the owner to the vessel recycling yard at the end of the
ship's life, to enable the yard to formulate a safe, environmentally sound way of breaking the vessel. Tugs will meet all
SOLAS and ABS criteria, and including ABS FiFI 1 firefighting standards, and will have the capability to support salvage
and rescue towing opportunities, as well as the U.S. Navy's SUPSALV Contract.
In June, a Crowley team trained seven Kuwaiti Navy mariners in operations aboard the first of two newly built Z-Drive
harbor tugs the navy will take delivery of this year. The training session was designed to help the mariners learn how to
operate the new boat safely while maximizing features and performance. The two 67’ Z-Drive tugs were ordered by
Naval Sea Systems Command (NAVSEA) and being built by Rozema Boat Works, Inc., of Mt. Vernon, Washington.
The first tug, “Warjiya”, was completed in April and the second tug is scheduled for delivery in September. Crowley was
chosen by NAVSEA to provide support in the final design selection and development of the specifications of the boat to
meet the specific requirements. Crowley was later contracted to provide training to the mariners who will be operating
the vessels. The Kuwaiti Navy plans on using the tugs to provide ship assist to their surface combat vessels when they
return to port. Crowley conducted the customized training in Seattle and Anacortes, Washington, and covered
advanced fire fighting, vessel operations and engineering, safety and bridge simulator training. Rozema Boat Works,
Inc. is a third generation, family-owned company which specializes in building customized marine vessels. RBW has
been in business since 1955, and has built vessels ranging from fishing vessels to oil spill response vessels.
www.marcon.com
9
Crowley Maritime christened the ninth in a series of 10 new 185,000 barrel ATBs at the VT Halter Marine shipyard in
Pascagoula. The “Innovation” and barge “650-9” will be chartered to Chevron, to safely transport petroleum products
throughout the Gulf of Mexico. The newest ATB, designed by Crowley's vessel construction and naval architecture
group and built by VT Halter Marine in
Mississippi, will be operated by Crowley for
Chevron under a time charter agreement.
Crowley already has eight 185,000bbl and
four 155,000bbl ATBs in the Jones Act
trade. Three larger 330,000bbl ATBs are
under construction and scheduled for delivery by the end of 2012. "Crowley is committed to providing safe and reliable
petroleum transportation in Jones Act trades," said Rob Grune, senior vice president and general manager, petroleum
transportation. "Since 2002, we have introduced 13 new U.S.-built ATB vessels to meet customer needs, which
equates to over two million barrels of capacity."
The new ATBs feature the latest systems technology and double-hull construction for maximum safety and reliability.
Not only does the unit have the capability of transporting refined products, but it can also carry heated cargoes and
easy chemicals, which require special arrangements of vents, stripping systems, pump components and tank coatings
above that normally required for product carriers. All of Crowley's ATBs are
built under the ABS SafeHull program for environmental protection. This
program puts the vessel design through an exhaustive review to identify
structural loads and strengthen the vessel structure. The 650-Class barges
are 27,000dwt, 587’ in length, 74’ in breadth and 40’ in depth. The fully
loaded draft is 30’. When coupled for operation the tug and tank vessel
measure 689’. There is an electric cargo pump in each of the 14 cargo tanks
to assure maximum cargo integrity and segregation flexibility; two anchor
windlasses and associated equipment to enable the vessel to accommodate
offshore mooring operations; and a vacuum system with three retention tanks
to easily handle cargo changes. There is also a dual mode inert gas system and vapor collection system for maximum
safety. A layer of inert gas covers products in the tanks to make the atmosphere too lean for combustion. An enhanced
mooring system features 1,000’ Spectra-type lines on split drums with a high-speed recovery rate of 100 feet per
minute. The tugs meet all SOLAS (Safety of Life at Sea) and ABS criteria, and have a foam capable fire monitor; twin
fuel-efficient diesel engines; a noise reduction package; and other upgrades to increase crew comfort. The
communication and navigation equipment is among the most technologically advanced in the industry today.
On 12th June 2010 the 50m x 15m x 6.55m depth, anchor handling tug supply vessel (AHTS) named “Eraclea” was
delivered to Augustea S.p.A. by the Rosetti Marino Shipyard in Ravenna. The vessel has a power of 9,000BHP
(equivalent to 6,000kW) provided by a pair of Wartsila 6L32 4-stroke main engines and CP props, a bollard pull of
around 120 tons, and a speed of 15 knots. The “Eraclea” runs on
heavy fuel oil, a solution that turned out to be particularly competitive in
the case of other tugs in Augustea's fleet due to lower costs. With this
new tug, the Augustea Group is implementing its strategy of growth in
the offshore towage market. The delivery ceremony was attended by
Lucio Zagari (Chairman of Augustea Group), Pietrantonio Cafiero (Tug
division COO) and Piera Verde (sponsor of the ship) successfully cut
the champagne cord marking a wonderful moment. The “Eraclea”
represents the conclusion of an important fleet renewal plan started in
2004 by Augustea Group with Rosetti Marino Shipyard that has seen
the delivery of 10 vessels, including 6 harbor and 4 offshore tugs. Mr.
Zagari once again gave thanks to Rosetti Marino for another excellent
job. On 14th March 2010 her sister-vessel “Kamarina” was by the
Rosetti Marino Shipyard in Ravenna.
www.marcon.com
10
British company Red7Marine of Essex has become the owner of Damen’s new Stan Tug 1205,
the first in a new ship series, only just unveiled to the market. Damen had decided to show its new
tug series at the Seawork Show in Southampton in mid-June. But already on the second day of the
show the first Stan Tug 1205 was sold. “It is rare to sell a vessel directly at a show so we are
delighted, especially because she had just come out of the yard,” says Casper Vermeulen, Damen
Sales Manager Europe. Three of these Stan Tugs had just been completed in Vietnam and arrived
in Europe. Four more are under construction at Damen Shipyards Changde in China. Red7Marine
is a relatively new company created two years ago when a diving company, Anglian Marine and Haven Ports, a civil
construction company, decided to join forces. The new 9 tonne Bollard Pull Stan Tug will be homeported in Harwich
and it is likely to be deployed to move Red7Marine’s jack-up barges around the UK. Previously, Red7Marine would
charter in tug capacity but it decided that it was more economical in the longer-term to buy its own vessel. Red7Marine
has several barges and jack-ups that are mostly used in areas that are difficult to access. But there is also quite a
surge in offshore wind farm developments off the UK so the new vessel can be used to pull barges carrying equipment
out to the wind farms. Mr. Vermeulen says as well as the first sales success, market reaction to the new series has
been very positive. This new tug is well outfitted and an extremely quiet boat so comfort levels are much higher, he
stresses. At full speed of around 9.5 knots, the Stan Tug 1205 has a noise level of 55 dB(A). “This is quite unique and
simply does not compare to other vessels on the market.” On an older tug noise levels would be around the 80 dB(A)
mark, he adds. “At the 55 dB(A) level the crew can work safely for eight
hours but with the 80 dB(A) level, there are restrictions on the number of
hours they can work.” The wheelhouse is placed on rubber shock
absorbers that reduce both noise and vibration levels. In addition,
wheelhouse and below deck have been completely insulated with modern
lining materials. A rubber/synthetic floor was also used to further reduce
noise levels. “Stan Tug 1205 is a very complete vessel, two bunks, a small
galley, fridge and a toilet. She has a much more ergonomic design with no
vibrations and noise.” The 1205 is a further development of the well-known
Damen Pushy Cat 1204 and Stan Tug 1405. Meanwhile, Red7Marine’s
“Haven Supporter” is on its way to Cornwall in the UK. The vessel will be
involved in a project to construct a new pumping station for a sewage plant and it can only be accessed by sea. The
crew underwent familiarization training, which is offered by Damen, when they came to the Netherlands to accept the
vessel. Although the vessel is safely on its first job, the speed of the sale did present a few issues, Mr. Vermeulen
adds. When Damen showed the Stan Tug to Red7Marine at Seawork it was still in its basic execution form, so very
quickly Damen had to install bunk beds, a radar, a different VHF, external fire-fighting and 48 car tires around the
vessel for extra protection. And she has already undergone a second name change, he laughs. Everything went so
quickly that Damen had already repainted the name of the original vessel out and replaced it with “Haven Supporter”.
Damen had named the tug “Mirte V” and placed it under the St. Vincent registry. But switching from the St. Vincent
Register to the British ensign was to take a couple of weeks. “Red7Marine needed the vessel before that for the new
contract so she is now sailing back under her original name ‘Mirte V’ to the UK. So we had to repaint the name again!”
quips Mr. Vermeulen. Damen is confident the new vessel has a great deal of potential, particularly for countries with a
lot of smaller ports like the UK. Already a second customer is showing interest. Dover Harbor Board has operated one
of Damen’s Pushy Cats for more than 30 years, so is looking to replace it with the Stan Tug 1205.
th
As of 30 June, Tidewater, Inc. of New Orleans had commitments to acquire 11 vessels and build 24 vessels at a
number of different shipyards around the world (with one of these vessels being constructed in the U.S. by Tidewater's
wholly-owned Quality Shipyards) at a total cost, including contract costs and other incidental costs, of approx. $761.2
million. In regards to the 24 new-build vessels, Tidewater is committed to construction of eight AHTSs ranging between
5,150 and 8,200BHP, 14 PSVs between 3,250 and 5,400dwt cargo capacity, and two crewboats. Scheduled delivery for
th
these vessels began in July 2010, with delivery of the final vessel expected in March 2012. Tidewater also had at 30
June 30, binding agreements to purchase eight AHTSs three PSVs for a total cost of approx. $202.7 million. Tidewater
took possession of seven of the eight AHTSs in July 2010 for a total cost of $123.1 million and will acquire the
remaining one AHTS for a total cost of $21.1 million this month. Tidewater’s construction program has been designed
to replace over time their older fleet of vessels with fewer, larger and more efficient vessels, while also opportunistically
revamping the size and capabilities of the fleet.
www.marcon.com
11
th
On 27 April, Damen Marine Services took delivery of the new tug “DMS Osprey” and “DMS Pelican”, a Multi Cat
2409. The “DMS Osprey” has a striking resemblance to the “Pushbuster” class of tugs introduced in 2008 but bears the
designation Shoalbuster 3511. The explanation lies in some slick redesign and
careful use of resources. Back in November 2008 “Maritime Journal” featured the
introduction of the first of a potential series of unique pusher tugs constructed by
Damen Shipyards Hardinxveld for associate company Damen Marine Services.
DMS, the operating and chartering arm of the Damen Group, had plans to build up
to five more vessels of the same design to fulfill a commitment in the Middle East.
The vessel concerned, “DMS Blackbird”, and two sister ships were delivered and
were matched to purpose built hopper barges to form an ATB unit. Due to the
recession it was necessary to cancel the remaining orders. It was however
decided to complete one of the hulls as a Shoalbuster, a relatively straightforward
process. The “Pushbuster” design was developed from larger vessels in the
Shoalbuster series and embodied many of its attributes, such as hull form, propulsion system, deck machinery and
much of the accommodation. It also retained the ability to carry out normal towage operations over the stern, anchor
handling operations, and lifting and transportation duties on site. “DMS Osprey” is a large vessel with a length overall of
35.08m, a beam of 11.6m and depth of 5.25m. Tug is classed by Bureau Veritas with notations; I 3/3 +Hull + MACH+
Tug Unrestricted Navigation, AUT,UMS. A double chine hull is similar to that of a large “Shoalbuster”, incorporating two
fixed nozzles in shallow tunnels. A smaller forward skeg has been added to house a bow thruster but not the familial full
depth push knee. The bow fender and protection on the sides and stern are designed to withstand normal contacts
encountered while barge handling and work on site. A substantial raised forecastle is excellent for seagoing operations
and large capacity internal tanks can accommodate 380m3 fuel oil and 45m3 fresh water. “DMS Osprey” is an
imposing vessel in spite of having one complete deck from the original Pushbuster superstructure removed. From the
wheelhouse there is an exceptional view of the afterdeck, winches, crane and rescue boat. The aft deck follows the
familiar Shoalbuster layout, incorporating similar bulwarks, stern roller, and work area protected with the usual timber
covering. “DMS Osprey” is powered by two Caterpillar 3516 BTAs, generating a total of 5,150BHP at their max
continuous rating. Power is transmitted via Reintjes reverse-reduction gears to a pair of five blade, high performance
propellers of 2,700mm diameter, rotating within high performance “Optima” fixed nozzles. The steering system includes
four high lift rudders, two located aft of each nozzle. A 400HP hydraulically driven bow thruster is also installed. On
trials the bollard pull achieved at maximum power was 70 tons and a free running speed of 11.6 knots. Electrical power
is supplied by two auxiliary generating sets powered by Caterpillar C-9 TAs driving 150kVA alternators producing
230/240v at 50Hz. Deck equipment includes a large Ridderinkhof ‘waterfall’ style twin drum hydraulic towing & anchor
handling winch, mounted with the lower (anchor handling) drum forward. The anchor handling drum can generate a
max line pull of 100 tons at 5m/m and accommodates 600m 52mm wire. For towing, the upper drum has a max line
pull of 50 tons at 10 m/m and carries a 48mm towline 700m in length. Other deck equipment include a stern roller,
single set of towing pins and tugger winch with a pull of 10 tons. A prominent feature on the afterdeck is the Heila 1704S-L hydraulic deck crane with a four piece telescopic jib. The 170 tons/meter crane is mounted on a high pedestal
forming part of the usual winch fairlead and tow bits. Fully air-conditioned accommodations aboard “DMS Blackbird”
can accommodate up to 10 persons, with Captain and Chief Engineer housed in the superstructure. Facilities include
the usual well fitted galley, provision store and sanitary facilities. Wheelhouse contains usual controls and
instrumentation one would expect to find on a twin screw tug of this size on a console arranged in a ‘U’ configuration. A
further, simplified aft station is positioned close to the rear windows with an excellent view of the aft deck. “DMS
Osprey” has entered service with DMS and operating on a wind farm construction project off the coast of East Anglia.
The Damen ASD Tug 2411 “PB Endeavour” was delivered in April to PB
Towage Ltd. of Australia. The 24.5m x 10.7m x 4.6m depth tug is powered
by a pair of CAT 3516TAH HD+/Ds totaling 4,180bkW or 5,600BHP at
1,600RPM and Rolls Royce US 255 azimuthing thrusters with 2,600mm
diameter props. This propulsion package produces a bollard pull of 68.1
tonnes ahead and 63.1 tons astern with a free running speed of 12.8kn
ahead. Towing gear consists of a 150 ton brake hydraulically driven two
speed anchor handling / towing winch with a spit drum and warping head, 5
ton electrically driven capstan and Mampaey 100 ton tow hook. “PB
Endeavour” is classed LR +100A1 Tug [+] LMC UMS. Accommodations are
provided for four persons in completely insulated, air conditioned quarters.
12
www.marcon.com
The Damen ASD Tug 2810 “KTK Tribon” was delivered to KTK Panama S.A. of
Panama for towing, mooring and firefighting operations. The 28.7m x 10.4m x
4.6m depth tug is powered by a pair of CAT 3516TA HD/C diesels developing a
total of 4,930BHP at 1,600RPM to Rolls Royce 2,400mm dia. US 205
azimuthing thrusters. This propulsion package produces 60 tonnes bollard pull
ahead and a free running speed of 13kn. Towing gear consists of a hydraulically
driven 150 ton brake anchor / towing winch forward with a split drum and
warping head; 5 ton capstan plus a 150 ton brake hydraulic two-speed tow
winch aft and a Mampaey 65 ton tow hook. “KTK Tribon” is classed LR +100A1
Tug Fire Fighting Ship 1 [+] LMC UMS.
As part of their continuing fleet expansion, Wilson Sons Agencia Maritima / Saveiros
Camuyrano Servicos of Brazil has added three new 4,940BHP azimuthing tugs in the last
six months, joining a fleet of over 70 units serving the entire Brazilian coast. The 24.55m x
11.70m x 4.60m depth Damen ASD 2411 tugs. “Cepheus”, “Auriga” and “Lyra” were built by
Wilson & Sons S.A. and B.V. Scheepswerf Damen the end of last year. Powered by CAT
3516B diesels, the ocean and harbor tugs emit less than 11.12% CO2 than the “Gemini”
class tugs built in the 1970’s.
With the July delivery of the twin screw “Northwind”, Rotterdam-based Avra
Towage now operates a fleet of six tugs with a seventh under construction.
Three of Avra’s original five-boat fleet have Cummins mains, so it was an easy
choice to go with Cummins for “Northwind”. However, where the others have
2,400HP and 32 tons bollard pull with 38-litre Cummins mains (“South”,
“West”, & “East”), the new boats are powered by larger 50-liter Cummins
KTA50Ms and 4-blade, 2,300mm dia. fixed pitch manganese bronze props in
kort nozzles. These generate a total of 3,200HP to give bollard pulls of 43 tons.
The 31.1m x 9.5m x 4.2m twin screw tug was built by Vitawani Shipbuilding
Sdn Bhd of Sibu, Malaysia as “Vitawani VT7” and classed Bureau Veritas I 3/3
E Tug Unrestricted. Deck gear consists of a DMT double drum winch with a
capacity of 1,000m 46mm and 500m 46mm wire, Fassi 66TM deck crane and a 50mt SWL stern roller.
Yard number 4949, “KST Zenith”, is the 27th Z-Tech 6000 tug to be completed by Cheoy Lee. Delivery on June 30th
came two months ahead of her sister ship, “KST Zodiac”, and also just prior to the first of thirteen Cheoy Lee Z-Tech
tugs for the Panama Canal. The 13 Panama tugs will supplement eight Cheoy Lee Z-Tech’s already operating on the
canal. “KST Zenith” will operate in Singapore, where there is also a sizable fleet of Z-Techs built by Cheoy Lee. “KST
Zenith” is powered by twin Caterpillar 3516Bs, each
developing 2,500HP, driving Schottel SRP1215FP
azimuthing propellers, The configuration provides a
free running speed of 12kn, both ahead and astern,
and bollard pull is around 60 tonnes in both
directions. Two Perkins 112kW diesel generating
sets maintain all onboard electrical loads, while a
600HP CAT C18 diesel drives a fire pump supplying
two fire monitors mounted on the wheelhouse top.
Z-Tech series tugs are typically operated by a
captain and a crew of eight, although
accommodation vary slightly, depending on operator preferences. “KST Zenith” includes two 3-man crew cabins on the
lower deck as well as a provision store. On the main deck, there is a 2-man crew cabin and two single officer cabins, as
well as galley and dinette, providing for a crew of ten. The wheelhouse above has 360 degree visibility through full
height glazing all-round. Cheoy Lee Z-Tech 6000’s are built to Lloyds Register of Shipping class. “KST Zenith” has the
class notation LR +100A1 Tug, +LMC, UMS. Dimensions: 27.40m length overall x 11.50m beam x 5.20m draft.
www.marcon.com
13
In March, Cheoy Lee Shipyards handed over the first in a new series of Multi-Purpose offshore commercial craft. The
second vessel in the series, for the same owner, was delivered in early June. “PB Konui” is designed by Wartsila Ship
Design Singapore Pte. The operational requirements of requires anchor handling, tanker handling and berthing, towing
barges and rigs, maintenance and pollution control, supply duties and fire fighting. Vessel is constructed to ABS class,
with notation +A1, (E), +AMS, Towing Service. The remaining
two vessels in this construction batch of four are scheduled
for handover in late 2010. Vessel is powered by two Yanmar
6EY26s, each developing 1,920kW @ 750RPM, driving Berg,
2,650mm dia. props in nozzles via Reintjes gears with a 3.5:1
reduction. Maneuverability is enhanced by a 320kW electric
bow thruster. Three Caterpillar 350kW C18 generators supply
all onboard power, with an 82kW, air cooled Caterpillar C4.4
serving as a stand-by. 500m3 fuel and capacity for 240
tonnes of potable water allows for extended range. Vessel
accommodates a crew of 30, in six 4-man cabins, two 2-man
cabins and single cabins for the captain and chief engineer on the forecastle deck. The elevated bridge has excellent
all round visibility, with both fore and aft facing control stations. Towing gear is exclusively from Plimsoll in Singapore,
including the anchor handling/towing winch, anchor windlass/towing winch, two rope storage reels, shark jaw, towing
pins, tugger winches and capstans. The deck crane for lifting the portside rescue boat is from Palfinger. “PB Konui”
departed on her own bottom from Cheoy Lee’s Kowloon shipyard, en route to Freemantle, Australia where she will
enter into service.
Svitzer has placed the order for two Eco-tugs as an opportunity to minimize their
environmental footprint. Svitzer’s environmental plan focuses on the three elements of a
fuel efficiency program, new tug design and alternative fuels. As part of this plan Svitzer set
a target for the CO2 emissions of the company to be reduced by 1% each year through the
years 2008-2012. "We are pleased to be amongst the pioneers of environmental friendly tug
design. Svitzer has a long history of putting cutting-edge technologies to commercial use
and our ECO-tug design is yet another example of this". CEO Jesper T. Lok concludes:
"Whereas the ECO-tug is a more expensive tug to build we believe that it will be a commercial success and "going
green" makes good business sense". The new design differs in two significant ways. It is diesel electric and it
incorporates SCR (selective catalyst reaction) and particulate filter. This way Svitzer expects to reduce fuel
consumption and CO2 by some 10% and NOx by 70-80%".
The latest edition to the Østensjø Rederi AS fleet was
th
delivered from Astilleros Gondan SA, Spain on 10 June. The
tug "Vortex" is a Robert Allan design - AWT 37/80 - with a
bollard pull of 73 tons, braking force of 170 tonnes at 10kn, and
can manage a speed of 14.5 knots. "Vortex" is equipped with
Voith Schneider propulsion - is design for escort operations,
harbor works as well as ocean towage. She is equipped with oil
recovery and fire fighting equipment (FiFi1). Furthermore the
tug is fully equipped for salvage in open waters. The 38.7m x
14.0m x 5.9m depth tug is powered by a pair of Wartsila 8L26
main engines producing a total continuous output of 5,300kW to
her Voith 32R5/265-2 propellers. Towing equipment consists of
a hydraulic, 200 ton line-pull main towing winch with two
independent drums, storage drum, storage handling drum, two 9 tonne tugger winches, Karmoy winch with shark jaw,
hydraulic retractable staple and Karmoy tow pins.
www.marcon.com
14
Rolls-Royce has won orders to design and equip five offshore and special
purpose vessels plus options worth in total around £80 million in the last few
weeks. Rolls-Royce signed a contract with Italian shipyard, Rosetti Marino Spa,
for delivery of an integrated Rolls-Royce equipment system, including propulsion systems, rudders, deck machinery,
thrusters, automation and control systems for a UT 712 CD anchor handling tug.
The vessel will be built for Augusta Offshore Spa in Naples, Italy and is due for
delivery in Q3 2012. This contract also includes an option for an additional
vessel. Jørn Heltne, Rolls-Royce, Senior Vice President Ship Technology Offshore, said: “This order marks the continuation of a long standing relationship
between our two companies and we are very pleased that Augusta Offshore
again has chosen Rolls-Royce technology for their new investments.” In addition
to this contract, three UT 515 CD design have been ordered by a new customer
for delivery starting late in 2011. These vessels are ocean going tugs to
undertake salvage, rescue and towing operations, including fire fighting and
pollution prevention. Each vessel will measure 86m in length with a beam of
17.5m and will be delivered with a fully-integrated Rolls-Royce equipment system, including engines, propulsion
systems, rudders, deck machinery, thrusters, automation and control systems and Dynamic Positioning equipment.
Included in the contract is an extensive customer training program to be delivered at the new Rolls-Royce training
centre in Aalesund, Norway.
Trinity Industries of Dallas, Texas net income of $18.4 million for
second quarter 2010. Net income for the same ’09 quarter was a loss of
$209.4 million. Included in results for second quarter ‘09 was an after
tax charge of $243.3 million for impairment of goodwill related to rail
businesses; excluding the charge, net income was $33.9 million.
Revenues for second quarter 2010 were $543.1 million compared with $716.1. “Our results in the second quarter
reflect the diversity of our portfolio of businesses and its ability to respond to overall economic conditions,” said Timothy
R. Wallace, Trinity's Chairman, CEO, & President. “Our Construction Products businesses are experiencing consistent
levels of demand during the busy construction season. We received orders in the second quarter that resulted in
growth of our railcar backlog and the utilization of our railcar lease fleet rose during the quarter. We maintained our
strong liquidity during the second quarter, with $435.3 million in unrestricted cash and short-term marketable securities
which contributed to a total liquidity of more than $1.1 billion at June 30, 2010.” Revenues for the Inland Barge Group
were $99.5 million in second quarter 2010, compared to $136.7 million during the second quarter of ‘09. Operating
profit for the Inland Barge Group was $12.0 million compared to $30.3 million in the same quarter of ‘09. Included in the
results for second quarter 2010 were approx. $3.4 million in costs, net of insurance advances, related to damages and
lost productivity resulting from a flood at Trinity’s barge manufacturing operations in Tennessee. The Inland Barge
Group received orders worth approx. $87 million during second quarter 2010 and had a backlog of approx. $350 million
th
as of 30 June.
Greenbrier Companies of Lake Oswego, Oregon, parent company
of shipyard Gunderson, revenues for fiscal third quarter 2010 were
$211.5 million, down from $244.4 million in the prior year's third
quarter. Greenbrier's net earnings for the quarter were $4.6 million,
st
compared to a net loss of $51.1 million in the prior year's third quarter. Marine backlog was $75 million as of 31 May.
The Manufacturing segment consists of marine and new railcar production in North America and Europe.
Manufacturing segment revenue for the quarter was $77.9 million, compared to $106.0 million in third quarter FY’09.
Current quarter new railcar deliveries of 700 units were down from 800 units in the prior
comparable period. Manufacturing gross margin for the third fiscal quarter was 11.5% of
revenues, compared to 4.8% in third quarter ‘09.. In late May 2010, Greenbrier
implemented a 4-day work week at its marine barge operation to reduce production rates
as a result of current market conditions. The move affects close to 400 employees.
Gunderson launched Crowley’s latest 400’ x 105’ x 25’, 19,226stdw ocean deck barge
th
“455-8” on 8 May.
www.marcon.com
15
Caterpillar Inc. of Peoria, Illinois reported a second-quarter profit of
$707 million, 91% higher than second-quarter 2009 profit of $371
million. Sales and revenues of $10.409 billion were up 31% from $7.975
billion in the second quarter of 2009. “We’ve been highly focused on
three things this year—significantly increasing production in response to higher demand from our customers,
particularly in developing economies, aggressively managing costs and driving better cash flow,” said Caterpillar CEO
Doug Oberhelman. “You can see the results in our second quarter—sales and revenues increased substantially,
operating profit as a percent of sales more than doubled, and Machinery and Engines operating cash flow and our debtto-capital ratio strengthened. Our employees, dealers and suppliers are doing a great job ramping up to support
customers. The increase in our sales from first to second quarter 2010 was one of the most significant quarter-toquarter increases in our history,” Oberhelman added.
Sales and revenues were up $2.434 billion from second quarter ‘09. Sales volume improved $2.259 billion, price
realization was favorable $187 million, and the impact of currency added $23 million. Financial Products revenues were
down $35 million. Profit was up $336 million from the second quarter of 2009. The increase was primarily the result of
higher sales volume, improved operating efficiencies and favorable price realization, partially offset by higher taxes,
provisions for incentive compensation and the absence of $110 million of LIFO inventory decrement benefits from the
second quarter of 2009. The company is improving its outlook for 2010 by raising the sales and revenues range and
increasing profit expectations. Sales and revenues are now expected to be in a range of $39 to $42 billion, with a
midpoint of $40.5 billion. The previous sales and revenues outlook was a range of $38 to $42 billion. “We’re very
pleased to increase our outlook for 2010. It reflects an increase in sales and revenues and a more significant increase
in profit—a result of our continuing focus on cost management and profit improvement,” Oberhelman said. “While there
are significant economic concerns around the world that we are watching closely, orders have continued to outpace our
shipments, and we expect to increase production in the second half of the year,” Oberhelman added. “We continue to
be very positive about the longer-term prospects for many of the industries we serve—like mining, energy,
infrastructure, electric power and rail. This year we have made several announcements related to increasing capacity
and expanding our line-up of products and services,” Oberhelman said.
Engine sales were $2.990 billion, an increase of $74 million, or 3%, from the
second quarter of 2009. North American sales were relatively flat, with an
increase $39 million, or 4%. Sales for industrial applications were the most
significant positive contributor, coming off depressed levels in the second
quarter of 2009. Latin America sales increased $106 million, or 42% as
sales for petroleum applications increased 16% due to higher turbine sales
and sales of electric power applications increased 109% due to higher
turbine sales and modest improvements in industry demand. EAME Europe, Africa, the Middle East and the Commonwealth of Independent
States (CIS) sales decreased $166 million, or 15% as sales for petroleum
applications decreased 44% and sales for marine applications decreased
36% due to weak industry demand and a declining order backlog. Sales in the Asia / Pacific region increased $95
million, or 17% with petroleum applications up 16% and electric power applications up 64%, but sales marine
applications decreased 15% due to weak industry demand, partially offset by higher sales for workboat and general
cargo vessels. Caterpillar's worldwide employment was 97,487 at the end of the second quarter of 2010. Year to date
in 2010 CAT added about 3,650 employees, primarily due to increases in production. About 1,250 of the additional
employees were in the United States, and about 2,400 were outside the United States. During the second quarter of
2010, CAT signed a definitive agreement to acquire Electro-Motive Diesel (EMD) for $820 million. As this acquisition
has not yet closed, their 2010 outlook does not include any sales and revenues or profit impact related to EMD.
The worldwide economic recovery continued with strong growth in developing economies. CAT expects recovery to
continue with worldwide economic growth of about 3.5% for 2010. Economic news in Europe and the United States has
been less favorable recently, and concerns about a “double-dip” recession increased. However, this type of recession
typically results from significant policy tightening very early in a recovery. CAT does not believe such a policy shift has
occurred. Increased concern about the economic recovery should encourage central bankers to become even more
cautious about tightening economic policies. As a result, CAT no longer expect central bankers to increase interest
rates this year in the United States or the Euro-zone.
www.marcon.com
16
CAT expects continued weak growth for the Euro-zone economy. Since the formation of the euro in 1999, economic
growth has averaged 1.5% yearly, and unemployment is currently about 10%. Caterpillar’s forecast for economic
growth of more than 1% or 2010 reflects continued weakness. However, our machine sales in Europe improved
significantly in the second quarter from very depressed levels a year ago. Sales in Europe, while above the low levels of
2009, are still well below the levels of 2007 and 2008. Credit spreads have widened but remain well below averages
sustained during the credit crisis. Spreads are generally consistent with continued economic recovery. CAT expects
that developing economies will continue to drive the recovery and are forecasting economic growth in those regions of
almost 7 percent in 2010. CAT also expects that developed economies will continue to lag and are forecasting
economic growth of less than 2.5% in 2010.
Metals demand is increasingly concentrated in the developing economies, and their strong
growth should keep prices favorable for increased production and investment. Caterpillar,
Inc. forecasts that copper prices will average more than $3.00 per pound this year.
Increases in oil prices have resulted in about 3% higher world oil production and a
significant increase in active drill rigs. CAT projects the West Texas Intermediate crude oil
price will average about $80 per barrel. The vigorous economic recovery in Asia,
particularly China, has increased coal demand and supported a 40% increase in Australian
coal prices compared to the first half of 2009. Australian thermal coal prices are forecast to average more than $95 per
metric ton, and Central Appalachian coal prices will average more than $60 per ton. Coal prices at those levels should
be high enough to encourage further increases in production.
Over the past several years, many developing countries have managed their economies well, achieving rapid economic
growth without creating significant inflation problems. Most resumed economic growth in the second quarter of 2009,
and CAT expects these countries to maintain continued growth through the end of the year. Asia/Pacific economies
should continue to grow at the fastest pace, with growth of about 8.5% expected this year. CAT’s forecast assumes
China will grow 10.5%, India 8.5% and the remaining economies will average more than 6% growth. In response to
concerns about slowing economic growth, China recently announced a program of more than $100 billion of
infrastructure development. Caterpillar also expects China’s central bank will hold interest rates steady this year.
Consumer price inflation has increased in India, and India’s central bank has raised interest rates three times so far this
year. CAT expects two more rate increases in 2010, but expect only a moderate slowing in economic growth and
construction spending. CAT forecasts Africa/Middle East economies will grow 4.5% in 2010. Positives include favorable
metals and energy prices, low interest rates and strengthening recoveries in both South Africa and Turkey. The CIS
economy should grow 4.5% this year. Interest rates have dropped sharply over the past year, helping the recovery to
strengthen. The region should also benefit from higher commodity prices. Recovery in Latin American economies
continued to strengthen through the first half of 2010, and CAT expects the regional economy will grow 4.5% this year.
Both construction and mining should continue to expand.
In the Developed Economies, very low inflation, weak
credit demand, high unemployment and low capacity
utilization indicate a low risk of growing inflation or asset
price bubbles. As a result, CAT expects that central banks
in the United States, the Euro-zone, the United Kingdom
and Japan will hold interest rates steady for the remainder
of the year. Their forecast of U.S. economic growth is 3%,
and their estimate of housing starts is 675,000 units.
Starts of that amount would be the second lowest since
1945. Nonresidential construction, which typically lags the
economy, is expected to decline for the third consecutive year. Mining, largely benefiting from global commodity
demand, should increase. CAT expects the Euro-zone will continue to lag behind other economies, with growth of more
than 1% this year. While the government debt crisis has led to widening credit spreads, the European Central Bank
appears to be providing enough liquidity to avoid a downturn. Construction, which peaked in late 2006, likely will be
down for the year. The Bank of Japan continued to increase liquidity in the banking system, and the economy has
grown 4.2% since the recession ended in the first quarter of 2009. That growth rate was the highest in nearly 20 years.
CAT expects the central bank will increase liquidity further, fostering economic growth of more than 3% in 2010.
Caterpillar’s 2010 outlook for sales and revenues is a range of $39 to $42 billion, up from the previous forecast of $38
to $42 billion. The increase in the sales outlook is a result of continuing improvement in end-user demand partially
offset by the unfavorable impact of currency. At the midpoint of the revised 2010 sales and revenues range, CAT
17
www.marcon.com
expects little change in dealer inventories. In 2009, dealers reduced inventories of new Caterpillar machines and
engines by nearly $4 billion. The absence of this reduction will result in higher sales for Caterpillar in 2010. Economic
improvement in the developing economies of Asia/Pacific and Latin America is improving construction spending and
increasing end-user demand for Machinery. Growth in the world economy is driving improved demand for commodities.
Higher demand coupled with favorable commodity prices should be positive for mining-related sales in 2010. Miningrelated order activity has remained robust, and is expected to increase production and sales as the year progresses.
CAT expects that price realization will be positive by more than 1% in 2010. While Machinery sales are expected to
increase in 2010, at the midpoint of the outlook range, Engines sales are expected to be about flat. Turbine sales in
2010 are expected to be near the record levels of 2009.
Caterpillar Motoren announced availability of the IMO II-compliant configuration of their MaK M 20 C marine engine.
With implementation of IMO II regulations for the marine industry on 1 January 2011, marine engine manufacturers are
finalizing strategies and development for modifications on engines to meet the strict requirements. Caterpillar Motoren,
the manufacturing arm of Caterpillar Inc. which manages manufacture of MaK engines, has been working for nearly
three years on a strategy for each of its four medium-speed engine series. Now, nearly six months before enactment of
the IMO regulations, Caterpillar Motoren is announcing advance availability of the IMO II-compliant configuration of the
M 20 C medium speed engine. After months of focused work on the smallest MaK engine series, the M 20 C is
available globally in both 6- and 8-cylinder configurations, both which meet the
IMO guidelines. Based on the configuration, the M 20 C engine will produce
between 1,020-1,520kW at 900-1,000RPM and is capable of operating on
HVFO or MDO. Manufactured at the Kiel Engine Center in Kiel, Germany, the
M 20 C has been a popular engine for a variety of tug and fishing applications
around the world due it its high power output at a relatively small footprint. In
fact, since its initial manufacture in 1992, more than 1,200 M 20 C engines
have been manufactured and sold. To meet additional regulations, which are
aimed at reducing engine emissions, specifically NOx, MaK engineers were
able to make minor modifications to the engine to achieve the desired
emission levels. Focus of the design changes to the engine is the injector
pump, depending on application, which was redesigned with a new plunger for emission optimization in alignment with
new timing for fuel injection, combustion inlet, and exhaust outlet. Additionally, the IMO II-compliant configuration
utilizes redesigned gas piping to optimize flow of exhaust gas. In the end, these engineering changes will ensure full
compliancy without sacrificing efficiency or reliability for Fixed Pitch Propeller, Controllable Pitch Propeller, or variable
speed auxiliary and generator set configurations. Along with new builds coming from the Kiel Engine Center, a retrofit
kit is also available for existing 6- or 8-cylinder M 20 C customers who are looking to meet the IMO II regulatory
requirements. The other MaK medium-speed engine series are currently in the testing phase of the New Production
Introduction (NPI) process and will be fully IMO II-complaint and available for sale world-wide on by the end of 2010.
Wärtsilä reported a strong second quarter with clear signs of a market recovery, as their
order intake increased 42% to Euro 1,117 million compared to Euro 785 million during the
same 2009 period. Ole Johansson, President & CEO commented: “The second quarter of
2010 was strong for Wärtsilä in terms of ordering activity and it confirms clear signs of
improvement in our operating environment. The recovery in the global economy is reflected in
the contracting activity of the shipping industry where activity has clearly picked up during this
year. The Power Plant markets have continued to be active and we closed several large contracts during the period.
With the Services markets continuing to be stable, and following through restructuring measures to improve our
efficiency and competitiveness globally, we reiterate our prospects for 2010.” Ordering activity for Ship Power showed
clear signs of a pick-up and the order intake totaled EUR 213 million, 215% above the corresponding period last year.
During the quarter, Wärtsilä Ship Power signed a major contract with the Brazilian industrial group QUIP to supply a
total integrated power solution for a new FPSO (Floating Production Supply and Offloading) vessel. The vessel is
unique in that it will be the first FPSO vessel ever to operate on more than 100 MWe of installed power, produced by
gas engines. During the quarter Wärtsilä Ship Power registered 14% of its orders in the Merchant segment and 57% in
the Offshore segment. Orders from the Navy segment represented 6%, Cruise & Ferry segment 8%, the Special
vessels segment 11% and Ship design 3% of Ship Power’s total order intake. Compared to the first quarter 2010 order
intake grew by 136% (EUR 90 million during the first quarter of 2010). For the review period January-June 2010 Ship
Power’s order intake was EUR 303 million, an increase of 56% from the corresponding period last year.
www.marcon.com
18
At the end of the review period Wärtsilä’s total order book stood at EUR 4,315 million, a decrease of 26%. The Ship
Power order book stood at EUR 2,157 million, a decrease of 40%. During the review period January-June 2010,
cancellations of EUR 162 million materialized and were deducted from the order book. As the remaining orders at risk
have reached the levels of normal business and as some of the recent cancellations were renegotiated and converted
to new orders, Wärtsilä will cease reporting the risk and the actual cancellations.
During the second quarter, new vessel ordering activity continued to recover with approx.
100 vessels being ordered per month. This is a clear improvement compared to 2009
when only some 400 vessels were ordered during the whole year. Contracting activity
has been especially strong in the bulk carrier segment with competitive new building
prices, improved financing availability, and healthier earnings levels making investments
attractive. Last years’ renegotiations and cancellations of vessel orders have left the
current vessel orderbooks at levels where the imbalance between fleet capacity and
demand will be less than earlier expected. Activity in the offshore segment has continued
strong and recovery in the more specialized tonnage continues. Wärtsilä’s share of the
medium speed main engine market increased from 35% (at the end of the previous
quarter) to 37%. The market share in low speed engines increased to 15% from 11%. In
the auxiliary engine market Wärtsilä’s share remained at 1%. Due to very low contracting volumes, market shares
though are still very sensitive to individual orders. In the marine industry, attractive new building prices, healthy earnings
levels, and a more balanced vessel orderbook have led to a pick-up in market activity in all main vessel segments and
this development is expected to continue throughout the year. For Wärtsilä, the most interesting developments are in
specialized tonnage and in the offshore area. Even though markets have bottomed out, the prevailing conditions will
maintain ordering volumes at lower levels than during the previous peak years. Competition and price pressure among
shipbuilding suppliers will remain intense. Wärtsilä expects Ship Power’s order intake to clearly improve compared to
2009. Based on the current order book, a stable service business and proper adaptation of capacity we expect net
sales to decline by 10-20% in 2010 and our operational profitability (EBIT% before nonrecurring items) to be between
9-10%, well within the upper end of Wärtsilä’s long-term target range.
Cummins Inc. reported for the second quarter its highest quarterly earnings as a percentage of sales
in more than 25 years. Continued productivity improvements in Cummins’ manufacturing operations, as
well as strong performance in international markets, drove significant year-over-year gains across all
business segments. Earnings Before Interest and Taxes (EBIT) was $401 million, or 12.5% of sales, up
from $109 million or 4.5% of sales in the second quarter of 2009. EBIT also improved from 10.7% in
the first quarter of 2010. For the first time ever, all four segments posted quarterly EBIT in excess of 10
percent of sales. Sales of $3.21 billion in the second quarter were 32% higher than $2.43 billion in the
same quarter in 2009. Net income attributable to Cummins Inc. in the second quarter more than quadrupled to $246
million compared to $56 million in the same period a year ago. Sales gains were led by the Cummins’ Engine and
Components segments, which each reported 45% sales improvements compared to the same period in 2009. Power
Generation sales increased 16%, while Distribution sales rose 24% percent. Cummins delivered these strong results
even though the North American heavy duty truck market remains weak as result of the transition to new on-highway
emissions standards at the beginning of the year. Based on the performance in the first half of 2010 and its forecast for
the rest of the year, Cummins now expects to generate EBIT of 12% of sales on revenues of $13 billion.
“We had an outstanding quarter,” said Cummins Chairman and CEO Tim Solso. “The work we have done to strengthen
our manufacturing operations during the downturn has resulted in significant productivity gains, and we continue to
benefit from our leadership position in large and growing international markets such as China, India and Brazil.” The
Company’s non- U.S. markets continued to perform well, with sales up 51% outside the United States in the second
quarter compared to a year ago. Sales outside the U.S. accounted for 64% revenue in the quarter. “Our strong
performance during the downturn has allowed us to make the investments necessary to position the Company for a
period of long-term profitable growth as our markets continue to improve,” said Cummins President and CEO Tom
Linebarger. “We are working hard to prepare for future growth, even as we continue to concentrate on managing the
business through this challenging economic period.”
www.marcon.com
19
rd
As of 3 August 2010, MarineLog and Tim Colton reported 44 tugs on the order books in the U.S. up six from the 38
being built in May 2010.
Shipbuilder
Bollinger Shipyards
Location
Amelia LA
Type
Ocean Tug
Customer
Crowley Maritime
Ocean Wave
Name
Description
10,880 hp
Delivery
3Q-11
Bollinger Shipyards
Amelia LA
Bollinger Shipyards
Amelia LA
Ocean Tug
Crowley Maritime
Ocean Wind
10,880 hp
1Q-12
Ocean Tug
Crowley Maritime
Ocean Sun
10,880 hp
Bollinger Shipyards
Amelia LA
2011
Ocean Tug
Crowley Maritime
10,880 hp
Tug
Crescent Towing
Ocean Sky
Lisa Cooper
C. & G. Boat Works
Bayou La Batre AL
C. & G. Boat Works
Bayou La Batre AL
Tug
Crescent Towing
C. & G. Boat Works
Bayou La Batre AL
Tug
Crescent Towing
Chesapeake Shipbuilding
Salisbury MD
Tug
Vane Brothers
Salisbury MD
Tug
Salisbury MD
Tug
Colle Shipyard
Pascagoula MS
Tug
Signet Maritime
Signet Weatherly
2012
2010
2010
2010
Quantico Creek
3,000-hp
2010
Vane Brothers
3,000-hp
2010
Vane Brothers
3,000-hp
2011
3,200-hp
11-Mar
11-Nov
Dakota Creek Industries
Anacortes WA
ATB Tug
Crowley Marine
Legacy
16,320 hp
Anacortes WA
ATB Tug
Crowley Marine
Legend
16,320 hp
Jun-12
Anacortes WA
ATB Tug
Crowley Marine
Liberty
16,320 hp
13-Mar
260 ft.
Jun-10
Derecktor Connecticut
Bridgeport CT
Escort Tug
Boston Towing
Eastern Shipbuilding
Panama City FL
AHT
Harvey Gulf Marine
Harvey Carrier
2010
Panama City FL
Tug
E. N. Bisso
Beverly B
96 ft.
10-Sep
Panama City FL
Tug
E. N. Bisso
Elizabeth B
96 ft.
10-Dec
Great Lakes Towing
Cleveland OH
Harbor Tug
Tugz International
2,800-hp
2009
Main Iron Works
Houma LA
Tractor Tug
Bisso Towboat
4,000 hp
10-Dec
Martinac Shipbuilding
Tacoma WA
Tug
Pacific Tugboat Services
Valiant
3,620-hp
2010
Tacoma WA
Tug
Reliant
3,620-hp
2010
Tacoma WA
Tug
3,620-hp
2010
Tacoma WA
Tug
3,620-hp
2010
Nichols Bros. Boat Builders
Freeland WA
Tractor Tug
Bay Delta Towing
Raymond & Associates
Bayou La Batre AL
Tug
North Bank Towing
6,000 hp
2010
Raymond & Associates
Bayou La Batre AL
Tug
North Bank Towing
6,000 hp
2010
Rozema Boat Works
Mount Vernon WA
Tug
U.S. Navy
65 ft.
2010
Rozema Boat Works
Mount Vernon WA
Tug
U.S. Navy
65 ft.
SENESCO
North Kingston RI
ATB Tug
Reinauer Transportation
2010
2010
2010
SENESCO
North Kingston RI
ATB Tug
Reinauer Transportation
Thoma-Sea Shipbuilders
Lockport LA
Tug
Penn Maritime
4,000-hp
2010
2010
Trinity Offshore
Gulfport MS
Escort Tug
Colle Maritime
6,800 hp
2011
Trinity Offshore
Gulfport MS
Escort Tug
Colle Maritime
6,800 hp
2012
VT Halter Marine
Pascagoula MS
ATB Tug
Crowley Marine
Innovation
9,280 hp
1H 2010
VT Halter Marine
Pascagoula MS
ATB Tug
Crowley Marine
Vision
9,280 hp
2H 2010
VT Halter Marine
Pascagoula MS
ATB Tug
OSG America
8,000 hp
Jun-11
VT Halter Marine
Pascagoula MS
ATB Tug
OSG America
8,000 hp
Sep-11
VT Halter Marine
Pascagoula MS
ATB Tug (C)
OSG America
OSG Horizon
Washburn & Doughty
East Boothbay ME
Tug
Moran Towing
Lizzie B. Moran
5,100 hp
Washburn & Doughty
East Boothbay ME
Tug
Moran Towing
Mary Ann Moran
5,100 hp
2010
Washburn & Doughty
East Boothbay ME
Tug
Suderman & Young Towing
Hercules
6,000 hp
2010
Washburn & Doughty
East Boothbay ME
Tug
Bay-Houston Towing
Tristan K
6,000 hp
2010
Western Towboat
Seattle WA
Tug
Western Towboat
4,200 hp
2010
Jun-10
2010
(C) Completion
www.marcon.com
20
The Economy and the Towing Industry – Mixed Signals?
The pace of recovery has slowed for a number of reasons. Unemployment
levels remain too high and banks are generally reluctant and too “gun-shy” to
lend to small business. World recovery continues, but risks increase
according to the International Monetary Fund. Balancing the strong growth
numbers for the first half of 2010 and the adverse impact of increased
financial turbulence, the IMF forecasts world growth to rise to 4 ½% this
year, before falling somewhat to 4 ¼% in 2011—with the world average
masking large differences around the globe. But despite the stronger than
expected first half recovery, the IMF warned that uncertainties surrounding
sovereign and financial sector risks in parts of the euro area could spread
more widely, posing difficulties for both financial stability and the economic
outlook. “While we predict the recovery will continue, it is clear that downside
risks have risen sharply,” Olivier Blanchard, the IMF’s chief economist, told
reporters. Blanchard and José Viñals, respectively as the Fund’s Economic
and Financial Counselors, launched updates to the IMF’s World Economic
Outlook and Global Financial Stability Report in Hong Kong for the first time.
As always, these world growth rates hide a large difference between and
within advanced and emerging and developing economies, with the United
States expected to grow at about 3 ¼% in 2010, the euro area at 1%, Japan
at close to 2 ½%, and emerging and developing economies averaging about
6 ¾%. Also, the overall numbers do not reveal an important difference
between the first and the second half of this year. For advanced countries for example, growth in the first half is
forecast to be 3%, while growth in the second half of the year is forecast to be only 2%, reflecting a slowdown in private
demand growth, Blanchard pointed out. Both the WEO and GFSR updates said that risks have risen markedly. In the
near term, the main risk is an escalation of financial stress and contagion, prompted by rising concern over sovereign
risk. “This could lead to additional increases in funding costs and weaker bank balance sheets, and hence to tighter
lending conditions, declining business and consumer confidence, and abrupt changes in exchange rates,” according to
the WEO update. Because of this uncertain backdrop, the overarching policy challenge is to restore financial market
confidence without choking the recovery.
th
According to a 26 July 2010 International Monetary Fund report, the U.S. economy is recovering from the worst
financial crisis since the Great Depression. Monetary policy has maintained a highly accommodative tilt, with policy
rates near zero and asset purchases that have helped to ameliorate financial strains. Fiscal policy has been very
stimulative, with the American Recovery and Reinvestment Act imparting stimulus of about 5% of GDP during 2009–
2011, supplemented by measures targeted to housing, labor and auto markets. Meanwhile, measures to stabilize
financial markets, capital injections, guarantees, and stress testing dramatically improved financial conditions. As a
result, GDP grew an average 4% (seasonally adjusted annual rate) in the second half of 2009 before slowing to 2.7%
(saar) growth in the first quarter of 2010. The U.S. current account deficit shrank on the back of weak domestic
demand, lower oil prices, and the cumulative effect of the depreciation trend in the dollar since early 2002. However,
the economic recovery has been slow by historical standards—consistent with past
experience in the aftermath of housing and financial crises—and the outlook
remains uncertain. In particular, private demand has been sluggish, while the
unemployment rate has receded only modestly from near post-Depression highs.
As a result, inflation has remained contained, with core inflation easing amid wide
economic slack. Recent market volatility from the sovereign crisis in Europe has
tightened financial conditions somewhat despite safe-haven flows that have
reduced Treasury yields. Looking ahead, risks are elevated and tilted to the
downside (as clear from the most recent batch of economic indicators), with
particular risks from a double dip in the housing market and spillovers if external
financial conditions worsen.
www.marcon.com
21
Even as the world economic recovery continues to advance, it faces fresh headwinds on the
road to sustainable medium term growth, cautions the World Bank’s latest “Global Economic
Prospects 2010”, released in June. The World Bank projects global GDP to expand between
2.9 and 3.3% in 2010 and 2011, strengthening to between 3.2 and 3.5% in 2012, reversing the
2.1% decline in 2009. Developing economies are expected to grow between 5.7 and 6.2% each
year from 2010-2012. High-income countries, however, are projected to grow by between 2.1
and 2.3% in 2010—not enough to undo the 3.3% contraction in 2009—followed by between 1.9
and 2.4% growth in 2011. The World Bank’s projections assume that efforts by the IMF and
European institutions will stave off a default or major European sovereign debt restructuring. But even so, developing
countries with close trade and financial ties to highly-indebted high-income countries may feel serious ripple effects.
According to the report, while the impact of the European debt crisis has so far been contained, it has the real potential
to derail global growth. “Demand stimulus in high-income countries is increasingly part of the problem instead of the
solution,” said Hans Timmer, director of Prospects Group at the World Bank. “More rapid reining in of spending could
reduce borrowing costs and boost growth in both high-income and developing countries in the longer run.” On the
downside, the report warns that a prolonged period of rising high-income sovereign debt could make global borrowing
more expensive for developing countries, curtail investment and growth, and ultimately result in more poverty. Almost
half of the rise in global demand in 2010-2012 will come from developing countries. While better performance of
developing countries in today’s world of multipolar growth is reassuring, for the rebound to endure, high-income
countries need to seize opportunities offered by stronger growth in developing regions. “Developing countries are not
immune to the effects of a high-income sovereign debt crisis,” said Andrew Burns, manager of global macroeconomics
at the World Bank. “But we expect many economies to continue to do well if they focus on growth strategies, make it
easier to do business, or make spending more efficient. Their goal will be to ensure that investors continue to
distinguish between their risks and those of these high-income countries.” Regardless of how debt in high-income
Europe evolves, a second round financial crisis cannot be ruled out in certain countries of developing Europe and
Central Asia, where rising non-performing loans, due to slow recovery and significant levels of short-term debt, may
threaten banking-sector solvency. Even as the euro-zone has approved a €440 billion rescue package for members to
access cheap loans, the International Monetary Fund has called on European countries to focus on growth policies to
ease the pain of fiscal consolidation. Over the medium term, the recovery faces other significant hurdles, including
reduced international capital flows, high unemployment, and spare capacity exceeding 10% in many countries.
World Bank Global Outlook in Summary
2008
2009e
2010f
2011f
Global Condition
World Trade Volume (GNFS)
3.2%
-11.6%
11.2%
6.8%
Consumer Prices
G-7 Countries
3.1%
-0.2%
1.5%
1.6%
United States
3.8%
-0.3%
2.0%
2.2%
Commodity Prices (USD terms)
Non-oil commodities
0.0%
-21.6%
16.8%
-4.0%
Oil Price (US$ per barrel)
97.0
61.8
78.1
74.6
Oil price (percent change)
36.4%
-36.3%
26.4%
-4.5%
Manufactures unit export value
5.9%
-4.9%
0.0%
-3.7%
Interest Rates
$, 6-month (percent)
3.2%
1.2%
0.8%
2.2%
€, 6-month (percent)
4.8%
1.5%
1.0%
1.5%
(percentage change from previous year, except interest rates and oil price)
2012f
7.2%
1.8%
2.4%
-5.4%
73.9
-0.9%
0.0%
2.2%
2.8%
While there have been signs of an improvement in trade and shipping, disappointing employment figures are worrying.
High unemployment worldwide is an important indicator of the health of the global economy and its effects flow downhill. High unemployment has a negative effect on consumer spending which affects world trade and global shipping.
Less trade means a reduction in barge cargoes and fewer ships calling at ports requiring docking services. One West
Coast operator indicated that they are now docking somewhere between 25 – 35% fewer ships than historically. A
disappointing growth in trade definitely has the potential of causing further layoffs, or at least continuing the “slow bell”
in hiring causing the recovery to lose steam during the second half of 2010. This is a vicious circle which could depress
growth through 2011. Regardless of all the forecasts and statistics, there are at least several years of hard times
ahead. Is this a “new normal”?
www.marcon.com
22
In the United States, the Bureau of Labor Statistics reports that total
nonfarm payroll employment declined by 131,000 in July, and the
unemployment rate was unchanged at 9.5%. Federal government
employment fell, as 143,000 temporary workers hired for the decennial
census completed their work. Private-sector payroll employment edged up
by 71,000. In July, the number of long-term unemployed (those jobless for
27 weeks and over) was little changed at 6.6 million. These individuals
made up 44.9% of unemployed persons. The civilian labor force
participation rate (64.6%) and the employment-population ratio (58.4%)
were essentially unchanged in July; however, these measures have declined by 0.6% and 0.4%, respectively, since
April. The number of persons employed part time for economic reasons (sometimes referred to as involuntary part-time
workers) was essentially unchanged over the month at 8.5 million but has declined by 623,000 since April. These
individuals were working part time because their hours had been cut back or because they were unable to find a fulltime job. About 2.6 million persons were marginally attached to the labor force in July, an increase of 340,000 from a
year earlier (not seasonally adjusted.) These individuals were not in the labor force, wanted and were available for
work, and had looked for a job sometime in the prior 12 months. They were not counted as unemployed because they
had just not searched for work in the 4 weeks preceding the survey. How many people do you know in this category?
Among the marginally attached, there were 1.2 million discouraged workers in July, up by 389,000 from a year earlier
(not seasonally adjusted.) Discouraged workers are not currently looking for work because they believe no jobs are
available for them. The remaining 1.4 million persons marginally attached to the labor force had not searched for work
in the 4 weeks preceding the survey for reasons such as school attendance or family responsibilities. Manufacturing
employment increased by 36,000 over the month. Motor vehicles and parts had fewer seasonal layoffs than normal for
July, contributing to a seasonally adjusted employment increase of 21,000. The industry had added 32,000 jobs in the
first 6 months of the year. In July, employment in fabricated metals rose by 9,000. Manufacturing employment has
expanded by 183,000 since December 2009. In July, employment in transportation and warehousing edged up by
12,000. Since a recent low in February, transportation and warehousing has added 56,000 jobs (I wonder how may
transportation workers were employed only because of the BP oil spill.) Mining employment rose by 7,000 in July, with
the gain concentrated in support activities for mining. Mining added 63,000 jobs since October 2009. Construction
employment changed little (-11,000) in July; 10,000 construction workers were off payrolls due to strike activity.
Employment in other private-sector industries, including wholesale trade, retail trade, information, and leisure and
hospitality showed little change in July.
The U.S. civilian labor force was calculated at 153.56 million in July with 138.96 million employed, 14.599 million
unemployed and 84.33 million not in the labor force, up from 82.61 million at the time of our last report. While the
official unemployment rate is at 9.5%, if you include the 8.5 million “involuntary part-time workers for economic reasons”
who were unable to find a full time job or their hours had been cut back, the 2.6 million marginally attached to the labor
force and not counted because they had not looked for work in for weeks and 1.2 million “discouraged workers” who
gave up, the U.S. still has about 26.899 million people, or 17.5% of the U.S. workforce, either unemployed or underemployed. One out of almost every six people over 16 years of age you see on the street may either be un- or underemployed, and this is just in the United States. Many regions and countries report far worse figures.
The total employment rate for people aged 15-64
in the EU27 rose steadily from 62.4% in 2002 to
65.9% in 2008, but fell to 64.6% in 2009. As of
June 2010, the total unemployment rate for the
Euro area was 10% with a number of countries
showing substantially higher figures such as
Ireland at 13.3%, Spain 20.0% and Slovakia
15.0%. No recent figures were available for the
following countries which all reported high figures
in March 2010 with Latvia 20.0%, Lithuania 17.3%
and Greece 11.0%. Asia seems to be doing
better. Indonesia’s unemployment rate was 7.14% as of February, slightly down from last year’s figures. Singapore’s
th
non-seasonally adjusted overall rate as of June 10 was 3.0% and as of May 2010 Malaysia’s unemployment rate was
3.3% of the labor force.
23
www.marcon.com
World trade by all modes of transportation – sea, air and land -- will grow 8.1% in 2010 and 6.9% in 2011, following a
th
7.2% decline in 2009, according to the 28 July forecast from IHS Global Insight's World Trade Service. International
trade volumes will continue to increase on pace with the global economic recovery, according to the Second Quarter
Trends in World Economy and Trade report. Containerized trade volumes at the global level are forecast to reach
nearly 10.0%, with a slightly stronger recovery – 10.6% -- on the mainline East-West trade lanes in 2010, before
slowing over the next two years. Exports from the Far East to North America and Europe bounced back as importers
began to re-stock their depleted inventories as sales growth renewed. While trade growth is projected into 2011 and
beyond, the pace is expected to be slower than in 2010. However, 2010 and 2011 will be banner years relative to the
hardship the container industry faced in 2008 and 2009 with 3% and -8% growth on TEU volumes, respectively. World
containerized trade measured in TEUs increased 9.2% in 2010 and is projected to grow at 6.8% in 2011. The
transatlantic trade lane is comparatively small, although still imbalanced in favor of European exports, and growth rates
are susceptible to the moves in the U.S. dollar exchange rate. Particularly sensitive are exports from the United States
to Europe because of the weaker euro. The outlook for bulk shipping also is improving following a decline of 2.8% in
bulk commodity trade in 2009. IHS Global Insight forecasts bulk commodities to grow in 2010 through 2011. The Baltic
Dry Index has been steadily increasing since the beginning of the year, and seasonal demand should also boost bulk
exports over the next quarter. Dry bulk commodity shipment tonnage, which includes grain, iron ore, and coal, will
increase 10.3% in 2010 and 8.7% in 2011. Liquid bulk trade, which includes petroleum and liquefied natural gas, has
also been growing despite short-term supply issues in the U.S. Gulf Coast. The growth rate for liquid bulk global trade
is forecast at 9.9% in 2010 and 8.4% in 2011. Trade will remain steady, as the oil market remains well-supplied with
spare productive capacity of six million barrels per day and ample OECD inventories in 2010.
European Liner Affairs Association & Container Trades Statistics Ltd.
TEU Dry & Reefer Trade Volumes 2010 YTD
Trade Route
Asian
Exports from Europe
Asian
Imports to Europe
North American
Exports from Europe
North American
Imports to Europe
Indian Subcontinent & Mid-East
Exports from Europe
Indian Subcontinent & Mid-East
Imports to Europe
Intra-Europe
Exports from N.Europe
Intra-Europe
Imports to N. Europe
So. & Central America
Exports from Europe
So. & Central America
Imports to Europe
Australia & Oceania
Exports From Europe
Australia & Oceania
Imports to Europe
Sub-Saharan Africa
Exports from Europe
Sub-Saharan Africa
Imports to Europe
% Annual Change
08/09
% Annual Change
09/10
1,382,600
-1.64%
-2.7%
2,591,078
3,141,300
-22.08%
21.24%
875,053
685,997
818,900
-21.61%
19.37%
931,123
604,824
677,600
-35.04%
12.03%
639,332
635,624
671,600
-0.58%
5.66%
404,825
374,896
447,300
-7.39%
19.31%
254,747
258,990
299,600
1.67%
15.68%
207,522
191,865
206,200
-7.54%
7.47%
293,975
216,249
338,000
-26.44%
56.3%
449,800
394,389
373,100
-12.32%
-5.4%
109,306
80,429
103,300
-26.42%
28.44%
62,432
56,728
54,900
-9.14%
-3.22%
270,382
261,927
281,000
-3.13%
7.28%
159,060
152,222
156,200
-4.3%
2.61%
2008 YTD
2009 YTD
2010 YTD
1,444,651
1,420,996
3,325,509
Source: ELLAA asbl
As of July 7, 2010, the number of cellular container ships in lay-up had fallen to 208, totaling 298,045TEU, just over
2.18% of the world fleet; a reduction of 75% over the past eight months according to Lloyd’s List. The peak of 576
container ships, or 1,186,832TEU laid up was reached in October and November 2009. Alphaliner, the Paris-based
shipping consultancy, expects the number of laid-up containerships to again rise after peak season demand eases and
we could see considerable surplus tonnage idle again towards the end of the year.
www.marcon.com
24
DP World handled 23.7 million TEU across its portfolio of 50 operating terminals in the
first six months of 2010, an increase of 16% against the same period last year and ahead
of ‘08. Despite the tough comparative period, due to the resilience DP World’s portfolio
showed in ‘09, their consolidated terminals continued to build on the growth reported in
the first quarter of the year. Volumes in the first half have grown 7% to 13.2 million TEU or, on a like for like basis, by
10%. Volume growth across the portfolio is largely driven by terminals in Asia, which are primarily reported as joint
ventures and associates, in Australia, where volumes are well ahead of ‘08 levels, and the recovery of some volumes
across European ports. The encouraging start to the year in the UAE region has continued into the second quarter, with
volumes of 5.5 million TEU handled in the first six months, 3% ahead of the same period last year……The Port of
London Authority says that trade through the Port of London rose by 1.3% or 293,000 to 23.3 million tonnes in the
first half of 2010. The Port of London - the second biggest in the UK - handles a wide variety of goods from food to fuel,
cars to paper essential to the lives of people across London and the South East. The Port generates £3.7 billion of
value added for the economy every year and supports over 45,000 jobs. The limited recovery in trade from 1 January to
30 June 2010 follows the 14% fall in trade through the Port to 45 million tonnes last
year, 2009, its lowest level since 1992. Commenting on the results PLA CEO, Richard
Everitt, said: "This result is consistent with the modest recovery in economic activity
that we have seen since the middle of last year. Interesting trends to draw out include
the continued fall in throughput of building materials, consistent with the low level of
construction activity. In marked contrast, container and other unitized cargoes showed
very strong growth, underlining the attraction of London as a centre for trade. The
number of new vehicles passing through the terminals on the Thames continues to
recover. The uncertainties coming from the cuts to public sector spending make it
difficult to predict the likely full year trade figures. Nevertheless, the Port continues to attract investment, with dredging
for DPWorld's £1.5 billion London Gateway container port scheme on the north bank of the river at Shellhaven now well
underway."……First-half year cargo throughput at Marseilles Fos rose 8% on the first six months last year to 44.6
million tonnes. Volumes at the leading French cargo port were up in all main categories except oil, which fell 6% to
28.2MT due to reduced demand for crude imports. Container tonnage and units each increased by 17% to reach 5MT
and 510,819 TEU for the period and stay on track for 1m TEU over the full year. Intra-Mediterranean traffic saw
Marseilles to 135,616 TEU, a 36% rise after the terminal’s strike-hit first half last year. The main like-for-like growth
came at Fos, up 12% to 375,203 TEU on the strength of deep sea trades. Box traffic drove general cargo to 8.3MT
(+18%), with ro-ro 5% ahead at 2.1MT and conventional traffic gaining 61% to 1.2MT as demand for steel products
recovered from the world recession. Likewise dry bulks approached pre-crisis levels by soaring 120% to 6.4MT on the
back of raw materials for the steel industry. Bulk foodstuffs contributed 0.55MT for a 25% increase. Meanwhile
chemicals industry demand led liquid bulks to 1.7MT (+22%), including 0.48MT (+4%) of biofuels. The dip in oil
volumes reflected technical shutdowns and lower output, in line with reduced consumption - at domestic and foreign
refineries. Crude for local refineries was down 6% at 14.1MT while pipeline deliveries to Switzerland and Germany fell
27% to 3.9MT. Refined products rose 5% to 6.5MT, LNG added 17% for 2.7MT and LPG slipped a point to
1MT……Total traffic at the Port of Le Havre was down 5.9% over the first six months of 2010…….Throughput figures
at the Port of Rotterdam for breakbulk cargo (steel, non-ferrous metals, paper & timber, fruit, project cargo) in the first
half of 2010 were 18% up on the same period of ‘09, at 3.3 million tonnes. Although the crisis continues to leave its
mark in Rotterdam too, the recovery is more marked here than elsewhere.
Port Metro Vancouver in British Columbia, Canada mid-year Cargo Statistics Report
shows that 2010 is building momentum, with an overall tonnage increase of 20% totaling
58.4 million tonnes to date. “As a significant economic generator for Metro Vancouver,
the Province, and Canada, we are cautiously optimistic. Significantly improved half-year
numbers are good news for all Canadians and signs of continued growth point to a return
to 2008 pre global economic downturn levels possibly as soon as 2011,” said Robin
Silvester, President and CEO, Port Metro Vancouver. Total foreign tonnage increased
19%, to 45.5 million tonnes, with increased foreign exports to growing Asian economies leading the way. Total
domestic tonnage also increased, to 12.9 million tonnes, up from 10.7 million tonnes in 2009. Breakbulk is up 24%
overall, with value-added forest products the key driver behind the growth, due to increased foreign and domestic
demand. Bulk is up 22% resulting from growth in Asian economies and strong demand for Canadian commodities like
coal and potash. Containers are up 12% as a direct result of consumer spending, with demand for consumer goods
increasing as the economic recovery begins to take hold.
25
www.marcon.com
Total transits are also up 9.2% for the St. Lawrence Seaway year-to-date with iron ore and coal tonnages well ahead of
th
last year. As of 30 June, iron ore traffic more than doubled to 3,972 thousand tonnes, up 1,926 thousand tonnes the
first half of 2009, while coal traffic was up 52.7% over the same period. Much of this activity is
related to the steel industry with shipments of iron ore and steel slabs showing continued
strength. Total cargo shipments on the Seaway for the period of March 25 to May 31
amounted to 6,888,000 tonnes as compared to 5,840,000 tonnes for the same period last
year. Marine carriers have transported 33,000 tonnes of steel slabs as of May 31. This figure
stands in stark contrast to steel slab activity last year, in which no slabs were observed in
transit. Grain though was down almost 20%. With trade as a share of GDP growing in prominence to account for nearly
30 percent of overall economic activity today, the Great Lakes states and provinces together account for nearly 39
percent of U.S.-Canadian trade with the world. The Seaway is responsible for approximately 75,000 direct and indirect
jobs in Canada and 150,000 in the U.S. and annually generates more than $4.3 billion in personal income, $3.4 billion
in transportation-related business revenue, and $1.3 billion in federal, state and local taxes, according to the latest
Seaway research.
Port of Tacoma total container volumes are down 12.4% to 802,945 TEU year-to-date over 2009 followed by
breakbulk down 10.4%, grain down 8.5% and autos down 2.1%. The only improvement was in gypsum cargoes which
were up 18.3%. Even with that improvement, total tonnage ended up down 10.3% for the first six months of 2010. The
Port of Seattle’s total container throughput was up 45.2% the first half of this year. During the same period of time,
containers traffic was up 19.8% to 2,794,587 TEU year-to-date at the Port of Long Beach, California as the tonnage of
total general cargo improved 22.9%, petroleum/liquid bulk was up 12.7% and dry bulk was up 2.5%. Total year-to-date
containers were also up 14.99% as of the end of June at the Port of Los Angeles.
The U.S. Bureau of Transportation Statistics “Freight Transportation Services Index” rose 0.2% in June from its
May level, after one monthly decline. BTS, a part of the Research and Innovative Technology Administration, reported
that the Freight TSI has risen 4.7% over the last 13 months, starting in June 2009, after declining 15.3% in the previous
10 months beginning in August 2008. The index has increased in 10 of the last 13 months). Through the first six
months of 2010, the index declined 1.6%. The decline resulted from a 3.1% decrease in March following an upward
revision of February numbers and the 0.4% decrease in May coupled with increases in January, February, April and
June. The Freight TSI measures the month-to-month changes in freight shipments in ton-miles, which are then
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. The June Freight TSI of 97.9 is a 4.7%
increase from the recent low of 93.5 reached in May 2009. In May 2009, the index was at its lowest level since June
1997. The June Freight TSI is down 13.3% from its historic peak of 112.9 reached in May 2006. Although the index
rose 4.1% from June 2009 to June 2010, it remains below the level of every other June since 1997 when it was 92.4.
January 2010 was the first month since July 2008 in which the Freight TSI exceeded the level of the previous year. The
index has exceeded the previous year's level every month since January but still remains below the level of recent
earlier years. The freight transportation index consists of for-hire trucking, railroad freight services (including rail based
intermodal shipments such as containers on flat cars), inland waterways transportation, pipeline transportation
(including principally petroleum and petroleum products and natural gas), and air freight. The index does not include
international or coastal waterborne movements, private trucking, courier services, or the US Postal Service.
The Association of American Railroads reported that monthly rail carloads for July 2010 were up 4.1% compared
with the same period last year, but still down 14.6% compared with July 2008. According to AAR’s August Rail Time
Indicators Report, intermodal traffic in July was up 17.3% compared with the same month in 2009, but also down 5.1%
compared with July 2008. Seasonally adjusted AAR data showed month-to-month gains in carloads for July, up 3.2%
from June 2010, as well as intermodal traffic, up 2.4 percent from the previous month. “We typically see a lull in some
categories of traffic this time of year, so looking at seasonally adjusted data may be more helpful in gauging rail traffic
this month," said AAR Senior VP John Gray. "Coal and autos are the two commodities most often affected by seasonal
issues in July, and both saw seasonally adjusted traffic gains last month." While railroads brought 5,808 rail cars out of
storage last month, there remain 359,471 cars, or roughly 23.4% of the North America railcar fleet, waiting to be
tapped. As a sign of this, driving from Seattle to Portland, Oregon last weekend I saw well over 3 miles of BNSF double
stack 48’ rail cars still lying idle alongside the I-5 freeway.
26
www.marcon.com
Under U.S. Federal law, vessel operators must report domestic
waterborne commercial movements to the U.S. Army Corps of
Engineers. Vessel types include dry cargo ships & tankers, barges
(loaded & empty), towboats (with or without barges in tow), tug, crew &
supply boats to offshore locations and new vessels from shipyards to
point of delivery. Vessels idle during reporting periods are also reported.
Although most of the figures relate to the inland river system and
pushboats vs. tugs, it provides a good indicator of trade. June 2010’s
44.9 million tons of all commodities moved on internal U.S. Waterways
was the highest monthly tonnage carried since August 2008. Petroleum
& Chemical tonnages were down 8.9% over the previous month’s 15.8
million tons, but a slight improvement compared to June ‘09.
Confidence levels in the shipping industry have shown a further rise over the past three months, reaching their highest
level since May 2008. According to the June 2010 Moore Stephens “Shipping Confidence Survey”, owners,
managers, charterers and brokers feel more confident about shipping markets and more optimistic about making a
major investment over the coming year. Respondents expecting finance costs to rise over the next
twelve months, having peaked at their highest levels for fifteen months in the previous survey, was
down. Charterers, meanwhile, were alone in thinking that rates in tanker and dry bulk trades were
likely to fall over the next twelve months. Moore Stephens shipping partner, Richard Greiner, says,
“It is encouraging to note that, despite continuing general economic uncertainty worldwide, and
irrespective of the further recent instability generated by the crisis in the Greek economy,
confidence in shipping has now risen for the third consecutive quarter. There is an undeniable
mood of renewed optimism in the industry. It is tempered by an underlying level of caution, but that
is no bad thing. Those who can remember bad markets are less likely to allow themselves to be
caught up in further ones. Most people are expecting rates to go up in the tanker, dry cargo and
container ship sectors. There are signs that banks might be willing to lend once more to shipping businesses that have
done their homework and those which may have spotted new, viable opportunities in a shipping market which has
changed significantly during the past two years. All this is good news for shipping. But with operating costs on a
continual upward curve, companies – and particularly those who are looking to expand - would be well-advised to
proceed with care.” A number of respondents commented on confidence. “Our first-quarter 2010 was our worst in ten
years, but in April we saw things start to pick up dramatically, partly because some cash-hungry companies started to
unload non-core assets,” noted one respondent. Other comments included, “We have passed the crisis point much
sooner than anybody anticipated”, and “Despite all the economic and financial troubles, the demand for world trade will
continue to benefit shipping”. Speaking about the general uncertainty surrounding the economy, one respondent said,
“Everything is very fragile and uncertain. We could all go to hell in a hand-basket very quickly if something comes out of
left field to knock the economy back to square one”. Another was equally downbeat, noting, “The renewed optimism is
somewhat misplaced. Economic intervention has supported global economies but has not remedied some of the
underlying problems.” Once again, the survey revealed ongoing concern with regard to tonnage over-supply. “The
overhang of new building orders has not yet been sorted out, and the market is likely to remain soft as a result,”
observed one respondent. Another predicted, “Deliveries delayed in the second half of 2009 and the first half of 2010
will finally catch up on the market and result in an over-supply of tonnage”, while yet another remarked, “New building
delivery schedules for tankers, bulk carriers and container ships were not drastically affected by the financial crisis, so
over-tonnaging is bound to increase over the next few years, with damaging effects on the market.” Expectations of
making a major investment or significant development over the next twelve months were up overall from 5.3 to 5.6, on
a scale of 1 to 10, the highest level since the 5.9 recorded in May 2008. Once more, increased expectation was evident
across all four main geographic regions covered by the survey, with Asia’s expectation of 6.0 exceeding the 5.9
recorded in the first survey. Demand trends (cited by 24% of respondents overall), competition (18%) and finance costs
(16%) continued to be the three most significant factors likely to affect performance over the next twelve months, as
indeed they have been throughout the life of the survey to date. “With a loosening up of finance,” said one respondent,
“we can expect to see a major increase in mergers and acquisitions of weaker operators as the survivors of the
recession look to improve their share of a smaller market”. Another, citing the cyclical nature of shipping, said,
“Sensible investment could prove profitable over a longer period of time”. Tempering the optimism somewhat, however,
was the comment that, “The number of variables is very high, and does not inspire companies to invest a great deal of
confidence in any sort of expansion over the next twelve months”.
27
www.marcon.com
Bunker Prices Worldwide
Bunker prices worldwide have been somewhat flat for the first six
months of 2010, only peaking slightly in April. MDO prices for July
2010 averaged around US$ 657.00/mt in Houston, while MGO prices
were US$ 723.50/mt in Fujairah, US$ 647.50 in Rotterdam and US$
638.50 in Singapore. On the U.S. West Coast, average prices for
ultra-low sulfur diesel fuel (OPIS contract plus 3 cents per gallon)
were US$ 2.31 in Seattle, US$ 230.9 in Portland, US$ 2.32 in San
Francisco, US$ 2.33 in Los Angeles / Long Beach and US$ 2.34 in
San Diego. I keep thinking that demand has to eventually go up,
driving prices higher. According to the International Energy Agency’s
“Oil Market Report”, benchmark crude prices traded in a $71-79/bbl
range in June, after a volatile May, as continued negative sentiment
tempered upside price moves. Financial and equity markets remained
the focus of attention, and by early July Atlantic basin benchmarks touched four-week lows, before rebounding to
around $75.00/bbl by the 12th of the month. OECD industry stocks rose for a second consecutive month in May, across
all regions and by a combined 35.0 mb, reaching 2 757 mb or 61.0 days of forward demand cover. Preliminary data
point to a further 3.5 mb build in the OECD in June, while crude and products held in floating storage fell, albeit offshore
volumes remain high. Global oil demand for 2011 is expected to rise by 1.6% or 1.3 mb/d year-on-year to 87.8 mb/d,
assuming consensus trends in the world economy, crude prices and efficiency gains. Growth will be driven entirely by
non-OECD countries (+3.8% or +1.6 mb/d), while the OECD sees resumed decline (-0.5% or -0.2 mb/d). The 2010
outlook remains largely unchanged at 86.5 mb/d (+2.1% or +1.8 mb/d versus 2009). Oil prices did tick up slightly in
early August ending up just above US$ 80/bbl range.
Historical Bunker Prices (MGO)
Credit: www.bunkerworld.com
1,000.00
900.00
800.00
700.00
600.00
500.00
400.00
300.00
200.00
Fujairah (MGO)
Houston (MDO)
Rotterdam (MGO)
010
07 /2
10
06 /20
010
05 /2
010
04 /2
10
03 /20
010
02 /2
10
01 /20
12 /2
009
100.00
Singapore (MGO)
th
The U.S. Energy Information Administration in their 10 August 2010 “Short-Term Energy Outlook” projects that the
West Texas Intermediate (WTI) spot price, which ended July at more than $78 per barrel, will average $81 per barrel in
the fourth quarter of 2010 and $84 per barrel in 2011, slightly above the forecasts in last month’s Outlook. EIA expects
world oil prices will rise slowly as world oil demand increases
because of projected global economic growth, slower growth in
non-OPEC oil supply, and continued production restraint by
members of OPEC. A gradual reduction in global oil inventories
expected over the forecast period also should lend support to
firming oil prices. Projected world oil consumption increases by 1.6
million barrels per day (bbl/d) in 2010. Countries outside of the
OECD, especially China, Saudi Arabia, and Brazil, represent most
of the expected growth in world oil consumption. Among the
OECD countries, only the United States is expected to show
significant increases in oil consumption of about 0.15 million bbl/d
in both 2010 and 2011. Projected global oil consumption grows by
another 1.5 million bbl/d in 2011. EIA’s non-OPEC oil supply
forecast was raised by 100,000 bbl/d, with an expected 720,000 bbl/d growth in 2010 primarily from the United States,
Brazil and Azerbaijan. Forecast non-OPEC production falls for only the third time over a 15-year period, with a 160,000
bbl/d decline in 2011 led by reduced production from Mexico and the North Sea. EIA expects OPEC crude oil
production to rise somewhat through 2011 to accommodate increasing world oil demand and to maintain OPEC market
objectives. Projected total OPEC petroleum liquids production increases by 1.0 and 1.2 million bbl/d in 2010 and 2011,
respectively, with non-crude petroleum liquids expected to increase by 0.6 million bbl/d in 2010 and by 0.7 million bbl/d
in 2011. With the remaining OPEC supply reflecting an increase in crude oil production, OPEC surplus crude oil
production capacity should remain about 5 million bbl/d, versus 4.3 million bbl/d in 2009 and 1.5 million in 2008.
Energy price forecasts are highly uncertain, as history has shown. WTI futures for October 2010 delivery for the 5-day
period ending August 5 averaged $82 per barrel, and implied volatility averaged 30%. This made the lower and upper
limits of the 95% confidence interval $67 and $100 per barrel, respectively. Last year at this time, WTI for October 2009
delivery averaged $73 per barrel, and implied volatility averaged 46%, with the limits of the 95% confidence interval at
$54 and $99 per barrel.
28
www.marcon.com
Colorado State University Hurricane Forecast
This is the 27th year in which the CSU Tropical Meteorology Project has made forecasts
th
of the upcoming season’s Atlantic basin hurricane activity. As of 4 August, the
Colorado State University forecast team continues to call for a very active Atlantic
basin hurricane season in 2010 due to unusually warm tropical Atlantic sea surface
temperatures and the development of La Niña. They anticipate a well above-average
probability of United States and Caribbean major hurricane landfall. Information obtained
through July 2010 indicates that the 2010 Atlantic hurricane season will be much more active than the average 19502000 season. CSU estimates that 2010 will have about 10 hurricanes (average is 5.9), 18 named storms (average is
9.6), 90 named storm days (average is 49.1), 40 hurricane days (average is 24.5), 5 major (Category 3-4-5) hurricanes
(average is 2.3) and 13 major hurricane days (average is 5.0). The probability of U.S. major hurricane landfall and
Caribbean major hurricane activity is estimated to be well above its long-period average. They expect Atlantic basin Net
Tropical Cyclone (NTC) activity in 2010 to be approx. 195% of the long-term average season and have maintained their
seasonal forecast from early June. CSU has witnessed the development of La Niña conditions over the past couple of
months, and believe that a moderate La Niña will be present over the next several months. The trend towards La Niña
conditions should lead to reduced levels of vertical wind shear compared with what was witnessed in 2009. Another
reason for a continued active seasonal forecast is due to the persistence of anomalously warm sea surface
temperatures in both the tropical and North Atlantic. Current SST anomalies in the tropical Atlantic remain at nearrecord warm levels. These very warm waters are associated with dynamic and thermodynamic factors that are very
conducive for an active Atlantic hurricane season. Another factor in the maintenance of a very active season forecast is
the anomalously low sea level pressures that have occurred across the tropical Atlantic in June and July. Anomalously
low pressure typically results in weaker trade winds that are commonly associated with more active hurricane seasons.
Another important factor is that we are in the midst of a multi-decadal era of more major hurricane activity. Major
hurricanes cause 80-85% of normalized hurricane damage.
CSU does not anticipate that the oil spill will have any noticeable impact on tropical cyclone intensity or frequency. The
strong winds of a tropical storm or hurricane should sufficiently mix the oil and water that there should be no noticeable
alterations in broad-scale evaporation and sensible and latent heat flux.
The 2010 Atlantic basin hurricane season had approx.
average tropical cyclone activity, based on the ACE index,
during June and July. Hurricane Alex formed on June 26 and
made its first landfall in Belize the following day. After briefly
weakening to a tropical depression, Alex reintensified into a
tropical storm and then to a hurricane as it tracked through
the southern Gulf of Mexico. Alex made landfall late on June
30 approximately 100 miles south of Brownsville, Texas. Alex
was the strongest June hurricane in terms of maximum
sustained winds since Alma (1966). Bonnie formed in the
Bahamas on July 22 and briefly strengthened to a minimal
tropical storm despite being buffeted by strong vertical wind
shear from a cold low to its west. It made landfall as a 35knot storm in southeast Florida before dissipating, due to
persistent shear, as it emerged over the Gulf of Mexico.
CSU has also developed a new forecast for the Caribbean that they are debuting this year. They find that predictors for
the Caribbean are somewhat different than those used for the entire Atlantic basin. We intend to explore additional
region-specific forecasts in the future, such as forecasts for the Gulf of Mexico or the higher latitude Atlantic. They
define the Caribbean to extend from 10-20°N, 60-88°W. This model attempts to predict seasonal levels of Accumulated
Cyclone Energy (ACE) generated in the Caribbean. Through a combination of three predictors discussed in detail
below, they can issue a forecast that shows significant levels of hindcast skill.
www.marcon.com
29
Post-31 July estimated probability (expressed in percent) of one or more landfalling tropical storms (TS), category 1-2
hurricanes (HUR), category 3-4-5 hurricanes, total hurricanes and named storms along the entire U.S. coastline, along
the Gulf Coast (Regions 1-4), and along the Florida Peninsula and the East Coast (Regions 5-11) for the remainder of
the 2010 hurricane season. Probabilities of a tropical storm, hurricane and major hurricane tracking into the Caribbean
are also provided. The long-term mean annual probability of one or more landfalling systems during the last 100 years
is given in parentheses.
Region
TS
Entire U.S. (Regions 1-11)
Gulf Coast (Regions 1-4)
Florida plus East Coast (Regions 5-11)
Caribbean (10-20°N, 60-88°W)
95% (79%)
81% (59%)
73% (50%)
96% (82%)
Category 1-2
HUR
88% (68%)
64% (42%)
66% (44%)
79% (57%)
Category 3-4-5
HUR
75% (52%)
49% (30%)
50% (31%)
64% (42%)
All
HUR
97% (84%)
82% (60%)
83% (61%)
93% (75%)
Named
Storms
99% (97%)
97% (83%)
96% (81%)
99% (96%)
CSU is now also calculating state hurricane impact probabilities utilizing the Atlantic basin hurricane impact dataset
created by the National Hurricane Center. This dataset calculates which states were impacted by all hurricanes making
U.S. landfall. They have calculated probabilities of each state being impacted by a hurricane and major hurricane using
data from 1856-2008. Several states can be impacted by the same tropical cyclone, for example, Hurricane Katrina
impacted Louisiana and Mississippi as a Category 3 hurricane while impacting Florida and Alabama as a Category 1.
Coastal State
Florida
Texas
Louisiana
North Carolina
South Carolina
Alabama
Northeast U.S. (NY, CT, RI, MA, NH, ME)
Georgia
Mississippi
New York
Mid-Atlantic
(VA,
MD, DE, NJ)
Connecticut
Massachusetts
Virginia
Rhode Island
Maine
Delaware
Maryland
New Hampshire
New Jersey
Hurricane Probability
74% (51%)
53% (33%)
49% (30%)
47% (28%)
30% (17%)
27% (16%)
20% (11%)
20% (11%)
19% (11%)
14% (8%)
14% (8%)
13% (7%)
13% (7%)
12% (6%)
10% (6%)
7% (4%)
2% (1%)
2% (1%)
2% (1%)
2% (1%)
Major Hurricane Probability
36% (21%)
21% (12%)
21% (12%)
14% (8%)
7% (4%)
5% (3%)
8% (4%)
2% (1%)
8% (4%)
6% (3%)
1% (1%)
4% (2%)
4% (2%)
1% (1%)
5% (3%)
<1% (<1%)
<1% (<1%)
<1% (<1%)
<1% (<1%)
<1% (<1%)
Colorado State University will be issuing two-week forecasts for Atlantic
TC activity during the climatological peak of the season from AugustOctober. The first of these forecasts will be issued in a companion
document today (August 4). Additional two-week forecasts will be issued
every other Wednesday (e.g., August 18, September 1, etc.). A verification
and discussion of all 2010 forecasts will be issued in late November 2010.
The first seasonal hurricane forecast for the 2011 hurricane season will be
issued in early December 2010. All of these forecasts will be available on
the web at: http://hurricane.atmos.colostate.edu/Forecasts.
www.marcon.com
30
Recent News – North America
U.S. Senators Frank R. Lautenberg, Patty Murray and Maria Cantwell introduced the “Focusing Resources,
Economic Investment, and Guidance to Help Transportation (FREIGHT) Act of 2010”. This Act would establish
freight transportation policy to ensure the transportation system supports U.S. global economic competitiveness. The
legislation would direct the federal government to develop and implement a strategic plan to improve the nation’s freight
transportation system and provide investment in freight transportation projects. The
goals include reducing congestion and delays, increasing the timely delivery of goods
and services, reducing freight-related transportation fatalities, and making freight
transportation more efficient and better for the environment. “We are long overdue in
st
establishing a national freight transportation policy that will meet the economic and mobility demands of the 21
Century,” said Senator Lautenberg, who chairs the Senate Commerce Subcommittee on Surface Transportation and
Merchant Marine Infrastructure, Safety, and Security. “Poor planning and underinvestment in our transportation
infrastructure has led to increased congestion at our ports, highways, airports, and railways, and increases the cost of
doing business. If we want to help U.S. businesses succeed and create new jobs, we need a freight transportation
system that works better and can grow with the changing needs of the global economy. This bill would put us on that
path.” “The safe and efficient movement of goods across our nation is critical for our businesses, especially for those in
my home state of Washington,” said Senator Murray, who chairs the Senate Appropriations Subcommittee on
Transportation, Housing & Urban Development. “The FREIGHT Act will help bring us a national freight policy that will
dramatically improve freight mobility in this country and increase the competitiveness of our businesses, reduce
congestion, and provide a much-needed boost to job creation in our communities…..Exports play a critical role in
Washington state’s economy,” said Senator Cantwell. “A key piece of any thriving export economy is the smooth
shipment of freight from farm and factory to port and customers. This legislation will help our export economy remain
among the strongest in the nation by understanding how to maximize the way road, rail, sea, air and pipelines interact.”
The FREIGHT Act also creates a competitive grant program for freight-specific infrastructure projects, such as port
improvements, freight rail capacity expansion projects, and highway projects that improve access to freight facilities.
The major goals established by the FREIGHT Act are:
• Reduce delays of goods & commodities entering into & out of intermodal connectors that serve international points of entry annually.
• Increase travel time reliability on major freight corridors that connect major population centers with freight generators and international
gateways on an annual basis.
Reduce by 10% the number of freight transportation-related fatalities by 2015.
Reduce national freight transportation-related carbon dioxide levels by 40 percent by 2030.
Reduce freight transportation-related air, water, and noise pollution and impacts on ecosystems and communities on an annual basis.
•
•
•
th
On 11 August, U.S. Transportation Secretary Ray LaHood identified 18 marine corridors, 8 projects, and 6 initiatives
for further development. In addition, the Maritime Administration made available $7 million for which these projects will
be able to compete through a Notice of Funding Availability. These all-water routes consist of 11 Corridors, 4
Connectors and 3 Crossings that can serve as extensions of the surface transportation system. These corridors identify
routes where water transport presents an opportunity to offer relief to landside corridors that suffer from congestion,
excessive emissions or other environmental concerns and other challenges. Corridors are generally longer, multi-state
routes whereas Connectors represent shorter routes serving as feeders to larger Corridors. Crossings are short routes
that transit harbors or waterways and offer alternatives to longer or less convenient land routes. By designating Marine
Highway Corridors, Connectors and Crossings, Secretary LaHood is taking the first step to focus efforts to use
waterways to relieve landside congestion and attain other benefits that waterborne transport can offer in the form of
reduced greenhouse gases, energy savings and increased system resiliency. The Secretary also selected eight Marine
Highway Projects for designation under the program. These projects represent new or expanded Marine Highway
Services that offer promise of public benefit and long-term sustainability without future Federal operational support.
These projects will receive preferential treatment for future federal assistance. The projects will help start new
businesses or expand existing ones to move more freight or passengers along America’s coastlines. The services have
the potential to reduce air pollution and traffic congestion along surface corridors as well as provide jobs for skilled
mariners and shipbuilders. Projects were selected from among 35 applications from ports and local transportation
agencies. Sponsors of Marine Highway Projects are eligible to compete for a share of up to $7 million in grants. In
addition to Projects, the Secretary selected six applications that, while not developed to the point of proposing specific
services and routes required of Project designation, offer promise of potential in the future. While not eligible to
compete for upcoming Marine Highway Grants, these “Marine Highway Initiatives” will receive support in the form of
assistance in further developing concepts through research, market analysis and other efforts to identify opportunities.
www.marcon.com
31
Tidewater Inc.’s first quarter net earnings for the period ended June 30, 2010 were $39.8 million
on revenues of $262.5 million. For the same quarter last year, net earnings were $44.5 million on
revenues of $326.6 million. The immediately preceding quarter ended March 31, 2010, had net
earnings of $56.9 million on revenues of $260.0 million. Included in net earnings for the quarter
ended June 30, 2009, was a pre-tax loss of $48.6 million ($47.7 million after-tax) on Tidewater's
Venezuelan operations, as a result of seized assets and the nonpayment of outstanding accounts
receivable by Petroleos de Venezuela, S.A. (PDVSA), the Venezuelan national oil company.
The primary driver of Tidewater’s business, and therefore revenues, is the level of their customers' capital and
operating expenditures for oil and natural gas exploration, field development and production. These expenditures, in
turn, generally reflect the customers' expectations for future oil and natural gas prices, economic growth, hydrocarbon
demand and estimates of current and future oil and natural gas production. The prices of crude oil and natural gas are
critical factors in E&P companies' decisions to contract drilling rigs and OSVs in the U.S. Gulf of Mexico or in
international markets, with the international market being driven by supply and demand for crude oil; and the U.S. Gulf
being more dependent on supply and demand for natural gas (shallow water activity) and oil (deepwater activity). Prices
for crude oil and natural gas fell dramatically from their respective peaks achieved in calendar year ‘08 due to a global
recession that caused a precipitous drop in worldwide demand for oil and gas. In response to lower demand and
weaker commodity prices, E&P customers reduced their capital spending budgets which caused demand for offshore
support vessel services to decline. This reduced demand has led to an industry-wide reduction in vessel utilization rates
and to a corresponding industry-wide reduction in vessel charter rates as customers demanded pricing concessions.
Although there have been signs of improvement in the global economy since late calendar ‘09, the pace of recovery
has been slower than many expected and demand for energy continues to lag. Assessing the current market
environment in the near term is challenging given the continuing tenuous state of the global economy and of financial
and commodity markets. Tidewater continues to evaluate the current trends in the global economy to determine how
these trends are affecting the development plans of E&P companies and global demand for its offshore vessels.
Oil prices gradually recovered and stabilized in the range of $80 to $85/bbl during first
quarter calendar year 2010 due to signs of improvement in the global economy and, in
part, because OPEC reduced its crude oil production targets by more than 6.0% over the
last 18 months in an effort to stabilize crude oil prices. However, renewed uncertainty
th
about the direction of the global economic recovery during quarter end June 30 , caused
crude oil prices to drop to the $65 to $75/bbl range. During the OPEC meeting held in
March 2010, OPEC officials decided to keep its then existing production targets
unchanged because the global economic recovery was uncertain, crude oil market
demand fundamentals were still weak and crude oil inventory levels were relatively high.
As of mid-July 2010, there has been no further indication that OPEC would adjust production targets downward in an
attempt to buoy crude oil prices. Given the historically strong correlation between commodity prices, drilling and
exploration activity and demand for vessels in various international markets, Tidewater expects that utilization and day
rates for international vessels may remain weak or weaken further if crude oil prices decrease and/or if capital spending
by E&P companies is suppressed by expectations of further weakness in crude oil prices or economic activity.
The number of deployed drilling rigs in the U.S. offshore market is generally the primary driver of expected activity
levels and future profitability in the U.S. market. The offshore rig count in the U.S. Gulf remains at historically low levels,
in part because the strength of the international drilling market attracted numerous offshore drilling rigs from the U.S. to
international markets over the past several years. Exploration and field development activity had fallen off significantly,
particularly in swallow water areas. As a consequence, demand for offshore marine vessels in the shallow water Gulf of
Mexico diminished over the past few years and declined further in late calendar year ‘08 and into ‘09 due to weaker
demand for energy discussed earlier. Prior to the catastrophic explosion of the Deepwater Horizon drilling rig (and
resulting oil spill and drilling moratorium), exploration and field development activity in deepwater areas of the U.S. Gulf
was reasonably strong despite weak overall market fundamentals. The Deepwater Horizon incident, and potentially
wide-ranging regulatory responses, which are not yet fully known, may have a material impact on activity levels,
particularly in deepwater, and the future profitability of the U.S. market and beyond. Other than potential impact of new
regulations, Tidewater’s U.S. vessel fleet should be affected more by the active offshore rig count in the U.S. than by
any other single outside influence.
32
www.marcon.com
Natural gas prices, which at mid-July 2010 were trading in the $4.30 $4.75 Mcf range, trended higher during the first half of calendar year 2010
due to stronger demand for the resource from the industrial sector and
higher consumer demand resulting from a colder-than-normal winter in the
early part of the year and a hotter-than-normal spring in North America.
Although the above positive trend bodes well for activity in the mid and
shallow waters depths of the U.S. Gulf of Mexico market in the near-term,
the rise in production of unconventional gas resources in North America
and the commissioning of a number of new large LNG exporting facilities
around the world are contributing to an over-supplied natural gas market,
which exerts downward pricing pressures on the resource. While
production of natural gas from unconventional sources is a relatively small portion of the worldwide natural gas
production, it is expected to grow. Despite recent increases in demand for natural gas, inventories in the U.S. continue
to be significantly oversupplied, which is attributed to the increase of unconventional gas in the market, as well as a
reduction in demand for the resource due the global recession. Prolonged increases in the supply of natural gas,
whether the supply comes from conventional or unconventional production will exert downward pricing pressures on
prices for natural gas. A prolonged downturn in natural gas prices can negatively impact the exploration and
development plans of E&P companies, which in turn, would result in a decrease in demand for offshore support vessel
services, primarily in the U.S. segment.
During the quarter ended June 30, 2010, vessel day rates in the
U.S. Gulf offshore vessel market trended higher as the
supply/demand fundamentals tightened due to the strong need for
vessels to assist with the U.S. Gulf oil spill response effort that
has been underway since the explosion of the Deepwater Horizon
in April 2010. Increased demand for the vessels helped drive
average day rates and utilization rates for Tidewater’s U.S.
segment higher during the quarter ended June 30, 2010,
compared to the first and fourth quarters of FY2010. All of
Tidewater’s available-for-work U.S. segment vessels were
working at relatively full utilization, including a number of vessels
assisting with the oil spill containment effort. At June 30, 2010, Tidewater had 13 U.S. Gulf-based stacked vessels that
could resume active status, but only after expenditures to drydock and re-certify the vessels.
Many drilling operators and offshore oil and gas support service companies have expressed concern over the potential
impacts on exploration and field development (and particularly deepwater exploration and field development) and
operating costs of the recent drilling moratorium, potential new safety standards and other regulatory responses to the
rig explosion and oil spill. The moratorium, which is scheduled to expire on November 30, 2010, was imposed to give
the Presidential Commission investigating the Gulf oil spill time to complete a review of drilling systems and the
Department of Interior time to implement additional regulatory oversight and control with respect to offshore drilling.
Given the historically strong correlation between drilling and exploration activity and demand for vessels in the U.S.
Gulf, Tidewater expects utilization rates and day rates for its vessels in the market to weaken if the drilling moratorium
results in the migration of drilling rigs to international markets. However, a significant portion of Tidewater's operations
are conducted internationally, and as such, international vessel ops remain the primary driver of revenue and earnings.
Historically, when the U.S. market weakened, Tidewater would redeploy some of its highly mobile assets to
international markets where, market conditions permitting, the vessels could benefit from stronger demand and
average day rates and from statutory income tax rates that are generally lower than those in the U.S. Given the current
challenges in international markets, Tidewater’s ability to mitigate the effects of a weak U.S. GOM market by
redeploying vessels has been reduced. Tidewater continues to assess the demand for vessels in the U.S. Gulf of
Mexico and in various international markets and may relocate additional vessels to and between international areas.
The cost of mobilizing vessels to a different market is sometimes for the account of Tidewater and sometimes for the
account of a contracting customer, depending upon the strength or weakness of the particular market.
www.marcon.com
33
While longer-term regulatory responses to the Deepwater Horizon incident are unknown at this time, in recent years,
international deepwater has been a growing part of the worldwide offshore crude oil and natural gas markets and a
source of growth for Tidewater. International deepwater did not experience
significant negative effects from the recent global economic recession,
largely because the deepwater oil and gas development typically involves
significant capital investment and multi-year development plans. As a
result, such projects are generally underwritten by the participating
exploration, development and production companies using relatively
conservative assumptions in regards to crude oil and natural gas prices
and these projects are, therefore, less susceptible to short-term
fluctuations in the price of crude oil and natural gas. During the past few
years, worldwide rig construction increased as rig owners capitalized on
the high worldwide demand for drilling. Reports published during the most recently completed quarter suggest that over
the next 4.5 years, the worldwide moveable drilling rig count (currently estimated at approx. 790 movable rigs
worldwide, approx. 30% of which are designed to operate in deeper waters) will increase as approx. 115 new-build rigs
that are currently on order and under construction are delivered. It is further estimated that approx. 50% of these new
build rigs are intended to operate in deeper waters, suggesting that the number of rigs designed to operate in deeper
waters could grow in the coming years by approx. one third. Investment is also being made in the floating production
market, in which approx. 45 new floating production units are currently under construction and are expected to be
delivered over the next five years to supplement the current approximately 330 floating production units worldwide.
However, analysts have reported that contracts for several drilling rigs currently on order have been cancelled and/or
delayed due to the uncertain economic outlook, which may reduce the number of rigs ultimately built and delivered.
Moreover, to the extent the rigs are built and delivered, it is believed that the new build rigs will largely target
international regions rather than the U.S. Gulf due to longer contract durations, generally lower operating costs
(including insurance costs) and higher drilling day rates available in the international markets. Future additional
regulatory oversight and control with respect to offshore drilling in the U.S. Gulf of Mexico following the explosion of the
Deepwater Horizon may also increase the relative appeal of international markets.
According to ODS-Petrodata, the global offshore supply vessel market, at June 30, 2010, has approx. 420 new-build
offshore support vessels (PSVs & AHTSs only) estimated to be under construction and expected to be delivered over
the next three years. The current worldwide fleet of these classes of vessels is estimated at approx. 2,500 vessels. An
increase in vessel capacity could have the effect of lowering charter rates, particularly in the context of declining levels
of exploration, field development and production activity. However, the offshore
marine vessel industry also has a large number of aging vessels, including
more than 800 vessels at least 25 years old, that are nearing or exceeding
their estimated economic lives. These older vessels could potentially be
removed from the market within the next few years if the cost of extending the
vessels' lives is not economically justifiable. Although the future attrition rate of
these aging vessels cannot be accurately predicted, Tidewater believes that
the retirement of a sizeable portion of these aging vessels would likely mitigate
the potential combined negative effects of new-build vessels on utilization and
vessel pricing. Additional vessel demand could also be created with addition of new drilling rigs and floating production
units expected to be delivered and become operational over the next few years, which should help minimize possible
negative effects of new-build offshore support vessels being added to the offshore support vessel fleet. It is unknown at
this time the extent to which the recovery from the recent worldwide recession will influence the utilization of equipment
currently in existence or the ultimate timing of delivery and placing into service of new drilling rigs, floating production
units and vessels currently under construction. Analysts have reported some offshore vessel construction contract
cancellations as a result of the foregoing factors, which may reduce the ultimate number of vessels built and delivered.
Delivery Dates Worldwide Orderbook
For Offshore Supply Vessels Over 299 GRT
150
125
100
75
50
25
4Q 2012
3Q 2012
2Q 2012
1Q 2012
4Q 2011
3Q 2011
2Q 2011
1Q 2011
4Q 2010
3Q 2010
2Q 2010
1Q 2010
0
Credit: Fairplay New building Online 05/10
As an international company that derives over 90% of its revenues from operations outside U.S. territorial waters,
Tidewater believes that the overall impact of Deepwater Horizon will not have a significant direct impact on overall
operations or financial performance. Less than 7% of their total fleet operates in the U.S. Gulf of Mexico and, if
necessary, these vessels can be mobilized to serve other markets if demand does not continue to exist in the U.S. Gulf
because of any precipitous and long-term reduction in the level of drilling and exploration activity in that region.
www.marcon.com
34
During the quarter ended June 30, 2010, vessel day rates in the U.S. Gulf trended higher due to the strong demand for
vessels to assist with the response effort to the oil spill since the April explosion and collapse of the rig. All of the
Tidewater's available-for-work U.S. segment vessels were working at relatively high utilization rates during the quarter,
which helped drive average day and utilization rates higher for the quarter ended June 30, 2010 than those experienced
in the first and fourth quarters of FY2010. It is not known how long the effect of the spill response on their domestic
business will continue.
Over the longer term, Tidewater, like others that operate in the U.S. Gulf of Mexico, are concerned as to the impact that
the governmental, insurance market, and industry response could have on the level of drilling and exploration activity in
that offshore area. Tidewater believes that it is likely that operators in the U.S. GOM will be subjected to additional
regulatory oversight and potentially higher operating costs, both of which could reduce the level of drilling activity and
suppress the demand for services. If such were to happen, it could have a material adverse effect on United States
operations. Tidewater notes that legislation has been introduced in both houses of Congress that could have an impact
on offshore drilling, although the likelihood that such legislation will be adopted, or the impact it could have, cannot be
gauged at this time. If exploration and production activity migrates from the U.S. Gulf of Mexico to international markets
because of additional regulation and higher operating costs in the U.S. Gulf, it is also possible that other offshore
supply vessel owners will redeploy additional vessels to international markets. This will likely increase competition and
have a negative effect on vessel utilization and day rates in international markets.
During the first quarter of fiscal 2011, Tidewater continued its focus on
maintaining its competitive advantages, sustained its presence in its
international markets, and continued to modernize its vessel fleet to
generate future earnings capacity while removing from active service
certain traditional vessels that are not currently providing adequate returns.
Key elements of Tidewater’s strategy continue to be the preservation of its
strong financial position and the maintenance of adequate liquidity to fund
the expansion of its fleet of newer vessels. Operating management
focused on safe operations and maintaining disciplined cost control.
Tidewater’s consolidated net earnings for the first quarter of fiscal 2011 decreased 11%, or $4.7 million, as compared
to the same period in fiscal 2010, due to an approx. 20% decrease in total revenues. Tidewater recorded $262.5 million
in revenues during the first quarter of fiscal 2011, which is a decrease of approx. $64.1 million over the revenue earned
during the same period of fiscal 2010. Also, the first quarter of fiscal 2010 included a $48.6 million provision for their
Venezuelan operations as previously disclosed.
Vessel revenues generated by international segment decreased approx. 17%, or $48.8 million, during the first quarter
of FY2011 as compared to the same period in FY2010, while the vessel revenues generated by the U.S. segment
increased approx. $0.4 million, or 2%, during the same comparative periods. Other marine revenues decreased
approximately $15.6 million, or 97%, during the same comparative periods. International segment vessel operating
costs increased approx. 3%, or $3.5 million, while Tidewater’s U.S. segment vessel operating costs decreased approx.
17%, or $2.5 million, the first quarter of FY2011 as compared to the same period in FY2010. Costs of other marine
revenues decreased approx. $14.2 million, or 97%, during the same comparative periods. A significant portion of the
operations are conducted internationally; therefore, Tidewater’s international vessel operations are the primary driver of
its revenue and earnings. Revenues generated from international vessel ops as a percentage of total vessel revenues
were 91% during the first quarter of fiscal 2011 and 92% during the same period in fiscal 2010.
At June 30, 2010, Tidewater had 374 owned or chartered vessels (excluding joint-venture vessels and vessels
withdrawn from service) in its fleet with an average age of 17.1 years. The average age of 177 newer vessels that have
been acquired or constructed since calendar year 2000 as part of Tidewater’s new build and acquisition program is 5.0
years. The remaining 197 vessels have an average age of 28.1 years. During the quarters ended June 30, 2010 and
2009, Tidewater’s newer vessels generated $202.9 million and $184.6 million, respectively, of revenue and accounted
for 86%, or $91.9 million, and 64%, or $99.5 million, respectively, of total vessel margin (vessel revenues less vessel
operating cost). Vessel operating costs exclude depreciation on Tidewater’s new vessels of $22.6 million and $17.7
million, respectively, during the same comparative periods.
35
www.marcon.com
Internationally-based vessel revenues decreased 17%, or $48.8 million, during the first quarter of FY2011 compared to
first quarter FY 2010, due to an approx. 11% decrease in utilization rates on the vessels operating in international
markets due to weaker demand for vessels and because of fewer vessels operating internationally as a result of vessel
sales, stacking of vessels, and the seizing of vessels by the Venezuelan government. Average day rates for
internationally-based vessels increased a modest 1% during first quarter FY2011 compared to first quarter FY2010,
reflecting a change in the mix of vessels operating during first quarter FY2011, compared to the same period in
FY2010. Leading edge day rates are generally declining across vessel classes; however, the impact of this decline on
average day rate statistics is mitigated by a change in the mix of vessels that worked during the quarter ended June 30,
2010, relative to the quarter ended June 30, 2009. In particular, Tidewater added 31 new vessels to the fleet since first
quarter FY2010 and stacked a number of traditional vessels throughout FY2010 and during first quarter FY2011, and
the traditional vessels generally earn lower day rates than newer vessels. As a result, the average working vessel
during the quarter ended June 30, 2010 earned a higher day rate than the average working vessel during the quarter
ended June 30, 2009. Also, revenues decreased during the comparative periods because of the loss of revenue from
the seizure of Venezuelan operations in May and July ‘09. Tidewater’s Venezuelan operations contributed no revenues
during first quarter FY2011 compared to $10.8 million of revenues contributed during first quarter FY2010. International
vessel revenues during first quarter FY2011 were comparable to the revenues earned by the internationally-based
vessels during fourth quarter FY2010, primarily due to the addition of two deepwater class vessels during the current
quarter, somewhat offset by the stacking of 19 traditional vessels in first fiscal quarter FY2011.
Tidewater continued to stack and remove from its international
active fleet vessels that could not find attractive charter contracts.
At the beginning of fiscal 2011, Tidewater had 63 international
stacked vessels. During first quarter FY2011, Tidewater stacked
19 additional vessels and sold six vessels from the previously
stacked vessel fleet, resulting in a total of 76 international stacked
vessels as of June 30, 2010. Vessel utilization rates are calculated by dividing the number of days a vessel works by
the number of days the vessel is available to work. Stacked vessels depressed international utilization rates during the
comparative periods because stacked vessels are considered available to work, and as such, are included in the
calculation of utilization rates.
Tidewater’s towing supply/supply class of vessels realized approx. $61.1 million of the revenue losses (an approx. 34%
decrease) during first quarter FY2011 compared to first quarter FY2010, due to lower utilization rates and average day
rates resulting from weaker demand for the company vessels, vessel sales, and the seizure by the Venezuelan
government. Vessel operating profit for international vessels decreased approx. 14%, or $6.8 million, during first
quarter FY2011 compared to FY2010, due to 17% lower revenues, an increase of approx. 3%, or $3.5 million, in higher
operating costs (primarily repair & maintenance, vessel operating leases and fuel, lube & supply costs), and an
increase of approx. 10%, or $2.9 million, in higher depreciation expense. Fuel, lube and supply costs were higher by
approx. 19%, or $2.3 million, first quarter FY2011 compared FY2010, due to vessel mobilizations on newly delivered
vessels and because of vessels mobilizing from one international area to a different international area. Repair and
maintenance costs increased, during first quarter FY2011, due to a greater number of drydockings performed in the
quarter. In addition, in first quarter FY2011, Tidewater performed the first of four expected drydockings that they expect
to complete in FY2011 within their largest anchor handling towing supply vessel class of vessels.
Internationally-based vessel revenues increased a modest 1%, or $1.1 million, during the
first quarter of fiscal 2011 as compared to the fourth quarter of fiscal 2010, due to higher
utilization rates on the deepwater class of vessels and the addition of two newlyconstructed deepwater vessels operating in international markets. Declines in revenue,
from fourth quarter FY2010 to first quarter FY2011, experienced by the towing
supply/supply class of vessels offset a large portion of the increase in revenues earned by
the deepwater class of vessels. Tidewater’s towing supply/supply class of vessels suffered
a reduction of approx. $6.0 million of revenues (an approx. 5% decrease), during first
quarter FY2011 compared to fourth quarter FY2010, due to lower utilization and average day rates.
www.marcon.com
36
Vessel operating profit for Tidewater’s international vessels decreased approx. 24%, or $13.9 million, during first
quarter FY2011 compared to fourth quarter FY2010, due to approx. 6%, or $8.5 million, higher operating costs
(primarily repair & maintenance costs and other vessel costs ) and approx. 4%, or $1.1 million, higher depreciation
expense.
Vessel revenues from the U.S.-based vessels increased a modest 2%, or $0.4 million, during first quarter FY2011, due
to higher average day rates on the deepwater class of vessels and addition of two newly-constructed deepwater
vessels operating in the U.S. Gulf market since first quarter FY2010. Average day rates on the deepwater class of
vessels increased approx. 7%, during first quarter FY2011, because the supply/demand fundamentals in the broader
U.S. Gulf of Mexico market improved due to the on-going spill containment effort, and because one deepwater vessel
performed short-term charter assignments periodically during the current quarter at contract rates substantially higher
than the otherwise average day rate.
Tidewater continues its strategy to stack and remove from its active fleet vessels that
cannot find attractive charter hire contracts. At the beginning of FY2011, the U.S. Gulf
had 20 stacked vessels. During first quarter FY2011, Tidewater stacked two additional
vessels, sold and/or disposed of seven vessels from the previously stacked vessel
fleet, and returned to domestic service two vessels, resulting in a total of 13 U.S.based stacked vessels as of June 30, 2010.
Revenue for the U.S. towing supply/supply class of vessels decreased approx. $2.1 million (approx. 23%) due to an
approx. 24% decrease in average day rates resulting from generally weak shallow-water vessel demand. High
utilization for U.S. towing supply/supply class of vessels, in part, reflects disposition of vessels. U.S.-based vessel
operating profit increased approx. $2.9 million, of 109%, during first quarter FY2011 due to higher revenues and an
approx. $2.5 million, or 17%, lower vessel operating costs. Crew costs decreased approx. 13%, or $1.3 million, during
the first quarter FY2011 due to fewer vessels operating in the U.S. market because of disposition and stacking of
vessels. Repair and maintenance costs were lower by approx. 15%, or $0.3 million because fewer vessel drydockings
were performed. U.S.-based vessel revenues increased approx. 10%, or $2.3 million, during first quarter FY2011
compared to fourth quarter FY2010, due to a 5% increase in utilization rates, a 4% increase in average day rates, and
addition of one newly-constructed deepwater vessel operating in the market. Utilization and average day rates trended
higher, during first quarter FY2011 compared fourth quarter FY 2010 because the supply/demand fundamentals in the
U.S. Gulf offshore vessel market improved with the oil spill containment effort. All vessel classes operating in the U.S.
Gulf market had revenue increases during first quarter FY2011 compared to fourth quarter FY2010.
Quarterly Utilization and Average Day Rates for Tidewater Inc.
2010
30-Jun
31-Mar
Utilization
Domestic
Towing/Supply
International
Towing/Supply
Offshore Tugs
Avg. Day Rates
Domestic
Towing/Supply
International
Towing/Supply
Offshore Tugs
No. Vessels
Domestic
Towing/Supply
International
Towing/Supply
Offshore Tugs
2009
31-Dec
30-Sep
30-Jun
31-Mar
31-Dec
30-Sep
2008
30-Jun
31-Mar
2007
31-Dec
44.1
41.8
35.80%
32.20%
39.40%
42.30%
49.00%
48.00%
49.80%
46.20%
46.10%
53.9%
59.4%
56.7%
56.8%
64.10%
56.00%
71.10%
60.40%
74.10%
54.20%
74.60%
66.80%
76.00%
65.20%
75.70%
60.40%
77.20%
53.40%
76.70%
56.70%
79.20%
54.70%
$7,702
$7,413
$8,417
$9,623
$10,071
$12,402
$13,947
$12,867
$11,633
$9,863
$10,399
$12,108
$6,402
$12,259
$6,769
$12,254
$6,654
$12,428
$7,059
$12,518
$7,744
$12,787
$8,457
$12,745
$8,149
$12,375
$8,302
$11,660
$8,931
$11,117
$7,413
$10,455
$7,092
24
25
25
26
26
26
32
33
34
33
34
200
27
199
27
206
25
208
24
217
28
230
30
224
32
224
33
226
36
229
36
225
37
www.marcon.com
37
Seacor Holdings Inc.’s net income for the quarter ended June
30, 2010 was $64.1 million on operating revenues of $694.6
million. For the quarter ended June 30, 2009, net income
attributable to Seacor Holdings Inc. was $42.3 million on
operating revenues of $389.2 million. For the preceding quarter
ended March 31, 2010, net income attributable to Seacor Holdings Inc. was $3.6 million on operating revenues of
$394.6 million. Seacor’s operating results for the second quarter were impacted by oil spill response activities in the
U.S. Gulf of Mexico following the Deepwater Horizon sinking in April. Four of Seacor 's business units have been and
continue to be actively engaged in this response. Environmental Services, through its subsidiary National Response
Corporation, is providing vessels, equipment and people to support clean-up activities both on-shore and at sea. In
addition, another subsidiary, O'Brien's Response Management Inc., is providing professional assistance, consulting
services and software systems in support of incident management activities at various strategic locations, and is also
assisting in the provision of manpower for clean-up operations throughout the region.
Marine Transportation Services reported operating income in the second quarter of $3.3 million on operating revenues
of $21.3 million compared with an operating loss of $2.8 million on operating revenues of $19.5 million in the preceding
quarter. The increase in operating income was primarily due to a reduction in out-of-service time and expenses
incurred for drydockings. Harbor and Offshore Towing Services reported operating income in the second quarter was
$4.9 million on operating revenues of $19.0 million compared with
operating income of $2.7 million on operating revenues of $17.4 million
in the preceding quarter. The improvement in operating revenues was
primarily due to activities associated with the Deepwater Horizon oil spill response. Operating income also benefited
from gains realized on the sale of an ocean liquid tank barge.
Seacor 's unfunded capital commitments as of June 30, 2010
consisted primarily of OSVs, helicopters, an aircraft, an interest
in a dry-bulk ATB, a harbor and offshore tug and other
equipment, and totaled $247.0 million, of which $115.9 million is
payable during 2010 and the balance payable through 2013. As
of June 30, 2010, Seacor held balances of cash, cash
equivalents, restricted cash, marketable securities, construction
reserve funds and title XI reserve funds totaling $721.6 million.
Donjon Marine, Co. of New Jersey reports towing and transportation projects
they have been involved with over the last months are on the rise. Donjon tugs
transport the barges that carry all of the steel scrap in the New
York/Metropolitan Area for SIMS Metals as part of a contract that runs through
2015. Donjon handles approximately 1,800,000 tons of mixed grades of scrap
steel each year…… Donjon transports various types and grades of bulk stone
products from two upstate New York quarries to various New York/Metropolitan
Area receiving facilities in support of its customer, O&G Industries, and its
customers. Donjon’s agreement with O&G runs through Spring 2012. Donjon
transports over 300,000 tons of stone per year as part of this services
contract…… In late May 2012, Donjon was awarded a competitively bid Marine Transportation Services contract to
move all New York City Department of Sanitation Recycling Barges from
various distribution points in New York City to a number of re-handling facilities
throughout the area. Donjon moves at least one barge of recycled material per
day, 365 days per year. This contract runs through 2015. Donjon presently
operates 14 tugboats, ranging in size from 1,200 to 8,000HP, and works both
nationally and internationally. Donjon’s barge fleet includes more than 40
barges of various types ranging from 4,000yd3 dump barges to Donjon’s new
1,400-ton capacity, 1400 series material barges. The 10 “Witte Class” material
barges and cubic yard dump barge were built in Donjon’s Erie, Pennsylvania,
shipyard, Donjon Shipbuilding & Repair LLC.
38
www.marcon.com
Hornbeck Offshore Services’ second quarter 2010 revenues
increased 14.3% to $111.9 million compared to $97.9 million for
the second quarter of 2009 and increased 29.8% compared to
$86.2 million for the first quarter of 2010. Operating income was $34.5 million, or 30.8% of revenues, for the second
quarter of 2010 compared to $5.0 million, or 5.1% of revenues, for the prior-year quarter; and $15.7 million, or 18.2% of
revenues, for the first quarter of 2010. Net income for the second quarter of 2010 was $13.0 million compared to $0.2
million for the year-ago quarter; and $2.6 million for the first quarter of 2010. Operating income and net income, as
reported, for the three months ended June 30, 2009 included a non-cash asset impairment charge of $25.8 million
related to certain of Hornbeck's Downstream vessels and a $0.9 million non-cash impairment charge for unamortized
goodwill associated with the Downstream segment. Excluding these special non-cash charges, operating income was
$31.7 million, or 32.4% of revenues, and net income was $17.3 million for the second quarter of 2009. EBITDA for the
second quarter of 2010 was $54.1 million compared to second quarter 2009 EBITDA of $49.3 million and first quarter
2010 EBITDA of $33.5 million. The year-over-year increase in revenues and EBITDA was primarily due to incremental
revenues from the vessels placed in service since June 2009 under Hornbeck's newbuild and conversion programs.
Revenues from the Downstream segment of $11.4 million for the second quarter of 2010 decreased by $2.8 million, or
19.7%, compared to $14.2 million for the same period in 2009, but were higher than the sequential quarter by $1.8
million. Single-hulled tank barges that were in service during the second quarter of 2009, but have been retired or
stacked since then, accounted for $3.3 million of the Downstream revenue decline from the year-ago quarter. This
revenue decline was partially offset by a $0.5 million increase in revenue from Hornbeck's nine double-hulled tank
barges, which were in service during each of the quarters ended June 30, 2009 and 2010. Hornbeck's Downstream
revenues for the second quarter of 2010 were favorably impacted by one double-hulled tank barge performing well-test
services for an Upstream customer in the Gulf of Mexico and five double-hulled tank barges temporarily supporting oil
spill relief efforts. Hornbeck's double-hulled tank barge average dayrates were $18,708 for the second quarter of 2010
compared to $19,810 for the same period in 2009. Excluding the incremental revenues associated with the well-test
revenue, dayrates would have been $17,547, a decrease of $2,263 from the prior-year quarter. Utilization for the
double-hulled tank barge fleet was 74.2% for the second quarter of 2010 compared to 67.2% for the same period in
2009. Utilization improved largely due to increased activity related to the oil spill relief efforts, which are unrelated to
Hornbeck's typical Downstream operations and are expected to be temporary in nature.
No. Tank Barges
Fleet Cap. (bbl)
Barge Size (bbl)
Utilization
Avg. Dayrate
Hornbeck Tug & Tank Barge Quarterly Utilization and Day Rates
2010
2009
30-Jun
31-Mar
31-Dec
30-Sep
30-Jun
31-Mar
31-Dec
9
9
9
9
19.8
20
21
884.6
884.6
884.6
884.6
1,616.0
1,633.4
1,745.3
98,291
98,291
98,291
98,291
81,430
81,671
83,107
74.20%
75.10%
71.50%
67.60%
44.30%
56.70%
59.40%
$18,708
$15,816
$16,210
$28,503
$17,784
$18,695
$18,507
2008
30-Sep
21
1,745.3
83,107
53.70%
$20,283
30-Jun
21
1,745.3
83,107
61.30%
$21,789
Note: As of 9/30/09, above only includes the double-hulled tank barges. All single-hulled tank barges have been
stacked and excluded from above computations.
Hornbeck expects total EBITDA for fiscal 2010 to range between $160.0 million
and $200.0 million. The 2010 Downstream guidance reflects an active operating
fleet comprised solely of nine double-hulled tank barges and ten ocean-going
tugs for the fiscal year 2010. These vessels are projected to contribute EBITDA
in the range of 3% to 6% of the mid-point of the company-wide fiscal 2010
guidance range compared to approximately 8% of Hornbeck’s actual EBITDA for
fiscal 2009. Hornbeck will consider stacking one or more double-hulled barges
and additional tugs in its Downstream segment during 2010, if necessary, to
deter further operating margin declines.
Hornbeck expects maintenance capital expenditures and other capital expenditures to be approximately $29.0 million
and $21.7 million, respectively for the full-year 2010. Over the next few years beyond 2010, the Company expects that
its annually recurring maintenance capital expenditure budget for its growing fleet of vessels will range between $35.0
million and $45.0 million per year.
www.marcon.com
39
Kirby Corporation of Houston, Texas had net earnings for second quarter 2010 of
$29.3 million compared with $33.7 million for the ‘09 second quarter. Consolidated
revenues for the 2010 second quarter were $273.7 million compared with $272.7 million
reported for the ‘09 second quarter. Joe Pyne, Kirby’s Chairman, President and CEO,
commented, “During the 2010 second quarter and first half, our marine transportation
segment reflected higher demand and resulting higher equipment utilization than we had
anticipated at the beginning of the year. While demand and utilization were above
recessionary 2009 levels, a period where industry-wide term and spot contract pricing fell, they remained well below the
demand and utilization levels achieved during 2007 and early 2008. This improvement in demand from 2009 levels is
encouraging; however, there is still much uncertainty with respect to the U.S. economy and its impact on demand and
utilization sustainability. This uncertainty and excess industry tank barge capacity continue to negatively affect the
industry’s appetite to test higher rate levels. Business levels in our diesel engine services segment remained weak,
particularly the Gulf Coast oil services market as customers continue to defer major maintenance projects.”
Marine transportation revenues for the 2010 second quarter were $230.3 million, a 6% increase compared with the
2009 second quarter, while operating income was $49.7 million, a 7% decrease. Marine transportation revenues for the
2010 second quarter reflected a continuation of the first quarter improvement in tank barge demand. This improvement
was driven primarily by modestly higher U.S. refinery and petrochemical output, leading to moderately higher demand
and equipment utilization primarily in the petrochemical market. Diesel fuel prices for 2010 second quarter increased
60% compared with 2009 second quarter, thereby positively impacting marine transportation revenues. Offsetting the
modestly higher 2010 second quarter and first half demand and equipment utilization levels was the negative impact of
lower term contract and spot contract rates due to industry wide lower demand, excess tank barge capacity, and lower
equipment utilization levels. The marine transportation operating margin for the 2010 second quarter was 21.6%
compared with 24.4% for second quarter 2009, a reflection of lower term contract and spot contract rates, and impact
of higher fuel pricing, partially offset by the cost reduction initiatives. Kirby continued to generate strong cash flow
during the 2010 first six months, with EBITDA of $139.3 million. The cash flow was used in part to fund capital
expenditures of $67.6 million, including $34.7 million for new tank barge and towboat construction and $32.9 million
primarily for upgrades to the existing fleet.
Commenting on the 2010 second quarter and full year market outlook and guidance, Mr. Pyne said, “Our earnings
guidance for the 2010 second quarter is $.52 to $.57 per share, reflecting a 10% to 17% decrease compared with $.63
per share reported for the 2009 second quarter. For the 2010 year, we are raising our low-end earnings per share
guidance to $2.00 from $1.85 and maintaining our high-end guidance of $2.20. Our second quarter guidance reflects
improved operating conditions compared with typical winter weather conditions for the first quarter. Our revised $2.00
low-end guidance assumes volumes will remain stable for the remainder of 2010 and term contract and spot contract
pricing will remain at current levels. Our $2.20 high-end guidance assumes an improvement in volumes as the year
progresses, some reduction in current excess tank barge capacity, leading to some improvement in term contract and
spot contract pricing. Our guidance assumes our diesel engine services segment will continue to face challenges, with
some improvement in service levels in the latter part of 2010. We are maintaining our 2010 capital spending guidance
range of $125 to $135 million, including approximately $60 million for the construction of 58 new tank barges and
completing the construction of three new towboats.”
Commenting on the 2010 third quarter and full year market outlook and guidance, Mr. Pyne said, “Our earnings
guidance for the 2010 third quarter is $.52 to $.57 per share, reflecting a 12% to 20% decrease compared with $.65 per
share reported for the 2009 third quarter. For the 2010 year, we are updating our earnings per share guidance to $2.03
to $2.13. Our $2.03 low-end guidance assumes volumes will remain stable for the remainder of 2010 and term contract
and spot contract pricing will remain relatively flat. Our $2.13 high-end guidance assumes a modest improvement in
volumes in the 2010 second half and a continued reduction in current industry wide excess tank barge capacity, leading
to some modest improvement in term contract and spot contract pricing. Our guidance assumes our diesel engine
services segment will continue to face challenges, particularly the Gulf Coast oil services market with the recently
enacted moratorium on deep water offshore drilling. The Gulf Coast oil services market currently represents
approximately 20% to 25% of our diesel engine services revenues. Our 2010 capital spending guidance range was
increased to $135 to $145 million, including approximately $70 million for the construction of 59 new tank barges,
completion of the construction of three new towboats and prepayments on 2011 new tank barge construction.”
40
www.marcon.com
Foss Maritime and Teck, a diversified mining company
based in Vancouver, Canada, signed a multi-year
agreement under which Foss will continue to lighter ore
from the Red Dog Mine in the Alaskan arctic to cargo
ships anchored offshore. The agreement sustains an
existing 20-year relationship between Foss and the mining
company, ensuring continuation of what has been a major
annual project for Foss. Foss has sent four ocean-going
tugs, two specialized lightering barges, and dozens of
crewmembers to Red Dog every summer since 1990.
“The renewal of this contract is great news for Foss,” said President and COO Gary Faber. “It is an endorsement of our
past performance, and we are thrilled to move forward into the next 20 years of operations.” During the 2009 Red Dog
season, in spite of adverse weather that slowed operations in August and part of September, Foss delivered nearrecord production, lightering 1.37 million tons of ore to 25 ships. The Red Dog operation has helped Foss build a
reputation for operating safely and efficiently in the world’s harshest environments. The three-year sealift to Russia’s
Sakhalin Island oilfields ending in 2006 is among other examples of the Foss’ remote-area expertise.
Foss Maritime of Seattle, Washington has been awarded a 10-year contract under which the company will station a
tug year-round at Neah Bay to prevent disabled ships and barges from drifting onto rocks and causing oil spills in the
Strait of Juan de Fuca and on Washington’s outer coast. The contract for the Emergency Response Towing Vessel
(ERTV) won in a competitive bid against several other companies, returns
Foss to Neah Bay duty for the first time since the fall of 2006. In that year,
Foss opted out of the standby tug contract because it was experiencing a
shortage of tugs on Puget Sound. Foss had held the contract since 2000,
when the state established the standby tug service, and tugs assigned to
Neah Bay included the “Barbara Foss”, “Lauren Foss” and “Corbin Foss”.
Over six years, they went to the aid of dozens of disabled vessels.
Beginning this July, the “Jeffrey Foss” will be assigned to Neah Bay. The “Jeffrey” is a 112’, 70-ton bollard pull, highperformance ocean-going tug built in 1970 at McDermott Shipyard in Louisiana and rebuilt in 1999 at Foss Shipyard.
“We’re very pleased to have this contract,” said Foss President and COO Gary Faber. “It will provide full employment
for 10 years for a couple of crews, and it’s in line with our corporate goal to protect and enhance the environments in
which we operate.” Under legislation signed last year by Washington Gov. Chris Gregoire, funding for the ERTV tug
shifted from the state to the maritime industry beginning with the contract won by Foss. The Strait of Juan de Fuca is
one of the busiest commercial shipping lanes on the West Coast. Every year, oil tankers, fuel barges, large commercial
cargo ships, fish-processing and passenger vessels make about 4,500 round trip voyages through the strait.
A Foss tug and tank barge this spring assisted Global Diving and Salvage
Co. in removing tens of thousands of gallons of heavy bunker fuel from a
Canadian passenger liner that sank after grounding on Point Lena near
Juneau, Alaska, in 1952. Foss, Global and several other companies worked
with the U.S. Coast Guard and the Alaska Department of Environmental
Conservation to extract the oil from the Canadian Pacific ship “Princess
Kathleen”. The ship was carrying about 300 passengers when the accident
occurred in bad weather and low visibility. All were rescued. Assisting in the
operation were the Portland-based Foss ocean-going “Halle Foss” and the
tank barge “248 P-2”, which was prepped for the job at Foss Shipyard in
Seattle. The wreck of the “Princess Kathleen”, popular with recreational divers, had been leaking small amounts of oil,
and officials decided to remove the bunker fuel because they feared a
larger escape that could cause significant environmental damage.
Divers removed the oil from the tanks using a technique called “hot
tapping,” in which hot-water heat exchangers are inserted into the fuel
tanks to warm the oil, making it less viscous and easier to pump. Oil
collection equipment separated water from the bunker oil before it was
transferred to the Foss barge and transported to a waste oil recycling
and disposal center.
www.marcon.com
41
Recent News – Latin America
Jan De Nul NV is the lowest bidder for one of the last large tenders for
widening and deepening the Panama Canal. Jan De Nul is already very
active in Panama and is already working on the construction of the new
locks on the Panama Canal, one of the most prestigious infrastructure
works in the world. In this tender, Jan De Nul was followed by Int.
Underground + Dredging international (subcontract) and the JV Meco +
Boskalis. The new project, that will take approx. 2 years, will connect the
Panama Canal with the new locks at the Pacific side. It includes
excavating 4 million m³ rocks. Jan De Nul is expected to be awarded the
project within the coming weeks. The project is worth 54.5 million dollars.
Fairmount Marine has towed yet another rig belonging to Diamond Offshore to
Brazil. First the “Ocean Courage”, followed by the “Ocean Valor” and now the
“Ocean Baroness” arrived safely in Brazil with “Fairmount Glacier” and “Fairmount
Expedition” in July. The tow commenced offshore Fourchon in mid May and it was
expected to last for at least 64 days. However the Fairmount Class tugs towed her
with a very impressive speed, resulting in a transit time of only 50 days incl. one
bunker stop.
Recent News – Europe and Mediterranean
Boluda Corporación Marítima, through the Societe du Lanamage in Detroit, where it participates
alongside the African roll-on/roll-off operator Comarit, has been awarded the pier contract for the
port of Tangier Med and its roll-on/roll-off area. For the next ten years the corporation will run cargo
ship loading and unloading services using innovative equipment formed by two latest-generation
pilot crafts, two pier boats and three vehicles. Currently, Boluda Corporación Marítima provides
services to several ports both nationally and internationally: Tenerife, Huelva, Reunion, Douala
(Cameroon) and Saint Peter (Ivory Coast). The port of Tangier Med has become Boluda’s main Moroccan investment
to position itself as a port powerhouse in the Mediterranean. With the awarding of this contract, Boluda strengthens its
position in a harbor where it has been a major player since 2005, when it was awarded a 25-year concession for towing
and port assistance. This service continues in full force thanks to four 60-ton towboats with anti-pollution equipment
and fire-fighting systems, as well as three pilot crafts to guarantee assistance and service to cargo ships docking at the
pier. The African continent is an expanding market in world trade and an area of great interest for Boluda Corporación
Marítima, as it has set up business in several cities in Senegal, Morocco and Mauritania.
On 18.06.2010 at about 22:04, Ukraine flagged, 6,315mtdw bulk carrier “Oles
Honchar” loaded with 5,500 tonnes green soybeans bound from Illchevsky to
Ravenna, Italy ran aground in front of Ortaköy by falling onto a quay to Esma
Sultan waterside residence. Turkey’s Directorate General of Coastal Savety “Kıyı
Emniyeti 4” search and rescue boat, 34.25m, 5,000BHP tractor tug “Kurtarma-1”
and 40m 6,800HP tractor tug “Kurtarma-3” were immediately sent to the scene of
incident. As a result of search and rescue services rendered, the 127.3m x 16.8m
x 7.8m bulk carrier with her 10 crew on board was salved and secured on
19.06.2010 at 1205 and anchored in Ahırkapı A5 anchorage area at 1325.
On 12.06.2010 at about 1815, the 49,326dwt Hong Kong flagged bulk carrier “Josco
Nanjing” loaded with 47,200mt wheat required assistance in front of Kuruçeşme while
she was passing through Istanbul Strait from North to South. As a result of Salvage
Assistance Service rendered by the tug “Kurtarma 1”, the 179.9m bulker was secured
while she was about to fall into land. Tugs “Kurtarma 1”, “Kurtarma 3” and “Kurtarma
6” were immediately sent to the place of incident and the vessel anchored in Ahırkapı
A3 anchorage at 2000 and secured.
www.marcon.com
42
Bourbon’s second quarter revenues came to Euro 262.8 million, up 11.2%
compared with the same period in 2009 (9.6% at constant exchange rates)
thanks to increased revenues in the Bulk Division and the Offshore
Division, up 4.5% at 214.9 million Euros. Revenues are up 15.5% (11% at
constant exchange rates) compared with the previous quarter. During the
first half, Bourbon revenue growth increased by 4.7% (5.7% at constant
exchange rates) compared with the same period in 2009. Revenues for
Bourbon vessels were up 14.8% in the second quarter versus the previous
quarter, thanks to the Supply fleet’s better utilization rate, an increase in the
number of vessels, and the stronger dollar. Compared with the second
quarter of 2009, Marine Services revenues in the second quarter 2010 were virtually constant at 171.2 million Euros (0.2%). This was due to the decrease in revenues from chartered vessels, in line with the Group’s strategy and the
deterioration in market conditions, offset by the fleet’s expansion. Compared with the previous quarter, revenues for
this activity in the second quarter increased by 11.7%, reflecting the improvement in market conditions, the
commissioning of new vessels and the stabilization of charters. Compared with the first half 2009, revenues were
virtually stable for a total of 403.8 million Euros. Revenues from Bourbon vessels increased by 6.5%, thanks to the
expansion of the fleet and despite the significant deterioration in market conditions. Revenues for chartered vessels
were nearly 27 million Euros lower. These figures yet again confirm the very favorable reception given to Bourbon’s
innovative vessels that are both efficient and profitable for the client. In the first half 2010, revenues for the Marine
Services activity were down 4% at 324.5 million Euros compared with the same period in 2009. This was due to the
sharp reduction in chartering (-63%), with the expansion of the directly-owned fleet which however offset the
deterioration in market conditions. In the first half, Bourbon realized 11% of its revenues on the American continent
(outside USA) compared with only 6.6% in the first half 2009. Apart from
the expansion of the activity in Mexico and Brazil, this also reflects the
buyout of 50% of Delba Maritima at the end of 2009. Elsewhere, the
relative share in different regions has remained stable. Activity on the
offshore market will benefit from an upturn in oil companies’ capital
investments in the second half, both in exploration and in production and
maintenance. This upturn is already evident in West Africa and Asia.
More rigorous demands from clients in terms of safety and the efficiency
of offshore services vessels should further reinforce their preference for
the most modern fleets rather than older vessels, and this is particularly
the case in continental offshore. In this context, Bourbon vessels – both existing and those due to be commissioned in
the near future – should see a steady improvement in utilization rates. In addition, the economic activity in emerging
countries and the maintenance of current oil prices should sustain investment and hence future demand for vessels.
Multraship successfully brought the 1,258 dwt, St Vincent & Grenadine-flag general cargo vessel “Janina” to safety
after it was holed by a fishing vessel while at anchor at Buitenbanken, near Rotterdam. The fishing vessel “GO 27”
collided with the “Janina” in the early hours of July 26, resulting in a
crack in the ship’s hull on the starboard side, leading to immediate
flooding of the engine room, from where the water ingressed into the
ship’s accommodation. The ship’s master put his crew overboard in
lifeboats, and there were no reported injuries. The ship, which is owned
by Janina Shipping Ltd, developed a 15-degree list, and the Den Helder
Coastguard alerted the Dutch lifeboat association, KNRM, which sent
three rescue boats to the site. Having secured the salvage contract,
Multraship sent its tugs “Multratug 18”, “Multratug 9” and “Multraship
Responder” to the scene of the casualty. Multraship’s specialist salvage
team, using portable pumps, managed to keep the “Janina” afloat, and
secured permission to tow it into the Scheldepoort Shipyard, where a
diving inspection was carried out and pumping continued. Still making water, the ship was moved into drydock to make
a decision about necessary repairs. The “GO 27”, meanwhile, was able to return to its home port of Stellendam in the
Netherlands under its own power. The cause of the collision is still being investigated.
www.marcon.com
43
Fratelli Neri SPA of Livorno, Italy entered into an agreement with OLT Offshore LNG Toscana S.p.A , the promoting
company of the Offshore regasification project in Tuscany. The fact that Fratelli Neri is one of the Italian leaders in the
management of marine services was a key element of the decision
process. Fratelli Neri will draw on the expertise of both shareholders to
manage this high profile project in Italian waters to the highest standards of
reliability and safety in the industry. Operational Marine Services of the
Terminal will be ensured by Fratelli Neri who has extensive know-how in
LNG shipping operations and offshore oil terminal towage in general. Direct
manpower under this agreement will be about 50 specialized operators,
without considering the employment that will be built up to follow the
activities of the Terminal. Particular consideration has been paid to ensure
respect of International and National Laws for LNG , the use of local
resources and local manpower, for which OLT Offshore LNG Toscana
introduced an obligation. A second key element is the maximal and
progressive involvement of Italian staff from day one, which is entrusted to Fratelli Neri. A Familiarization and Training
program for future operational staff will be initiated, ensuring a safe and efficient start-up employing experienced and
trained personnel. The agreement includes a pre-operational phase for mobilization of resources and personnel,
training & know- how transfer.
Tug Malta Ltd. chartered for seven days the 36.6m x 13.6m, 6,100HP Voith Schneider tractor tug “Spinola”, with a
bollard pull of 81 tons, for towage and offshore duties to a jack rig in Tunisian waters. The RINA classed tug was built in
2009 by Astilleros Armon S.A. of Navia, Spain.
On Sunday 9th May 2010, Tsavliris Salvage dispatched their 47m x 11.1m, 6,200HP salvage
tug “Megas Alexandros” (ex-Tito Neri) from her Piraeus, Greece salvage station, to the
assistance of M/V “East Express” (GRT 3,504, DWT 3,126), laden with 2,149MT of MDF,
which was disabled about 40 miles Southwest of Kasteli, Crete. The vessel was safely towed to
th
Piraeus and arrived 12 May 2010.
African News
While under contract to Heerema Marine Contractors, Fairmount Marine’s 75.0m,
205 tonne bollard pull anchor handling tugs “Fairmount Alpine” and “Fairmount Sherpa”
towed the 154m x 137m semi-submersible construction vessel “Balder” from Trinidad to
West Africa at a record breaking speed. During the passage of the Atlantic, a speed well
over 8 knots was reached resulting in an overall average of around 7 knots. According
to Heerema, the SSCV “Balder” was never towed that fast. “Fairmount Alpine”, who was
redelivered earlier this month in West Africa, had been on contract to Heerema Marine
Contractors for 3.5 months. She started towing the SSCV “Balder” from Mexico to
Trinidad. At Trinidad she assisted the SSCV “Balder” during installation works.
When the works were completed, “Fairmount Sherpa” joined to tow the SSCV
“Balder” to West Africa. In West Africa the tugs performed standby duties and
did several cargo runs. “Fairmount Sherpa” was released mid-July after having
been on hire for almost two months. “It was a pleasure working with both
‘green vessels’. Please bring our thanks to the masters and crew of both
vessels for the good service and professional attitude. Looking forward to work
with you again.” said Michiel Goedkoop, Ops Manager Balder, Heerema
Marine Contractors. In the meantime “Fairmount Alpine” and “Fairmount
Sherpa” are underway to their next commitment.
www.marcon.com
44
Mid-East News
A search that began in early June for a tug and barge caught in a cyclone
off the coast of Oman was stood down after both vessels were located
and 23 people rescued. Falmouth Coastguard were informed of the
nd
incident at 14.06 on Wednesday 2 June, when the UKMTO (United
Kingdom Maritime Trade Organization) contacted them to say that they
had been in contact with the owners in Mumbai, who in turn had been
contacted by the 95’, twin screw tug “Roma” (ex-Vif, Viofrasal 4,
Provencal 5, Comoe, Provencal 5) reporting that they had been towing
the 200’ x 50’ crane barge “Kanta” and had got into difficulty and been
unable to contact the authorities in India to request assistance. After
liaising with other Search and Rescue authorities in the area, Falmouth Coastguard took on the coordination of the
search themselves, and a request for positions of vessels in the area yielded a tanker, the “Al-Amerat”, that was willing
to proceed to their rescue. With winds of up to 170 knots forecast, Falmouth Coastguard were extremely concerned for
the two vessels, especially after a distress beacon signal was received from the tug “Roma”. Falmouth Coastguard
continued conducting satellite broadcasts to the area and tasked and co-ordinated four merchant vessels to search for
the tug (which had fourteen people onboard) and the barge (which had nine). After twenty one hours the tug “Roma”
was located disabled and drifting by the “Al-Amerat” with all crew accounted for and the barge was finally found drifting
after nearly thirty hours by the “Perseus Leader” with the crew safe but low on food and water. This incident highlights
the importance of satellite communications and relations with other international SAR operations in long range Search
and Rescue. This was an incredibly dangerous mission for all vessels involved due to a severe tropical cyclone with
winds of force 9-10 and seas of 8 to 10m in height. Thanks to the captains and crews of all the vessels that were
involved in this very difficult and drawn out rescue.
Featured Tugs For Sale Direct From Owners
File: TG84002 Tug - Twin Screw - 154.7’ x 40.6’ x 19.7’ depth x 15.45’ loaded
draft. Built: 1977 at Odense SY; Lindo, Denmark. Vanuatu flag. GRT: 762.
Class: ABS (formerly LR +100A1 Tug Ice Class 1A). Deadweight: 569lt. 135T
deck cargo on 69.1’ x8.5’ clear deck. FO: 173,700g FW: 15,000g DW: 65,800g
Winch: Hydraulic Braatvaag double drum + tugger & capstan. Wire Capacity:
1,000m 64mm. Stern Roller 2 x MAK 12M453AK total 8,400BHP. Lips 114” CP
prop(s) in kort nozzle(s). 10,500nm range. Bowthruster 300HP. Bollard Pull:
100T. Speed about 10-12kn on 290-390g/hr. Pump(s): DW 350g/min; FO
350ppm. Genset(s): 3 - 178kW 380vac 50hz. Quarters: 12 in single cabins. Air conditioned. Open stern. Triplex shark
jaw. Rig chain locker. Try best reasonable cash offers “as is, where is” after inspection. U.S. Gulf Coast.
File: TG84001 Tug - Twin Screw - 154.7’ x 40.6’ x 19.7’ depth x 15.45’ loaded draft. Built: 1976 at Odense SY; Lindo,
Denmark. Rebuilt: 2006. Panama flag. GRT: 762. ABS +A1 Towing Svc. +AMS. 135T cargo on 69.1’ x 28.5’ deck. FO:
559.0mt Winch: Hydraulic Brattvaag double drum. Wire Capacity: 2 x 3,200’ x 2.25”. Stern Roller. 2 x MAK 12M453AK
total 8,500BHP. CP Lips 114” prop(s) in kort nozzle(s). 11,900nmi range. Bowthruster 3.5mT. Bollard Pull: 100T. Speed
about 15.5kn on 31T/day. Genset(s): 3-175kW 380vAC 50Hz. 2 – 1,300gpm @ 400’ fire monitors. Quarters: 9-1, 3-2
berth. Air conditioned. Open stern. Triplex shark jaw. 2 - 43m3 chain lockers. (83m3 total). Anchor handling tug. 5yr SS
for ABS passed Fall of 2006. Working, but we may develop for sale. Mid East.
File: TG74146 Tug - Twin Screw - 146.0’ x 40.0’ x 20.5’ depth x 18.00’ loaded draft. Built:
1976 at D.M. Kremer Sohn; Germany. GRT: 823. ABS +A1, +AMS exp. Nov 2010. 170T
cargo on 50’ x 18’ clear deck. FO: 167,462g. Winch: Surken Bodewes double drum. Wire
Capacity: 5,640’ x 2.5”. Stern Roller. 2 x B&W 14U28L4 total 7,420BHP. CP prop(s) in kort
nozzle(s). Bowthruster. Bollard Pull: 100MT. Speed about 14kn. Genset(s): 3-220kW /
GM12V71; 1-80kW / GM4-71 400v 60Hz AC. Quarters: 16 crew (4-1, 4-2, 1-4). Air
conditioned. Galley. Passengers: 4. Shark jaw, open stern. For sale out of competition on
“as is, where is” basis. Encourage clean, cash offers after inspection. Mid East.
www.marcon.com
45
File: TG72148 Tug - Twin Screw - 149.5’ x 40.0’ x 22.0’ depth x 20.25’ loaded draft.
Built: 1974 at Equitable Eq.; Madisonville, LA. U.S. flag. GRT: 173. ABS +A1, Ice “C”,
Towing, +AMS (5 year Special Survey & Drydocking overdue April 2010). FO:
199,727g. Winch: Intercon DD250 double drum. Wire Capacity: 3,000’ 2.25” / 3,600’
2.5”. 2 x EMD 20-645E5 total 7,200BHP. 5.930:1 gear(s). 4-blade stainless prop(s) in
kort nozzle(s). Bollard Pull: 120sT. Air conditioned. Galley. Not officially for sale, but
we may be able to develop against firm interest. Contact Marcon for further details,
price guidance, etc. U.S. Gulf Coast. Delivery: Prompt.
File: TG72114 Tug - Azimuthing - 111.5’ x 44.3’ x 20.0’. Built: 2010 Turkey. GRT: 685. RINA C+ Hull + Mach,
Unrestricted Nav., Aut-UMS, Escort Tug, FiFi 1. FO: 220m3. BW: 80m3. Windlass: 80T (AMW-H-192). Crane: Knuckle
Boom 31.5MT. Winch: Ridderinkhof TW-H-450 (aft); 1 - 65T tow hook. Wire Capacity: 200m x 88mm. Stern Roller. 2 x
ABC 12MVDZ total 7,200BHP at 1,000RPM. Schottel SRP 2020 CP prop(s). Range: 3,000nm. Bowthruster Schottel
268BHP. Bollard Pull: 80T. Speed about 13.5kn. Genset(s): 2 - 240kW; 1 - 80kW. Firefighting: FiFi-1; Water/Foam
monitor 1,200m3/hr; water/foam 300m3/hr. Quarters: 12. Air conditioned. Robert Allen design (Rastar 3400 design).
Towing Pins: SWL 80T. 2 sisters presently available. Mediterranean. Delivery: 11 months.
File: TG70092 Tug - Azimuthing - 92.8’ x 39.4’ x 17.2’ depth. Built: 2010 at ASL
Shipyard; Singapore. GRT: 377. GL +100A5 M (Tug) Mach +MC AUT FiFi 1. FO: 80m3
Crane: Hydraulic 10tm + boat davit. Winch: Hydraulic 200T brake fore & aft; Wire
Capacity: 450m x 56mm or 250m Dynema. 3 x ABC 8DZC total 7,100BHP. 2,300mm CP
SRP-1215 Schottel prop(s). Bollard pull not less than 94T ahead & astern / max not less
then 104mt. Bollard Pull: 85mt. Speed about 12kn free. Genset(s): 2-120kW / Volvo Penta
TAMD 74A & 1-25kW / Hatz Silent Pack. FiFi 1. 2 - 1,200m3/h remote monitors. 300m3/h
spray. Quarters: 6 persons in 2-1 & 2-2. Two sister-tugs recently committed, but may be able to develop two additional
sister-tugs with delivery Fall 2010. Try offers for bareboat charter or time charter to qualified operators. Tugs excellent
for port or terminal work. Call for price guidance and further details. Southeast Asia.
File: TG65119 Newbuilding Stock Design Tug - Azimuthing - 119.1’ x 41.0’ x 19.7’ depth x 15.41’ loaded draft. To
be built at Chinese shipyard. LR +100A1 Tug Escort +LMC FIFI 1 Unrestricted. FO: 250m3 FW: 100m3 Crane: 2T /
13m reach Palfinger telescopic. Winch: Double drum fore & aft + 15T tugger. Wire Capacity: 600m x 52mm. Stern
Roller. 2 x CAT C280-8 total 6,593BHP at 1,000RPM. Rolls Royce US255P30 prop(s). Bollard pull astern 70mt. Bowthruster 250HP. Bollard Pull:
80mt. Speed about 12kn trial. Genset(s): 2 - 350kW / CAT C18 380v 50Hz
3ph; 1 - 86kW / CAT C4.4. FiFi 1: 2,400m3/hr pump; 2 – 1,200m3/hr
remote monitors; Foam 8m3. Quarters: 12 men(4-2, 2-1, 1-2). Air
conditioned. Galley. New design quote ASD towing, escort & firefighting
tug. Box shaped skeg & bilge keels. Engine room fuel tanks fully double
bottom. 100T SWL hydraulic tow pins & 100T SWL hydraulic retractable
anchor handling fork. Waterspray system for protection. Direct from
shipyard for whom we have handled several previous newbuildings. Full builder’s specs & drawings available on
request. Call for price guidance and delivery schedule. Inspection: Far East. Delivery: By arrangement.
File: TG60131 ATB Tug - Twin Screw - 135.0’ x 36.1’ x 19.0’ depth x 18.45’
loaded draft. Built: 1971 at Main Iron Works; Houma, LA. Rebuilt: 1992. U.S.
flag. GRT: 224. ABS +A1 Towing Service +AMS. Unrestricted thru 11/2010.
(Lay up status.). FO: 63,510g. BW: 40,794g. Winch: Markey TDS-36. 2 x EMD
16-645E7 total 5,750BHP. Fixed Pitch 150” x 95” prop(s). Bollard Pull: 60T.
Speed about 10.8kn free on 5,814g/day. Genset(s): 2 - 99kW. ATB tug with
upper pilothouse. Height of eye 31.0’ / 54.8’ lower / upper pilothouse. Intercon
coupler system. ITC tonnage 581 / 174. Previously operating with 29,000dwt
barge. F.O. cap may be increased by removing upper pilothouse, connection
system, etc. U.S. East Coast.
www.marcon.com
46
File: TG57151 Tug - Twin Screw - 150.0’ x 40.0’ x 22.0’ depth. Built: 1974 at
Halter Marine Services; New Orleans. U.S. flag. GRT: 198. ABS +A1, Ice
Class C, +AMS. Surveys overdue.lt. Disp: 1,673lt. 150LT deck cargo. FO:
224,522g FW: 15,967g DW: 59,781g. Crane. Winch: Intercon 79070 D/D WF
+ tugger. Wire Capacity: 3,000’ 2.25”. Stern Roller. 2 x EMD 16-645E5 total
5,750BHP. Reintjes WAV3400 5:1 gear(s). 4 blade 120” x 124.8” prop(s) in
kort nozzle(s). Bowthruster 7ST. Bollard Pull: 81ST. Speed about 13kn max
on 279g/hr. Genset(s): 2 - 125kW 440v 60Hz / DD8V-71. Quarters: 1-1, 7-2
man. Air conditioned. Sale strictly “as is, where is” out of competition. U.S. Gulf Coast.
File: TG57150 Tug - Twin Screw - 150.0’ x 40.0’ x 22.3’ depth x 20.50’ loaded draft. Built: 1974 at Halter Marine; New
Orleans, LA. Mexican flag. GRT: 835. ABS A1 (disc.). FO: 886T. Winch: Double drum. 2 x EMD 16-645E7B total
5,750BHP. Bowthruster. Bollard Pull: 84T. Speed about 13kn Genset(s): 2-99kW AC. Raised foc’stle bow. For sale
strictly “as is, where is” out of competition. Caribbean.
File: TG57148 Tug - Twin Screw - 136.2’ x 36.5’ x 19.2’ depth x 20.00’ loaded draft. Built: 1970 at J.R. McDermott;
Amelia, LA. U.S. flag. GRT: 194. ABS +A1 Towing Service, +AMS. Drydocking & Special Survey for Hull / Mach
Surveys due Apr 2010. FO: 155,000g FW: 15,000g Winch: Markey TDSDW 36C Double Drum. 2 x EMD 16-645E5
total 5,750BHP. Falk MRVF3048 4.536:1 gear(s). 5 - Blade Stainless prop(s). Triple Rudder. Bollard Pull: 67ST.
Genset(s): 3 - CATD3304. Air conditioned. Galley. We may be able to develop for outright sale out of competition on a
private & confidential basis. U.S. Northwest.
File: TG57139 Tug - Twin Screw - 138.7’ x 36.5’ x 18.9’ depth x 15.30’ loaded draft. Built: 1974 at D.W. Kremer Sohn
Gmbh; Germany. Panama flag. GRT: 600. BV. FO: 300MT FW: 105MT BW: 118.3m3 Crane: Hydraulic 3mt SWL.
Winch: Double Drum Norwinch hydraulic. Wire Capacity: 850m 52mm. 2 x MAK 8M452AK total 5,000BHP. CP prop(s)
in kort nozzle(s). Speed 10kn econ. Bowthruster 350HP. Bollard Pull: 65T. Speed about 13.5kn free. Genset(s): 2 150kW / Volvo, 1 - 180kW / Volvo, 220v, 50Hz. Fifi. 300lpm. 4 monitors. Quarters: 3-1, 7-2 berth. Ocean going anchor
handling. Range 7000nm. Sale “as is, where is”. Mid East. Delivery: Fairly prompt.
File: TG56104 Tug - Azimuthing - 105.0’ x 42.0’ beam x 17.5’ depth x 18.9’ loaded draft. Built: 2011 Turkey. GRT:
500. BV 1 +Hull +Mach, Escort, Salvage, FiFi 1, AUT-UMS, Water Spray, Oil Rec, Unrestricted Nav. 2 x ---- total
5,628BHP. Vessel can also be built with 6,432BHP engines Bollard Pull: 70-80T. RAstar 3200 design. Next planned
delivery mid-2011. Price ideas and further details on request. Bollard pull is 70-80T based on equipment installed.
Mediterranean. Delivery: Mid 2011.
File: TG54103 Tug - Azimuthing - 105.0’ x 38.0’. Built: 2010 Turkey. RINA C+ Hull + Mach, Unrestricted Nav., AutUMS, Escort Tug, FiFi 1. Crane: Knuckle Boom. Winch: Hyd single drum; 65T tow hook. Wire Capacity: 1,000m x
52mm. Stern Roller. 2 x Wartsila 6L26 total 5,467BHP at 1,000RPM. LIPS type HR nozzle prop(s). Range: 3,000nm.
Bowthruster. Bollard Pull: 70T. Speed about 13kn. Genset(s): 2 - 175kW /Scania; 1 - 60kW. Water/Foam monitor
1,200m3/hr, water/foam 300m3/hr. Quarters: 10. Air conditioned. Galley. Ramparts 3200 design escort tug. Bollard pull:
70T ahead; 66T astern @ 100% MCR 5467.2BHP. Towing Pin. Mediterranean. Delivery: 7 months.
File: TG53117 / TG53118 Tugs - Azimuthing (2 each) - 106.6’ x 38.3’ x 18.4’ depth x 14.10’ loaded draft. Built: 2010
Turkey. GRT: 456. BV 1 Hull +Mach, Escort, Salvage, FiFi 1, AUT-UMS, Water
Spray, Oil Rec, Unrestricted Nav. Winch: Double drum Aft towing. Wire Capacity:
800m + 400m x 52mm steel wire. Stern Roller. 2 x CAT 3516B total 5,364BHP at
1,600RPM. Schottel SRP1515CP prop(s). Schottel thruster. Bollard Pull: 65T. Speed
about 13kn free. 2 - FFS type SFP 250 x 350 1,350m3/hr FiFi pumps. Genset(s): 2 150kW / CAT C9 / 1,500RPM. Firefighting: 2 - FFS 1,200 / 300m3/hr water / foam
monitors + water spray. Quarters: 10 persons. Air conditioned. Galley. Harbor,
escort, ship docking ASD tug. Four sisters, one of which is already sold. Single, split
drum escort towing winch with 2 x 250m 54mm synthetic line. No bow thruster. 70 Ton tow hook, tow pins, stern roller.
Delivery expected August 2010. Price ideas and further details on request through Marcon’s office. Mediterranean.
Delivery: August 2010 / March 2011 respectively.
47
www.marcon.com
File: TG51106 Tug - Azimuthing - 105.0’ x 38.0’ x 17.6’ depth x 13.74’ loaded draft. Built: 2010 Istanbul, Turkey. GRT:
490. BV 1 + Hull Mach Salvage Escort Tug FiFi 1 AUT-UMS Unrest Nav. FO: 155,000L FW: 44,000L BW: 32,000L
Winch: 1- 130T brake; 2 - 15T tugger; 65T tow hook. Wire Capacity: 700m x 52mm. 2 x CAT 3516B HD total
5,145BHP at 1,600RPM. Twin Schottel prop(s). Steerable Thruster & Compact Thruster. Bollard Pull: 63T. Speed
about 13kn free. Pump(s): 35m3/hr (fire). Genset(s): 2 - 250kW / CAT C9 DITA 440v 60Hz 3ph; 1 - 76kW. FiFi 1:
Waterspray curtain; Water/foam monitor 1,200m3/hr & 300m3/hr. Quarters: 10 - 12 man. Air conditioned. Galley.
Robert Allen Rampart 3200 ASD design. Black Sea. Delivery: Prompt.
File: TG48113 / TG48112 Tugs - Azimuthing (2 each) - 112.0’ x 36.3’ x 18.3’ depth x 16.56’ loaded draft. Built: 1985 /
1984 resp. at Australian Shipbldg Ind. Australia flag. GRT: 478. LR 100A1 Tug, LMC. UMS. Special Survey due
02/2015. Drydocking due 01/2013. Annual due 02/2011. FO: 133,000L FW: 97,000L. Winch: Hagglunds fore & aft.
Wire Capacity: 700m x 42mm. 2 x Niigata Pielstick 8PA5L total 4,200BHP. Niigata ZP3B 2.2m dia prop(s). Bollard Pull:
52.6MT. Speed about 12kn max. Genset(s): 2-184kW / GM 6-71 415vAC 50Hz. Remote operated Skum 600m3/h
monitor + 1 manually operated Skum. Quarters: 14 (2-1, 6-2 berth). Two ASD terminal / towage tugs. Hagglunds 4309200 winches fore and aft. Australia.
File: TG48001 Tug - Twin Screw - 127.6’ x 32.1’ x 10.9’ depth x 15.50’
loaded draft. Built: 1967 at Burton Shipyard, Port Arthur, TX. U.S. flag.
GRT: 178. ABS Loadline allowed to lapse. FO: 78,000g FW: 7,600g Winch:
Double drum Almon Johnson. Wire Capacity: 2,100’ x 2”. 2 x EMD 16645E5 total 5,750BHP. Philadelphia 28HRM6H 4.09:1 gear(s). 115”x81”
prop(s). Repowered 1999 from Fairbanks. Bollard Pull: 77T. Speed about
12kn. Genset(s): 2 - 75kW. Quarters: 14. Tug still operational, but main
engine & gears require overhaul. Ballast tanks need steel work. Gaugings
required. As brokers only, try best reasonable cash offers “as is, where is”.
Reportedly in running condition. U.S. East Coast.
draft. Built: 2010 Foreign flag. BV I +Hull, +Mach Tug Unrestricted Nav. FO: 320m3
FW: 150m3. Winch: Elec/hyd double drum w/f. 10T tugger. 5T capstan. Wire
Capacity: 750m 42mm. Stern Roller. 2 x Cummins QSK60M total 4,400BHP.
Reintjes WAF 773 6.44:1 gear(s). 2,400mm Fixed Pitch prop(s) in kort nozzle(s).
Bowthruster 3T. Bollard Pull: 53MT. Speed about up to 12kn. Pump(s): 1,200m3/h
fire pump. Genset(s): 2 - 240kW / Cummins SF240GFM. Firefighting: 1/2 FiFi
system. 2 - 600m3/h SKUM monitors. Quarters: 16 persons. Air conditioned.
Galley. Anchor handling utility tug. Raised foc’stle bow. 150T SWL shark jaw &
towing pins. Delivery expected end of October 2010. Far East.
Hasund Mek Verksted; Norway. Rebuilt: 1999. Malta flag. GRT: 481. DnV +1A1
Tug EO Ice “C” Unrestricted Trade. Continuous Hull Survey due Dec 2010.
Deadweight: 264 T. FO: 364m3 FW: 24m3 BW: 180m3. Crane: Telescopic 1T.
Winch: Hydraulic Brattvaag SL60 2-drum. Wire Capacity: 500/1,000 52mm.
Stern Roller. 2 x Alco 12-251F total 4,400BHP. Liaaen CP prop(s) in kort
nozzle(s). Poscon joystick control. Bowthruster 200HP. Bollard Pull: 65MT.
Speed about 12-15kn free. Genset(s): 2 - 160kW / shaft & & 1 - 160kW / aux
220vAC 50Hz. Quarters: 11 in 7-1 & 2-2 berth. Air conditioned. 100T SWL stern
roller 1m dia. 2 - 3T hydraulic capstans. Zodiac workboat. Sale “as is, where is”
at new reduced price. Europe. Delivery: Prompt.
www.marcon.com
48
File: TG44110 Tug - Twin Screw - 110’ x 34.0’ beam x 16.0’ depth. Built:
1999 at C&G Boat Works; Mobile, AL. U.S. flag. GRT: 149. ABS +A1,
Towing Service, Great Lakes, +AMS. ABS Great Lakes Loadline. FO:
70,000g Winch: Smatco 66 DAW double drum. Cummins CAT 8.3
powered. 2 x CAT 3516B total 4,500BHP. Reintjes WAF872 7:1 gear(s).
99” Kaplan FPP stainless prop(s) on Stainless shaft(s) in kort nozzle(s).
Repowered 2000. Speed about 10kn. Genset(s): 2-99kW/Cummins 6BT.
4 flanking rudders. Designed for notch towing/work. May be developed for
sale enbloc or separately with HB39071. Further details on request. Upper
house height of eye 44.5’. Lower house height of eye 27’. U.S. Great
Lakes. Delivery: Prompt.
File: TG44073 / TG44072 Tugs - Azimuthing (2 each) - 98.4’ x 35.4’ x 17.7’
depth x 11.81’ loaded draft. Built: 2008 at Hong Kong, China. Hong Kong flag.
GRT: 469. BV1 + Hull + MACH, Salvage Tug / Utility Boat / FiFi I Unrestricted
Nav. FO: 250m3 FW: 110m3 Crane: 1-1.2mt@9.81m/8mt@2m,SWL. Winch: 1Electro Hyd Tow winch 100mt; 1-Electro Hyd Anchor&Tow winch 80mt. 2 x
Cummins QSK60M total 4,400BHP. Aquamaster prop(s). Bowthruster. Bollard
Pull: 66.5MT. Genset(s): 3-116kW/400V/50Hz/Perkins. FIFI as per BV
classification. Quarters: 2-1, 2-2 & 2-4 cabins. Air conditioned. Galley. Sewage
Treatment plant. Call for price guidance and delivery schedule. Bollard pull ahead
66.5mt & 63.6mt astern. Southeast Asia. Delivery: 30 Days from contract.
File: TG43123 Tug - Twin Screw - 124.0’ x 33.1’ x 19.9’ depth x 18.00’ loaded draft. Built: 1967 at Gulfport Shipbldng;
Port Arthur, TX. U.S. flag. GRT: 194. ABS +A1 Towing, +AMS. FO: 70,378g FW: 2,467g Winch: Markey TYS-36 single
drum. Wire Capacity: 2,200’ x 2.25”. 2 x EMD 12-645E5 total 4,300BHP. Falk 4.27:1 gear(s). FP prop(s). Genset(s): 2 125kW / GM8V – 71. Steering: Sperry. Quarters: 8 in 7 staterooms. Galley. Elevated pilot house & raised foc’stle bow.
70.3’ highest fixed point. 45’ height of eye. Previously handled 19,2000stdw bulk barge. Although not officially on
market, we may be able to develop for sale on private & confidential basis. Reportedly in running condition. U.S. East
Coast.
File: TG42129 Tug - Twin Screw - 129.9’ x 37.9’ x 18.9’ depth x 17.77’ loaded draft. Built: 1975 at K.K. Imai
Seisakusho, Ehime Pref. Rebuilt: 2007. Panama flag. GRT: 680. Class: RINA. Formerly ABS (exp 2009). Deadweight:
637mt. 205mt deck cargo on 10m x 9.5m clear deck. FO: 500mt FW: 100mt. Winch: Double drum. Wire Capacity: 2 700m x 47mm. Stern Roller. 2 x Nohab F212V total 4,200BHP. FP prop(s). Bollard Pull: 48T. Speed about 14kn
service. Genset(s): 2 - 150kW. Working spot market. Southeast Asia.
loaded draft. Built: 1966 at Nolty J. Theriot; Golden Meadow, LA. Rebuilt:
2007. U.S. flag. GRT: 180. ABS International Loadline Expires 26 June 2012.
Lt. Disp: 783lt. FO: 75,000g FW: 5,000g. Winch: Almon Johnson Single
Drum +pendant drum & gypsy / GM6-71 diesel powered. Wire Capacity:
2,600’ 2.25”. 2 x EMD 16-645E total 3,900BHP. Last Overhauled: 2007. Falk
2735 4.07:1 gear(s). 96” x 109” (4-blade S/S) prop(s) on 11” shaft(s) in kort
nozzle(s). Repowered ’91. 35” clutches. Bollard Pull: 66ST. Speed about
12kn. Genset(s): 2 - 85kW / John Deere 480v 60Hz AC. Quarters: 3-1, 1-2
pax cabin. Air conditioned. Galley. Standard bow. 5 year ABS loadline
renewed June 2007. Vessel also underwent a major top to bottom overhaul at that time, plus upgraded to EPA Tier I
approved. Nautican kort nozzles with quad rudder system. Hydraulic towing pins. U.S. West Coast.
www.marcon.com
49
File: TG40095 Tug - Azimuthing - 95.5’ x 32.0’ x 15.8’ depth x 11.50’ loaded
draft. Built: 1996 at Trinity Marine; Lockport, LA. U.S. flag. GRT: 99. ABS +A1
Towing Service (FiFi), AMS, Ice Class C. Drydocked 3/09. Class up to date. Lt.
Disp: 299lt. FO: 34,359g FW: 1,775g BW: 12,228g Winch: Almon Johnson double
forward (650) & single aft (650). Wire Capacity: 2,000’ 2” aft. 2 x CAT 3516BTA
total 4,000BHP. Ulstein 1650H 86”x80” prop(s). Bollard Pull: 56.25ST. Speed
about 14kn free. Genset(s): 1 - 99kW / CAT3406; 1 - 99kW / CAT3304. 3,000gpm
fire pump PTO (2 monitors with foam). Quarters: 8 crew. Air conditioned. Galley.
Jensen Maritime Design. Escort, FiFi, Oil Rec, Shipdocking, Harbor, Coastal &
Ocean Tug available for sale or charter, with or without purchase options at the
end of a five-year bareboat charter. Caribbean.
draft. Built: 1964 at New Iberia Shipblg; New Iberia, LA. U.S. flag. GRT: 196.
ABS Loadline exp Mar 2013. FO: 75,403g FW: 1,436g. Bow Winch. Winch:
Enclosed Double Drum Markey TESD-28 + Capstan Aft. Wire Capacity: 2,000’
x 2”. 2 x Fairbanks Morse 10-38D8-1/8 total 4,000BHP at 750RPM. 3:1 Falk
reverse reduction gear(s). 92” x 54” prop(s) on 9” shaft(s). Inboard turning
props. Genset(s): 2 - 100kW / GM8V71 440vAC 60Hz new in 1992. Steering:
Skipper hyd. Fully operational and earning money as back-up boat. ITC - 350G
/ 105N. Rubber bow pud & tire fendering. “H” bitts fore & aft. Last drydocked
March 2008. For sale out of competition. U.S. Gulf Coast.
loaded draft. Built: 1976 at Quality Shipyard; Houma, LA. U.S. flag. GRT:
192. ABS +A1 +AMS Towing Service (renewed 2006). Deadweight: 496lt.
FO: 126,200g FW: 10,000g DW: 10,700g. Crane. Winch: Double drum
side-by-side. Wire Capacity: 6,600’ x 2”. Stern Roller. 2 x EMD 12-645E6
total 3,000BHP. Reintjes WAV-2600 gear(s). 4 blade 114” x 114” prop(s) in
kort nozzle(s). Bollard Pull: 49T. Speed about 12-14kn on 95g/hr @ 12kn.
Genset(s): 2 - 99kW 440v 60Hz. Quarters: 10 in 6 cabins. Air conditioned.
Galley. Tow pins. Water maker. Bilge keel stabilization system. Walk-in
cooler and freezer. Raised foc’stle. Owner inviting offers. Sale strictly “as is, where is” out of competition. West Africa.
File: TG39130 Tug - Twin Screw - 136.0’ x 32.0’ x 17.0’ depth. Built: 1942
at Levington SB, Orange, TX. Rebuilt: 1979. U.S. flag. GRT: 197. ABS
Loadline renewed 17 May 2010 & valid thru May 2015. Last drydocked May
2010. FO: 50,000g FW: 20,000g Winch: Almon Johnson single drum. Wire
Capacity: 2,600’ 2”. 2 x EMD 16-567BC total 3,600BHP. Haley 4.485:1
gear(s). 108”x98” 4 blade stainless prop(s) in kort nozzle(s) installed in 1985.
Bollard Pull: 50ST on 150gph towing. Genset(s): 2 - 60kW / Delco & GM671. Steering: Sperry. Quarters: 10 berths. Air conditioned. Galley. Raised
foc’stle bow. Molded hull. Quarters re-done in ‘95. Survey & drawings on
request. Reportedly tug & all equipment fully operational. Marcon sold this
tug to previous Owner. Caribbean.
File: TG39109 Tug - Twin Screw - 105.0’ x 30.2’ x 17.0’ depth x 16.00’ loaded draft. Built: 1967 at Gulfport SB; Port
Arthur, TX. Rebuilt: 1989. U.S. flag. GRT: 298. ABS +A1 (disc.). FO: 140,000g FW: 2,500g DW: 10,000g Winch: Almon
Johnson single drum. Wire Capacity: 2,400’ - 2 1/4”. 2 x EMD 16-645E2 total 3,900BHP. Falk 4.957:1 gear(s). 129” dia
x 94” 4 blade stainless steel prop(s). Speed about 13kn. Genset(s): 1 – 100kW ;1 - 75kW/GM 6-71. Steering:
Hydraulic. Quarters: 10 in 5 cabins. Air conditioned. Galley. Model bow tug. Sank 8/88. Totally rebuilt and returned to
service 12/89. Redone as new. Microphor marine sanitation. Bollard pull (160,000#) was ABS certified. Reportedly in
running condition. U.S. East Coast.
www.marcon.com
50
File: TG38128 / TG38127 Tugs - Twin Screw (2 each) - 125.0’ x 34.8’ x 16.1’ depth x 13.44’ loaded draft. Built: 2008
at Weihai Xinghai; Shandong, China. Singapore flag. GRT: 488. BV 1 Hull Mach Tug Unrestricted Nav. 14.8m x 8.4m
clear deck. FO: 400m3 FW: 115m3. Crane: 1 - 2T @ 8m reach. Winch: D/D waterfall 12.5-50T w/ 130MT brake; 2 10T tugger. Wire Capacity: 2 – 1,000m x 48mm. Stern Roller. 2 x Mitsubishi S16R MPTK total 3,800BHP at 1,650RPM.
Reintjes WAF763L 5.75:1 gear(s). 2,300mm bronze/mag 4 blade prop(s) in kort nozzle(s). Endurance: 9,600nm @
12kn. Bowthruster 200kW. Bollard Pull: 52.2MT. Speed about 12kn on 40L/d. Genset(s): 2 - 220kW / Cummins 400v
3ph 50Hz; 1 - 100kW / Cummins. Quarters: 18. Air conditioned. Galley. AHT tug. Power jaw: 150T SWL, for rope 5075mm. Tow pin: 150T SWL. Working, but may be developed for sale. Southeast Asia.
draft. Built: 1978 at Hall Russell & Co.; Scotland. St. Vincent flag. GRT: 392.
Class: LR +100A1 Tug, +LMC. Special Survey & Drydocking completed 03/2008
& 05/2008 resp. Formerly GL. 17mx8.5m clear deck. FO: 130MT FW: 27MT
Crane: 2mt @ 10m. Winch: Twin drum Donkin, 120T brake; Clyde tow hook; 25T A frames; 2-15T tugger. Wire Capacity: 750m 48mm. Stern Roller. 2 x
Ruston 12RK3CM total 3,800BHP at 750RPM. Liaaen AG500 gear(s). CP
(Liaaen) 4-blade prop(s) in kort nozzle(s). Range - 10 days. Bowthruster 100HP.
Bollard Pull: 54T. Speed about 14kn running. 2-fire pumps. Genset(s): 2 80kW/Gardner GLxB; 1-78kW 440v 50 Hz. 3- 600m3/hr fire monitors; Foam:
40mt; Dispersant 11mt. Autopilot. 2 Radars. GPS. Fathometer. 2 SSBs. 3 VHFs. SatCom. GMDSS. Quarters: 8 (2-1, 32). Air conditioned. Galley. Independent steering. Kort nozzles with Hannan slots. Hydraulic tow pins. Fitted with deep
sea towing winch. Sale strictly “as is, where is”. Reportedly good condition. South Africa.
File: TG38122 / TG38121 / TG38120 Tugs - Azimuthing (3 each)- 121.4’ x
36.1’ x 13.8’ depth x 18.40’ loaded draft. Built: 1981 at Penang Shipbuilding
Corp. Sdn. Bhd. Malaysian flag. GRT: 416 LR (disc). FO: 49.4MT FW: 72.71MT.
Winch: Robertson single drum hydraulic. 2 x MWM TBD441V12 total 3,856BHP.
TCN 92 68 azimuth fwd mounted prop(s). Bollard Pull: 45T. Speed about 13kn
free. Genset(s): 3 - 106kVA / MWM 415v 50Hz. Firefighting: 593kgm3/h @
2,100RPM. 29.45T foam. Mast mounted monitor. Quarters: 12 crew. As brokers
only, we invite your best firm cash offers to test on either an individual or “enbloc” basis after inspection. Southeast Asia.
2007 at Weihai Machinery. Singapore flag. GRT: 488. BV. Deadweight: 450T. 2 x Mitsubishi
S16R-MPTK total 3,752BHP. FP prop(s). Speed about 12.5kn. Genset(s): 2 - 200kW 50Hz
AC. Working, but may be developed for sale. Price ideas & further details on request.
Southeast Asia.
File: TG35096 Tug - Azimuthing - 96.8’ x 31.2’ x 15.7’ depth x 12.13’ loaded draft. Built: 2008 at Intro Pella Ltd,
Russia. Danish flag. GRT: 276. DNV 1A1 R2 Ice class 1A, Tug, EO, World Wide Trading. Deadweight: 96T. FO:
75.15T. Winch: Single drum aft. Wire Capacity: 600m x 57mm. 2 x CAT 3512B-HD total 3,548BHP. Bollard Pull: 42T.
Speed about 12kn. Genset(s): 2 - AC. Firefighting: FiFI 1/2. 2 - 300m3/h monitors. Delivery: September 2010.
File: TG34109 Tug - Twin Screw - 118.0’ x 31.0’ x 12.0’ depth x 16.00’ loaded draft. Built: 1965 at Southern S.B. ;
Slidell, LA. U.S. flag. GRT: 299. ABS +A-1 +AMS. (lapsed voluntarily). FO: 64,046g FW: 8,000g Vertical capstan + Hbitt. 2 x EMD 16-645C total 3,900BHP. Last Overhauled: 2006. Lufkin 6.027:1 gear(s). 144”x 94” prop(s) on 11.75”
shaft(s) in kort nozzle(s). EPA Tier 1 rated MEs / Repowered 1991. Bollard Pull: 111,300lb. Speed about 12kn on
3,300g/day. Genset(s): 2 - 99kW / GM8V71 208 / 110vAC, 60Hz. Quarters: 4-2 & 2-2 man cabins. Air conditioned.
Galley. Bollard pull astern @ 71,900lbs. Reportedly in good condition. 10,109 hours on MEs since 2006 overhaul. Air
draft 44’ with hinged mast. U.S. Gulf Coast.
www.marcon.com
51
File: TG33494 / TG33092 / TG33495 Tugs - Azimuthing (3 each)- 94.6’ x 34.0’
x 12.5’ depth x 17.70’ loaded draft. Built: 1982 / 1985 / 1982 resp. at Valley
Shipbuilding; Brownsville, TX. Foreign flag. GRT: 272. ABS +A1 Towing Service,
ACCU, +AMS. FO: 222.5m3 FW: 20m3. Winch: Intercon SD-200 single drum /
GM4-71 powered. 2 x B&W 7S28LU7 total 3,340BHP at 750RPM. Niigata forward
mounted Z-pellers prop(s). Bollard Pull: 52mt. Speed about 11.5kn. Genset(s): 2 135kW / CAT3306. Firefighting: 225m3/hr pump + 1 monitor. Quarters: 6 persons
/ 3 cabins. Air conditioned. Galley. Designed for both Ship docking and coastal
towing. Ship docking. One or more sisters of this class may be developed.
Europe.
File: TG32199 / TG32198 / TG32197 Tugs - Twin Screw (3 each)- 105.3’ x 29.5’ x
13.8’ depth x 11.80’ loaded draft. Built: 2008 at Tang Tiew Hee; Malaysia. Singapore
flag. Class: NKK. Deadweight: 212 mt. FO: 233T FW: 22T. 40T tow hook. 2 x Cummins
KTA50M2 total 3,200BHP. MG-5506 gear(s). FP prop(s). Speed about 12kn Air
conditioned. Available enbloc with 10,000 DWT deck barges. Southeast Asia.
File: TG32196 / TG32195 / TG32194 / TG32193 Tugs - Twin Screw (4 each) - 105.3’ x 29.5’ x 13.8’ depth x 11.48’
loaded draft. Built: 2010 at Hung Seng Shipbuilding; Malaysia. Singapore flag. GRT: 299. NKK Unrestricted Continuous
Hull Survey due Oct 2014. Deadweight: 232mt. FO: 201T FW: 50T Winch:
100T brake + 40T tow hook SWL. Wire Capacity: 650m x 44mm. 2 x
Cummins KTA50M2 total 3,200BHP. Hitachi 6.0:1 gear(s). 4 blade 2,400mm
x 1,524mm prop(s) in kort nozzle(s). Bollard Pull: 45mt. Speed about 12kn
est. Genset(s): 2 - 78kW / Cummins & 1 - 50kW / Yanmar. Quarters: 15
person. Four 3,200BHP sister-tugs available built 2009 - 2010. See also files
TG32193, TG32194 and TG32195. Two boats presently working, but still
available and two brand-new. All 3 Gensets synchronized to handle
seamless and uninterrupted load transfer. Bollard pull shown as designed.
Sister tug achieved 45 tonnes pull. Southeast Asia.
File: TG32189 Tug - Twin Screw - 105.0’ x 30.2’ x 14.8’ depth. Built: 2010 at Shidao
Donghai Shipbldg; Shangdong. GRT: 300. BV +Hull +Mach Tug Unrestricted Nav. SOLAS.
FO: 235m3. Winch: elect/hyd 100T brake + 50T hook. 2 x Cummins KTA50-M2 total
3,200BHP. 4 blade prop(s) in kort nozzle(s). Range: 20 day. Bollard Pull: 40T. Speed about
12kn. Genset(s): 2 - 90kW / Cummins; 1 - 12kW. Quarters: 10 (2-1, 2-2, 1-4). Air
conditioned. Wheel house has 360 degrees view, especially the working deck from towing
winch to the stern. Far East. Delivery: Prompt.
File: TG32177 / TG32176 Tugs - Twin Screw (2 each) - 108.2’ x 31.5’ x 13.2’ depth x
10.80’ loaded draft. Built: 1975 at Matsuura Tekko Zosen; Japan. Malaysian flag. GRT:
282. Class: BV I Tug, Unrestricted. Special Survey completed 02/2009. FO: 168T FW:
40T. Winch: Skagit single drum 100T brake. Wire Capacity: 600m x 44mm. 2 x Fuji
6M27.5FH total 3,200BHP at 750RPM. CP prop(s) in kort nozzle(s). Bollard Pull: 37T.
Speed about 11kn on 6.5T/day. Genset(s): 2 - Yanmar 445vAC 60Hz. Open for
employment or sale. Southeast Asia. Delivery: Prompt.
File: TG32169 / TG32168 Tugs - Twin Screw (2 each)- 105.0’ x 30.2’ x 14.8’ depth. Built: 2008 at Wuhu Dajiang.
Singapore flag. GRT: 278. Class: BV Class Unrestricted Nav. Deadweight: 130T. 2 x Cummins KTA50-M2 total
3,200BHP. Bowthruster. Bollard Pull: 42.5T. Genset(s): 2 - 100kW / Cummins. Quarters: 10. Southeast Asia. Delivery:
Prompt.
www.marcon.com
52
File: TG32166 Icebreaking Tug - Single Screw - 118.1’ x 32.8’ x 19.7’ depth x
17.40’ loaded draft. Built: 1970 at P. Hoivold; Kristiansand, Norway. Panama flag.
Class: DNV +1A1 Tug, Ice 1A, EO. Special Survey due Jan 2013. Continuous
Hull Survey due 09/2014. FO: 280m3 FW: 60m3. Crane: 1 - 2T hydr. 72T
Seebeck hook; 30T winch. Wire Capacity: 900mm, 50mm. 1 x MAK 8M551AK
3,200BHP. Last Overhauled: 2008. Hjelset CPP 4-blade prop. Bowthruster
425HP. Bollard Pull: 34T. Speed about 11-13kns. Genset(s): 2 - 115kW / Volvo
Penta; 1 - 12kW / Lister 220vAC 50Hz. Firefighting: 360m3/hr pump; 2 fire
monitors on aft mast; 10m3 foam. Quarters: 10 single, 1 double. Galley. Waste oil
tank 7.5m3. Condition good. Totally upgraded in April 2008 at cost of US$ 1.6-1.8 million by previous owner. Current
owner later spent SEK 2.5 million renewing DnV class as original. Working with deck barge (DB30110) but can be
developed for sale. Northern Europe.
File: TG32149 Single Screw Tug - 126.6’ x 34.2’ x 17.9’ depth x 16.70’ loaded
draft. Built: 1970 at Adelaide Ship Const. Comoros flag. GRT: 402. Lloyds
+100A1 Tug +LMC (disc 7/2001). Now IRS. FO: 288mt FW: 25mt Winch:
Single Drum. 1 x Ruston 16 RK3C 3,200BHP at 750RPM. Steering prop in kort
nozzle. Repowered in 2007. Genset(s): 1-125kVA / Ruston, 2-85kVA Perkins,
2-30kVA / emergency. Firefighting: 100mt @ 50m head pump. Quarters: 2-1, 62 man rooms. Air conditioned. Galley. 3 main & four flanking rudders.
Previously employed towing large rock barges in the Arabian Gulf. Reportedly
good condition. Mid East. Delivery: Prompt.
File: TG32074 Tug - Twin Screw - 74.0’ x 30.0’ x 13.3’ depth. Built: 2010. U.S. flag. GRT: 99. ABS Loadline,
“Statement of Fact” Certificate. FO: 26,796g. Winch: Jonrie Intertech Series 500
single drum. 2 x Cummins QSK50 total 3,200BHP. Twin Disc MG-540 5.17:1
gear(s). 80” x 87” Kaplan 4-blade Rice prop(s) in kort nozzle(s). Dual rudders
behind each prop. Mains Tier II. Bollard Pull: 40ST. Speed about 12kn free.
Genset(s): 2 - 65kW Onan / Cummins. Firefighting: Optional 2,000gpm fire
monitor. Quarters: 6 berths. Newbuilding stock design for sale, lease purchase or
long term charter. 55% complete with all parts on-hand. Built to ABS Ice Class
standards. Capable of being operated by operator & 1 crew. 360 deg visibility
wheelhouse. Two 2,800HP versions already built. See file TG28072. Can also
quote with z-pellers.
File: TG32067 / TG32066 Tugs - Twin Screw (2 each) - 105.0’ x 30.0’ x 14.7’ depth x
12.07’ loaded draft. Built: 2010 / 2009 resp. at Lahad Datu, Malaysia. GRT: 310 Class: NKK
SOLAS. FO: 275m3 FW: 53m3 BW: 43m3 Winch: 40T single drum. 2 x Cummins KTA50M2
total 3,200BHP. Reintjes 5.95:1 gear(s). FP prop(s) in kort nozzle(s). Bollard Pull: 42T.
Speed about 12kn free. Genset(s): 2 - 78kW / Cummins 415vAC 50Hz 3Ph. Quarters: 15
crew. Galley. Raised foc’stle bow. See also file TG24173. Southeast Asia.
File: TG31118 Tug - Twin Screw - 118.4’ x 33.0’ x 16.1’ depth x 13.12’ loaded draft. Built: 2006 at Yantai Beifang,
China. Singapore flag. GRT: 472. BV I +Hull +Mach Tug Unrestricted Nav. 14m x 9m clear deck. FO: 400m3 FW:
70m3 Windlass: 3MT. Winch: 90MT brake + tow hook 50T. Wire Capacity: 700m x 44mm. Stern Roller. 2 x CAT
3512B total 3,194BHP at 1,175RPM. Reintjes 6.417:1 gear(s). 2 bronze manganese 2,200mm dia prop(s) in kort
nozzle(s). Endurance: 9,600nm @ 12kn. Bowthruster 268HP. Bollard Pull: 45MT. Speed about 10-12kn on 6,000L/day.
Genset(s): 2 - 100kW / Cummins 400vAC 3ph 50Hz. Quarters: 14. Air conditioned. Galley. Tug working, but may be
developed for sale. Southeast Asia.
www.marcon.com
53
File: TG30159 Tug - Twin Screw - 157.1’ x 35.0’ x 16.4’ x 13.10’ loaded draft. Built: 1990 at Jurong Shipyard;
Singapore. St. Vincent flag. GRT: 741. ABS A1 Towing Vessel, AMS. (Formerly RS KM+1, 1[1]A2 Tug Icebreaking)(Ice
Class 1 which can be reinstated). Deadweight: 232mt. 24.6’x26.2’ clear deck. FO: 263m3 FW: Crane: Hiab 60
3,400kg@1.7m. Derrick/A-Frame: 90T. Winch: Norwinch single drum hydraulic + Mampaey quick release towhook.
Wire Capacity: 550m 52mm +spare. Stern Roller. 2 x Yanmar T260ST total 2,840BHP at 700RPM. Last Overhauled:
2009. 3.01:1 gear(s). 4 blade 2,300mm fixed pitch prop(s) in kort nozzle(s). Bowthruster 300HP. Bollard Pull: 41T.
Speed about 13.0kn on 4-8MT/day. Genset(s): 2 - 200kW; 2 - 100kW / 380vAC 50Hz3Ph. Steering: Tenfjord Rotary.
Quarters: 28 in 16 cabins. Endurance 8,000nm@10kn. Both main & auxiliary engines fully overhauled by engine maker
reps in October ‘09. Special Survey due in July 2010; Vessel to be delivered with 4th Special Survey cleared and all
Class Certificates valid. Mid East. Delivery: Prompt.
1966 at Main Iron Works; Houma, LA. Rebuilt: 1984. U.S. flag. GRT: 191. ABS Loadline
(expired). FO: 50,000g FW: 3,000g BW: 26,000g. Winch: Markey single drum, hydraulic. Wire
Capacity: 2,200’ x 2”. 2 x EMD 12-645E2 total 3,000BHP. Lufkin 3.46:1 gear(s). 94”x 62” 4
blade stainless steel prop(s) on 9.5” shaft(s). Bollard Pull: 35T on 2,550g/day. Genset(s): 2 60kW / GM6-71 110vAC 60Hz. Quarters: 10 men in 5 cabins. Air conditioned. Galley. Sold to
current owner via Marcon. Last dry-docking 2005. Copy of 2005 survey available on request.
Estimate abt. US$200,000 to finish 5 year ABS survey. U.S. Gulf Coast. Prompt.
File: TG30061 Tug - Azimuthing - 94.6’ x 34.0’ x 12.5’ depth x 17.71’ loaded draft. Built:
1980 at Valley Shipbldg.; Brownsville TX. Foreign flag. GRT: 272. ABS +A1 Towing
Service, ACCU + AMS, Unrestricted thru Jan 2013. FO: 222,500L. Winch: Intercon
SD150, 68T brake. Wire Capacity: 500m x 48mm. 2 x EMD 12-645E6 total 3,000BHP. ZPellers forward mounted with skeg aft. Bollard Pull: 45T. Speed about 11.5kn max.
Genset(s): 2 - 99kW / GM 6-71 440vAC 60Hz. Quarters: 3 – 2 berth cabins. Air
conditioned. 360deg. Azimuthing props, located forward of midships. Designed for both
Ship docking and coastal towing. “As is, where is”. Europe. Delivery: Prompt.
File: TG30029 / TG31088 Tugs (2 each) - Azimuthing - 88.6’ x 29.9’ x 14.4’ depth x
17.00’ loaded draft. Built: 1988 at Ferrari La Spezia, Italy. Foreign flag. GRT: 250.
Class: Rina +100A1.1 NAV S, RE Continuous Hull Special. FO: 43,300L. Remote
towhook, Single drum winch 80T brake. Wire Capacity: 500m x 48mm. 2 x Deutz
SBV6M628 total 3,100BHP. Aquamaster US1401 prop(s) mounted forward & skeg
aft. Bollard Pull: 45T. Speed about 12kn. Genset(s): 2 - 51kW / Deutz. 1 - Fifi monitor
600m3/h remote controlled. Quarters: 2-1, 2-2 berths. Galley. Bridge control of
propulsion, tow hook & fire fighting. Superstructures on anti-vibration elastic
mountings. Sale “as is, where is.” Call for price guidance. Europe. Delivery: Prompt.
1975 at Halter Marine. U.S. flag. GRT: 180. ABS Loadline thru Apr 2013. Annual due 30
April 2010. FO: 50,000g Winch: Single drum. Intercon 74073/GM6-71. Wire Capacity: 2,600’
2”. 2 x CAT 3516T total 3,100BHP at 1,600RPM. Reintjes 5.85:1 gear(s). 4 blade 96” x 62”
prop(s). Bollard Pull: 95,000lb. Speed about 14kn free. Genset(s): 2 - 60kW / John Deere
408vAC 60Hz. Quarters: 8 - 10 crew berths. Air conditioned. Galley. Raised foc’stle bow.
Upper pilot house. Caribbean.
Built: 1978 at Zigler; Jennings, LA. U.S. flag. GRT: 142. ABS +A1, Towing Service,
+AMS (exp July 10, 2012). FO: 71,847g FW: 10,116g BW: 14,799g. Winch: Single
drum. Wire Capacity: 2,000’ x 2”. Stern Roller. 2 x EMD 12-645E6 total 3,000BHP.
Lufkin 6.11:1 gear(s). FP prop(s) in kort nozzle(s). Genset(s): 2 - 75kW / GM8V71.
Quarters: 10 in 5 cabins. Air conditioned. Galley. Upper pilot house. Flanking rudders.
Keen seller.
www.marcon.com
54
File: TG29123 Tug - Single Screw - 121.5’ x 32.0’ x 16.5’ depth. Built: 1966 at Pacific Coast
Eng.; Alameda, CA. U.S. flag. GRT: 190. ABS Loadline overdue. FO: 100,000g Winch: Double
drum. Wire Capacity: 2” wire. 1 x EMD 16-645E5 2,875BHP. Falk 4.536:1 gear. 5 blade
stainless steel 126’ x 82-89” props. Bollard Pull: 32T. Speed about 14kn. Genset(s): 260kW/120vAC, 60Hz/CATD333. Ocean going tug. Will consider reasonable offers. Marcon sold
to present owners. Reportedly in running condition. U.S. East Coast. Price: $300,000.
Malaysia S/Y & Eng. GRT: 289. BV I Tug, Unrestricted Nav. Last Special Survey
05/2006. FO: 168mt FW: 40T Winch: Kitakawa single drum 80T brake. Wire
Capacity: 600m x 44mm. 2 x Yanmar 6Z-DT total 2,800BHP at 680RPM. Fixed pitch
prop(s) in kort nozzle(s). Bollard Pull: 33.8T. Speed about 11kn on 6.5T/day.
Genset(s): 2 - 88kW / Yanmar; 1 - 40kW / Yanmar 420vAC 50Hz. Quarters: 12
crew. Open for employment or sale. Southeast Asia. Delivery: Prompt.
File: TG28072 Tug - Twin Screw - 74.0’ x 30.0’ x 15.0’ depth. Built: 2008. U.S. flag.
GRT: 90. Class: ABS A1 Towing, Unrestricted Service, AMS. FO: 25,340g. Winch: JonRie Intertech 500 hydraulic tow winch. 2 x Cummins QSK38 total 2,800BHP. 5.17:1
gear(s). 72” x 75” FP Kaplan 4-blade prop(s) on 6” stainless steel shaft(s) in Type 37
stainless lined kort nozzle(s). Dual rudders behind each prop. Bollard Pull: 36ST. Speed
about 12kn free. Genset(s): 2 - 65kW / Onan. Quarters: 5 crew in 3 cabins. For sale,
lease purchase or long term charter. Built to ABS Ice Class standards. 7-10 day
endurance. Capable of operation by operator +1 crew. Prompt.
File: TG28003 / TG28002 Tugs - Single Screw (2 each) - 110.0’ x 28.2’ x 13.6’ depth x
14.50’ loaded draft. Built: 1931/1937 Rebuilt: 1983/1988 resp. U.S. flag. GRT: 299. FO:
23,676g LO: 550g FW: 1,200g Capstan & “H” bitt aft. 1 x Fairbanks Morse 38D8-1/8
2,400BHP at 900RPM. 3.206:1 / 4.4192:1 ahead / astern gear. 100” x 62” 4 blade stainless
prop on 10.2” dia shaft. Bollard Pull: 26.4T on 120gph. Genset(s): 2 - 75kW / GM 6-71. FiFi.
For sale out of competition “as is, where is” basis. U.S. Gulf Coast. Delivery: Prompt.
File: TG26121 Tug - Twin Screw - 91.8’ x 26.5’ x 13.1’ depth. Built: 1981 at Penang
Shipbldg. Corp.; Malaysia. Malaysian flag. GRT: 209. Class: BV I Tug, Unrestricted
Navigation as of 03/2009. FO: 110mt FW: 34mt Winch: Single drum. 2 x Ruston 6AP230M
total 2,614BHP at 650RPM. Ulstein 3-blade CP prop(s) in kort nozzle(s). Bollard Pull:
33.8T. Speed about 10-12kn on 5T/day. Genset(s): 2 - 64kW / MWM. Quarters: 12 crew.
Open for employment or sale. Southeast Asia. Delivery: Prompt.
File: TG26101 Tug - Twin Screw - 100.0’ x 25.0’ x 11.3’ depth. Built: 1944. Rebuilt: 2008.
U.S. flag. GRT: 143. FO: 52,000g. Winch: Parkersburg Single Drum with underrider.
2 x GM 16V149TI total 2,650BHP. 6.18:1 gear(s). 87” x 84” stainless steel prop(s). Main
engines & gears completely rebuilt ‘08. Genset(s): 2-75kW / GM 4-71. 10 berths. Upper house
aluminum; lower house steel. Marcon sold to present owner. New switchboard, distribution
panel. Repowered & converted to twin screw in 1978. U.S. Northwest. Prompt.
File: TG26090 Tug - Twin Screw - 90.0’ x 28.0’ x 11.6’ depth x 11.00’ loaded draft. Built: 1977 at Houma Shipbuilders;
Houma, LA. U.S. flag. GRT: 203. ABS Loadline exp 2011. FO: 56,230g FW: 3,740g Winch: DD Waterfall Smatco. Wire
Capacity: 5,000’ x 1.5”. Stern Roller. 2 x GM 16V149TI total 2,650BHP. 7:1 Haley ARV 216 gear(s). 4 blade 80” dia
prop(s) in kort nozzle(s). Bollard Pull: 30T. Speed about 8-10kn on 62g/hr @ 8kn. Genset(s): 2 - 30kW 60Hz. Quarters:
9 in 9 cabins. Galley. Owner inviting offers. West Africa.
www.marcon.com
55
1982 at Brice Shipyard. Rebuilt: ‘09. U.S. flag. GRT: 99. FO: 45,000g. Winch: Smatco
Double Drum. Wire Capacity: 2,000’ x 1.75”. 2 x Cummins QSK-38M total 2,600BHP at
1,800RPM. MG 540 7:1 gear(s). 79”x76” 4 blade Stainless prop(s) on 8” Stainless shaft(s)
in kort nozzle(s). Repowered Tier 2 in 2009. Genset(s): 2 - 50kW / GM471. 6 bunks in 4
cabins. New upper pilothouse (38’ height of eye). Recently repowered and rebuilt. New
electronics. Reportedly in good condition. Owner motivated. Will consider charter alone or
with a 30,000BBL OPA’90 Double Hull Ocean Tank Barge (see TB30045). U.S. Gulf
Coast.
1982 at Penang Shipbldg. Corp; Malaysia. GRT: 209. Class: BV Unrestricted Nav.
Special Survey due 08/2011. FO: 110mt FW: 34mt Winch: Single drum. 2 x Ruston
6AP230M total 2,580BHP at 1,000RPM. 2 - 3 blade CP prop(s) in kort nozzle(s). Bollard
Pull: 33.8T. Speed about 12kn on 5T/day. Genset(s): 2 – 64kW / MWM. Quarters: 12
crew. Open for employment or sale. Mid East. Delivery: December 2010.
1982 at Penang Shipbldg. Corp.; Malaysia. Malaysian flag. GRT: 209 Class: BV I Tug
Unrestricted Nav. as of 08/2006. FO: 110mt FW: 34mt Winch: Single drum. 2 x Ruston
6AP230M total 2,580BHP at 1,000RPM. Ulstein 3-blade CP prop(s) in kort nozzle(s).
Bollard Pull: 33.8T. Speed about 10-12kn on 5T/day. Genset(s): 2 – 64kW / MWM.
Quarters: 12 crew. Open for employment or sale. Southeast Asia. Delivery: Prompt.
File: TG25000 Tug - Twin Screw - 100.0’ x 27.0’ x 12.0’ depth x 10.50’ loaded draft. Built: 1967 at Nolty J. Theriot;
Louisiana. Rebuilt: 1985. Bahrain flag. GRT: 196. Class: ABS A-1, AMS. Deadweight: 350 T. FO: 52,000g FW: 6,000g
Winch: Double drum Intercon DD150/GM4-71. Wire Capacity: 1,500’ 1.5”. 2 x GM 16V149TI total 2,560BHP. Fixed
Pitch bronze open prop(s). Bollard Pull: 32T. Speed about 11kn max on 8T/day. 2” portable diesel driven salvage
pump. Genset(s): 2 - 60kW / GM6-71 AC 60Hz. 10 persons. Air conditioned. Towing/anchor handling tug rebuilt to ABS
class specifications in 1985. Mid East.
File: TG24173 Tug - Twin Screw - 98.4’ x 29.5’ beam x 14.4’ depth x 12.07’ loaded
draft. Built: 2009 at Malaysia. Malaysian flag. GRT: 287. : NKK. NS* MNS*. Continuous
Hull Survey due 08/2014. FO: 260m3 LO: FW: 23m3 BW: 43m3 Winch: Single drum +
20T tow hook. 2 x Cummins KTA38M2 total 2,400BHP. Reintjes 5.947:1 gear(s). FP
prop(s) in kort nozzle(s). Bollard Pull: 28-30T. Speed about 10kn free. Genset(s): 2 78kW / Cummins 415vAC 50Hz 3Ph. Quarters: 12 crew. Air conditioned. Galley. See also
file TG32066 and TG32067. Contact for price guidance. Southeast Asia. Delivery:
Prompt.
1993 at McTay Marine; Bromborough, U.K. GRT: 274. Class: ABS A1, AMS (Special
Survey passed Dec 2009). Deadweight: 175T. Lt. Disp: 364mt. 30T deck cargo. FO:
51.9m3 FW: 24.6m3 BW: 30m3 Crane: 1-45tm, max reach 18m. 30MT SWL Tow hook.
Wire Capacity: 650m x 38mm. Stern Roller. 2 x CAT 3512TA total 2,350BHP. Reintjes
gear(s). 78” 4 blade CP mag/bronze prop(s) in kort nozzle(s). Bollard Pull: 31T. Speed
about 12kn free. Pump(s): 260m3 @70m (fire). Genset(s): 2 - 75kW 380vAC 50Hz.
Firefighting: Lever operated monitor atop wheel house; Foam 400m3/hr. Quarters: 13 in 6 cabins. Air conditioned.
Galley. Highly maneuverable twin screw, line-handling tug. 28T Stern roller. Tow pins. 8 man work boat RIB with 40HP.
Reportedly in good condition. West Africa. Delivery: Prompt.
www.marcon.com
56
File: TG22599 Tug - Twin Screw - 100.0’ x 27.0’ x 13.8’ depth x 13.00’ loaded draft. Built: 1973 at Main Iron Works,
LA. U.S. flag. GRT: 191. ABS Loadline. FO: 38,796g FW: 7,871g Winch: Intercon DD200 double drum. 2 x CAT D399
total 2,250BHP. Lufkin 6.6:1. gear(s). FP 98” x 84” prop(s). Speed about 10kn. Genset(s): 2 - 75kW / GM6-71.
Quarters: 8 berths in 5 cabins. Air conditioned. Galley. Working tug, can be made available for fairly prompt
inspection/closing. U.S. Gulf Coast.
File: TG22134 Tug - Single Screw - 104.5’ x 26.5’ x 14.6’ depth x 12.30’ loaded draft. Built: 1974 at Factorias
Vulcano, Enrique Lorenzo. Spain flag. GRT: 224. Deadweight: 133T. FO: 97,500L FW: 13,360L BW: 21,410L 1 x
MWM TBD-501 2,250BHP at 500RPM. Brevo-Lamiaco 2.5:1 gear. 2,690mm 4-blade prop. Genset(s): 2- 80kVA / CAT
3304 380V 50Hz. 2 - 400m3/hr 12kg/mc2 Worthington fire monitors. 6,640L foam. 6m anti-pollution booms. Currently
working in Spanish port where inspectable and deliverable. Keen seller. Mediterranean.
File: TG22104 Tug - Twin Screw - 100.0’ x 30.0’ x 14.0’ depth x 11’ light draft. Built: 1978 at
Halter Marine. U.S. flag. GRT: 187. ABS A1 AMS Towing Service. International Loadline. 5
year Special Survey last done July 2010 and class now suspended. Deadweight: 177lt. FO:
56,200g FW: 5,300g. Winch: 1 - D/D Waterfall. Wire Capacity: 3,400’ x 2”. Stern Roller. 2 x
CAT D399TA total 2,250BHP. 5:1 Reintjes gear(s). 4 blade prop(s). Bollard Pull: 54.4T. Speed
about 11/13kn on 69g/hr @ 11kn. Genset(s): 2 - 75kW 450v 60Hz. Fifi equipped. Quarters: 9
in 5 cabins. Out of service since mid-2007. West Africa.
File: TG22030 Tug - Twin Screw - 100.0’ x 30.0’ x 14.0’ depth x 14.00’ loaded draft. Built: 1978 at Halter Marine; New
Orleans, LA. U.S. flag. GRT: 187. ABS. International Loadline exp June 2010. FO: 56,000g FW: 5,400g BW: 10,000g
Single Winch: Skagit double drum. Wire Capacity: 3,400’ 2”. Stern Roller. 2 x CAT D399TA total 2,250BHP. Reintjes
5:1 gear(s). 4 blade 100”x56” prop(s). One rebuilt ME recently installed. Speed about 11/13kn on 71-94g/hr. Genset(s):
2 - 75kw/GM6-71. Quarters: 8 in 5 cabins. Air conditioned. Galley. U.S. Gulf Coast. Delivery: Prompt.
File: TG22003 Tug - Twin Screw - 93.5’ x 28.8’ x 13.9’ depth x 10.70’ loaded draft. Built: 1980 at Bodewes Millingen;
Netherlands. Foreign flag. GRT: 221 Class: LR. SS 6/2000. (disc 10/02). Ex-class. Last drydocked late 2007.
Deadweight: 128T. FO: 81MT FW: 35MT Tow winch & tow hook aft. 2 x CAT D399 total 2,250BHP. Reintjes gear(s).
Fixed Pitch prop(s) in kort nozzle(s). Jastram Bow Thruster (not operational). 6 flanking rudders. Bowthruster. Bollard
Pull: 30T. Genset(s): 2 - 95kVA/CAT3304, 220/380v AC 50Hz. 2 - FiFi water / foam monitors 420m3/h. Ex-port
authority boat. Now working. 6 rudders total. Very good condition, except for minor vibrations which will repair at next
drydocking. Caribbean.
File: TG21126 Tug - Single Screw - 126.4’ x 34.6’ x 15.8’ depth x 14.76’ loaded
draft. Built: 1971 Damen Shipyard; Holland. Foreign flag. GRT: 369. Class: BV 1 3/3
Deep Sea Push Bow. FO: 140m3. 20T A-Frame. Winch: Double-drum; AH 90T. 1 x
Crepelle 12V 2,100BHP. FP prop. Bollard Pull: 32T. Speed about 9/12kn. Genset(s):
2 - 90kVA Boudoin, 110vDC; 1 - Deutz 110kVA. Quarters: 18 berths. Air
conditioned. Full electronics. Working with current BV & Flag certificates.
Substantially rebuilt and refurbished in 2004. Mid East.
File: TG20139 Tug - Twin Screw - 122.7’ x 24.5’ x 13.1’ depth x 11.40’ loaded draft. Built: 1971 at Imura Shipbuilding
Yard. Rebuilt: 2007. Foreign flag. GRT: 337 Class: HBS. 144m2 clear deck. FO: 205m3 FW: 60m3 DW: 140m3 BW:
140m3 Crane: 1 - 7T SWL, 14m hydraulic. Winch: 1 - Hyd. 50mt SWL. Stern Roller. 2 x Niigata 6MG25BX total
2,000BHP at 720RPM. Bollard Pull: 22T. Speed about 9-10kn on 2-3MT/day. Genset(s): 2 - 50kVA /220V 60Hz; 2 50kVA. Firefighting. Quarters: 8 beds in 7 cabins. Passengers: 9 beds in 4 cabins. Far East.
2004 at Lingco Shipbuilding, Singapore. Singapore flag. GRT: 247. Class: NKK NS (Tug)
MNS. Deadweight: 232T. 12m2 clear deck. FO: 170T FW: 50T Winch: Single drum. 2 x
Mitsubishi SR-2MPTK2 total 2,062BHP at 1,450RPM. Speed 11kn. Genset(s): 2 - 28kW /
Yanmar; 1 - 78kW / CAT. Quarters: 10 (2-1, 1-8). Safety equipment. Prompt
inspection/delivery. Southeast Asia. Prompt.
www.marcon.com
57
File: TG18137 Tug - Twin Screw - 80.0’ x 24.2’ x 10.4’ depth x 10.00’ loaded draft. Built: 1978 at Houma Shipbuilding;
Houma, LA. U.S. flag. GRT: 131. 2 x GM 16V149NA total 1,800BHP. New Gears 2005. Fixed pitch prop(s). Bollard
Pull: 22ST. 1,000g/min fire monitors. Fitted with underwater fendering for docking submarines. Although not officially on
the market, we may be able to develop on a private & confidential basis. Currently working. Reportedly in good
condition. U.S. Northwest.
Built: 1966 at Equitable Equipment. U.S. flag. GRT: 191. ABS Loadline exp April 2010.
FO: 45,000g FW: 5,000g Winch: Almon Johnson Mod #232. Wire Capacity: 2,200’ x
1.75”. 2 x CAT D398B total 1,700BHP. 5.31:1 CAT gear(s). 90” x 62” prop(s).
Genset(s): 2 - 40kW. Quarters: 8 bunks. Air conditioned. Galley. Sheer bow. 4
steering stations. Large “H” bitt on bow for harbor services. Some US$500,000 spent
renewing stern in June 2008 after collision. U.S. Gulf Coast. Prompt.
File: TG17080 Tug - Twin Screw - 80.0’ x 26.0’ x 9.7’ depth. Built: 1971 at Albina Eng &
Mach; Portland, OR. Rebuilt: 2008. U.S. flag. GRT: 98. FO: 22,000g. Winch: Almon
Johnson (with 600’ x 1.75” underrider) Hydraulic. Wire Capacity: 2,000’ x 1.75” (new ‘09).
Stern Roller. 2 x CAT 3508BDITA total 2,200BHP. Tier II EPA Certified. Last Overhaul: ‘08.
5 blade prop(s) on 8” stainless steel shaft(s). Bollard Pull: 26T. Genset(s): 90kW /
CATC4.4. Good condition. New hydraulic package ‘08, keel coolers, etc. Towing pins.
Tugger. Carl Moyer repower & major refit ‘08. Sale or charter. Try BBC. U.S. West Coast.
File: TG17079 Tug - Single Screw - 79.3’ x 26.8’ x 14.0’ depth x 13.40’ loaded draft. Built:
1977 at AB Asi-Verken, Amal. Danish flag. GRT: 124. LR +100A1, +LMC. Ice Class 1.
Coastal Trade. Tow hook & polypropylene. 1 x Alpha 12V23LVO total 1,715BHP. CP props.
Bollard Pull: 18.5T. Speed about 13kn free. Genset(s): 2 - 88kW / Saab 6cyl 390v 50Hz AC.
Quarters: 3 persons. Call for guidance on sale or charter. Northern Europe.
File: TG16132 / TG16093Tugs - Single Screw ( 2 each) - 90.0’ x 26.8’ x 10.5’ depth x
14.50’ loaded draft. Built: 1967 at Bludworth Shipyard, Inc; Houston, TX. Rebuilt: 1987. U.S.
flag. GRT: 138. FO: 30,054g FW: 3,500g. Hydraulic capstan portside aft. 1 x EMD 16645CL total 1,700BHP at 750RPM. Western RHS 2.98:1 gear. 4-blade stainless 96” x 66”
prop on 11.5” shaft. Repowered 1987. Bollard Pull: 37,400lb. Genset(s): 2 - 60kW / GM6-71
208vAC 60Hz. Fire pump with 100gpm monitor on deck behind wheelhouse. Quarters: 7
berths in 4 cabins. Air conditioned. Harbor tug. U.S. Gulf Coast.
Built: 1966 at Equitable Equip.; Madisonville, LA. U.S. flag. GRT: 191. ABS +A1 Towing
Unrestricted. FO: 35,000g FW: 10,000g Winch: 40HP electric Markey single drum.
Wire Capacity: 1,500’. Stern Roller. 2 x CAT D398A total 1,530BHP. Reduction 5.31:1
gear(s). 90” x 62” fixed pitch prop(s). Bollard Pull: 25ST. Genset(s): 2 - 40kW / CAT
D320 60Hz 3Ph. Quarters: 7 berths. Air conditioned. Galley. Sheer bow. 3 tow pins &
hold-down. Forward electric capstan & H-bitt. Reportedly good condition. Sold to
present Owners by Marcon. Caribbean.
File: TG15003 Tug - Twin Screw - 85.0’ x 24.0’ beam x 10.0’ depth x 8.00’ loaded draft.
Built: 1965 at Equitable Equipment. U.S. flag. GRT: 148. FO: 17,000g. Winch: Single
Drum. Wire Capacity: 1,400’ x 1.5”. 2 x CAT D398A total 1,700BHP. 3.95:1 gear(s). 76” x
58” prop(s). Genset(s): 2 - 50kW/CATD 320T 115/230v AC 60Hz. Came off D/D
December 2008 with over $250K in expenses. Hull blasted and painted, etc. Call for price
ideas and inspection arrangements. Reportedly in good condition. Working but can be
made available for sale following off-hire. U.S. Gulf Coast. Delivery: October 2010.
www.marcon.com
58
File: TG14501 Tug - Twin Screw - 70.0’ x 25.0’ x 9.3’ depth x 4.95’ loaded draft. Built: 1974 at Allied Shipbuilders.
Canadian flag. GRT: 131. CSI Home Trade Class III. FO: 10,988g Winch: Harrison Robins tow & 2 hand. Wire
Capacity: 1,200’ 1.25”. 2 x CAT D348 total 1,400BHP at 2,000RPM. Turbo charged. Speed about 11kn. Genset(s): 250kW/Chrysler Nissan. Quarters: 6 men. Air conditioned. Galley. Shallow draft. Welded steel hull with aluminum
superstructure. Try best offers to test. Keen seller. Canada West Coast.
File: TG13069 Tug - Twin Screw - 73.0’ x 24.0’ x 9.8’ depth. Built: 1979 at Service Machine.
Rebuilt: 2008. U.S. flag. GRT: 116. FO: 27,000g Winch: Smatco Single Drum, Pendant Drum,
Capstan (Markey hyd). Stern Roller. 2 x Cummins QSK19M total 1,320BHP. Last Overhaul:
2008. 5.17:1 gear(s). 61” x 54” 4 blade prop(s) on 6” shaft(s) in kort nozzle(s). Repowered
2008 / Tier II. Speed about 9kn free. Genset(s): 2 - 30kW / Northern lights (new ‘08). Quarters:
2-4, 1-2 man. New MSD system, Northern Lights hydraulic power pack in 2008, new tow pin
assembly, reportedly in good condition. U.S. West Coast.
File: TG08081 Tug - Twin Screw - 70.0’ x 20.6’ x 10.7’ depth x 10.48’ loaded draft. Built: 1977 at Gulf Pacific S/Y Pte;
Singapore. Malaysian flag. GRT: 100. 2 x CAT D343TA total 800BHP. Fixed pitch prop(s). Bollard Pull: 12T. Speed
about 10.5kn. Genset(s): 2 - 24kW. Open for employment or sale. Southeast Asia. Delivery: Prompt.
File: TG08045 Tug - Twin Screw - 45.6’ lbp x 16.8’ x 5.8’ depth x 5.30’ loaded draft. Built:
1968 at Souyres Marine Service. Rebuilt: 2004. U.S. flag. GRT: 32. 2 x MTU S60 total 800BHP.
4-blade stainless 45” x 28” gear(s). Bollard Pull: 9mt. Quarters: 4 berths. Model bow with single
push knee. 21.7’ height of eye. U.S. Gulf Coast.
File: SU13735 / SU13736 AHTS (2 each) - 137.8’ x 36.1’ x 16.1’ depth. Built: 2009 at Chinese
Yard. Chinese flag. GRT: 499. BV I +Hull +Mach Special Service Multi-purpose AHT
Unrestricted Nav. 100MT deck cargo on 160m2 clear deck. FO: 372m3 FW: 78m3. Winch:
Double Drum 180MT brake. Wire Capacity: 52mm x 1,000m. Stern Roller. 2 x Cummins
QSK60M total 4,400BHP. Reintjes 5.75:1 gear(s). FP prop(s) in nozzle(s). Stern thruster:
120HP. Bowthruster. Genset(s): 2-240kW / 400v 50Hz; 1-60kW. 2 - monitors 1,000m3/h
@135m; Quarters: 22-26 persons. Cargo: 9TEU. Hydraulic shark jaw: 200MT. Tow pin: 200MT. Far East.
File: SU16439 AHTS - 164.0’ x 43.3’ x 17.1’ depth. Built: 2010 Foreign flag. GRT: 1,050 Deadweight: 800 T. FO:
600m3 FW: 215m3. Winch: Brake 200T; 2 - 5T capstans; 2 - 10T tugger; Shark jaw, Tow pin: 200T. Stern Roller 2 x
CAT 3516BHD total 5,150BHP. Bowthruster 5T. FPP. Bollard Pull: 62MT. Speed about 12.5kn. Genset(s): 3 - 245kW /
CAT; 1 - 65kW / Cummins. FiFi: 2 - 600m3/hr; water curtain. Quarters: 38 (4-1, 1-2, 8-4). Newbuild.
File: SU17999 AHTS - 180.1’ x 40.0’ x 14.1’ depth. Built: 1979 at Burton, USA. Rebuilt: 2004. Panama flag. GRT: 689
Class: ABS + A1. Deadweight: 950 T. 406T cargo on 31.7mx9.8m clear deck. FO: 290.20T FW: 64.3T Dry Bulk:
121.8m3 in 4 tanks. Winch: Smatco Dbl. Drum waterfall; Tugger. Stern Roller. 2 x EMD 16-567C total 3,320BHP. 4
blade 90 x 81” prop(s). Range 10,200nm. Bowthruster. Speed about 8-12kn on 15-137g/hr. Genset(s): 2 - 150kW / GM
12V71 450V 60Hz . FIFI monitor 1,000g/min @ 350ft; Oil dispersant. Mid East.
File: SU18165 AHTS - 180.0’ x 40.0’ x 14.0’ depth. Built: 1977 at Halter Marine. Mexican flag. GRT: 682. ABS +A1, Ice
“C”, Towing Service, +AMS Unrestricted. Docking Survey overdue 02/09. Deadweight: 1,000mt. 610LT cargo on
111.16’ x 32.16 clear deck. FO: 98,000g BW: 137,806g Dry Bulk: 6,000ft3 in 6 tanks. Liq. Mud: 1,808BBL. 2 x EMD 12645E6 total 3,000BHP. Bowthruster. Genset(s): 2-99kW / GM 8V71. Quarters: 18 in 8 cabins. We may be able to
develop on P&C basis direct from owners subject to availability at time of commitment. Mexico East Coast.
File: SU18538 AHTS - 185.0’ x 38.1’ x 16.0’ depth. Built: 1982 at Mangone; Houston, TX. Italian
flag. GRT: 753. RINA 100 A 1.1 - Nav. I.L.; Re; Ap (PI). Deadweight: 881 mt. 330mt deck cargo on
290m2 clear deck. FO: 385m3 FW: 112m3 DW: 166m3 Dry Bulk: 102m3. Liq. Mud: 144m3. Winch:
SMATCO 66 DAW-200 Double Drum w/f. Wire Capacity: 2,952’ x 2” ea. Stern Roller. 2 x EMD 16645E2 total 3,900BHP at 900RPM. Liaaen CP prop(s). Bowthruster 350HP. Bollard Pull: 40MT.
Speed about 12kn (max) on 6-12mt/day. Genset(s): 2 - 125kW; 1 - 150kW. 2 Fire monitors
(200m3/hr ea). Quarters: 5-1; 3-2 berth cabins. Mediterranean.
59
www.marcon.com
File: SU18855 AHTS - 188.0’ x 40.0’ x 16.0’ depth. Built: 1984 at
St. Louis Ship; St. Louis, MO. Vanuatu flag. GRT: 451. ABS,
+A1(E), +AMS, Ice C. Deadweight: 1,128T. Lt. Disp: 768T. 30.4m
x 9.4m deck. FO: 419.4T Dry Bulk: 179m3. Liq. Mud: 242.3m3.
Winch: Intercon Double-drum Waterfall DW200-SP. 2 x EMD 12645E7C total 4,610BHP. Bowthruster. Bollard Pull: 68.1T. Speed
about 9-12kn. Genset(s): 2 - 90KW / 60 Hz. Quarters: 17 berths.
Air conditioned. Marcon sold to present owner. Full electronics.
Vessel working. Vessel substantially rebuilt and refurbished in 2006. Mid East.
File: SU19346 AHTS - 193.5’ x 40.1’ x 18.4’ depth. Built: 1975 at Bolsnes Werft, Norway. Panama flag. GRT: 990
Class: IMB (International Maritime Bureau) thru June 2012. Drydocked Nov ‘09. Deadweight: 942mt. 570T cargo on
111’x32’ deck. FO: 236,168g FW: 58,646g DW: 736MT Dry Bulk: 6,000ft2 in 4 tanks. Winch: Brattvaag Double Drum
80T. Stern Roller. 2 x Nohab F216V825 total 7,040BHP. Liaaen CP prop(s) in kort nozzle(s). Bowthruster 600HP.
Bollard Pull: 80MT. Speed about 12.5-14.5kn on 12-26T/day. Genset(s): 2 - 275kW / GM; 1 - 192kW / Mercedes
440vAC 60Hz. Quarters: 12 crew. Air conditioned. Passengers: 18 supernumeraries. UT 704 standard design. Marcon
previously sold this vessel in 1991. U.S. Gulf Coast.
File: SU19439 AHTS - 194.3’ x 49.0’ x 20.0’ depth. Built: 2008
Fujian Southeast Shipyard; China. Singapore flag. GRT: 1,500.
ABS +A1(E) OSV, FiFi1 +AMS (DP1 optional). Deadweight: 1,400
mt. 350m2 deck. FO: 600m3 FW: 500m3 DW: 400m3 Liq. Mud:
350m3. Winch: hydraulic double drum waterfall; 2 - 10T tuggers.
Stern Roller. 2 x CAT 3516B-HD total 5,150BHP. CP prop(s).
Bowthruster 6T. Bollard Pull: 64T. Speed about 13kn. Genset(s): 3
- 315kW / CAT 415V 3ph 50Hz; 1 - 52kW. 2 - monitors; 1,200m3/hr
FiFi 1; water curtain. Quarters: 2 - 1, 4 - 2, 8 - 4. Shark jaws and
towpins. Southeast Asia.
File: SU19651 AHTS - 196.8’ x 46.6’ x 19.7’ depth. Built: 2010 at
Chinese Yard. Hong Kong flag. BV I +Hull +Mach AHT / Supply
Vessel FiFi 1 International Unrestricted SOLAS. 500MT cargo on
approx 330m2 deck. FO: 656m3 FW: 360m3 DW: 273m3 BW:
273m3 Dry Bulk: 4 - 35.2m3. Winch: Double Drum 180MT brake.
Wire Capacity: 700m x 52mm. Stern Roller. 2 x Cummins
QSK60M total 4,400BHP. Stern Thruster: 250kW. Bowthruster.
Bollard Pull: 55T. Speed about 12.5kn. Genset(s): 3-350kW/CAT
400v 50Hz 3ph; 1-60kW / Cummins 400v 50Hz 3ph. Firefighting: 2 – 1,200m3 300m3/hr water / foam @ 120 / 70m.
Quarters: 50 (2-1, 8-2, 8-4). Shark jaw: 200MT. Tow pin: 200MT. Far East.
File: SU20044 AHTS - 200.7’ x 42.6’ x 20.8’ depth. Built: 1975 at Kremer
Elmshorn; Germany. GRT: 1,137. DNV + 1A1. Ice 1B. SF. Tug. EO/WW.
Deadweight: 733mt. Lt. Disp: 1,297mt. 646mt cargo on 31m x 10m deck.
FO: 662m3 FW: 196.9m3. Crane: 10.7m SWL telescopic. Winch: Hatlapa
double drum Waterfall. Wire Capacity: 1,000 / 800m 64mm. Stern Roller. 2
x MAK 12M453AK total 7,000BHP at 550RPM. 2 - Wartsila 4 blade CP
prop(s) in kort nozzle(s). Bowthruster 500HP. Bollard Pull: 90mt. Speed
about 10-12.5kn on 13-16mt/day. Genset(s): 1 - 345kW / CAT3406TA; 1 184kW / CAT3306TA 440vAC 60Hz. Quarters: Total 23 in 10 cabins. Air
conditioned. Currently laid up in shipyard with crew on board. Poscon joy
stick maneuvering system. 2 Becker flap rudders. 200mt SWL tow pins & 440mt SWL Karmfork. Southeast Asia.
www.marcon.com
60
File: SU20143 AHTS - 201.1’ x 43.0’ x 17.0’ depth. Built: 1983 Sing Koon Seng;
Singapore. GRT: 1,109. ABS. Deadweight: 1,565T. 600T cargo on 30.8m x 11m
deck. FO: 637.32T FW: 294m3 DW: 573m3 Dry Bulk: 142m3. Liq. Mud: 186m3.
Winch: Intercon Double-drum Waterfall 340. Stern Roller. 2 x Yanmar 8Z280LET
total 4,800BHP. VPP prop(s) in kort nozzle(s). Bowthruster 4.5T. Bollard Pull: 53MT.
Speed about 9-10kn on 18T. Genset(s): 2 – 175kW / 50Hz. Quarters: 24 berths.
Passengers: 8. Marcon sold to present owner. Vessel substantially rebuilt & refurbished in ‘06. Mid East.
File: SU20400 AHTS - 204.0’ x 40.0’ x 16.5’ depth. Built: 1974 at Bellinger SY;
Jacksonville, FL. Panama flag. GRT: 295. Class: BV. Deadweight: 934mt. 530T cargo on
315m2 deck. FO: 378m3 FW: 340m3 DW: 4,550BBL Dry Bulk: 3,680ft3 in 4 tanks.
Winch: Smatco double drum 72DAW 250 w/f. Wire Capacity: 3,500’ 2.25”. Stern Roller. 2
x Alco 12-251F total 5,600BHP. 108” x 92” 4 blade stainless prop(s) in kort nozzle(s).
Bowthruster 450HP. Bollard Pull: 52.5MT. Genset(s): 2-200kW KATO 208/440v AC 60HZ
& 1 - 94kW/GM 4 - 71 380v 50Hz. Firefighting: 1,200m3/h fire pump & 2 monitors. Quarters: 22 in 8 cabins. Range
9,150nm @ 11kn. Dispersant system. Working spot, but open for sale “as is, where is.” Mid East. Prompt.
File: SU20751 AHTS - 208.0’ x 51.8’ x 22.3’ depth. Built: 2010 Foreign flag. GRT: 1,922. DNV +1A1TUG Supply
Vessel basic FIFI 1,SF, DYNPOS-AUTR DK(+) HL (2.8). Deadweight: 1,921mt. 700T cargo on 428m2 (33mx13m)
deck. FO: 804m3 FW: 472m3 DW: 510m3 BW: 510m3 Dry Bulk: 204m3. Liq. Mud: 415m3. Crane: 3T boom 12m.
Winch: 150T waterfall d/d, 250T brake; 2 - 10T tugger. Wire Capacity: 1,200m x 60mm. Stern Roller. 2 x GE 7FDM12
total 6,140BHP. CPP (4 blades) prop(s). Stern thruster 670HP. 2 670HP Bowthrusters. Dynamic Positioning. Bollard
Pull: 82T. Genset(s): 2 – 1,000kW (shaft); 2 - 350kW / Volvo Penta; 1 - 88kW. Firefighting: FiFi 1: 2 water monitors, 1 1 foam & water @1,200m3/hr @125m. Quarters: 32 (4-1, 6-2, 4-4) 1 hosp. Dirty oil: 10m3; Foam/Disp: 20m3/20m3.
Watermaker: 15m3/day. Shark Jaws / Tow pins: 1 - 200T. While owners primarily interested in longterm bbc pr t/c, we
may be able to develop for outright sale on a private & confidential basis. Southeast Asia. Q4 2010.
File: SU20952 AHTS - 209.6’ x 42.6’ x 20.8’ depth. Built: 1973 at H.H. Bodewes, Netherlands. Rebuilt: 2003. ABS
Oceangoing + A1 (E) + AMS Last DD 6/2010. 500T cargo on 302m2. FO: 502.63m3 FW: 419.15m3 DW: 179.86m3
Dry Bulk: 177.76m3 in 5 tanks. Liq. Mud: 80m3. Crane: 1 - 0.75T @4m; 1 - 2T @ 8m. Winch. Wire Capacity: 1,000m x
61mm; 2 -760m x 58mm. Stern Roller. 2 x Stork Werkspoor 6TM410 total 8,000BHP. FP prop(s) in kort nozzle(s).
Bowthruster 5mt. Bollard Pull: 97mt. Speed about 13kn max on 7.6-12T@8-11kn. Genset(s): 4 - 170kVA / Stork.
Firefighting: FiFi 1; 2 – 1,200m3/hr @10 bars 120m throw. Quarters: 6-1, 2-1 (extra bunk), 1-2. Passengers: 28 bunks.
Heavy duty bow pusher for tanker ops. Shark jaws. Rig chain lockers. Inviting best offers. Southeast Asia. Prompt.
File: SU20955 AHTS - 209.8’ x 43.7’ x 20.8’ depth. Built: 1973 at H.H. Bodewes. GRT: 1,294.
BV I Tug, Unrestricted. Special Survey completed 06/2007. 500T cargo on 302m2 deck. FO:
679.9m3 FW: 110m3 DW: 595m3 Dry Bulk: 186m3 in 5 tanks. Winch: Giessen 3-drum. Wire
Capacity: 1,000m x 61mm / 760m x 58mm. Stern Roller. 2 x Stork Werkspoor 6TM410 total
8,000BHP. Lips 4-blade CP prop(s) in kort nozzle(s). Modified to burn HVFO. Bowthruster
365BHP. Bollard Pull: 95T. Genset(s): 4-170kVA/Stork 440vAC 60Hz. Quarters: 10 crew in 9
cabins. Passengers: 18 in 4 cabins. 4 rig chain lockers for 2,438m 3” chain. Equipped with water cooled disc brake for
deepwater anchor handling. 2 storage reels. Open for employment or sale. Southeast Asia. Prompt.
File: SU21244 AHTS - 211.7’ x 45.3’ x 23.4’ depth. Built: 1985 at BV Scheepswerf J. Pattje, Holland. GRT: 1,413.
DNV. +1A1 Tug Supply Vessel, EO, SF. Deadweight: 1,884mt. 650mt cargo on 30m x 11m 330m2 deck. FO: 620m3
FW: 464m3 DW: 537m3 Dry Bulk: 226.5m3 in 4 tanks. Liq. Mud: 185m3. Calcium Chloride / Brine: 188m3. Winch:
Brattvaag Double drum waterfall. Wire Capacity: 1,200m 76mm + work. Stern Roller. 2
x Wartsila 12V32 total 11,140BHP. 3,500mm CP prop(s) in kort nozzle(s). Bowthruster
800HP. Bollard Pull: 130MT. Speed about 8/10/12/18kn on 6-10-12-35T. Genset(s): 2 305kW/ Aux, 2 - 830kW/ shaft. Quarters: 18 in 8-1, 5-2 berths. Air conditioned. UT704
Mk.III design. DNV approved bollard pull. 2-1,000m & 1-1,400m storage reels. 2 Karm
forks 500T. Hydraulic tow pins with flaps. 198m3 chain lockers. May develop direct from
Owners on P&C basis subject to availability at time of commitment. Southeast Asia.
www.marcon.com
61
File: SU21549 AHTS - 215.2’ x 49.2’ x 22.9’ depth. Built: 1981 at Frederikshavn Vaerft; Denmark. GRT: 1,933. RINA
100 A.1.1 - Nav IL, re, AP (PI), FFQ1, IAQ1. Deadweight: 2,143T. 1,000mt cargo on 422m2 deck. FO: 737m3 FW:
283m3 DW: 740m3 Dry Bulk: 273m3. Liq. Mud: 301m3. Winch: Triple waterfall. Wire Capacity: 2 - 1,000m x 64mm;1 1,000m x 70mm. Stern Roller. 2 x MAK 12M453AK total 9,000BHP. CP prop(s). Stern thruster 600BHP. Bollard Pull:
105T. Speed about 12-16kn on 15-30mt/day. Genset(s): 3 - 623kVA; 1 - 96kVA, 450v, 60Hz AC. 2 - monitors
(1,250m3/hr ea). Quarters: 6-1; 1-12 berth cabins. Passengers: 12 beds. Shark jaws. Hydraulic guide pins. Kamewa
joystick control. Mediterranean.
File: SU24160 AHTS - 241.5’ x 53.8’ x 26.2’ depth. Built: 1991 at Argos Eng. Co / Universal Drydock. GRT: 2,335.
DnV, +1A1, +MV, EO, Tug / Supply Oil Rec, SF. Continuous Hull Survey due 08/2011. Deadweight: 2,783mt. 1,200mt
cargo on 41.7m x 13.3m deck. FO: 1,050m3 FW: 710.2m3 DW: 816.2m3 Dry Bulk: 284m3 in 4 tanks. Liq. Mud:
462.8m3. Calcium Chloride / Brine: 396.7m3. Winch: Triple drum Brattvaag.
Wire Capacity: 1,400m 76mm + work. Stern Roller. 4 x Wartsila total
15,612BHP. 2 - 3,600mm CP prop(s) in kort nozzle(s). 800kW retractable
azimuth thruster fwd & 882kW tunnel aft. Tunnel Bowthruster 1,000BHP.
Bollard Pull: 168mt. Speed about 10-16kn on 10 - 45tph. Genset(s): 21,800kW / Shaft, 2-280kW / diesel, 1-120kW emergency. Quarters: 12-1
berth crew. Passengers: 8 berths. ME 303 Mk.II design. Poscon joystick
maneuvering. 2 storage reels. Wildcats for 76mm & 84mm chain. 4x 240mt
SWL hydraulic tow pins. 2x 500mt SWL Karm Forks. 160M3 chain lockers. 75mt SWL pelican hook. 100mt SWL chain
chaser & grapple. Bollard pull DnV approved. Oil Rec capability 1,064.2m3. Large hospital & reception room - 22
berths. Southeast Asia.
File: SU24456 AHTS - 244.4’ x 56.4’ x 26.2’ depth. Built: 2011 Foreign flag. GRT: 2,900 Class: LR 100A1 EP(B),
CAC(3), + LMC, UMS, FiFi 2, DP (AA), PCR, Ice 1E, Oil Recovery. Deadweight: 3,000T. 1,000T cargo on 530m2 deck.
FO: 1,150m3 FW: 725m3 DW: 1,100m3 BW: 1,200m3 Dry Bulk: 220m3. Liq. Mud: 540m3. Winch: Waterfall 500T
Brake. Wire Capacity: 5,500m x 77mm. Stern Roller. 4 x total 15,600BHP at 750RPM. 2 - CP prop(s). Tunnel Stern
thruster 1179HP, Bowthruster 2 – 1179HP. Dynamic Positioning. Bollard Pull: 200T. Genset(s): 2 - 550kW aux.; 2 –
2,400kW (shaft). Firefighting: 3 Remote Monitors of 2,400m3/hr. Quarters: 26 (6-1, 8-2) 4-1 special. Havyard 842
design. Chain Locker: 385m3. Towing Pins: 2 - Karm or similar 250T SWL. Shark Jaws: 2 - Karm or similar 250T SWL.
Pop-up Pins: 120T SWL with dia. of 235mm. While owners primarily interested in longterm bareboat or time charter, we
may be able to develop for outright sale on a private & confidential basis. DP2. Southeast Asia. Delivery: Q1 2011.
List of conventional, azimuthing or tractor tugs & AHTSs available for charter on request.
Further details on these and other tugs and barges are available on our website at www.marcon.com.
www.marcon.com
62

August 2010 - Marcon International, Inc.

Transcription

Similar documents

HARBOUR TUG 45 TON BOLLARD PULL

AVERAGE MEAL COST: N$ 140 NON

bayu intan - EMAS Offshore Limited

Tug design advances through the years by Jack Gaston

EMPBC Intermodellbau - Eastbourne Model Power Boat Club

Tug Boat Market Report - Marcon International, Inc.

Velox - Cargos

Closing Session Slides - The UK National Work

Newsletter 14 2013 - Subscribe

Ship with tug escort 2010 (birds eye view)