Pushboat Market Report - November 2011

Transcription

Marcon International, Inc.
Vessels and Barges for Sale or Charter Worldwide
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
November 2011
Inland Pushboat Market Report
Following is a breakdown of pushboats Marcon has available for sale worldwide. Most of these are typical U.S.
inland river units, although there are a few foreign pushboats listed from Europe, Latin America and Southeast Asia.
Horsepower Ranges
Under
1,000 – 2,000 –
3,000 –
4,000 –
5,000 –
1,000
2,000
3,000
4,000
5,000
6,000
Jun 1996
75
19
5
10
7
5
Apr 1997
60
16
4
12
3
2
Jan 1998
66
22
6
12
2
2
Jan 1999
58
18
4
8
3
0
Jan 2000
73
25
6
7
3
1
Jan 2001
61
33
4
7
3
0
Feb 2002
48
11
3
3
0
0
Feb 2003
57
30
4
14
2
0
Feb 2004
39
22
6
7
1
0
Feb 2005
33
13
9
7
2
0
Feb 2006
26
5
7
4
1
0
Feb 2007
22
5
6
4
1
0
Feb 2008
20
17
7
5
5
0
Feb 2009
17
14
6
4
5
0
Nov 2009
27
28
13
9
8
0
Feb 2010
33
25
13
10
6
0
May 2010
32
26
11
9
5
0
Aug 2010
34
27
11
9
4
0
Nov 2010
40
29
11
10
2
0
Feb 2011
37
26
8
6
3
0
May 2011
36
21
6
9
3
0
Aug 2011
34
22
5
7
0
2
Nov 2011 - Worldwide
36
21
6
6
1
4
Nov 2011 – U.S.
36
17
4
6
1
4
Nov 2011 – Foreign
0
4
2
0
0
0
Avg. Age - Worldwide
1972
1973
1971
1968
1975
1965
Avg. Age – U.S.
1972
1972
1962
1968
1975
1965
Avg. Age – Foreign
1977
1990
For Charter - Worldwide
8
6
0
0
0
0
For Charter – U.S.
7
6
0
0
0
0
For Charter - Foreign
1
0
0
0
0
0
Up Since Last Report
Down Since Last Report
6,000 –
7,000
7
0
0
1
1
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Over Total
7,000
0
128
0
97
0
110
0
92
0
116
0
110
0
65
0
107
0
75
0
64
0
43
0
38
0
54
0
46
0
85
0
87
0
83
0
85
0
92
0
80
0
75
2
72
4
78
4
72
0
6
1957
1957
0
14
0
13
0
1
Not included though in the list are those vessels, which are not officially on the market, but could be developed on a private and confidential basis.
Market Overview
Of the 11,136 vessels (excluding barges) Marcon currently tracks, 579 are inland river pushboats with 78 officially
on the market for sale (72 U.S. flag and six foreign flag). Five of the boats with age listed were built within the last
ten years. 31 boats are forty-five years of age or older with the oldest listed built in 1932. Seven vessels have no
year built on file. Pushboat listings remain tight, but prices are generally flat. We’ve had several inquiries lately from
South American buyers looking for US boats, mainly in the 3,000 to 5,000BHP range with draft around 9 feet or less
which are hard to find. Covered and open hoppers remain in high demand, both in the US domestic and South
America markets. There are South American buyers looking to purchase blocks of 15 to 20 river barges with
suitable pushboats. Now is a good time to market medium age barges and underutilized pushboats to take
advantage of the current market trend.
www.marcon.com
Details believed correct, not guaranteed. Offered subject to availability.
Inland Push Boat Market Report – November 2011
Of the vessels listed for sale, General Motor / Detroit Diesels engines
are most popular with machinery in 21 vessels. These are followed by
CATs in 19, 13 with EMDs, John Deere in nine and Cummins in six.
Three boats are powered by other engine types. Naturally, most inland
river pushboats we have listed for sale are located in the U.S. with 69
vessels or 90%; followed by three or 4% each “by arrangement” (or
location unknown) and in Europe and one each in Canada, the
Caribbean and the Mediterranean.
Actual sale prices of all vessels and barges sold by Marcon so far in
2011 have averaged 93.38% of asking prices, compared to 2010’s
86.08% and 2009’s average 93.12%. Average asking prices and price
indications have been flat since our last report. We continue to pick up
new listings mainly due to operators taking delivery of newbuilds. The
market outlook is steady since our last report. There are always a few
vessels unofficially on the market, so buyers should contact Marcon
with specific requirements. In addition to those vessels listed for sale,
Marcon currently has 14 inland river pushboats listed for charter - one
foreign and 13 in the U.S.
Recent Marcon Sales
The two sister inland tank barges “MGM 601” and “MGM 602” were sold by Martin Gas to an affiliate of Nucor Steel,
who will convert them both to deck service and utilize them for terminal work at a facility on the Lower Mississippi
River. The single-skin, ex-crude oil barges were built in 1978 at Acadian Shipyard, Forked Island, LA. Barge
dimensions are: 290.1’ loa x 50.1’ beam, 11.9’ depth. The barges were constructed with flat decks with no raised
trunks, and the hulls were built to ABS Near Coastal specifications, and are expected to make good conversion
candidates. Marcon served as the sole broker.
The 79 year old, 1,700BHP twin screw inland river push tug “Noydena” was sold by
Tidewater Barge Lines Inc. of Vancouver, Washington to JT Marine Inc., also of
Vancouver. “Noydena” was built as the model bow tug “Jenny Barber” in 1932 by
Canulette Shipbuilding, Inc. in Slidell, Louisiana and powered by twin 350HP AtlasImperial diesels. Shortly after her construction, the original owner went broke and the
engine company took possession of the vessel, selling her to Western Transportation
Company of Portland, Oregon in 1934. The tug was renamed “Chief” by Western
Transportation, and promptly set sail on her own bottom from the Gulf of Mexico to
the Columbia River in the Pacific Northwest. After 27 years working under Western’s
ownership, she was bought by Arrow Tug & Barge Company of Astoria and renamed
“Arrow No. 4”. Knappton Towboat Company of Portland purchased her from Arrow in
1962, renaming her “Noydena”, the name she sailed under for the next 49 years.
Knappton rebuilt the stern and repowered the tug with two 565HP Caterpillar diesels.
In October 1969, she sank in a late night accident when the 300’ barge the tug was towing capsized at Chapman’s
Landing on the river. The barge, heavily laden with gravel, apparently struck the bank at a sharp turn in the channel
causing the load to shift and barge to capsize. “Noydena’s” crew luckily escaped injury, however the tug’s upper
works were demolished. Knappton raised and completely rebuilt the vessel with a new all steel superstructure and
elevated pilothouse in 1970, and traded her under their distinctive colors of gray hulls, white houses and trademark
black “K” on the stacks until the company itself was sold in the 1990s. Since 1934, “Noydena” has worked
consistently on the Columbia River system and she looks like she is ready to continue putting in more years of
service. “Noydena”, now renamed “Stacy T”, measures about 100' length overall with a 24.0' beam and a 5.9' depth
of hull. She is currently powered by a pair of CAT D398 diesels. Towing gear consists of single drum main tow winch
and two electric barge make-up winches aft plus three electric barge winches at bow. Accommodations consist of
five crew cabins and a full galley. Although out of service for several years at the time of her sale, she is in good
condition for her age. Marcon acted as the sole and exclusive broker in the transaction.
www.marcon.com
2
The U.S. flag, inland river pushboat “Kristin Lee Hannah” (ex-David
E, Cheri Conway, Clark Frame, Carrie S, Inwaco) was sold by
creditors to private buyers. The 111.7’ x 35.0’ x 8.25’ depth towboat
was originally built in 1953 by Sturgeon Bay Shipbuilding & Drydock
in Sturgeon Bay, Wisconsin for Federal Barge Lines of St. Louis,
Missouri and rebuilt by later owners both in 1968 and 1998 with
significant upgrading in 2003. The “Kristin Lee Hannah” is powered
by a pair of EMD 16- 567Cs totaling 3,200BHP which were installed
in 1968. She has Falk LST 2.48:1 gears and 4-blade stainless steel props on 8” shafts, two steering and four
flanking rudders. The boat is also fitted with a retractable pilothouse with 17.5’ of lift and push knees both fore and
aft. Accommodations are provided for nine crew. Most of the “Kristin Lee Hannah’s” service was in fresh water, last
pushing four large tank barges on the Lower and Upper Arkansas and Tennessee Rivers. New buyers will likely
rebuild her following years of sitting idle. She will continue under U.S. flag. Marcon acted as sole broker in the
transaction. “Kristen Lee Hannah” was the last of the 18 vessels and barges from the Hannah Marine fleet sold at
U.S. Marshal’s sales 2009-10.
Grain Transportation Report
Transportation Conference Offers Mixed Outlook for Transportation Industry - Despite projecting a protracted
and sluggish economic recovery, the Freight Transportation Research Associates’ (FTR)1 annual Transportation
Conference in Indianapolis (September 13–15) offered some encouragement to the transportation industry.
Conference speakers included analysts, economists, and industry experts who related their market projections for
individual transportation modes. Using the trends of past economic recoveries, they concluded that the most recent
recoveries—1991, 2001, and 2008—have been long, slow, and steady compared to the quick rebounds between
1930 and 1980. Fortunately, the growth rate of the freight industry is projected to decline by only a small fraction
over the next ten years compared to a more severe drop for the GDP growth rate.
Output growth in the first half of 2011 was far lower than expected, being less than 1% rather than the almost 4%
previously projected. As output growth failed to materialize, the baseline growth projection was lowered through the
end of 2011, leading to the real possibility of entering into either a “growth recession” (0 – 1% growth) or a doubledip recession in 2012. With uncertainty in the market at the highest it has been in 50 years, the range for possible
economic growth scenarios becomes very wide, from slightly negative to over 3.5% in the next few years. Based on
historical data, FTR Associates said this range could become even wider during an unexpected peak quarter where
either unusually strong growth is close to 5.5% or a sharp contraction brings negative 3.5% growth. The three
biggest factors affecting uncertainty are the European sovereign debt crisis, U.S. political gridlock, and the
reorientation of the Chinese economy.
Prior to 2004, estimates put annualized quarter-over-quarter GDP growth at 3 – 3.5%. However, a pronounced shift
in the growth rate around 2004 led to the most recent estimates being revised downwards to 2%. According to
analysts at the conference, this means businesses should not rely on the economy itself to supply sustained growth.
The good news for the transportation industry is that the drop in manufacturing growth will not be nearly as severe
as the drop in GDP growth, thereby insulating the transportation industry. Economic recovery has been centered on
manufacturing and exports, both of which have been a boon for the transportation industry. Analysts said the
transportation industry is actually better off now than it was in 2003. According to data from USDA’s Foreign
Agricultural Service, year-to-date total agricultural export quantities in August were up 1.3% over last year, and were
7% higher than the 5-year average.
Although a financially healthy transportation industry is good for shippers in terms of investments in service and
equipment, it does not offer any relief from high prices. FTR freight transportation data showed that truck rates have
climbed back almost to their pre-recession level and are projected to surpass it during 2012 and 2013. It was only
the drop in diesel prices at the end of 2008 that prevented rate increases from continuing upwards through 2009
and 2010. Yet recent on-highway diesel prices are approaching their 2008 level; the latest weekly average was
$0.728 per gallon higher than a year ago and only $0.319 per gallon lower than in 2008.
www.marcon.com
3
Truckload capacity utilization is also nearing its pre-recession level and capacity is expected to become increasingly
tight over the next few years. Economists stressed that since the economic downturn, rail rates have increased on
par with truck and intermodal, offering less relief to shippers from high truck rates than before. They also projected
that barge rates would increase dramatically over the next few years as capacity decreases, especially for
shipments of dry goods. Demand for dry bulk barges currently makes up about two-thirds of barge shipments; the
other one-third is tank barges. A growing portion of the barge fleet is almost 20 to 30 years old and will probably be
scrapped without new barges being put into place.
Data from the Grain Transportation Report show
a trend in grain transportation costs similar to the
FTR data for overall freight transportation costs.
Barge rates have fluctuated seasonally, but
generally followed truck rates tied to on-highway
diesel fuel costs. Prior to the economic
downturn, rail rates for grain shipments stayed
generally under 200% of the 2000 base rate.
There was a major drop in transportation rates at
the end of ‘08, toward the beginning of the
recession, with all three modes converging in
relative price increases. Since then, truck and
barge rates climbed back toward their prerecession levels with rail rates steadily
increasing beyond their pre-recession levels. Faced with these realities, a panel of shippers at the conference
offered strategies for managing costs within the current environment. Although most shippers have not experienced
any capacity issues this year, most believe capacity is going to become very tight during 2012 and 2013. As such,
they are expanding and diversifying their contracts with asset-based carriers as well as negotiating with brokers for
the first time. Several shippers said they have been working with regional carriers as opposed to national carriers
because they represent a larger share of the carrier’s overall business and can negotiate better rates and service.
With the overall economy experiencing such high uncertainty while transportation rates climb back to their
prerecession levels, shippers are wise to evaluate the logistics of their shipments and improve efficiency at every
opportunity. This will be especially true if tightening capacity in the next few years further strains the economic
situation. However, shippers who begin preparations now should stand a better chance to benefit from the changing
economic environment ahead. (Article courtesy of Adam.Sparger@ams.usda.gov)
Waterborne Commerce Statistics Center Monthly Tonnage – Internal U.S. Waters
Under U.S. law, vessel operators must report domestic waterborne commercial movements to the U.S. Army
Corps of Engineers. Vessel types include dry cargo ships & tankers, barges (loaded & empty), towboats (with or
without barges), tug, crew & supply boats to offshore locations and new vessels from shipyards to point of delivery.
Vessels idle are also reported. October 2011’s 44.3 million
tons of all commodities moved on internal U.S. Waterways
was up over the previous month’s 41.5 million tons and
generally trending slightly higher range for the month over the
previous six years. Tonnages of all commodities for October
1992 through 2004 generally ran in the low to mid-50 million
ton range. Petroleum and Chemicals moved on internal U.S.
waterways was 18.7 million tons in October, a six month high.
As Kirby Corp. reported in their third quarter 2011 10-Q,
petroleum shipments benefitted from stable U.S. refinery
production levels, the exportation of heavy fuel oils and
demand for the transportation of crude oil principally from the
Eagle Ford shale formations in South Texas and from the
Midwest to the Gulf Coast. U.S. Inland shipments of Coal and Coke have been running at record numbers since
May of this year, but Farm and Food Products tonnages have generally lagged behind previous years.
www.marcon.com
4
The amount of freight carried by the for-hire transportation industry, closely linked to the general economy, rose
0.9% in September from August, reaching the highest level since July 2008, according to the U.S. Department of
Transportation's Bureau of Transportation Statistics' (BTS) Freight Transportation Services Index (TSI). The
level of freight shipments, measured by the Freight TSI,
rose 4.2% in the last four months to reach the new level.
The Freight TSI measures the month-to-month changes
in freight shipments by mode of transportation in tonmiles, 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. Shipments in
September 2011 (109.6 on the index) were at the highest
level since July 2008 (109.9). July 2008 was followed by
six straight months of decline. After dipping to a recent
low in April 2009 (94.3), freight shipments increased in 20
of the last 28 months. Shipments rose 16.2% over the
last 29 months starting from April 2009 after declining
15.5% from February 2008 to April 2009. For the first nine months of 2011, freight shipments measured by the index
were up 2.5%. Freight shipments in September 2011 (109.6 on the index) rose 16.2% from the recent low in April
2009 (94.3). In April 2009, freight shipments were at their lowest level since June 1997 (92.3). The September 2011
level is down 3.3% from the historic freight shipment peak reached in January 2005.
st
Year-to-date as of 31 October, the Great Lakes St. Lawrence Seaway
System has carried a total of 28,910 thousand tonnes of total combined cargo
on through Montreal / Lake Ontario and the Welland Canal. This is up 1.8%
over the same period in 2010. General cargo, coal and other bulk are up
slightly, however iron ore fell 1.7% from 8,522 to 7,046 thousand tons and
grain fell 2.9% from 6,222 to 6,040 thousand tons. Total number of transits
were up from 3,040 to 3,276. Comprised of the St. Lawrence River, St.
Lawrence Seaway and the Great Lakes, Hwy H2O is a 3,700km (2,300m)
marine highway that runs between Canada and the United States. Hwy H2O flows directly into the commercial,
industrial and agricultural heartland, home to some 100 million people, roughly one quarter of the Canada/U.S.
combined population. A recent study, based on 2010 data, indicates that cargo shipments to ports on the Great
Lakes and St. Lawrence Seaway navigation system generate $34.6B of economic activity and 227,000 jobs in
Canada and the U.S., according to a new study released today. That breaks down to 98,000 jobs and $15.9B in
economic activity in Ontario and Quebec.
According to the Lake Carriers’ Association of Cleveland, shipments of limestone on
the Great Lakes totaled 3,755,344 net tons in October, an increase of 6% over
September, and an increase of 8.5% compared to a year ago. October loadings also
inched passed the month’s 5-year average. Shipments from U.S. quarries increased
8.2% compared to a year ago and beat the month’s 5-year average by 75,000 tons.
Loadings at Canadian quarries rose by 10.3% compared to a year ago, but remained
under October’s 5-year average. Through October the Lakes limestone trade stands at
23.4 million tons, a slight decrease - 2.1% - compared to the same point in 2010, but a
drop of 11% compared to the 5-year average for the for the January-October
timeframe. Lake Carriers’ Association represents 17 American companies that operate 55 U.S.-flag vessels on the
Great Lakes and carry the raw materials that drive the nation’s economy: iron ore and flux stone for the steel
industry, limestone and cement for the construction industry, coal for power generation. Collectively, these vessels
can transport more than 115 million tons of cargo a year when high water offsets lack of adequate dredging. The
cargos these vessels carry generate and sustain more than 103,000 jobs in the United States and have an
economic impact of more than $20 billion.
www.marcon.com
5
Bunker Prices Worldwide
October’s slight decline in bunker prices is, at least temporarily, a
Historical Bunker Prices (MGO)
small bonus to many tug operators even though they are still
substantially higher than at the beginning of the year and likely to still
climb. Average October 2011 MDO prices in Houston were US$
957.00 per metric tonne, down 1.9% from US$ 975.50 in August.
Average MGO prices for the month of October were US$ 1,048.00 in
Fujairah (US$1,069.50), US$ 953.00 in Houston (US$ 965.50), US$
933.00 in Rotterdam (US$ 939.00) and US$ 911.00 in Singapore
th
(US$925.50). Average prices for the week ending 11 November
2011 (11/11/11) continued their upward trend in the United States.
West Coast ultra-low sulfur diesel fuel (OPIS contract) were US$
3.37 in Seattle, US$ 3.37 in Portland, US$ 3.29 in San Francisco,
US$ 3.38 in Los Angeles / Long Beach, US$ 3.38 in San Diego and
US$ 3.29 in Boston on the East Coast. Kirby Corporation of
Houston, Texas noted that diesel fuel prices for their 244 towboats
operated during the 2011 third quarter increased to US$ 3.27/gal. for
fuel consumed – up 50.7% compared with third quarter 2010. The Euro zone debt crisis
has influenced market sentiment in October and early November although ultimately
fundamentals reasserted themselves. Futures prices for benchmark crudes diverged in
th
October, with WTI on a solid upward trend while Brent eased. As of the 10 November
2011 International Energy Agency “Oil Market Report”, Brent traded around $114/bbl,
with WTI at $96/bbl. The IEA revised their forecast for global oil demand down by 70 kb/d
for 2011 and by 20 kb/d for 2012, with lower-than-expected 3Q11 readings in the U.S.,
China and Japan.
Credit: www.bunkerworld.com
1,100.0
1,050.0
1,000.0
950.0
900.0
850.0
800.0
750.0
700.0
650.0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
1
1
1
1
1
1
03/201
04/201
05/201
06/201
07/201
08/201
09/201
10/201
11/201
12/201
01/201
02/201
03/201
04/201
05/201
06/201
07/201
08/201
09/201
10/201
9
02/201
12/200
01/201
600.0
Fujairah (MGO)
Houston (MGO)
Houston (MDO)
Rotterdam (MGO)
Singapore (MGO)
th
The U.S. Energy Information Administration in their 8 November 2011 “Short-Term Energy
Outlook” expects the U.S. average refiner acquisition cost of crude oil to remain relatively flat,
averaging about $100 per barrel in 2011 and 2012. The value of West Texas Intermediate (WTI)
benchmark crude oil was about $11 per barrel below the U.S. refiner acquisition cost of crude oil
in the third quarter of this year. The forecast WTI price discount narrows to $8 per barrel by the
fourth quarter of 2012, as rail and truck capacity is added to the region. EIA’s U.S. and world economic growth
assumptions have been lowered from last month’s Outlook. World oil‐ consumption‐ weighted real GDP grows by
3.1% in 2012, compared with 3.5% in the previous Outlook.
Oil prices continue to face upward price pressure because of supply uncertainty resulting from ongoing unrest in the
oil producing regions of the Middle East and North Africa. However, there may be downward price pressure if Libya
is able to ramp up oil production and exports sooner than anticipated. At the same time, downside demand risks
continue as fears persist about weakening global economic growth,
contagion effects of the debt crisis in the European Union, and other
fiscal issues facing national governments. Given expected rates of
global oil consumption growth, the engine for which will be emerging
markets outside of the Organization for Economic Cooperation and
Development (OECD), a combination of increased oil output from
members of OPEC and inventory withdrawals will need to
supplement non-OPEC supply growth in order for the oil market to
balance at the prices projected in this Outlook. Energy price forecasts
are highly uncertain. WTI futures for January 2012 delivery during the
5-day period ending November 3 averaged $93 per barrel. Implied
volatility averaged 39%, establishing the lower and upper limits of a
95% confidence interval for the market’s expectations of monthly
average WTI prices in January of $72 per barrel and $121 per barrel, respectively. Last year at this time, WTI for
January 2011 delivery averaged $85 per barrel and implied volatility averaged 31%. The corresponding lower and
upper limits of the 95% confidence interval were $69 per barrel and $103 per barrel.
www.marcon.com
6
Recent U.S. Corporate News
Kirby Corporation of Houston, Texas announced record net earnings for the third quarter
of $52.7 million compared with $30.7 million for 2010 third quarter. Consolidated revenues
for 2011 third quarter were a record $563.6 million compared with $281.3 million reported for
2010 third quarter. Joe Pyne, Kirby’s Chairman and CEO, commented, “Our record third
quarter results were a reflection of strong United States petrochemical production levels,
stable refinery production levels, and a continued strong exportation market, all leading to
high inland tank barge utilization levels and favorable term and spot contract pricing. K-Sea Transportation Partners
LLC, our coastwise and local transportation company acquired on July 1, 2011, was accretive to our third quarter
operating results, but, as anticipated, K-Sea’s operating results were offset by acquisition related expenditures, and
higher interest expense and common shares outstanding associated with the acquisition.”
Marine transportation revenues for 2011 third quarter were $351.2 million, a 51% increase over 2010 third quarter,
and operating income was $78.1 million, a 52% increase compared with third quarter 2010. The positive results
reflected increased production volumes by U.S. petrochemical producers for both domestic and foreign destinations,
benefiting from low natural gas prices and its impact on the global competitiveness of the U.S. petrochemical
industry. As a result, Kirby’s inland petrochemical fleet was close to fully utilized, operating in the low to mid 90%
utilization levels. Kirby’s black oil products fleet also operated at close to full utilization levels, benefiting from stable
U.S. refinery production levels, the exportation of heavy fuel oils and demand for the transportation of crude oil
principally from the Eagle Ford shale formations in South Texas and from the Midwest to the Gulf Coast. Strong
utilization levels in both the petrochemical and black oil products fleets led to higher term and spot contract pricing
during the quarter. Diesel fuel prices for 2011 third quarter increased 51% over 2010 third quarter, thereby positively
impacting marine transportation revenues since fuel price increases are covered by fuel escalation and deescalation clauses in term contracts.
The higher marine transportation revenues and operating income also reflected acquisition of K-Sea effective July 1,
2011, generating approx. 20% of the marine transportation segment’s 2011 third quarter revenues. K-Sea’s
coastwise and local fleet utilization level, primarily from transportation of refined petroleum products, averaged in the
75% to 80% range. The marine transportation operating margin for 2011 third quarter was 22.2% compared with
22.1% for third quarter 2010, reflecting strong petrochemical and black oil products demand, strong utilization and
higher term and spot contract pricing, partially offset by a lower K-Sea operating margin and the cost impact of
higher diesel fuel prices.
Kirby Marine Transportation Performance Measurements
Ton Miles (in millions)
Revenue/Ton Mile (cents/tm)
Towboats operated (average)
Delay Days
Avg. cost/gal. fuel consumed
Tank barges active/inactive
Coastwise & local tank barges
Coastwise dry cargo barges
Inland Bbl Cap.(mill) active/inactive
Coastwise & local tank barges Bbl Cap.
Q3
3,552
7.6
244
1,111
$3.27
837
57
4
16.3
3.8
2011
Q2
Q1
Q4
Q3
Q2
Q1
Q4
2009
Q3
Q2
3,241
7.9
247
1,964
$3.25
837/42
3,229
7.2
230
1,981
$2.65
829/40
3,317
6.7
220
1,498
$2.29
825/34
3,246
6.9
217
1,006
$2.17
850/29
3,336
6.7
221
1,446
$2.29
860/14
3,058
7
224
1,822
$2.14
861/19
2,945
7.1
212
1,808
$1.98
863/4
3,257
6.6
215
688
$1.89
874/38
2,995
7
219
1,141
$1.43
894/54
16.4/.5
16.1/.4
15.9/.4
16.4/.3
16.5/.2
16.6/.3
16.7/.1
16.8/.7
17.1/1
2010
Commenting on the 2011 fourth quarter and full year market outlook and guidance, Mr. Pyne said, “Our earnings
guidance for the 2011 fourth quarter is a 64% to 73% increase compared with the 2010 fourth quarter. Our guidance
reflects close to full equipment utilization in petrochemical and black oil products fleets and continued favorable term
and spot contract rate increases. We anticipate our inland marine transportation segment will be negatively
impacted by winter weather conditions in the fourth quarter. Our guidance also includes positive operating results
from our coastwise and local markets, but due to seasonality of the refined products market and winter weather
conditions we do anticipate lower operating results compared with the third quarter. For the 2011 year, we are
raising and tightening our earnings per share guidance to $3.30 to $3.35 compared with $2.15 per share for the
2010 year.”
www.marcon.com
7
Mr. Pyne continued, “Our 2011 capital spending guidance range remains at $225 to $235 million, including
approximately $120 million for the construction of 40 inland tank barges, two inland towboats and progress
payments on 2012 inland tank barge and towboat construction. This guidance range also includes approximately
$35 million in progress payments on the construction of two offshore articulated dry-bulk barge and tugboat units
scheduled for delivery in the second half of 2012 with an estimated cost of $50 million each. The balance of
approximately $70 to $80 million is primarily capital upgrades and improvements to existing marine equipment and
facilities.”
On July 1, 2011, Kirby purchased K-Sea, an operator of tank barges and
tugboats participating in the coastwise and local transportation of primarily
refined petroleum products in the United States. The total consideration of
the transaction was approximately $604 million, excluding transaction fees,
consisting of $228 million in cash paid to K-Sea common and preferred unit
holders and the general partner, $263 million of cash to retire K-Sea’s
outsanding debt, and $113 million through the issuance of approximately
1,939,000 shares of Kirby common stock valued at $58.28 per share, Kirby’s
closing share price on July 1, 2011. The acquisition was financed through a
combination of a new $540 million bank term loan and the issuance of Kirby
common stock. K-Sea’s fleet, comprised of 57 tank barges with a capacity of
3.8 million barrels and 63 tugboats, operates along the East Coast, West Coast and Gulf Coast of the United States,
as well as in Alaska and Hawaii. K-Sea’s tank barge fleet, 54 of which are double hull, has an average age of
approximately nine years and is one of the youngest fleets in the coastwise and local trade. K-Sea’s customers
include major oil companies and refiners, many of which are current Kirby customers for inland tank barge services.
K-Sea has major operating facilities in New York, Philadelphia, Norfolk, Seattle and Honolulu.
Touax reported consolidated revenue in Q3 2011 totaled €69.2 million
compared with €67.9 million in Q3 2010, i.e. an increase of 2%. Accumulated
consolidated revenue at 30 September 2011 amounted to €219.3 million, up
3% compared to the first three quarters of 2010 (€212.7 million). On a
constant currency basis, accumulated consolidated revenue at 30 September
2011 increased by 6.1%. This increase in revenue is due to continued growth
in the leasing business (+4.4%; +7.2% on a constant currency basis), thanks to an increase in the equipment
utilization rates and daily rates compared with 2010. Few sales were completed in the third quarter, as they are
planned for the final quarter of 2011. “Our revenue continues to increase thanks to our geographic positioning, in
particular in Asia, and we expect our revenue to continue to grow in the final quarter of 2011” state Fabrice and
Raphaël Walewski, Managing Partners of Touax.
River Barges: The river barge business of the division increased by 16% compared
with 2010 thanks to sales of barges in the first half of the year and an increase in
leasing income. The leasing business in Q3 2011 was marked by the gradual
repositioning on the Danube of the transport business towards a focus on leasing.
The Group's repositioning as a leasing company on the Danube will be complete at
the end of 2011. The leasing business remains in a good position both in the United
States and in South America. New barges
intended for leasing will be delivered at the
end of the year and further investments are
planned for 2012. The Group is also
developing the sales of river transport equipment. The Touax Group
forecasts growth in revenue of over 5% for 2011 despite its objective of 10%,
due to a postponement of syndications in 2012 with a very limited impact on
the operating margin. The revenue in Q4 2011 is expected to grow by 10%.
www.marcon.com
8
Seacor Holdings Inc.’s net income the quarter ended September 30, 2011 was $3.8 million,
on operating revenues of $571.4 million. For the preceding quarter ended June 30, 2011, net
income attributable to Seacor Holdings Inc. was $9.0 million on operating revenues of $536.4
million. For the quarter ended September 30, 2010, net income attributable to Seacor
Holdings Inc. was $149.9 million on operating revenues of $979.8 million. Seacor’s results for its Environmental
Services, Offshore Marine Services and Harbor and Offshore Towing Services business segments for the three
ended September 30, 2010 reflected significant oil spill response activities in the U.S. Gulf of Mexico following the
Deepwater Horizon sinking in April 2010.
2011
30Jun
30Sep
Fleet Count:
Inland river dry cargo barges
Inland river liquid tank barges
Inland river deck barges
Inland river towboats
Dry-cargo vessel
2010
31Mar
31Dec
30Sep
30Jun
31Mar
2009
30Sep
31Dec
30Jun
1,489
79
1,492
80
1,497
80
1,388
80
1,394
86
1,449
87
1,419
87
1,395
87
1,385
87
959
87
20
26
26
26
26
26
26
26
26
26
31
31
32
32
32
29
29
29
28
23
1
1
1
1
1
1
1
1
1
1
Inland River Services - Operating income was $9.3 million on operating revenues of $47.9 million compared with
operating income of $3.7 million on operating revenues of $41.4 million in the preceding quarter. Operating results
improved primarily due to increased activity in the pooled hopper fleet at the beginning of the harvest season and
improved operating conditions. In the preceding quarter, heavy rains in the Mid-South through the Lower Ohio Valley
produced severe flood conditions resulting in difficult operating conditions with periodic river closures and restricted
th
tow sizes. As of 30 September 2011, Seacor Holdings operated 28 harbor and offshore tugs and five ocean liquid
tank barges, down from 31 tugs and 5 barges the year earlier. During the nine months ended September 30, 2011,
capital expenditures were $212.4 million. Equipment deliveries during the
period included three offshore support vessels, 55 inland river dry cargo
barges, two liquid tank barges, nine helicopters and one harbor tug. In
addition, Seacor Holdings acquired a controlling interest in an offshore
support vessel. During the nine months ended September 30, 2011, Seacor
sold nine offshore support vessels, eight helicopters, one inland river
towboat, six inland river deck barges, two harbor tugs and other equipment
for net proceeds of $50.6 million and gains of $31.7 million of which $25.1
million was recognized currently and $6.6 million was deferred.
Trinity Industries of Dallas, Texas, reported a net income of
$31.9 million for third quarter 2011. Net income for the same
2010 quarter was $29.7 million. Revenues for third quarter 2011
were $796.8 million compared to $540.0 million. “Our
businesses are doing a good job of confronting a variety of
scenarios. I am pleased with our accomplishments during the
third quarter and our outlook is positive for the future in most of our businesses,” said Timothy R. Wallace, Trinity’s
Chairman, CEO and President. “Order backlogs in both North American railcar and barge businesses increased
during the third quarter, providing a nice foundation for our 2012 planning activities. Our Rail Group is beginning to
achieve increased operating leverage associated with strong revenue growth which
should have a positive impact on earnings going forward. Our wind towers business
is in the latter stages of transitioning production lines over to a larger wind tower, and
we expect their performance will begin to show improvement.” The Inland Barge
Group reported revenues of $143.2 million and an operating profit of $26.0 million in
third quarter 2011 compared to $98.9 million and $22.4 million in third quarter 2010.
During third quarter 2011, the Inland Barge Group received approx. $214 million of
orders and had a backlog of approx. $564 million as of September 30, 2011
compared to a backlog of approx. $494 million as of June 30, 2011.
www.marcon.com
9
American Commercial Lines Inc. reported revenues for the quarter
ended September 30, 2011 increased 12.4% to $233.0 million.
Transportation revenues increased by 20.0% to $196.4 million. On a
fuel-neutral basis, transportation revenues increased approximately
9.1% for the quarter. Affreightment volume compared to the same
periods of 2010 increased 6.1% in the quarter to 8.3 billion ton-miles.
The strong improvement in transportation revenues for the three month period was primarily due to higher rates,
driven by a favorable mix shift into export coal, petroleum and other liquid cargoes. This increase was partially offset
by lower salt and grain volumes, lower scrapping revenue and the volume impact of tow-size and other operating
restrictions and idle barge days as a result of the record flooding along the inland waterways during more than twothirds of the second quarter. Manufacturing segment revenue decreased $6.4 million or 15.5% in the third quarter,
reflecting lower sales of barges to third parties. The manufacturing segment revenue backlog at the end of
September 2011 was $117.1 million, up 84% year-over-year versus $63.8 million at the end of September 2010.
Commenting on the results, Mark Knoy, President and CEO, stated, “We saw the market recover in our
transportation segment in the third quarter to momentum levels we were experiencing prior to the second quarter's
record flooding. We are being led by our steel industry accounts, stronger chemical and petroleum volumes in our
liquid transportation business and growing domestic and export coal demand. We believe that the demand for our
services will remain solid in 2011 due to strong volumes and limited excess barging capacity in the industry
combined with a delayed grain harvest season that should provide momentum into the first quarter of 2012. We are
continuing our efforts to drive greater boat efficiency and deliver more reliable service for our customers by
improving our fleet through the addition of new Jeffboat built barges, having added 55 new covered hoppers and two
oversize tank barges this year.” Mr. Knoy went on to comment on the manufacturing segment. “We continued to
improve performance at Jeffboat, through changes in production processes and a renewed focus on business mix
that have resulted in higher absolute throughput in the shipyard. Further, with the combination of our sizable
external sales backlog, current market demands and the barges we expect to build for the transportations segment,
we anticipate that Jeffboat's capacity through 2012 will be fully committed, providing that business with a predictable
book of business for the coming year.”
Net fuel costs increased in the three months ended September 30, 2011, by 490 basis points to 23.1% of
transportation segment revenues or $45.3 million. Fuel consumption was up approximately 8.0% for the three
month period compared to the same period of the prior year, which compares favorably to the 9.1% increase in tonmile volume experienced during that same period. The average net-of-hedge-impact price per gallon increased
41.3% to $3.09 per gallon in the three months ended September 30, 2011.
Total affreightment volume measured in ton-miles increased in the third quarter
of 2011 to 8.3 billion compared to 7.8 billion in the same period of the prior year.
The lower ton-mile volumes in the second quarter as a result of the
unseasonable flooding partially offset the increases in the first and third quarters,
with ton-mile volume for the nine months ended September 30, 2011, up only
1.1%. For the quarter ended September 30, 2011, non-affreightment revenues
increased by $10.6 million, or 22.9%, primarily due to higher charter/day-rate, towing and demurrage, partially offset
by lower scrapping revenue. Revenues per average barge operated increased 22.3% in the quarter ended
September 30, 2011, compared to the same period of the prior year. Approximately two-thirds of the increase in the
quarter ended September 30, 2011 was driven by increased affreightment revenue with the remainder attributable
to the change in non-affreightment revenue. Overall, the transportation segment's operating income in the quarter
ended September 30, 2011, declined $8.6 million, compared to the same period of the prior year. The decline was
primarily attributable to higher costs of $13.8 million attributable to the push down of the purchase price accounting
resulting from the Acquisition and an additional $4.4 million related to severance, restructuring and reorganization
related consulting expenses. All other cost increases were more than fully absorbed by the $32.7 million increase in
segment revenue. Other increases in cost levels in the transportation segment included an increase of $14.9 million
in fuel-related costs, $6.5 million lower asset management gains and an increase of $7.1 million in materials,
supplies and other that was consistent with our increased ton-mile volume in the quarter. These cost increases were
partially offset by an 8.1% decrease in operating labor-related costs and $2.6 million lower other selling, general and
administrative expenses, primarily wage-related.
10
www.marcon.com
American Commercial Lines' Quarterly Utilization & Average Fuel Cost
Average Domestic Barges Operated
Dry
Liquid
Total
Fuel Price (Avg USD/gallon)
30Sep
2,085
317
2,402
$3.09
2011
30Jun
2,074
314
2,388
$3.04
31Mar
2,080
318
2,398
$2.61
31Dec
2,086
325
2,411
$2.19
2010
3030Sep
Jun
2,083
2,141
326
341
2,409
2,482
$2.19
$2.22
31Mar
2,146
346
2,492
$2.07
31Dec
2,156
362
2,518
$1.95
2009
30Sep
2,173
367
2,540
$2.01
30Jun
2,183
372
2,555
$1.86
Historically, ACL generates stronger financial results in the last half of the year, driven by demand from the grain
harvest and the impact of that demand on grain and spot shipping rates. In 2011 ACL is seeing a later grain harvest
season due to the aftermath of the historical spring flooding which ACL expect will extend grain demand into the first
quarter of 2012.The United States Department of Agriculture reported that through October 9, 2011, corn farmers
had harvested about 33% of the crop, compared to 50% during the same period a year ago and 32% for the five
year average. The USDA has also reduced its estimate of corn exports for the year by 50 million bushels from
previously announced estimates. ACL expects to continue to see improved pricing opportunities as the system
normalizes and grain begins moving. ACL expects demand for export coal, driven by increased demand in Asia and
mining supply disruptions in some foreign locations, will remain strong. ACL expects that the demand resulting from
the lower industry freight volumes in the second quarter due to flooding combined with demand in the dry spot
market, for grain and other dry commodities, as well as for spot and contract coal volumes, should continue to firm
up the dry barge supply/demand balance and should lead to continued improved pricing compared to the prior year.
ACL has seen a continuing rebound in demand in its metals, energy products, ethanol, chemicals and crude oil
markets driven by the improving economy. There is no assurance this will be a long term dynamic but ACL expects
the strength for export coal will be sustainable for the balance of 2011. With a slow recovery, however, ACL remains
focused on reducing costs, generating strong cash flow from operations and implementing and accelerating its
strategic initiatives. In the manufacturing segment, since the fall of 2010, ACL has seen an increase in new barge
construction demand. ACL’s backlog for external barge production at September 30, 2011, was $117.1 million,
extending into 2012 production. ACL is currently expecting to utilize remaining 2012 capacity to construct barges for
internal use by its transportation segment.
As of September 30, 2011, ACL’s total transportation fleet was 2,402 barges, consisting of 2,085 dry cargo barges
and 317 tank barges. ACL’s barge fleet was powered by 119 Company-owned towboats and 13 additional towboats
operated exclusively for it by third parties. ACL currently has an additional boat which is being actively marketed and
is included in assets held for sale. The average age of ACL’s owned towboats is 35 years old.
Conrad Industries, Inc. of Morgan City reported net income of $3.5 million for third quarter
2011 compared to $1.6 million during third quarter 2010. During the third quarter new contracts
added included a 250'x 72'x 12' crane barge, a 265'x 54'x 13' LPG tank barge, and five 297'x
54' x 13' 30,000bbl double skin light oil tank barges. Conrad also sold three stock 297'x 54'x 12'
double skin tank barges, each with 30,000 gross barrel capacity. Backlog at September 30,
2011 was $87.7 million compared to $86.1 million at September 30, 2010, $89.5 million at
December 31, 2010, and $88.7 million at June 30, 2011. Revenue for the third quarter of 2011 increased $28.2
million, or 83.7%, to $61.9 million compared to $33.7 million for the third quarter of 2010. Repair and conversion
revenue increased $3.2 million for the third quarter of 2011, or 30.6%, compared to the same period of the prior
year. The increase in revenue is primarily a result of an increase in production hours for new construction compared
to the prior year. Vessel construction hours for the third quarter of 2011 increased 159.6%, when compared to the
same period in 2010. Repair and conversion hours increased 31.9% for the three months ended September 30,
2011 when compared to the same period in 2010. The repair segment was negatively affected by the slow-down in
activity in the Gulf of Mexico related to the Deepwater Horizon incident and the resulting continued uncertainties
surrounding the issuance of drilling permits by the Department of the Interior and new regulations related to drilling
operations. Conrad experienced significant increases in the price of steel during 2010, which appear to be
moderating in 2011. Conrad Industries, Inc., established in 1948 and headquartered in Morgan City, Louisiana,
designs, builds and overhauls tugboats, ferries, liftboats, barges, offshore supply vessels and other steel and
aluminum products for both the commercial and government markets. Conrad provides repair and new construction
services at its four shipyards located in southern Louisiana and Texas.
www.marcon.com
11
Shipyard News & Newbuildings
During a ceremony last August on the banks of the Mississippi River ,
AEP River Operations dedicated the “Michael G. Morris” towboat in
honor of American Electric Power’s Chairman and CEO. “It truly is an
honor to receive this recognition and to see such a beautiful vessel
bearing your name,” Morris said. “Our river operations are a strategic part
of our company, and I am in awe of the employees who work safely and
reliably on the waterways each day to efficiently transport bulk
commodities and deliver fuel to AEP’s power plants.” The “M/V Michael G.
Morris” will be run by nine crew members. The 8,000HP towboat is 180’
long and 48’ wide and was built by Quality Shipyards in Houma, LA. It will
operate on the lower Mississippi River between St. Louis and Convent, La., with the ability to tow 35 loaded barges
southbound and 42 empty barges northbound on the river. The boat will haul coal, steel, grain, ore and other bulk
materials. “Mike has made tremendous contributions to the utility industry and has supported the growth of our river
transportation business,” said Keith Darling, president of AEP River Operations. “His commitment to AEP and his
dedication to the success of the entire organization, including River Operations, is unparalleled.” Vessel is powered
by twin EMD 16-710G7 diesels.
The Ford F-150 pick-up truck is said to be the best selling vehicle in
America. It seems likely that Hope Services’ Cummins-powered push
th
boat could well be the best selling vessel of its class in America. On 12
November, 2011 the Dulac, Louisiana shipyard delivered Hull Number
144. Of these hulls, all but three have been Cummins-powered push
boats. As with the F-150 there have been some model variations and
improvements over the years, but the latest version seems to have
exceeded them all for design practicality and functional good looks.
These Hope Services boats are characterized by spacious engine
rooms, tidy accommodations and well laid-out wheelhouses. With a 34’
beam on her 98’ overall length, the towboat “Orange” is a little larger
than some of Hope Services’ earlier models. A pair of modern Cummins
Tier 2, mechanical KTA38-M1 diesels delivers 1,000HP each to make this a powerful pusher for the growing
Higman Barge Lines Inc. fleet. (Article courtesy of Cummins Hotips. Photo courtesy of Hope Services.)
Lowlands that can make road building difficult border the 1,495
kilometers of river that flow between Belém and Manaus. The roads to
Manaus are long and circuitous. With the world’s highest volume river
flowing between the cities the movement of truck trailers typically takes
place with the aide of roll on roll off barges. The one of the largest
operators on this route is Bertolini Transport Ltda. The firm also
pushes barges another 1,756 kilometers up to Tabatinga on the
Peruvian border. To meet the demands on these and a half dozen
other routes, the company operates a large fleet of pushboats. This
includes over 20 vessels with Cummins KTA-M3 engines each
producing 600HP at 1,800RPM.
A 1,200HP towboat, powered by a pair of KTA19s will typically push a 76 by 20.9-meter barges loaded with truck
trailers. The down-river trip takes about four days with the return up river taking about five days. Some larger
towboats, such as the triple KTA19-powered “M/V Bertolini LVIII”, can push multiple barges on the larger river or
handle shallower rivers. These larger tows often use a detachable “bow thruster” also powered by a Cummins
KTA19. On smaller and faster waterways single barges allow transport. (Article courtesy of Cummins Hotips.)
www.marcon.com
12
Flavio Silveira does design work for the Beconal shipyard where he
continues to upgrade the Amazon’s basic pushboat design. This
September the yard delivered a 1,200HP pushboat to Planalto. As do
most Amazon pusboats, the hull of the “M/V SCL 22” has a slight deadrise at the bow with a two deck winches for making up to the tow
mounted on the foredeck. Push knees are designed to accommodate
barges at various drafts. A walkway from the top of the main deck
house to the top of the push knees will provide safe access to the deck
of high barges. The owners of the new vessel will use it to transport oil
products between Manaus and Porto Velho on the Rio Madeira a major
tributary of the Amazon. Pushing up to three barges, the trip up-river
takes four to five days. In the rainy season deep-sea vessels can navigate the 1,000km to Porto Velho but once the
river drops 15 meters in the dry season, navigation is restricted to shallow draft towboats and barges.
The “M/V SCL 22” should have no trouble handling the strong currents of the
Rio Madeira with the twin KTA19-M3 engines, each delivering 600HP through
Twin Disc 6:1 gears to 1.7m propellers. In the wheelhouse the operator will
have remarkable visibility fore and aft from the modern fully-glassed design.
The operator’s ability to move right up to the forward windows for a better view
of the crew on the foredeck is facilitated by the walk-through console with
joystick controls similar to those on a modern ship-docking tug. Flavio Silverira
and the crew at Beconal Shipyard have put a towboat onto Brazil’s inland
waterways that would do them proud on any inland waterway in the world.
Seventy-five year old Oziel Mustafa dos Santos began his work life on the
Amazon River system 53 years ago. “I had an eleven-meter wooden boat
with an 11-horsepower Swedish engine with a long shaft over the stern,”
he explained. “Long-tail” engines are still common on smaller Amazonian
boats. It was a store boat and, with a crew of two, he traveled for up to 30
days up river stopping off at villages and isolated rubber camps. His boat
was their marine general store. At each stop he would leave some of the
supplies that he carried. The mosquitoes were so bad, he recalled, that
they often had to wrap themselves in blankets. In spite of these
precautions he suffered from attacks of malaria. Travelling nearly to the
border with Peru they would empty the boat of its original cargo. With the little boat empty of supplies, he picked up
rubber, dried meant and skins in trade for the supplies delivered on the up-river voyage, on the way back down river.
In the decades since, Mr. Oziel has proven that it doesn’t take a fancy education for a real entrepreneur to build a
successful marine business. He got his first towboat in 1968. An army contract took him into every navigable
waterway in the Amazon watershed. Twenty-five years ago a license to transport oil products on the rivers made it
possible to expand the fleet. Today the fleet has 15 towboats and “a lot” of barges. All the towboats use the now
standard Amazon power package of two 600HP Cummins KTA19-M3 engines. Mr. Oziel’s experience in the upper
reaches of the Amazon has lead to the use of a complete enclosure of the propellers with a cage of heavy steel bars
to protect them from drift logs and the river bottom.
Perhaps the greatest reward for a lifetime of work is the joy of
seeing one’s work continue in the family. In that Mr. Oziel is well
served with two daughters and one son now taking care of the
day-to-day operations. In addition, there are now two
grandchildren working in the family firm. Asked how many
employees the company has, Mr. Oziel laughs, “I don’t know, my
kids look after that.” (Article courtesy of Cummins Hotips. Haig-Brown
photos courtesy of Cummins Marine.)
www.marcon.com
13
Following is a list of pushboats and towboats on order at U.S. shipyards per Marine Log and Colton Co. as of
November 18, 2011. The list shows 43 boats on order in the U.S., same number as that reported in August. The list
also shows eight boats are on order for the U.S. Navy from a Canadian shipyard.
Type
Customer
Yard #
Name
John Bludworth, Corpus Christi TX
Towboat
Towboat
Towboat
Towboat
Laquay Dredging
Laquay Dredging
Laquay Dredging
Laquay Dredging
134
135
136
137
Towboat
Towboat
Towboat
Towboat
Towboat
Towboat
Florida Marine
Florida Marine
Florida Marine
Florida Marine
Florida Marine
Florida Marine
Towboat
Towboat
Towboat
Bertucci Contracting
D & S Marine
Turn Services
Towboat
Towboat
AEP River Ops
AEP River Ops
Towboat
Towboat
Towboat
Towboat
Maryland Marine
Maryland Marine
Maryland Marine
Brennan Marine
Pushboat
Pushboat
Towboat
Towboat
Towboat
Corps of Engineers
Corps of Engineers
Florida Marine Transporters
Towboat
Evansville Marine
Sybil L. Laquay
Amy L. Laquay
Description
Delivery
2,600-hp
2,600-hp
2,600-hp
2,600-hp
2011
2012
11-Dec
11-Dec
90-ft. 2,600-hp
90-ft. 2,600-hp
90-ft. 2,600-hp
90-ft. 2,600-hp
90-ft. 2,600-hp
90-ft. 2,600-hp
2012
2012
10-Jul
10-Aug
10-Sep
10-Oct
2,000 hp
2,000 hp
2,000 hp
Nov-10
10-Dec
2012
166-ft.
166-ft.
2012
2012
2,000 hp
2,000 hp
2,000 hp
11-Mar
11-Jul
2011
2011
58-ft.
114-ft.
140-ft. 6,000-hp
140-ft. 6,000-hp
120-ft. 3,822-hp
2011
2011
2011
2012
2011
2,000 hp
2011
4,000 hp
11-Jun
1200 hp
1200 hp
11-Sep
2010
1,800 hp
1,800 hp
1,800 hp
1,800 hp
6,000 hp
6,000 hp
6,000 hp
6,000 hp
2010
2010
2010
2010
2010
2010
2010
2011
1,350 hp
1,350 hp
3,000 hp
3,000 hp
3,000 hp
3,000 hp
2011
2011
2011
2011
2011
2011
1,500 hp
2011
30 ft.
2012
Eastern Shipbuilding, Panama City FL
145
146
147
148
149
150
Eymard Marine, Harvey LA
Gulf Island, Houma LA
Hope Services, Dulac LA
Horizon Shipbuilding, Bayou La Batre AL
121
124
108
109
114
Louis Develle
Big D
Marine Builders, Utica IN
Nichols Boats, Greenville MS
Towboat
JANTRAN
9
Patti Shipyard, Pensacola FL
Towboat
Towboat
Corps of Engineers
Corps of Engineers
Rock Island II
Clinton II
Towboat
Towboat
Towboat
Towboat
Towboat
Towboat
Towboat
Towboat
Kirby Marine
Kirby Marine
Kirby Marine
Kirby Marine
Pine Bluff Sand & Gravel
Towboat
Towboat
Towboat
Towboat
Towboat
Towboat
Buffalo Marine
Blessey Marine
Golding Barge Line
Kirby Marine
Kirby Marine
Kirby Marine
Towboat
Blessey Marine
Quality Shipyard, Houma LA
Sneed Shipbuilding, Orange TX
Verret Shipyard, Plaquemine LA
Steve Scalise
Metalcraft Marine, Kingston, Ontario, Canada
Towboat
U.S. Navy
8 boats
www.marcon.com
14
Featured Listings For Sale Direct from Owners
Files: TP30060/HB27554/HB26050 Inland 595' Towboat / Barge
Combination - Exclusively In Our Hands For Sale - U.S. flag, 595' inland
towboat / barge combination for sale through Marcon as exclusive brokers. The
595' unit is capable of transporting approx. 8,000 tons of aggregate, 345TEU (3
high x 5 across) or over-size project cargoes at speeds up to abt. 14mph. The
push boat and both barges were built in 2005 by Halimar Shipyard of Morgan
City, Louisiana. The lines of the boat and the bow of the lead barge were
designed by Development Center for Ship Technology & Transport Systems of
Duisburg, Germany. File: TP30060 Push Boat - “Ms. Angel” 60.0' loa x 54.0'
beam x 12.0' depth x 10.50' loaded draft. GRT / NRT: 239 / 162. FO: 31,000g.
FW: 10,000g. LO: 800g. Dirty Oil: 800g. Main Engines: 2 x CAT 3512 total 3,000BHP.
Twin Disc 5600 5.04:1 gears. 75.75” x 80” 4-blade Kaplan prop(s). Two spare stainless
steel props. Kort nozzle(s). 01/2010 PME top end overhaul. Rudders can operate
independently. Genset(s): 2 - 60kW / John Deere. Accommodations for 6 in 4 cabins
(can sleep maximum eight persons) with 2 heads. Hydraulically operated retractable
wheelhouse. Minimum / maximum height of eye 17' / 30’. Drydocked 30 April 2010 and
props changed out to stainless steel. File: HB27554 Hopper Barge - Inland - “LTO-1”
275.0' loa x 264.0' lbp x 54.0' beam x 12.0' depth x 10.50' loaded draft. GRT: 1,556. NRT:
1,009. 221' x 44' clear deck in single open hold. Depth of hold 10'4” + 3' high steel
coamings. 1/2” plate hold bottom. Sidewalls 3/8” - 5/16” plate. Specially designed model
bow. Square stern. 8 transverse watertight bulkheads. Fitted with 540HP VETH 4channel bow thruster powered by CAT C15 diesel capable of operating in as little as 18”
of water. Rotating diverter plate directs flow of water forward, aft or either side and is
capable of diverting water thru two channels at once. 2
Nabrico hand winches. Built-in video camera with night-vision
technology. File: HB26050 Hopper Barge - Inland - “LTO-2”
260.0' loa x 249.6' lbp x 54.0' beam x 12.0' depth x 10.50'
loaded draft.. Box barge with square ends. 7 transverse
watertight bulkheads. 244' x 44' clear deck in single open hold.
Depth of hold 10'4” + 3' high steel coamings. 1/2” plate hold
bottom. Sidewalls 3/8” - 5/16” plate. Nabrico hand winches.
14” 4,200gpm Veth electric ballast pump.
File: TP03437 Push Boat - 37.8' loa x 19.0' beam x 4.7' depth. Built in 1969. U.S. flag. Main
Engines: 2 x total 340BHP. Twin Screw. Small tender with push knees forward. U.S. Gulf
Coast. $80,000.
Engines: 2 x GM 6-71 total 340BHP. Shallow draft tender with push knees forward. U.S.
Gulf Coast. $80,000.
File: TP04045 Push Boat - 45.0' loa x 16.5' beam x 5.2' depth x 3.50' draft. Built in 1959 by
Lawder Sand Co.. U.S. flag. GRT: 27. FO: 2,800g. FW: 250g. 2 x GM 6-71 total 360BHP.
Genset(s): 15kW. 2 berths. 20' eye level. Refurbished in 2009. Can pump 2,000g fuel. U.S.
Gulf Coast.
Engines: 2 x CAT 3406B total 550BHP. Inshore tug / push boat with knees forward. U.S.
Gulf Coast. $160,000.
www.marcon.com
15
File: TP05032 Push Boat - 32.0' loa x 14.5' beam x 7.0' depth x 3.00' loaded draft. Built
in 1988. Built at Clackamas, OR. Rebuilt: 1999. U.S. flag. GRT: 21. FO: 950g. Main
Engines: 2 x John Deere 6081 AFM total 500BHP. Last Overhauled: 2005. 2 - S.S.
prop(s). All welded steel hull and house. Connected in 1999 to a push tug. Raised two
deck pilot house. Flanking rudders. Vertical push knees. Complete fendering. Major refit
mid 2005. Could be made truckable. U.S. West Coast. By Arrangement.
File: TP06868 Push Boat - 68.0' loa x 24.0' beam x 8.0' depth x 8.00' loaded draft.
Built in 1972. U.S. flag. GRT: 84. FO: 13,000g. FW: 5,000g. Winch: 2 - 40T manual
Nabrico. Main Engines: 2 x GM 12V71 total 680BHP. 52"x38" 4blade stainless steel
prop(s). Genset(s): 1 - 40kW / GM4-71 Delco; 1 - 30kW / Lugger. Quarters: 4 (2
staterooms). Lugger type. Early 2009 scheduled for maintenance / improvements
after coming off a project. Includes new bilge system, pump & manifold, new fenders
bow & stern, starboard gen removed dipped & baked. U.S. East Coast. $183,750.
File: TP07042 Push Boat - 42.5' loa x 15.0' beam x 7.7' depth x 5.50' loaded draft. Built
in 1969. Built at Hans Hansen Welding Co.. U.S. flag. GRT: 30. Class: USCG COI
Expires 05/2011. FO: 5,000g. Winch: Y. Main Engines: 2 x CAT D-342C turbo total
720BHP. 2 - 44" 5 blade (new '04) prop(s) on SS shaft(s). Genset(s): 1 - 10kW / Kubota.
Quarters: 2 berths. 42.5' Push boat. Push knees. Spill kit. Height of eye is 17'. Keel
coolers. Upgraded in 2008. Elevated pilot house by 4' over original height. Unfinished
galley, bathroom and shower area. U.S. Northeast. Prompt.
File: TP07047 Push Boat - 47.6' loa x 16.0' beam x 4.7' depth. Built in 1959.
Built at Brent Towing; Greenville. U.S. flag. Main Engines: 2 x CAT 3306 total
485BHP. Genset(s): 1 - 20kW Delco / GM3-71. Quarters: 2/3. Air Conditioned.
Day boat with small galley (no stove). Deckhouse with pilot house atop. Try
offers after inspection. U.S. East Coast.
File: TP07268 Push Boat - 68.0' loa x 22.2' beam x 7.0' depth x 2.50' light draft x 3.00'
loaded draft. Built in 1979. Built at Ritchie, AK. U.S. flag. GRT: 125. FO: 3,500g. FW:
1,000g. Winch: 4 Beebe winches (manual). Main Engines: 2 x GM 12V71 total 680BHP.
40" x 30" Stainless 4-blade prop(s) on 3" shaft(s). Genset(s): 1 - 30kW / John Deere & 1 20kW / GM2-71. Quarters: 6-8 people. Galley. Wood pilot house. Steel hull. Push boat
design. Push knees. 40' highest fixed point. Upper pilot house. June 2005 survey on file.
Keel coolers. U.S. West Coast.
File: TP10054 Push Boat - 56.0' loa x 22.0' beam x 9.5' depth x 7.50' loaded draft. Built in 1981. Built at Colle
Shipyard. U.S. flag. GRT: 124. Class: USCG COI. FO: 15,000g. FW: 3,000g. Winch: 1 - 40T DF-1 Nabrico Electric.
Wire Capacity: 140' x 0.875". Main Engines: 2 x Cummins KTA19 total 1,000BHP. 2 - 65" x 22" 4 blade SS prop(s).
Bollard Pull: 11.3mt. Genset(s): 30kW / Detroit Diesel 3-71. Quarters: 4 berths. Height of Eye 26'. U.S. Gulf Coast.
File: TP11057 Push Boat - 57.6' loa x 17.3' beam x 6.2' depth x 5.00' draft. Built in
1957 at Nichols Boat Works. U.S. flag. GRT: 45. 2 x Cummins QSX total 900BHP.
48" x 44" 4-blade bronze props on 4.5" stainless shafts. Re-powered 2009 / Tier 2.
Genset(s): 2 - 20kW / Onan; 1 - 8kW / Kubota. Quarters: 4. Air Conditioned. Galley.
Model bow, shallow draft tug with one push knee. Complete rebuild in ‘07 included
taking boat down to bare metal and rebuilding with new wiring, cabinets, controls,
coatings, etc. New Tier, zero hour, Cummins mains installed in 2009. New stainless
steel bulwarks & H bitts. New props, shafts, two trailing rudders, Fernstrum keel
coolers awaiting installation, manual barge winches, new D rubber all around, Baier
flush mount hatches, jog steering, Mathers controls. Turn-key in good working condition. U.S. West Coast.
www.marcon.com
16
File: TP11060 Push Boat - 60.0' loa x 17.2' beam x 8.5' depth x 6.40' loaded draft.
Built in 1958. Built at Jacksonville, FL. Rebuilt: 2001. U.S. flag. GRT: 58. FO: 8,000g.
FW: 1,000g. Winch: 2 - 40T elec. Barge type. Main Engines: 2 x CAT 3406E total
1,100BHP. 2 - 48" x 48" bronze prop(s) on 6" shaft(s). Fuel efficient, BTA Turbo
model main eng w/warranty (less than 1,000hrs/ea). Genset(s): 2 - 40kW / Northern
Lights (new 2000/2001) 1,500hrs on each.. Quarters: 2 persons. Galley. Twin screw
pusher totally rebuilt 2000 excepting hull bottom. 2 mahogany bunks. New: deck,
house, galley, MSD, raised pilot house with 24' eyelevel, rudders, interior, water, fuel
vents & electronic systems. 2 new push knees 14' above water. Twin joy sticks for winch control. 2 - 6man life rafts.
Reportedly in very good working condition. Recently drydocked. Currently in fresh water, but has worked in salt
water. IMO compliant, jog lever steering, SS exhaust, turnkey. Call for price guidance. Buyers would have the option
to upgrade to tier two rated main engines. U.S. West Coast. Prompt.
File: TP11078 Push Boat - 78.0' loa x 25.1' beam x 9.7' depth x 7.00' light draft x
9.00' loaded draft. Built in 1968. Built at Jeff Boat, Inc.. Rebuilt: 2005. U.S. flag. GRT:
157. FO: 20,000g. FW: 4,000g. Winch: American single drum aft +2 (40T) Nabrico
winches (bow).. Wire Capacity: 1,000' 1.25". Main Engines: 2 x CAT D379 total
1,130BHP. 72"x57" 4blade stainless steel prop(s). Genset(s): 2 - 50kW / GM4-71.
Quarters: 6 (3 staterooms). Air Conditioned. Galley. 29 feet eye level. 2 steering and 4
flanking rudders. Working but can be developed for sale. Extensively built 2005. U.S.
East Coast. By Arrangement.
File: TP12048 Push Boat - 51.5' loa x 22.5' beam x 7.5' depth x 5.50' loaded
draft. Built in 2011. U.S. flag. GRT: 75. FO: 5,800g. FW: 1,800g. Winch:
Electric. Main Engines: 2 x Cummins QSK19M total 1,200BHP. 52" x 40" 4
blade Nibral propson 4.5" shafts. Morse controls. Fernstrum coolers: Tier II
compliant.. Genset(s): 2 - 40kW / John Deere Diesel power. Quarters: 2 + 2. Air
Conditioned. Galley. Newbuilding inland river pushboat. 3/8" plate hull with 1/2"
plate over wheels & bilge knuckles. 4 flanking & 2 main rudders. Rubber tow
knees. 3.5 decks. 24' eye level. Xenon Search light. Spartan quarters. Stove,
sink, fridge in small galley. 2 bunks and couch that converts into 2 more bunks.
Marcon has sold several of this class from same shipyard. U.S. Mid West.
File: TG29107 Tug - Twin Screw - 106.0' loa x 34.0' beam x 10.5' depth x 10.50'
light draft x 13.00' loaded draft. Built in 1970 by J.M Martinac SB; Tacoma, WA.
U.S. flag. GRT: 193. NRT: 111. Class: ABS + A1 Towing, +AMS (DD and SS #8
due Dec. 2011). T. FO: 60,000g. LO: 1,400g. FW: 3,700g. Winch: Burrard HV-5
single drum. Wire Capacity: 2,600' 2.125". Main Engines: 2 x EMD 8-645E5 total
2,900BHP at 900RPM. Falk 4.174:1 gear(s). 2 - FP (5 blade SS) prop(s). Bollard
pull astern @ 43,500lb. Bollard Pull: 30ST. Genset(s): 2 - GM6-71. Gyro. Radars:
2. GPS. SSB. VHF: 2. Galley. Designed for shallow draft ops. Raised pilothouse.
Two push knees. Model bow. Used for coastwise & river work. Laid up, but
reportedly operational. Marcon has concluded close to 100 sales and charters to or
from the owner over the years.: U.S. Northwest. Prompt.
File: TP30092 Push Boat - 92.0' loa x 30.0' beam x 9.5' depth. Built in
1972. Built at Halter Marine; Lockport, LA.. U.S. flag. GRT: 242. FO:
30,000g. FW: 7,000g. BW: 20,000g. Winch: 2 - 60T hydraulic Beebe
deck.. Main Engines: 2 x EMD 12-645E2E6 total 3,000BHP. Fixed pitch
prop(s). Speed about 10kn free. Genset(s): 2 - 50kW / GM 4-71.
Quarters: 4 staterooms 7 bunks. Air Conditioned. Galley. Twin push
knees: 23' (outside width) x 19' (inside width) x 23' (high). Height of eye
45' from upper and 30' from lower pilothouse. 53' highest fixed point. Laid
up. Inviting offers. U.S. Northeast.
www.marcon.com
17
File: TP34120 Push Boat - 120.0' loa x 30.0' beam x 11.2' depth x
8.60' loaded draft. Built in 1951. Built at Parker Bros. Shipyard;
Houston, TX. Rebuilt: 1975. U.S. flag. GRT: 354. FO: 42,000g. FW:
4,500g. BW: 46,300g. Winch: 60T Beebe. Main Engines: 2 x EMD 16645E2 total 3,400BHP. 80" x 64" stainless prop(s) on 8" shaft(s).
Repowered 1991. Genset(s): 100kW / GM 6-71. Quarters: 9 berths in 7
cabins. Air Conditioned. Galley. Four deck inland river pushboat.
Although not officially on the market for sale, we may be able to
develop for sale out of competition on a private and confidential basis.
U.S. Mid West.
File: TP43116 Push Boat - 116.0' loa x 34.0' beam x 10.6' depth x 8.50' loaded draft. Built in 1975. Built at Scully
Bros.; Stephensville, LA. U.S. flag. GRT: 480. FO: 67,304g. FW: 10,000g. BW: 10,000g. Winch: 2 Nabrico (40T)
electric bow winches and 1 capstan. Main Engines: 2 x EMD 12-645E7A total 4,300BHP. 2 - 96" x 12" prop(s). Kort
nozzle(s). Repowered 1978. 1995: M/Es overhauled. Genset(s): 2 - 125kW / GM6-71 60 cycle. Firefighting: Halon
1301 system. Air Conditioned. Galley. Working 16-20 barges. New reduction gears installed 2/92. Korts redone
06/93. 31' eye height. Not officially on the market, but may be developed for sale out of competition. U.S. Mid West.
File: TP56150 Push Boat - 150.0' loa x 48.0' beam x 11.4' depth x 9.00' loaded draft. Built in 1962. Built at
Nashville Bridge, TN. U.S. flag. GRT: 919. FO: 80,000g. FW: 10,000g. Winch: 4 - Nabrico Hydraulic-Electric. Main
Engines: 2 x EMD 16-645E7B total 5,600BHP. 2 - 120" x 110" (bolt on) prop(s). Kort nozzle(s). 1995 - Repowered.
Genset(s): 2 - GM8V71. Quarters: 10 staterooms. 32' height of eye. New England hyd. Capstan 2 steering / 4
flanking rudders. Not officially on the market, but may be developed for sale out of competition. U.S. Mid West.
File: TP56151 Push Boat - 150.0' loa x 48.0' beam x 11.4' depth x 9.00' loaded draft. Built in 1962. Built at
Nashville Bridge Co., TN. U.S. flag. GRT: 919. FO: 65,190g. FW: 10,000g. Winch: 4 - Nabrico Elect / Hyd. Main
Engines: 2 x EMD 16-645E7B total 5,600BHP. 2 - 120" x 110" prop(s). Repowered in 1999. Quarters: 2 staterooms.
32' height of eye. New England Trawler Elect/Hyd. Capstan. 2 steering / 4 flanking rudders. Not officially on the
market, but may be developed for sale out of competition. U.S. Mid West.
File: TP72184 Push Boat - 45.1' beam x 11.7' depth. Built in 1955. Built at Dravo Corporation; Neville Is., PA. U.S.
flag. GRT: 1,103. Main Engines: 2 x EMD total 7,200BHP. U.S. Mid West. Prompt.
See our website at www.marcon.com for the most recent inland river pushboat and barge listings.
We are interested in receiving information on any vessels surplus to your requirements that may be available for sale or charter on either a published or private and
confidential basis. We are also interested in receiving press releases, news and comments about the industry on a regular basis for our market reports.
www.marcon.com
18

Pushboat Market Report - November 2011

Transcription

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