Tug Boat Market Report - 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
November 2015
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
Under
1,000
1,000 –
2,000
2,000 –
3,000
3,000 –
4,000
4,000 –
5,000
5,000 –
6,000
6,000 7,000
7,000 –
8,000
8,000 –
9,000
Jan 2000
161
145
72
62
27
15
3
4
7
2
498
Jan 2001
138
133
81
72
34
20
5
7
8
2
500
Jan 2002
117
134
85
67
38
22
2
5
6
4
480
Jan 2003
152
176
96
71
40
21
2
4
6
5
573
Jan 2004
117
140
77
67
29
21
1
5
12
3
472
Jan 2005
117
141
71
69
28
21
1
11
9
2
470
Jan 2006
97
125
90
66
21
16
5
6
8
1
435
Jan 2007
77
114
97
68
25
10
5
4
7
0
407
Jan 2008
73
118
105
58
19
13
2
7
1
1
397
Jan 2009
73
94
95
76
29
19
6
5
2
3
402
Feb 2010
74
136
121
125
47
36
9
7
3
4
562
Feb 2011
66
111
137
142
80
47
10
15
8
5
621
Feb 2012
75
133
132
153
81
45
14
17
7
1
658
Feb 2013
92
166
167
153
73
34
17
15
8
2
727
Nov 2013
78
145
179
137
67
33
15
9
6
2
671
Feb 2014
86
151
184
136
63
38
13
9
5
2
687
May 2014
87
160
196
145
63
41
10
5
5
1
713
Aug 2014
78
117
170
131
69
34
11
6
6
1
623
Nov 2014
74
120
168
135
67
35
10
9
8
1
627
Feb 2015
74
117
163
134
66
38
15
8
7
0
622
May 2015
66
121
150
147
70
44
16
9
6
3
632
Aug 2015
65
123
168
133
64
46
17
8
6
5
635
Nov 2015 – Worldwide
71
123
179
124
64
42
17
8
7
5
640
Nov2015 - U.S.
18
26
27
23
9
5
6
3
0
0
117
Nov 2015– Foreign
53
97
152
101
55
37
11
5
7
5
523
Avg. Age - Worldwide
1981
1984
1989
1994
2000
2002
1998
1996
2007
1993
Avg. Age - U.S.
1957
1965
1967
1975
1979
1975
2001
1982
0
0
Avg. Age - Foreign
1990
1989
1994
1999
2003
2006
1996
2005
2007
1993
19
53
58
54
29
26
5
7
13
16
3
13
13
14
7
4
0
0
2
0
56
16
40
45
40
22
22
5
7
11
16
224
Charter - Worldwide
Charter - U.S.
Charter - Foreign
Up Since Last Report
9,000
Plus
Total
280
Down Since Last Report
Market Overview
Of the 13,081 vessels and 3,831 barges that Marcon currently tracks, 4,893 are tugs with 640 currently officially on the
market for sale worldwide, up 0.79%% since August and up 2.07% from November 2014. Of the tugs for sale, 51.82%
of foreign and 94.87% of U.S. tugboats are direct from Owners. 230 or 35.94% of the tugs worldwide, primarily foreign
flagged, were built within the last ten years, are newbuilding re-sales or currently under construction – compared to
33.17% at last November’s report. 66 (10.31%) are over fifty years of age. Eight have no age listed. The oldest tug
Marcon currently has listed was built in 1941 as a welded steel U.S. Army YTL last repowered in 2008. This “old lady” is
balanced by 37 newbuildings up to 8,076HP scheduled for delivery in 2015 and 2016.
www.marcon.com
Details believed correct, not guaranteed. Offered subject to availability.
1
Tug Boat Market Report – November 2015
The majority of tugs Marcon tracks for sale as of the time this report is
being written are in Southeast Asia with 142 tugs officially on the market
(128 last report), followed by 118 in the U.S. (113), 76 in the Far East
(93), Europe with 65 (69), 60 in the Mediterranean (55), 51 in the MidEast (54), 30 in the South Pacific (27), 29 in Latin America (29), 23 in
Africa (20), 15 in the Caribbean (15), 13 in Canada (12), 10 where
location unstated (15) and 8 in Southwest Asia (5). CAT diesels still
power most tugs for sale with machinery in 147 or 23% of the tugs
Marcon lists. This is followed by 92 Cummins, 60 Yanmar, 55 EMD, 42
Niigata, 33 Deutz-MWM, 26 each GM/DD and Mitsubishi and 20
Wartsila powered tugs. 124 tugs are powered by machinery from other
manufacturers from ABC to Zibo with, as always, three Fairbanks Morse
boats still on the market. In tugs listed for sale since November 2010,
CAT powered vessels are up 2 percentage points, Cummins down 5
points, EMD down 2, Yanmar up 5 and Niigata down 2 points.
There has been a definite shift in the second-hand tug market over
the last few years with newer boats, many of which are ASDs out of
Southeast Asia and the Far East, being offered for sale. Five years
ago, only 27.82% of the tugs worldwide, primarily foreign flag, were
built within the previous ten years compared to 35.94% today. The
United States also then had the largest selection of tugs listed for
sale with 146 available (23.9%) tracked by Marcon (plus four
additional U.S. flag tugs overseas). 108 tugs were located in Europe
(17.7%), 98 in Southeast Asia (16.0%), Far East 83 (13.6%),
Mediterranean 52 (8.5%), Mid-East 29 (4.7%) and Caribbean 27
(4.4%). Another major shift in the marketplace is with the Southeast
Asian second-hand tug market overtaking Europe and the U.S. in the
number of tugs for sale in the region. As far as types go conventional twin screw tugs still prevail today with 373 (58.3%) for sale worldwide. These are followed by 128
azimuthing tugs (20.0%) on the market, 120 single-screw tugs (18.8%), 14 Voith Schneider tractor tugs (2.2%) and five
triple screw (0.8%). As a comparison and demonstrating the trend in propulsion, five years ago 23.2% of the 611 tugs
for sale were single screw, 53.4% twin screw, 19.0% azimuthing and 4.1% were Voith Schneider. As we have been
saying for a while many older single screw boats have lingered too long and are now being broken up. We now see
more ASD tugs listed for sale worldwide than single screw tugs.
The greatest global changes in horsepower for sale in the last five years have been in the 2,000 – 2,999HP range with
54 tugs more available today with an average age of 26 years compared to November 2010 when the average age of
the 125 vessels listed was 31 years. Tugs with less than 1,999HP have risen by 11 from five years ago. Average age
decreased from 35 years to 32 years, with average build date now of 1983. There are also six more 6,000 – 6,999HP
tugs today (17 years / avg. build date 1998). Average age in 2010 in this horsepower range was 23 years.
Actual sale prices of all vessels and barges sold by Marcon
to-date has averaged 86.02% of asking prices. In 2014
actual sales prices averaged 85.65% of asking prices,
compared to 2013’s 87.07%, 2012’s 81.79% and 2011’s
average 93.03%. Five tugs were sold so far in 2015 with an
average price per BHP of $243 and average age of 34
years. Seven tugs were sold in 2014 with an average price
per BHP of $282.55 and average age of 41 years. These
are lower than 2013’s average price per BHP for a
“generic” 33 year old twin screw tug of US$ 324.78. 2014
sales included both foreign and domestic tugs and actual
ages covered a relatively narrow range from 32 to 47 years
of age, whereas 2015’s sales include one foreign and four
U.S. sales with ages ranging from 8 to 50 years. We are starting to get more updates of vessels scrapped or
repossessed as we approach the end of the year. This will have an impact on prices in 2016.
www.marcon.com
2
Recent Marcon Tug Sales & Charters
Marcon International is pleased to report a total of twenty-nine sales and charters concluded to date. Several additional
sales are pending and expected to close shortly – hopefully before the end of the year. Five 5,000HP twin screw and
ASD tugs; one 9,700HP AHTS; and one 5,150BHP, 2011 built AHTS continue to be fixed on previously arranged longterm charters in the U.S., Latin America and Southeast Asia. Deck barges were a top-selling item this year, with eight
ocean and inland units sold totaling 34,504dwt. One of the pending sales we hope to report on shortly is another 250’ x
72’ x 16’ ocean flat deck barge with a deadweight capacity of abt. 5,250 short tons.
The Indonesian flag, twin screw, utility tug “SMS Frontier” and Indonesian flag,
3,500mtdw, 230’ x 60’ x 14’ ocean deck barges “Labroy 172” and “Labroy
183” were sold to private interests for trade outside of Southeast Asia. The
82.2’ x 24.9’ x 11.5’ “SMS Frontier” was built in 2007 by PT. Mariana Bahagia
in Palembang and powered by twin 610kW
Yanmar 6AYM-ETE diesels developing a
total of 1,658BHP at 1,900RPM, with
Reintjes WAF 364 4.92:1 gears driving fixed
pitch props in kort nozzles. Maneuverability
was enhanced by a 50kW bow thruster. Deck gear consisted of a 30T SWL tow
hook, 900mm stern roller and a 1.8T deck cargo crane. External firefighting is
provided by a 300m3/h pump. The two barges
were built in 2000 and 2001 respectively by PT.
Nanindah Mutiara Shipyard in Batam, originally
to Germanischer Lloyds class and later classed
BKI +A11 (-) P Pontoon. Both barges are fitted
with 6’ high sideboards and have 10mt/m2 deck loads with 12mm deck, bottom
and side shell plate. Marcon International acted as sole broker in the sale. This is
the fourth tug (totaling 14,038HP) which Marcon has sold or chartered in 2015.
The U.S. flagged, single screw tug boat “Suiattle” (ex-Mariner) was sold last
August by Dunlap Towing Company of Everett, Washington to Southeastern
Alaskan buyers who have renamed the vessel “Columbia Lane”. The tug was
heavily built to ABS +A1 class in
1965 by Main Iron Works in Houma,
Louisiana (Hull No. 139) with a
raised pilothouse for Interstate Oil
Transport of Philadelphia,
Pennsylvania – later to become
Southern National Resources
(SONAT Marine) and then Maritrans
Operating Partners, to work with their double hull, 350’ x 70’ x 25.5’,
10,000dwt, petroleum barge “Interstate 70” (sold to Nigeria in 2011). Dunlap
purchased the tug from Maritrans
in December 1993. The 122’ x 30’
x 17.3’ “Suiattle” is powered by a
EMD 16-645E7B developing an around 3,000BHP at 900RPM through a
Philadelphia 42VRMGH 4.613:1 gear driving a 120" x 120", stainless steel 4blade propeller in a fixed kort nozzle. The tug is equipped with a Markey
TYS32 single drum winch capable of spooling 2,250' of 2" wire and a three pin
hydraulic tow pin system with hold down. Tug carries 87,000 gallons of fuel,
giving her a range of abt. 3,450nm and endurance of abt. 24 days. Marcon
acted as sole broker in the transaction.
Two 5,000HP tugs sold on a private & confidential basis.
Marcon arranged on a private & confidential basis the tow of an 11,000dwt ocean deck barge by a 3,800BHP tug.
www.marcon.com
3
The end of June, Rebonave’s 53mt bollard pull, twin screw deep-sea /
anchor handling tug “Monte da Luz” successfully completed a 4,653nm
trans-Atlantic tow of a 289’ x 90’ ocean work barge in ballast from Malta
to the Caribbean. The 38.0m x 10.8m x 5.0m depth, Portuguese
flagged tug is powered by a pair of 1,641kW Cummins QSK60-M
diesels developing a total of
4,400HP through Reintjes
WAF 773 6.44:1 gears to fixed
pitch props. Towing gear
consists of a double drum tow
winch with a capacity for two
750m 48mm wires, gob-eye,
tugger, capstan, stern roller,
guide pins and shark jaws. Tug was built in 2013 by Yong Choo Kui of Sibu,
Malaysia and classed BV R1 +Hull, +Mach, Unrestricted, AUT-UMS. Marcon
acted as sole broker in the fixing the tow.
Crowley Marine Services, Inc. of Seattle sold a second sister-tug of the “Point Class” to
Island Tug & Barge Co., of Seattle, Washington in April of this year. The sale of the
ABS +A1, Towing, +AMS, 2,100BHP shallow draft ocean towing / push tug “Pt. Oliktok”
mirrors the transaction which Marcon brokered in 2013 of the sister vessel Pt. Barrow”.
Three “Point Class” sister-tugs were specifically designed and built to work in the Arctic,
where Crowley needed vessels designed to
perform ocean and coastal tows and push their
200’ x 60’ deck barges in shallow waters around
Prudhoe Bay. Tug measures 90’ x 32’ with a
depth of 11.2’ and light draft of 6.0’. Normal
operating draft is about 8.5’ when loaded with
about 60,000g fuel, which gives her a decent
towing range for coastal work. The triple deck
tugs were built in 1982 by Dakota Creek
Industries of Anacortes, Washington. While the hull is welded steel construction,
her superstructure is aluminum. “Pt. Oliktok” is powered by a pair of CAT3512
diesels which provide 2,110BHP to fixed pitch 4-blade stainless steel props in
kort nozzles through Twin Disc 6.18:1 gears. Tug is also fitted with shaft brakes
and was previously fitted with steering and flanking rudders but the flanking
rudders were removed by shortly after construction. New Owner is considering
reinstalling flanking rudders for added maneuverability while pushing ahead.
Bollard pull is 23.5 short tons. Towing gear consists of a single drum Smatco
winch with a capacity of 1,900’ 1.75” wire, hydraulic tow pin assembly aft and two
hydraulic barge winches forward just aft of the vertical push knees. Marcon acted
as sole broker in the transaction and has handled dozens of sales and purchases
for Buyer and over 100 for the Seller. Tug has been renamed “Island Mist”.
Marcon International, Inc. has brokered 1,390 vessels and barges for
sale or charter over the past 34 years including 313 tugs totaling
979,167HP, 76 AHTSs total 364,668HP and 35 inland pushboats
(79,460BHP) in addition to 364 deck barges (1,022,936dwt), 150 tank
barges totaling 7,757,835bbl (abt. 1,063,000dwt), 127 inland & ocean
hopper barges (328,071dwt) plus many other vessel and barge types.
Several additional sales and charters are pending and hopefully will
be concluded in time for the Christmas holidays.
www.marcon.com
4
Once Again – Yet Another Record Number of Tugs Worldwide
The worldwide number of tugs continues to climb with increases of 5.64% from one year ago and 23.51% five years
ago. While information in IHS Fairplay Sea-web only covers “sea-going” vessels over 100GRT, there are many tugs
either under that tonnage or in inland service. According to Sea-web, as of November 6, 2015, there were 17,823 “seagoing” tugs over 100GRT worldwide, up from 16,871 in December 2014 and up 165 vessels from August 2015. Total
horsepower is 47,577,064BHP, up 567,486BHP since August. Even taking into account flags of convenience, the
largest national fleet of tugs over 100GRT sails under Indonesian flag with 4,417 tugs totaling 7,367,976BHP. The
U.S., as the second largest national fleet of tugs, operates 1,487 “sea-going” tugs over 100GRT, or 8.34% of the world
market, totaling 5,031,892BHP (10.58% global BHP). Average age of tugs worldwide is 23 years with the U.S. flag
“sea-going” fleet now at 37 years (built 1979).
Top 50 “Sea-Going” Tug Fleets By Units as Of February 2015 According to IHS Fairplay Sea-Web
Flag
Worldwide
Indonesia
United States Of America
Unknown
Japan
Singapore
Malaysia
Panama
Korea, South
Russia
India
Italy
Australia
United Kingdom
Canada
Brazil
China, People's Republic Of
St Vincent & The Grenadines
Turkey
Philippines
Iran
Mexico
Venezuela
Spain
United Arab Emirates
Netherlands
Egypt
Saudi Arabia
Vietnam
Ukraine
Nigeria
Greece
France
Thailand
Chinese Taipei
Germany
Norway
Chile
Argentina
Bahrain
Colombia
Qatar
Malta
Algeria
Kuwait
Portugal
Cyprus
Finland
Libya
Peru
South Africa
Total BHP
47,577,064
7,367,976
5,031,892
1,800,287
2,511,004
2,109,638
1,132,219
1,562,479
1,401,985
1,134,581
1,118,081
1,029,016
966,961
799,008
702,789
839,152
809,166
821,159
727,854
450,001
452,170
627,397
558,975
622,324
544,663
823,081
464,462
510,067
304,480
240,488
323,687
216,171
395,987
298,794
253,004
348,684
291,921
307,355
193,430
204,097
243,918
222,656
348,283
229,688
228,331
149,554
227,682
140,584
148,102
174,012
266,246
%
100.00%
15.49%
10.58%
3.78%
5.28%
4.43%
2.38%
3.28%
2.95%
2.38%
2.35%
2.16%
2.03%
1.68%
1.48%
1.76%
1.70%
1.73%
1.53%
0.95%
0.95%
1.32%
1.17%
1.31%
1.14%
1.73%
0.98%
1.07%
0.64%
0.51%
0.68%
0.45%
0.83%
0.63%
0.53%
0.73%
0.61%
0.65%
0.41%
0.43%
0.51%
0.47%
0.73%
0.48%
0.48%
0.31%
0.48%
0.30%
0.31%
0.37%
0.56%
# Tugs
17,823
4,417
1,487
953
752
715
516
507
489
419
408
319
267
249
235
232
230
226
226
206
204
182
182
172
172
171
162
156
139
120
116
113
112
112
99
95
90
74
67
67
67
66
65
61
60
60
57
55
55
55
54
%
100.00%
24.78%
8.34%
5.35%
4.22%
4.01%
2.90%
2.84%
2.74%
2.35%
2.29%
1.79%
1.50%
1.40%
1.32%
1.30%
1.29%
1.27%
1.27%
1.16%
1.14%
1.02%
1.02%
0.97%
0.97%
0.96%
0.91%
0.88%
0.78%
0.67%
0.65%
0.63%
0.63%
0.63%
0.56%
0.53%
0.50%
0.42%
0.38%
0.38%
0.38%
0.37%
0.36%
0.34%
0.34%
0.34%
0.32%
0.31%
0.31%
0.31%
0.30%
Avg. BHP
2,669
1,668
3,384
1,889
3,339
2,951
2,194
3,082
2,867
2,708
2,740
3,226
3,622
3,209
2,991
3,617
3,518
3,633
3,221
2,184
2,217
3,447
3,071
3,618
3,167
4,813
2,867
3,270
2,191
2,004
2,790
1,913
3,536
2,668
2,556
3,670
3,244
4,153
2,887
3,046
3,641
3,374
5,358
3,765
3,806
2,493
3,994
2,556
2,693
3,164
4,930
www.marcon.com
Avg. Age
1992
2002
1979
1978
1997
2006
2001
1990
1988
1987
1994
1984
1996
1991
1974
2000
1992
2001
1995
1978
1988
1989
1988
1991
1998
2000
1989
1991
1998
1982
1990
1974
1991
1983
1986
1989
1981
2001
1981
1991
1996
2003
2004
1988
1996
1979
1999
1969
1989
1995
1993
5
At the time of our November 2014 tug market report, the average horsepower
for the world’s 16,871 “sea-going” tugs was 2,655BHP with an average year
built of 1992. Today’s 17,823 tugs have an average horsepower of 2,669BHP,
also with an average year built of 1992 – a slight improvement in HP. The U.S.
fleet in November 2014 included 1,464 “sea-going” tugs with an average
horsepower of 3,360BHP and an average year built of 1979. Today’s U.S. fleet
has increased to 1,487 tugs with an average horsepower of 3,384BHP and a
year built of 1979, i.e. an average age of 37 years, which also shows a very
gradual replacement of the older, lower horsepower tugs - most notably with
higher horsepower and more efficient twin screw AT/B tugs and azimuthing
shipdocking and escort tugs.
Breakdown of U.S. “Sea-Going” Fleet
Following is a breakdown of the U.S. sea-going tug fleet as of
November 2015, according to IHS Fairplay Sea-web, compared with
our last report in February 2015. As of November 2015, the U.S.
domestic tug fleet consisted of 1,487 “sea-going” tugs totaling
5,031,892BHP. The U.S. flag fleet increased by 19 and total
horsepower by 91,644BHP. High horsepower and large tugs are easy
to track, but Sea-web has data on only 51 U.S. tugs under 999BHP.
As most “under 1,000HP” U.S. tugs are below 100 GRT, they are not
included in the Registry. Not counting pushboats, there are eight to
nine hundred additional small tugs in U.S. coastal waters.
U.S. Sea-Going Tug Fleet Over 100GRT By BHP According to Lloyd’s Register as of November 2015
Total #
Avg. BHP
Avg. LOA
Avg. Beam
Avg. Depth
Avg. Year Built
Unknown
BHP
116
89
28
11
1974
Under
999
51
785
81
23
9
1951
10001999
263
1,505
87
26
11
1965
20002999
214
2,360
96
29
13
1975
30003999
283
3,412
105
32
15
1981
40004999
255
4,349
106
35
15
1993
50005999
121
5,444
111
36
17
1995
60006999
78
6,384
112
38
18
2001
70007999
50
7,171
136
39
19
1986
80008999
10
8,066
137
42
21
1996
9000 Plus
46
11,149
141
47
24
2005
Total
1,487
Previous U.S. Sea-Going Tug Fleet Over 100GRT According to Lloyd’s Register as of February 2015
Total #
Avg. BHP
Avg. LOA
Avg. Beam
Avg. Depth
Avg. Year Built
Unknown
BHP
122
89
28
12
1976
Under
999
51
785
82
23
9
1951
10001999
264
1,506
87
26
11
1965
20002999
213
2,359
96
29
13
1975
30003999
275
3,423
105
32
15
1980
40004999
251
4,370
106
34
15
1992
50005999
112
5,437
112
35
17
1992
60006999
72
6,401
113
38
18
2000
70007999
53
7,164
136
39
19
1985
80008999
11
8,078
138
42
21
1997
9000 Plus
44
11,198
141
46
23
2005
Total
1,468
Of the 1,487 U.S. tugs in Sea-web’s, 189 have unknown engines. 497, or 38%
where type is known, are powered by EMDs; 414 (32%) by CATs; 108 (8%) by
General Motors / Detroit Diesels, Alco and Cummins have 4%, Fairbanks Morse
and M.T.U. are tied with 3% each and Wartsila has 2% of the market share. 375
(25%) and 796 (54%) are conventional single and twin screw, respectively. The
remaining 21% are 256 azimuthing, 37 triple screw and 23 Voith tractor tugs.
Five years ago, of 1,514 U.S. flag tugs, 404 or 32% were powered by EMDs, 371
(30%) by CATs and 216 (17%) by General Motors / DD. The first two are fairly
consistent with today but there was an 9 percentage point decrease in GM/DD
engines over what we see today. In regards to propeller types, today there are 84
fewer single screw, two less twin screw, 60 more azimuthing and one less triple
screw tug versus the fleet statistics in November 2010.
www.marcon.com
6
New Construction, Shipyard and Conversion News
th
According to “Fairplay Newbuildings”, as of 6 November, there
were 6,654 ships over 299GRT on the World Orderbook, up 63 from
August 2015 and down 174 from newbuildings one year ago. Of the
total number on today’s orderbook, 611, or 9.18%, are tugs or
“towing / pushing”
vessels, up 47 from
554 in August. This
is, of course, down
from a peak of 768 in
October 2008, but
still healthy. 730 of
today’s newbuildings,
down 33 from
August, are OSVs
and 317, down nine, are “Offshore – Other”. Of 611 tugs listed by
Fairplay under construction, China PR leads the order book with 144
tugs being built, up 11 from August. They are followed by Malaysia at 83
(down 16) tugs, Vietnam 57, Turkey 49, 41 Indonesia, 25 each Egypt
and the USA, 18
Romania, 16 each
Mexico and the UAE,
Poland 15, 14 each Brazil and Singapore, 13 Spain, Japan and
South Africa 12 each, 10 India, 6 each Qatar and Russia, Italy and
South Korea 5 each, 4 each Argentina and Canada, 3 each Cuba,
Iran and the Netherlands, 2 each Philippines and Ukraine and 1
each Chile, Norway, Serbia and Venezuela.
Of 611 reported tugs being built the beginning of November, abt.
35.7% were to be delivered in the remainder of 2015, 54.7% in
2016, 8.8% in 2017, 0.7% 2018 and 0.2% during 2019.
CAT power still leads in popularity for propulsion in newbuilding
sea-going tugs with main engines in 207 tugs. This is followed
by Yanmar in 48 boats, Niigata diesels in 47, Cummins in 37,
32 Mitsubishi, 25 M.T.U., 24 A.B.C., 16 Wartsila, 15 MaK, 7
each EMD and MAN/MAN-B&W, 6 GE Marine, 5 Chinese
“Standard Type”, 3 Daewoo, 2 Volvo Penta and 1 each with
Daihatsu, Deutz and Hanshin. Engines were not listed for 127
tugs. Only 44 tugs below 1,000BHP are shown under
construction. As discussed earlier, many lower horsepower
tugs are under 299GRT. 25.4% of the tugs on order are in the
3,000-3,999HP range, followed by 15.2% in the 2,000-2,999HP
range and 12.9% in the 1,000-1,999HP range.
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
44
79
93
155
60
31
2
4
0
1
5
www.marcon.com
Unk.
Total
137
611
7
MarineLog is no longer reporting on the order books in the U.S. shipyards. As
of the beginning of November, Fairplay reports 25 “sea-going” U.S. flag tugs on
the books in U.S. shipyards. Colton Co. does report on recent deliveries from
U.S. shipyards. As of November 11, 2015, Colton Co. reported 21 tugs
delivered year-to-date in 2015. This compares to 2014, which saw the delivery
of 13 tugs.
O.N.
2015 Deliveries of Tugs Sorted by Owner/Operator
Builder
Owner/Operator
Name
Type of Vessel
GT
Date
1257372
Kim Bouchard
VT Halter Marine
Bouchard Transportation
4,000-hp ATB Tug
299
10-Jul-15
1258129
Finli Ryanne
Leevac Shipyards
Devall Towing
Tug
145
13-Oct-15
1261999
Edward Julian
Leevac Shipyards
ETC Marine
Tug
112
14-Oct-15
1254222
Michele Foss
Foss Shipyard
Foss Maritime
7,268-hp Tug
295
16-Apr-15
839086
Inlet Crusader
Sylte Shipyard
Gowlland Towing
65' Tug
142
05-Jun-15
1255672
Barry Silverton
Conrad Shipyard
Harley Marine
4,070-hp Tug
261
15-Oct-15
1255668
Jake Shearer
Conrad Shipyard
Harley Marine
4,070-hp Tug
261
14-Jul-15
1258229
Lela Franco
Diversified Marine
Harley Marine
2,000-hp Tug
175
15-Jun-15
1256369
Nancy Peterkin
Nichols Bros.
Kirby Ocean Tptn.
ATB Tug
266
30-Oct-15
838896
Jessica Coy
CN Ocean
Manitoba Hydro
45' Tug
98
30-Mar-15
1261986
Leigh Ann Moran
Bay Shipbuilding
Moran Towing
5,100-hp ATB Tug
297
20-Oct-15
1261647
James D. Moran
Washburn & Doughty
Moran Towing
6,000-hp Tug
283
26-Aug-15
1259958
Kirby Moran
Washburn & Doughty
Moran Towing
6,000-hp Tug
283
03-Aug-15
1257668
Mariya Moran
Patti Marine
Moran Towing
6,000-hp ATB Tug
297
09-Jun-15
1258193
Payton Grace Moran
Washburn & Doughty
Moran Towing
5,000-hp Tug
283
07-Apr-15
1258627
Dylan Cooper
SENESCO
Reinauer Transportation
4,720-hp ATB Tug
199
27-Jul-15
1260103
James E. Brown
Rodriguez SB
Thomas J. Brown & Sons
1,000-hp Tug
98
23-Apr-15
839194
Tuugaalik
CN Forillon
Transport Umialaarik
32' Tug
11
21-Jul-15
839193
Tuulik
CN Forillon
Transport Umialaarik
32' Tug
11
21-Jul-15
1257138
Fort Schuyler
Chesapeake Shipbuilding
Vane Bros. Towing
3,000-hp Tug
99
24-Sep-15
1253729
Kings Point
Chesapeake Shipbuilding
Vane Bros. Towing
3,000-hp Tug
99
02-Mar-15
O.N.
Name
2014 Deliveries of Tugs Sorted by Owner/Operator
Builder
Owner/Operator
Type of Vessel
GT
Date
1251311
Delta Audrey
Nichols Bros BB
Baydelta Maritime
6,800-hp Tug
194
03-Jun-14
1251312
Denise A. Bouchard
VT Halter Marine
Bouchard Tptn.
4,000-hp ATB Tug
184
23-May-14
1248353
Peter J. Brix
Diversified Marine
Brusco Tug & Barge
4,000-hp Tug
169
25-Feb-14
1251280
Washington
JT Marine
Hyak Maritime
Tug
91
25-Mar-14
1253208
Tate McAllister
Washburn & Doughty
McAllister Towing
5,000-hp Tug
296
12-Dec-14
1253094
Eric McAllister
SENESCO Marine
McAllister Towing
5,150-hp Tug
221
16-Oct-14
1251556
Buckley McAllister
SENESCO
McAllister Towing
5,150-hp Tug
231
19-May-14
1253689
George T. Moran
Washburn & Doughty
Moran Towing
5,000-hp Tug
252
29-Jul-14
1251550
Hayley Moran
Washburn & Doughty
Moran Towing
5,000-hp Tug
252
22-May-14
1255286
Bo Brusco
Diversified Marine
Searchlight Tugs
4,000-hp Tug
169
28-Oct-14
1255232
Signet Vigilant
Signet Shipbuilding
Signet Maritime
5,150-hp Tug
262
30-Jul-14
1249002
Signet Polaris
Patti Marine
Signet Maritime
6,800-hp Tug
476
12-Jun-14
1250460
Fells Point
Chesapeake SB
Vane Bros. Towing
3,000-hp Tug
99
26-Jun-14
www.marcon.com
8
Industria Naval do Ceara S.A. (INACE) honored its commitments to another
vessel delivery to SAAM Smit Towage Brazil / Tugbrazil Apoio Portuario SA
of the 23.8m x 11.0m x 4.57m depth Rapport 2400 class tug “SST Holanda”
(Hull 609), the second vessel of the class delivered this year following delivery of
the “SST Chile” (Hull 608). The 61 ton bollard pull tug is powered by twin
1,825kW CAT 3516C-HDs developing a total of 4,200HP at 1,600RPM. Tug is
classed ABS +A1, Towing Vessel, (FiFi Capability), +AMS, Unrestricted Service.
Four additional sister-tugs for delivery through the end of 2017 are also
reportedly on order for yet-to-be-named owner.
Two 2015 built, Robert Allan Ltd. Ramparts 3200 design ASD tugs equipped with
Niigata Z-Peller ZP-31Bs, a new model of the 360-degree steerable Z-type
propulsion units manufactured by Niigata Power Systems Co., Ltd., went into
service this year at Singapore Port. The two 32.0m x
13.0m x 5.4m depth tugboats that went into service are
sister vessels built by Cheoy Lee Shipyards Ltd. / Hin Lee
Zhuhai) Shipyard Co. Ltd. and owned by PSA Marine (Pte)
Ltd. in Singapore. Both 60 ton bollard pull tugboats, the
“Resilient” (Hull 295) (upper photo) and “Resolute” (Hull 296) (lower) are fitted with ZP-31B
propulsion units and 1,654kW Niigata 6L28HX mid-speed main engines. The Z-Peller series
of propulsion units with high maneuverability and
powerful thrust force is used in tugboats and offshore
support vessels all over the world. The ZP-31B is a
model that was developed as a new Z-Peller with strong
bollard pull, having achieved 60 tons bollard pull for
engine output of 3,308kW / 4,500 PS. Niigata can
supply single package of propulsion systems, such as
Z-Pellers, marine engines and control systems. Both tugs are classed LR
+100A1,FiFi-1 (2400m3/h) with water spray, +LMS, UMS.
The original 117’ x 35’, 4,200BHP AT/B tug “Ruth M. Reinauer” (Hull 202)
(photo left) represented a new concept in AT/B design when she was built in
2009 by Senesco Marine of North Kingston, Rhode Island. Equipped with
double skin fuel tanks, the first on a boat her size, the “Ruth” featured Ocean
Tug & Barge Engineering’s (OT&BE) new "FacetTug" hull shape with its
design to make double skin fuel tanks in small vessels easier to install and
also allows the tug to be built in panel
lines, or in less sophisticated yards in
developing countries, that do not have
the extensive plate forming and
bending capabilities. the FacetTug is
an innovative hull shape created solely from faceted plate sections and has no
curvature in any plating. Bob Hill’s design allows for tugs to be created from
easily handled, pre-fabricated sections – and her initial sea-trials and record
exceeded expectations. Now six years later, the latest and fifth AT/B FacetTug
“Dylan Cooper” (Hull 211) has been delivered by Senesco to Reinauer
Transportation of Staten Island, New York and a sixth is reportedly under
construction. The 117’ x 35’ x 18’ depth / 16.0’ “Dylan Cooper”, is powered by a
pair of 2,027kW MTU 16V4000-M64 diesels capable of developing a maximum
of 5,400HP (tuned & rated at 4,720BHP) at 1,800RPM, with Lufkin 7.515:1 gears
and Nautican stainless steel props in nozzles with triple shutter rudders. Tug is
classed ABS +A1, Towing Vessel, +AMS, Unrestricted Service with a bollard pull of
66.366 long tons (based on her sister-vessel “Reinauer Twins”). “Dylan Cooper” will
reportedly be working the “RTC-108”, a 410.8’ x 74’ x 26.4’, 14,096LT, 100,000bbl,
double hull tank ocean barge, also built by Senesco in 2015. Links to “Dylan Cooper”
Engine Room and Pilot House bubbles.
www.marcon.com
9
Multraship, through its 100% owned subsidiary
Novatug BV, has commissioned the construction
of two evolutionary Carrousel Rave Tugs (CRTs)
from Damen Shipyards Group. These new
vessels will provide tug operators with more
power, more freedom and more durability, as well
as eliminating the risk of capsizing under a tow
load. Construction of the CRTs will begin
immediately under an agreement between
Novatug, with Multraship as its first customer and
Damen-subsidiary Van der Velden Barkemeyer
GmbH. The hulls of the vessels will be built by German shipyard Theodor Buschmann GmbH in Hamburg, with final
outfitting carried out by Damen Maaskant Shipyards in Stellendam, the Netherlands. Delivery of the Bureau Veritasclassed vessels is scheduled for first-quarter 2017. The RAVE design was developed by leading naval architecture
consultancy Robert Allan Ltd., in conjunction with Voith GmbH. The
CRTs have an overall length of 32 meters and a bollard pull of
minimum 70 tons. Propulsion is via two Voith thruster units and two
ABC main engines of 2,650kW operating at 1,000RPM. Free running
speed is over 14 knots at 5,300kW. The Carrousel tug’s lower
operational costs, speed of action and enhanced control over the tow
can provide huge advantages over conventional tugs, for example by
widening or even removing tidal and/or weather windows for certain
ports. Novatug will offer the Carrousel Rave tugs on the basis of longterm bareboat charters, basically a financial or operational lease
construction, which is both customary and proven in other capitalintensive industries such as aviation.
Leendert Muller, managing director of Multraship, says, "Safety is
always our overriding objective and that it is why we have opted
wholeheartedly to produce the Novatug CRT. This new tug design, for
the first time, eliminates what has always been the most significant
threat to safety in towing – the risk of capsizing under a tow load. The
benefits in terms of efficiency and flexibility, meanwhile, are also
enormous….The involvement of Theodor Buschmann and Maaskant
completes the so-called Novatug 'dream team' which, over the years,
has benefited greatly from the input of Voith, Robert Allan, ABC and the
Luyt Group, working closely together and using all their experience and
expertise to produce a design which has been awarded the Dutch
Maritime Innovation Award.”
Meanwhile, Multraship has also agreed a deal with Damen for a new
state-of-the-art ASD 3212 tug as part of its planned fleet expansion to
keep pace with increasing demand for its specialist services. The
Dutch-flag, LR-registered “Multratug 31” was built at Damen Song Cam,
Vietnam. A sister vessel to “Multratugs 19, 29 and 30”, the 32.70m x
12.84m x 5,35m depth vessel will operate mainly in the Western
Scheldt area. It has a maximum bollard pull of 83.2 tons and a
maximum speed of 15 knots. The 453 GT vessel is powered by two
Caterpillar 3516C engines and has two Rolls-Royce azimuthing
thrusters with 2,800mm-diameter controllable pitch propellers. The
vessel’s deck layout features a hydraulically driven escort double drum
winch forward and single drum aft and a 25mt deck crane. There are two one-man cabins, four two-man cabins, a
mess room and galley. Leendert Muller says, “This new tug is needed, because our workload is still increasing and we
are confident this will be the case for several years to come. This is not an industry where you can stand still. If you
want to stay at the top, you have to keep investing in new vessels, new equipment, new technology and good people.
That is what Multraship is doing and will continue to do.”
www.marcon.com
10
The naming ceremony for the first of the two
Damen Shoalbusters 3009 being built for SMIT
Amandla Marine at Damen Shipyards Cape
th
Town (DSCT), was held on 29 October. The
Shoalbuster series of multi-purpose, shallow
draught workboats are designed for inland and
coastal waters. The 30m 3009S has a bollard pull
of 24.5 tons and is fitted with a crane with a lifting
capacity of up to 1.7 tons, making it suitable for
towage, buoy-laying, pushing and all-round
support duties. These new vessels will carry out
supply and support work for the De Beers Group’s offshore diamond mining activities out of Port Nolloth in the
Northern Cape. With the shallow waters of the port making it accessible only to vessels with draughts of 2.8m or less,
the minimal draught of the Shoalbuster was an important factor in SMIT Amandla selecting the class. The “Aukwatowa”
was delivered on time and to budget. The trainees on DSCT’s highly-regarded Apprenticeship Program played a
significant role in the project, with all of them getting the opportunity to exercise their newly-acquired skills as the vessel
took shape. DSCT is proud of its successful Training Program, which recently received official recognition when the
South African Minister of Trade & Industry, Dr Rob Davies MP, visited the yard to present certificates to nine
apprentices who have achieved Artisan status. The training program makes an appreciable contribution to creating jobs
and raising skills levels both locally and in the South African marine industry. Since 2010, 63 young people, including 19
females, have benefitted from the apprenticeship program. DSCT’s efforts also contribute to the South African
Government’s economic change initiative, known as Operation Phakisa, one element of which is the development of
the country’s maritime sector. Meanwhile, the build of the second Shoalbuster for SMIT Amandla is proceeding
smoothly and on schedule for delivery in 2016. Throughout both builds, DSCT has had the full cooperation of Damen
Shipyards Hardinxveld, the yard behind the development of this class. The Dutch yard has transferred the necessary
technology and provided full support to ensure a top quality end result. The naming of “Aukwatowa” marks the midpoint of what has thus far been an exemplary project. It has worked well at all levels: a build for a local client at a local
shipyard, based on a proven design, the transfer of
technology, high levels of local content and sustainability
of employment. All have led to a vessel built to the
highest quality standards, with the best materials and
workmanship, incorporating state-of-the-art technology
and delivering excellent performance. “We quickly
established an excellent relationship with the SMIT
Amandla Marine project management team,” said DSCT
project manager Craig Trethewey. “As a result the project
has gone smoothly and is on schedule. We are really
pleased with progress and look forward to seeing the
second vessel in the water in February next year.”
th
On 20 October 2015, BigLift Shipping’s heavy-lift vessel “Happy Star” arrived in the Port of Rotterdam. This is the
first time “Happy Star” has visited the Netherlands, bringing with her Damen’s largest transportation of stock vessels to
date; a total of 22 vessels. Whilst several have already been sold, a number are still available and can be delivered
quickly. Included in the Damen transport are
two Fast Crew Suppliers 2610, one ASD Tug
2310, three ASD Tugs 2411 and three ASD
Tugs 3212, all of which have been sold and will
be delivered to clients upon arrival.
Additionally, there are a number of completed
vessels available for sale. These are, two Stan
Tugs 1606, two Stan Tugs 1004, two Stan
Tugs 1907, two Stan Pontoons 5213, two Stan
Pontoons 3011, a further ASD Tug 3212 and
two Stan Launches 1004. The stock vessels
are ready for operation and can be swiftly delivered to clients upon purchase. However, they can still be equipped with
options specified by the client. Having arrived in Rotterdam, vessels will receive final touch-ups and cleaning before
being delivered, either to clients or to various Damen shipyards.
www.marcon.com
11
Clyde Marine Services has taken delivery of its first Damen ASD Tug. The
22.73m x 10.43m x 4.50m depth Damen ASD 2310 has been named “CMS
Warrior” (Hull 512916) and she will join an extensive, 12-strong fleet of tugs
and crew tenders at the Scottish company. Based in Greenock, Scotland,
Clyde Marine Services was established in 1913 and has a long history of
working with Damen vessels. The first experience of a Damen vessel was
when the marine services company bought a Damen Pushy Cat in the mideighties. The fleet includes Damen Stan Tugs 1906 and 1907, as well as two
Stan Tug 1s. The company’s five harbor tugs service all ports on the River
and Firth of Clyde, including Campbeltown. Clyde Marine Services also has a
coastal tug “Bruiser”, operating in the Clyde/Belfast/Liverpool area. Hamish Munro, Director Clyde Marine Services,
says: “We have continually invested in modern tugs. After the Damen Pushy Cat, more Damen vessels followed based
on our positive experience.” The latest addition to the fleet is a Damen ASD 2310 Tug with a 52-ton bollard pull ahead.
Classed by Bureau Veritas with the notation I +Hull, +Mach Tug,
Unrestricted Navigation, AUT UMS; the new tug has modern and spacious
accommodation for six crew. “’Warrior’ is a highly versatile vessel, suitable
for all kinds of jobs, with proven quality. This means the overall total cost of
ownership is very reasonable.” Mr. Munro comments that since becoming
established in 1913, four generations of his family have steadily directed
and expanded the business into tugs, ferries, passenger tenders, charter
cruise vessels and to provide the vital harbor services of boatmen and
riggers. “Our fleet of vessels provide mooring, boarding and towing services
around the clock, assisting ship movements within the Clyde area.” Clyde
Marine services’ fleet includes six passenger/crew tenders ranging in capacity from 20 to 250 persons. Tendering
operations include cruise liners, Royal Navy and Royal Fleet Auxiliary vessels, shipbuilding trials and ship repair
parties. The company has also provided the vital harbor service boatmen and
mooring gangs since 1913. All of the boatmen are fully licensed skippers, examined
and certificated to MCA Boatmaster Licence standard, who assist ships in the most
exposed and difficult situations and during all kinds of weather conditions. The main
focus of operations covers the River from Glasgow to the Firth of Clyde although
contracts frequently extend to the islands, lochs and harbors on the West Coast of
Scotland. Additionally, Clyde Marine Services’ crew took the opportunity to undergo
some intensive ASD training at the 360-Control tug and offshore simulator center in
IJmuiden, in the Netherlands, which is owned by Damen Shipyards and Iskes
Towage. Clyde Marine Services’ “Warrior” arrived on the “Happy Star” (see previous
paragraph). Tug is powered by a pair of 1,500kW CAT 3512C-TA diesels developing a
total of 4,078HP at 1,600RPM driving Rolls-Royce azimuthing drives. Towing gear
consists of a DMT fore deck winch and a 650kN tow hook aft.
Sharjah Ports Authority, has taken delivery of a 68.5mt bollard pull Damen
ASD Tug 2411, named “Al Luolo’ Aya”. His Excellency Sheikh Khaled bin
Abdullah bin Sultan Al Qasimi, Chairman of the Department of Seaports and
Customs at the Hamriyah Free Zone Authority and Sharjah Airport International
Free Zone presided over the ceremony, which was held at Damen Shipyards
Sharjah. Also present were Mahamed Meer Abdelrehman Al-Sarrah, Director of
Seaports and Customs, Saud Salim Al Mazrouei, Director of Hamriyah Free
Zone Authority and Sharjah Airport International Free Zone, Lars Seistrup,
Managing Director of Damen Shipyards Sharjah. The ASD 2411 Tug is fully
‘built in Sharjah for Sharjah’. The Sharjah Port and Customs Authority is a long-term customer of Damen and already
has eight Damen Stan Tugs and a recently delivered Damen pilot boat in its fleet. The new Damen ASD 2411 is the
port’s first ASD tug. Following the ceremony, Sheikh Khaled bin Abdullah bin Sultan Al Qasimi toured and inspected the
“Al Luolo’ Aya”. Having seen the vessel he said: “I am impressed by the quality and outfitting of all the A-brand
materials on board.” The tug was built at Damen Shipyards Sharjah, which is located in the Hamriyah Free Zone and
is one of three ports owned and operated by Sharjah Ports Authority. Tug is fully equipped with FiFi 1 and water
spraying notation. At the same facility, Damen is also constructing a series of ASD Tugs 2411 and 2810, both on
speculation and on contract. The “Al Luolo’ Aya” will be deployed at Port Khor Fakkan, one of the leading container
transshipment ports on Sharjah’s Indian Ocean coast just outside the Straits of Hormuz in the U.A.E.
www.marcon.com
12
SAAM SMIT Towage, the joint venture between SAAM S.A. of
Chile and Dutch company Royal Boskalis Westminster N.V., has
signed a contract for the purchase of a Damen Tug 2913 for
delivery in early 2016. This is the first new tug to be purchased by
SAAM SMIT since its establishment in July 2014. The joint venture
operates in Mexico, Brazil, Panama and Canada and the new ASD
2913 will add a new level of versatility and capability to its fleet. It
will be based initially in Panama. Tug was already currently under
construction at Damen Shipyards Galati in Romania as part of
Damen’s policy of building for stock. This will allow her to be
delivered in around six months from signing the contract. The ASD Tug 2913 has been designed primarily as a
compact, highly maneuverable and powerful tug, ideally suited for busy harbors and waterways where space is limited,
as well as for more general operations in open water. With a bollard pull of 80mt it can handle the largest vessels and
has a double hull to comply with latest regulations. The vessel for SAAM SMIT will feature a number of options
including FiFi-1 capability. This is the third new ASD Tug 2913 series sold, with the first being delivered in February
2015 to Petersen & Alpers for service in Hamburg. “We are very pleased to be selected as the provider of the first new
vessel for SAAM SMIT,” commented Giel Venema, Area Manager for Damen. “We are confident that the capabilities of
the ASD Tug 2913 will serve the joint venture and its customers well, particularly in the demanding environment of the
new, expanded Panama Canal.”……Towage operator Towmar Baltic UAB recently renewed its fleet with two new
Damen ASD Tugs 2810. The ship assistance and marine service company provides services to customers calling at
the Port of Klaipeda, Lithuania and Port of Liepaja, Latvia in the Baltic Sea region. “TAK-10” (Hull 512361) and the
“TAK-11” (Hull 512362) will operate in both ports. Managing Director of Towmar Baltic, Tomas Zabulionis, explains:
“We have had a lot of experience with Damen tugs over the years. The most important reason Towmar Baltic ordered
these tugs, is reliable performance. Our decision to
contract Damen had to do with competitive pricing as
well. And, of course, the company’s reputation, quality
service and maintenance are other factors that played a
major role in our decision. We’re delighted we chose
Damen for our tug fleet renewal.” Towmar Baltic’s
shareholders are German shipping companies located in
Hamburg: Petersen & Alpers GmbH & Co. KG and
Neue Schleppdampfschiffsreederei Louis Meyer
GmbH & Co. KG. The company has both charter and
purchase experience with Damen. Towmar Baltic and SMIT had a joint venture named Towmar SMIT Baltic years ago
and during this period three Damen tugs were part of its fleet. Shareholder Petersen & Alpers owns two Damen tugs.
The ASD Tug 2411 “Peter” was ordered 7 years ago and ASD Tug 2913 “Michel” was delivered earlier this year.
Towmar Baltic chose standardized options to modify these off-the-shelf tugs: a top firefighting system and a modern oil
fired heating system, as well as an escort notation. The Damen ASD 2810, 28.67m long with a beam of 10.43m, has a
bollard pull of 60.2mt and can travel at speeds of up to 13.4kn. She has excellent sea-keeping behavior and agile
maneuverability. The latest hull and skeg designs are incorporated as well as the most recent developments in fender,
fairlead and winch design. Tug is also heavily built and comes equipped with rigid foundations, extra plate thickness,
extra brackets and extra fendering…….Damen Shipyards Group delivered an ASD Tug 2810 ICE to Klasco Towage
Assistance, affiliate of Klaipeda Stevedoring Company the last week of August. The largest tugboat service provider
in the Port of Klaipeda, Lithuania, this is the first purchase of a
Damen tug, although it currently charters a Damen 3110 from the
Klaipeda State Seaport Authority. Named “Klasco-3”, the ASD
Tug 2810 ICE will be based in Klaipeda and participate in day-today port towage operations. She will have the distinction of being
the first tug in Klaipeda with an ARC4 ice class and escort
notation approved by the Russian Maritime Register of Shipping,
together with a top of the range firefighting system and other
modern equipment. Although Klaipeda is ice free all year round,
floating ice can come down the river, hence the requirement for
an ICE class tug. With the air temperature capable of reaching -25 degrees C, winterization was also a necessity,
involving the fitting of additional insulation to the engine room decks and sides and to the RP room, plus heated
windows, good thermal insulation of the accommodations and heating systems capable of managing the winter cold.
www.marcon.com
13
One of the largest Italian tug owners, Fratelli Neri S.p.A,
ordered its first Damen tug, an ASD 3212, on 21 July 2015
for delivery by December 2015. The vessel will be the first
ASD tug in the Mediterranean region with a Damen
Render Recovery Escort winch. The family-owned,
Livorno-based harbor towage company has been in
operation for over 100 years. Besides this new tug, the
company has ordered two additional second-hand Stan
tugs 2608 from Damen Trading. “Damen’s well-known
high quality construction and reliability, as well as fast
delivery times, were the main reasons behind our decision to place this order. We are proud to add this Damen ASD
3212 tug to our fleet and quite confident that our Masters will enjoy using
it. The tug will be used for port towage in the Mediterranean, although its
versatility and performance do not preclude our using it elsewhere,”
comments Fratelli Neri Chartering Manager, Corrado Neri. “Our Group
recently also took delivery of two second-hand Stan tugs 2608. Their
technical characteristics match perfectly with the requirements of a
tender awarded to us by a major foreign oil company. The proven
concept design and long lasting quality of these tugs also drove our
decision to purchase them.” This innovative tug design includes a
completely revised hull form and a higher bow, resulting in better speed
and a dry foredeck. The first ship handling tug winch in the world to be
fully classified, its hydraulically powered, double drum winch has an
impressive maximum brake holding load of 200 tons. This powerful
tug with bollard pull of over 80 tons and excellent seakeeping and
maneuverability, can cope with higher wave heights when assisting
large tankers and container vessels in open and challenging waters.
The Damen ASD Tug 3212 has undergone rigorous testing over the
past few years, both at Damen’s own Research & Development
Department and the Maritime Research Institute Netherlands
(MARIN). Staying connected to the assisted ship is vital for tug
operation and very high peak loads can lead to the towline breaking.
The tug was on stock and customized with the Italian flag including
fire-fighting – water spray – notation as well as oil recovery notation
Neri Group is wholly and privately owned by the Neri family based in
Livorno since the 18th century. Neri Group employs approx. 300
people and provides its services using a fleet of more than 30 vessels.
Seacontractors BV of the Netherland’s order for two Stan Tugs made
them the launching customer for the new 70-ton bollard pull STu 3011
design. Following extensive customization at Damen Song Cam Shipyard
in Haiphong, Vietnam, the heavily constructed vessels “Atlantis” (Hull
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511801) and “Dian Kingdom” (Hull 511802) were delivered the 12 of
August 2015. In addition, extensive customizations increased the
multifunctional design’s capacity for anchor handling and firefighting 1. The
30.66m x 11.20m x 4.60m
depth vessels are powered
by twin 1,865kW MTU
16V4000M63R diesels driving fixed pitch props in kort nozzles and
developing a total of 5,072HP, 70 tons bollard pull and a free running
speed of abt. 12.5kn. Maneuverability is enhanced by a 215kW tunnel
bow thruster. Both tugs are classed BV I +Hull, +Mach, Tug, FiFi-1 –
water spraying, Unrestricted Navigation, AUT-UMS (SS). Two sistertugs, Hulls 511802 and 511804, are currently under construction at
Song Cam Shipyard for delivery during first and second quarters 2016.
www.marcon.com
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Ӧresund, Sweden-based BogserTeam Ӧresund (BTӦ), part of MarCon
gruppen (no relation to Marcon International), signed a contract with the Damen
Shipyards Group for the delivery of a Damen ASD Tug 2810. MarCon gruppen
is currently experiencing growth and is undertaking a program of renewal and
expansion to its fleets. The ASD 2810 is currently being built on series at
Damen Shipyards Galati in Romania. The completed vessel will be delivered to
the client in June 2016, after which she will sail under her own keel to Sweden.
Here, she will join two other tugs currently operated by BTӦ and carry out
harbor and escort towage duties in the Sound, between Denmark and Sweden.
Bill Söderberg, a Director within MarCon gruppen, explained his reasons for
ordering his company’s new vessel from Damen. “We needed a tug with a
good reputation and capability and Damen has a proven track record with the
ASD 2810. The standardization was also an important factor for us; it means that we don’t have to dedicate a part of
our operation to supervising a newbuild project in a shipyard for several months.” Additionally, MarCon gruppen already
operates two Damen vessels – a Shoalbuster 2609 and a Twin Axe 2610 – and the experience with these two vessels
also helped in the decision-making. “These vessels have performed well and the purchasing process and after-sales
care helped us to build a good working relationship with Damen. This gave me a lot of confidence when we needed a
new tug.” Before signing, Bill and his colleague Hans
Andersson accompanied Damen Sales Manager Chiel
de Leeuw to the 360-Control Tug & Offshore Simulator
Training Centre in Ijmuiden, the Netherlands where they
experienced an ASD 2810 simulator. Additionally, they
had the opportunity to sail on board an actual ASD 2810
to get an idea of performance. Thoroughly satisfied with
the experience, Mr. Andersson commented that the
vessel was “like being in a Ferrari!”.
An agreement was signed at the New Orleans
Workboat Show between Damen Shipyards
Group and Great Lakes Shipyard, USA, for the
latter to build two Stan Tugs 1907 ICE in Cleveland,
Ohio. The vessels will be ice-classed and operated
by the yard’s affiliate, The Great Lakes Towing
Company. The tugs will replace older existing
tonnage and this will be the first time that Damen
tugs have been built under license in the USA.
Under the license, Great Lakes Shipyard will
receive full construction, design and engineering
support from Damen. Damen will also provide expert assistance based on its experience with construction of nearly two
hundred Damen designed vessels in the US over the years. The Stan Tugs 1907 were chosen based on Damen’s
reputation and fact-finding visits made by the management of Great Lakes Towing to Damen in the Netherlands. These
visits demonstrated that the Stan Tug 1907 exactly matched the Towing Company’s needs. In addition to the Ice Class
specification, the tugs will also be treated with special, high endurance paint capable of withstanding the abrasion that
comes with moving through ice. Stan Tugs 1907 can be found operating in locations around the world including Russia,
Qatar and the Netherlands. The partnership with Damen has provided Great Lakes Shipyard with a portfolio of proven
vessel designs for customers in the U.S. Most of the designs have been
very refined, through progression of multiple builds. It is the high degree of
refinement to the Stan Tug 1907 ICE design that will be of considerable
benefit to Great Lakes Shipyard during construction and to The Great
Lakes Towing Company in its use and operation of the new tugs. While
these are the first tugs to be built in the USA under Damen’s Technical
Cooperation program, over 200 Damen vessels have been built under
license in the USA since the mid-1990s. Great Lakes Towing Company
has played a major role in the maritime industry on the Great Lakes since
its incorporation in 1899. (Photo right: Great Lakes Towing’s vintage, 112 year old,
1,950HP, single screw tug “Ohio”.)
www.marcon.com
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Tug “Joncaire II”, the first of two tugboats built for New York Power Authority –
Niagara Project by Great Lakes Shipyard, was commissioned during a
ceremony hosted by Great Lakes Shipyard and attended by more than 200 on
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Tuesday, 20 October. Great Lakes Shipyard was contracted by New York Power
Authority (NYPA) to build and deliver two new tugboats for the Niagara Power
Plant’s winter operations in Buffalo, NY. The new tugs will augment and replace
aging vessels that are used for the installation, removal and maintenance of the
Lake Erie-Niagara River Ice Boom and various associated marine construction
projects. Construction for the first tug began last April. The second tug is
scheduled for delivery in late-2017. The new tugs will be specially reinforced with
heavy stems and shell reinforcement for operations in seasonal ice. The design of the conventional drive tugs includes
elevated pilothouses for improved visibility when maneuvering, as well as a spacious work deck aft to facilitate ice
boom connections. The tug construction contract, valued at nearly $5 million, is the Company’s second major order
from NYPA. In 2010, Great Lakes Shipyard built the agency’s new 80’ x 34’ Ice Boom Operations Barge, which
incorporates a Terex 80-ton pedestal mounted lattice boom crane. NYPA is the nation’s largest state power
organization, operating 16 power generation plants in various locations in New York State.
Among those facilities are the Niagara Power Project’s Robert Moses Niagara Power
Plant and the Lewiston Pump-Generating Plant. These plants utilize water diverted from
the upper Niagara River to produce electrical power for NYPA customers. In a joint effort
with the Ontario Power Generation utility, NYPA is responsible for installation and removal
of an 8,800’ long floating ice boom designed to accelerate the formation of the natural ice
arch that forms most winters near the head of the Niagara River and also stabilize the
arch once it has formed. The ice boom (photo right) reduces the severity and duration of ice
runs into the Niagara River, thereby lessening the probability of large scale ice blocking in
the river and ensuring continued hydropower generation. In addition, it reduces the
probability of ice damage to docks and other shore structures.…… A separate ceremony followed marking the keel
laying of a new 3,400HP tug (photo left) to be built for Regimen de Pensiones y
Jubilaciones del Personal de la Empresa Portuaria, Quetzal, Guatemala,
Central America after signing a construction contract in August for another of
Great Lakes’ HandySize twin screw tugs. The HandySize Class tug (photo left)
was designed by Jensen Naval Architects
& Marine Engineers, Seattle, Washington.
The new tug will be built by Great Lakes
Shipyard with delivery next year. It is
specifically designed for harbor work and
coastal towing. It is 74’ long with a beam of 30’ and a design draft of 11.5’. It is to
be built to ABS standards and its Cummins QSK-50 main engines, each rated at
1,700BHP @ 1,600RPM meet US EPA Tier III emission regulations. Representing
the owner at the ceremony was Eduardo De Jesus Paiz Lemus, Presidente Junta
Administrador, who inscribed his signature on the keel plate (photo right).
Robert Allan Ltd. was awarded a contract by Ningbo Port Company Ltd. in
China to design a new RAstar 4200-DF Class dual-fuel (LNG-MDO) tug. This
agreement follows extensive efforts by both Robert Allan Ltd. and the Port in
identifying a concept best suited to the Port’s unique requirements. The award of
this contract builds on the extensive history of collaboration between the two
companies on several successful
series of tug designs, dating back to
2004 and includes multiple series of 32
to 39m long tugs (4,800 – 7,200HP),
including the recent “Yong Gang Tuo 31”. The new RAstar 4200-DF tug will
be powered by a pair Niigata 8L28AHX-DF dual-fuel engines, each driving a
Rolls-Royce US 255 CP Z-drive and delivering a bollard pull of close to 80
tons. The tug will have an LNG capacity of 50 - 60m³ and will be fully classed
as a dual-fuel tug with China Classification Society (CCS). Robert Allan Ltd.
will also assist the Port with the construction contract tendering process.
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Eastern Shipbuilding Group, Inc. of Panama City, Florida is pleased to
announce the launch of the 80.0’ x 38.25’ x 15.75’ depth escort tug
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“Triton” for Suderman & Young Towing Company on 11 September.
These series of Robert Allan, Ltd. designed Z-Tech 2400 Class Terminal
& Escort Tugs are currently under construction at Eastern’s Nelson
Street facility. The vessel is scheduled to deliver in the fourth quarter of
this year. The launch ceremony was held at Eastern’s Nelson Street
facility and hosted by Joey D’Isernia,
President of Eastern, with employees
and guests in attendance. Mike
Nigro, VP of G&H Towing shared a few words about the quality work and
commitment of the companies involved and Deacon Earl Mirus of St. John’s
Catholic Church of Panama City blessed the vessel. Mikes wife, Lisa had the honor
of christening the vessel. “Triton” (ESG Hull #235) is the first of a series four Z-Tech
Class Terminal & Escort Tugs being constructed for Suderman & Young Towing
Company. Eastern is also constructing another identical series of four tugs for Bay
Houston Towing Company. G&H Towing Company is the Owners’ onsite
Representative and Agent during the engineering, construction and delivery for both
Suderman & Young and Bay Houston. G&H Towing Company will operate the
vessels after delivery. Robert Allan, Ltd. of Vancouver, BC will be providing the ZTech 2400 Class Terminal & Escort Tugs design and engineering. G&H Towing's
fleet currently consists of eight Z-Tech
tugs in operation. This Z-Tech
incorporates the latest technology for
escort service and ship assist. Tugs are
powered by twin CAT 3516C (B-rating), Tier 3 marine diesels developing a
total of 5,150BHP at 1,600RPM and fitted with Schottel SRP 1215FP
azimuthing props aft. Towing gear consists of a Markey Machinery
Fairleader 50HP electric hawser winch forward with a mid-drum brake
holding capacity of 300,000lbs. Vessels will be classed ABS +A1, Towing
Vessel, AMS and Escort Service and registered under U.S. flag.
“Arriero” is the latest addition to the RAstar 3200 Series of terminal
support tug designs by Robert Allan Ltd., delivered to its owner: SAAM
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S.A. on 20 September. Constructed at Guangdong Bonny Fair Heavy
Industry Limited in China, “Arriero” will operate in Montevideo, Uruguay
and is first in a series of four RAstar 3200 tugs under construction for this
owner. In South America an “arriero” is a country man who transports
coffee, maize, cork, wheat and myriad other goods using pack animals.
While the tug “Arriero” will not be transporting these goods directly, it will
ensure safe passage and berthing of those vessels which transport vital
goods in and out of South America. The 32.0m x 12.8m x 5.5m tug was
designed and constructed to ABS requirements with notation +A1, (E), +AMS, Towing
Vessel (Escort Vessel), FiFi-1, Unrestricted. On trails “Arriero” met or exceeded all
performance expectations, producing bollard pulls of 85 tons ahead and 84 tons astern
and a free running speed of 13.8kn ahead. The tug has been outfitted for a normal
operating crew of twelve. Deck machinery comprises a ship assist hawser winch on
the bow and a towing winch aft, with capacities of 150m of 80 mm synthetic line and
700m of 54 mm SWR, respectively. Main propulsion for each tug comprises a pair of
GE 8L250 diesel engines, each rated 2,440kW at 1,050RPM and each driving a RollsRoyce, US 255 fixed pitch Z-drive unit, in ASD configuration. The RAstar
offshore/escort tug designation is reserved for a unique series of ASD tugs, designed
with a sponsoned hull form, which has been proven in both model and full-scale
testing to provide significantly enhanced escort towing and seakeeping performance.
This class of tug was selected by SAAM in order to best cope with the sea conditions
existing outside the main harbor entry and to provide an enhanced escort capability
keeping pace with the demands of the growing port.
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17
The revolutionary RAmora brings tele-operated capability to ship handling.
Imagine the impact of a workboat designed to operate in hazardous
environments, but without risk to crew. One that can fight a fire for extended
periods and more closely than a conventional fire-fighting vessel, without
danger to life or limb. Picture an ultra-maneuverable high-performance tug in
the command of an experienced tug master that can work safely at LNG
terminals, within confined channels or locks, or under the bow of a ship while
underway. Drone technologies have opened up a new realm of possibilities for
tug ship handling operations. As a result of research and development over
more than a year, Robert Allan Ltd. is pleased to announce its new autonomous tug concept, the RAmora. The
flagship vessel of their new TOWBoT (Tele-Operated Workboat or Tug) series, the RAmora 2400 is a versatile towing
platform designed primarily for ship assist and berthing operations. A high-performance tug with a bollard pull of 55
tons, the RAmora 2400 features a hybrid propulsion system and substantial battery storage capacity to enable
extended operation even in potentially hazardous environments such as LNG terminals or fire-fighting situations.
RAmora is designed to leverage - not lose - capabilities of a traditional tug and operator by working in tandem with a
conventional 'command tug'. An experienced tug Master, operating RAmora remotely from the command tug, will use
‘immersive telepresence’ features built into the RAmora console, including live 360º video and real-time electronic
position-sensing from RAmora to capture a continuous on-board perspective for safe and effective ship handling. An
advanced real-time control system provides the interface for the operator, as well as on-board maneuvering/positioning
controls, equipment and workspace monitoring and safety management. This control system design has been
developed in partnership with International Submarine Engineering and derived from proven ROV autonomous
underwater vehicle and surface vessel applications. It gives RAmora unparalleled
flexibility for operation at various levels of autonomy suited to the situation – from a low
level where the operator can pilot RAmora directly, to a high level where RAmora can be
left to undertake work functions semi-autonomously under operator’s supervisory control.
In keeping with Robert Allan’s commitment to design top performing workboats, RAmora
is fitted with Voith Schneider drives arranged in a fore/aft configuration for exceptional
omni-directional maneuverability, profiting from experience gained with the new RAVE
tug concept. Hull form, designed for high stability and good sea-keeping performance in
waves, is the product of extensive development work including CFD and towing tank
testing. Yet, being a TOWBoT with no need for a conventional wheelhouse, crew
accommodations, domestic systems or lifesaving equipment, RAmora is simpler and
more compact than any conventional tug of comparable performance. Additionally, the
RAmora 2400 has several resourceful and innovative features. Heavy-duty cylindrical
fendering is installed about the entire deck perimeter to allow RAmora to push from any
point. A stabilized line-handling crane is used to pass the end of the towline to the ship, a feature actually originally
introduced by Robert Allan to manned tugs in the late 1970s. The hawser winch is installed forward in a well-protected
deckhouse. A unique curved and slotted towing staple positioned near midships keeps the towline close to the deck
and leading outboard to minimize heeling when towing from the side. The combination of a clear working deck, slotted
staple design and fore/aft VSP configuration makes RAmora extremely versatile and safer for ship handling ops which
pose high risk to crewed tugs, such as working in close proximity to the bow of a ship that is underway, or within
confined channels or locks. Likewise, RAmora’s crucial secondary functions bring emergency
capabilities to the harbor environment that are not readily available from crewed tugs. In
addition to being equipped with off-ship fire-fighting capability to FiFi-1 standard, RAmora has
two 1,200m³/hr monitors supplied by electrically-driven firefighting pumps and the crane
boom can be optionally fitted with a smaller 600m³/hr fire monitor and camera. Also, since it
has no crew RAmora can fight a fire closer and for longer periods than possible with
conventional firefighting vessels, while keeping crew out of harm’s way. Robert Allan has
been working with operator clients, a major Classification Society, Voith and other supplier
partners to ensure the RAmora TOWBoT system is fully viable, safe, highly reliable and
meets requirements of local authorities. The possibilities are seemingly endless. With its
fundamentally simple arrangement and control system adaptable to future applications which
require even higher levels of autonomous operation, the door is open to tailoring further
designs derived from RAmora to closely suit client’s specific requirements – not only for tugs,
but also for other workboat applications such as rescue/salvage assistance, oil spill response,
long-distance line towing or remote intervention tasks. As a first of its type, the RAmora is set
to become a powerful new player in the modern tug fleet in the years to come.
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www.marcon.com
SAAM S.A., Chile recently signed a contract with Robert Allan Ltd. for a
new generation of RAmparts 2400-W Class tugs. The RAmparts 2400-W
Class tug is a twin Z-drive, tug, designed for maximum efficiency in
performance of ship-assist and terminal support operations. The hull form
and layout have evolved through extensive experience of the designers.
Ship-handling is performed over the bow using a high-performance, split
drum hawser winch. Tugs will also provide fire-fighting capability. This
compact 24.40m x 11.25m x 4.37m depth / 4.17m max draft tug has up-todate accommodations for a crew of 6 in two single rooms and two double
rooms. The tugs will be classed ABS +A1, (E), +AMS, Towing Vessel,
UWILD, FiFi-1. Robert Allan Ltd. also provided a complete structural steel parts package developed from the design
drawings. Parts were defined and nested using ShipConstructor software, complete with part identification code,
suitable as input to the shipyard’s NC burning code. The first two boats for SAAM’s Peruvian affiliate TRAMARSA,
named “Chincha” and “Tupac”, are now under construction at Wuxi Shipyard in China with others soon to follow.
Robert Allan Ltd. signed a contract with Italthai Marine Limited of Thailand for
the design of a RAmparts 3200 Class Tug for the Royal Thai Navy. The
Construction contract with the Royal Thai Navy was signed on September 17th,
2015 by Admiral Krisorn Chansuvarnich, Navy Commander and Mr. Wirat
Chanasit, Managing Director of Italthai Marine Limited. The RAmparts Series of
tugs are a well-proven, highly successful series of Z-drive tug designs of which
more than 150 RAmparts 3200 Class tugs have been built to date. Incorporated
into this design are all the features that have distinguished the RAmparts 3200
Class including high speed, excellent stability and sea keeping, enhanced
astern performance and maneuverability. This diesel-powered Thai Navy harbor tug is optimized for ship-assist service
and coastal towing. The vessel will be outfitted to the highest standards for up to 16 people. It will have an external firefighting capability to Fi-Fi 1 Standard and will be built and classed in accordance with the rules of Lloyd’s Register. The
particulars of this new Ramparts 3200 tug are 32.0m length overall, 11.6m beam and a 5.4m moulded depth. The
predicted performance is for a bollard pull of 53 tons and a free running speed of 12 knots.
Transnet National Ports Authority announced a milestone in its $98 million
tug building contract when the first of nine new Voith Schneider tractor tugs,
the 32.0m x 11.5m x 3.3m depth “Mvezo” (Yard T3013) was launched at the
Durban premises of contractor, Southern African Shipyards. “This is the
largest single contract TNPA has ever awarded to a South African company for
the building of harbor craft,” said TNPA chief executive, Richard Vallihu. Tug
was named “Mvezo” in reference to the small village in the Eastern Cape of
South Africa where former President, the late Nelson Mandela, was born. “The
building of ‘Mvezo’ and the eight other tugs in this project, demonstrates that
this country has the expertise to compete in the global shipbuilding industry
and to use the maritime economy to unlock the economic potential of South Africa, in line with the government’s
Operation Phakisa initiative,” said Vallihu. “Mvezo” is expected to be delivered to the Port of Port Elizabeth in February
2016, followed by a new boat every three months until all nine are delivered in 2018. The building project kicked off in
August 2014 and given the tight delivery schedule five tugs are under construction simultaneously at any given time.
TNPA program manager Eugene Rappetti, Sr. Manager for Marine Operations, said TNPA had 29 tugs presently in
service nationally, but the requirement for bigger, strong tugboat fleets increased in line with bigger commercial vessels
calling at South African ports more frequently. “TNPA’s new fleet will include
nine tugs that are 31 meters long with a 70-ton bollard pull. The older tugs
have 32.5- to 40-ton pulls. The increased bollard pull of these new generation
tugs meets international standards and they also feature the latest global
technology. The tugs have Voith Schneider propulsion which makes them
highly maneuverable and able to change the direction and thrust almost
instantaneously while guiding large vessels safely into our ports,” he said.
The 70 ton bollard pull tractor tugs are powered by 2,666kW MaK 8M25C
diesels developing a total of 7,250HP at 750RPM and will be classed LR
100A1. Southern African Shipyards, which owns and operates the largest
shipyard in Southern Africa, also built TNPA’s previous 12 tugs.
www.marcon.com
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VT Halter Marine, Inc. of Pascagoula, Mississippi launched the
6,000HP, EMD-powered, twin screw articulated (ATB) tug “Morton
S. Bouchard Jr.” (photo left) for Bouchard Transportation Co., Inc.
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on 29 October. The “Morton S. Bouchard Jr.” is part of a two vessel
contract awarded in August 2014. Measuring 130’ x 38’ x 22’, these
6,000HP ATB tugs are classed ABS +A1 Ocean Towing, Dual Mode
ATB and certified under U.S. Coast Guard Subchapter C. Upon
completion, both tugs will be equipped with an Intercon coupler
system. Tugs “Morton S. Bouchard Jr.” (Hull 2024) and “Frederick E.
Bouchard” (Hull 2025) are being constructed at VT Halter Marine’s
Moss Point Marine facility in Escatawpa, Mississippi, with delivery
expected in January 2016 and May 2016 respectively and enter into Bouchard’s fleet service in New York, New York.
This is the second launch of a Bouchard Transportation tug by VT Halter Marine in as many months. The 150’ (45.72m)
x 50’ (15.24m) x 29’ (8.84m) “Donna J. Bouchard” (Hull 2020), a 10,000HP twin screw ATB tug was also launched at
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the Moss Point Marine facility on 15 September. “Donna J.
Bouchard” (photo right) is classed ABS +A1 Towing Vessel, Dual Mode
ATB, powered by twin EMD 8-710-G7C diesels and also equipped
with an Intercon coupler system. She will be paired with barge “B.
No. 272” launched by the VT Halter Marine Pascagoula Shipyard
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facility on 20 November and scheduled for a January 2016 delivery.
The is the second ATB unit built for Bouchard Transportation as part
of their major expansion program. Morton S. Bouchard III, President
& CEO: “….The launching of the M/V ‘Morton S. Bouchard’ is a
special event within the Bouchard Family, for the vessel is named
after the father of President/CEO, Morton S. Bouchard III, who
wanted his father’s name to always remain on the waterfront for which he dedicated his entire life to. The original tug,
‘Morton S. Bouchard Jr.’, which was also built by Halter (in 1975),
was earlier renamed as the ‘Bouchard Boys’ and continues to
operate with the Bouchard Fleet.” Bouchard also proudly
celebrated the christening of the tug “Kim M. Bouchard” and the
barge “B. No. 270” (photo left), sister-units to the “Donna J.
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Bouchard” and “B. No. 272” on Tuesday 14 July in New Orleans,
Louisiana. The “B. No. 270” was launched at VT Halter Shipyard
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Operations in Pascagoula, Mississippi, on Friday, 1 May. The
150’ x 50’ x 29’ tug, “Kim M. Bouchard”, was launched at the Moss
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Point Marine facility in Escatawpa, Mississippi, on 26 February
and is named after the older sister of Morton S. Bouchard III.
Constructed independently of each other and now paired, the “Kim
M. Bouchard” and “B. No. 270” (photo lower right) were the largest vessels to date in Bouchard's ongoing fleet expansion
program. The “B. No. 270” measures 628’ by 91’ by 47’, has a 260,000-barrel black oil capacity and is ABS and USCG
certified for U.S. Jones Act service. “B.No.270” is a fully manned and equipped with a crude oil washing system, inert
gas system; clean water ballast system, four cargo pumps, two ballast pumps and two anchors. Bouchard
Transportation’s history dates back to its incorporation in 1918 by founder, Capt. Fred Bouchard, the youngest tugboat
captain in the Port of New York. Even from his first voyage at eleven years of age as a cabin boy on a sailing ship
bound for China, Captain Bouchard knew that shipping would be his life. The
first cargo shipped for his new company was coal. In 1931, he acquired
Bouchard's first oil barge, a sunken 15,000-barrel vessel, which he purchased
for $100. After raising this vessel, he then towed it from Jacksonville, Florida to
a Norfolk, Virginia shipyard, where it was converted into a hot oil system, oil
barge that was named the “John Frederick”. This 1931 acquisition was to be the
first of many vessel purchases and construction projects at Bouchard. Bouchard
is still a family owned business and now the nation’s largest independentlyowned ocean-going petroleum barge company. The company’s areas of
operation span all four coasts of the United States: East, Gulf, West and Great
Lakes. The fleet consists of 25 barges ranging from 25,000 to 252,000+ barrels
and 21 tugs ranging from 3,000 to 10,000 horsepower.
www.marcon.com
20
The keel-laying ceremony of 2 multipurpose small-draft salvage vessels,
project MPSV12, took place in the covered shed of Nevsky Shipyard in
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Leningrad on 2 June. The construction of the vessels is being carried
out in accordance with the State Contract signed the previous October
with the Direction of State Contractor of Marine Transport Development
Program. The 79.85m x 16.80m x 6.70m depth vessels have a
deadweight of abt. 320mt and maximum main engine power of 5,200kW.
Vessels will be classed under the Russian Maritime Register of Shipping
with notation КМ Arc5 [1] AUT2 FF2WS DYNPOS-2 Salvage Ship.
Leningrad shipyard Pella continues to build a number of tugs primarily for the
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Russian market. On 27 August the 25.4m x 8.8m x 4.2m draft tug “RB-366”
(building No. 943, project 90600) was delivered and accepted by the State
Customer for the port of Lomonosov where the vessel will be put into operation
within the Baltic Fleet RF. The tugboat (photo right), which passed her sea trials on
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19 August, is intended for towing and berthing operations in harbor, roadsteads
and coastal areas which comply with R3 navigation area, refloating of ships and
vessels, firefighting operations at floating and shore objects, oil and petroleum
content products, cargo transportation, ice breaking and erosion operations. Tug
is powered by two 746kW CAT 32 main engines with Rolls-Royce US155 fixed pitch azimuthing props giving her a free
running speed of abt. 11.8kn. Deck equipment consists of a 847kN brake Fluidmecanica bow electro-hydraulic anchortowing-mooring winch, a 23 ton SWL, quick release tow hook aft and a Palfinger PC2300 deck cargo crane. “RB-366”
is fitted with an 800m3/h FFS fire pump, two water monitors and a water curtain system. Tug is classed КМ Arc4 R3
Aut3 Tug by Russian Register of shipping……Tug “RB-367” (building No 627, project 16609) (photo left) was also
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accepted and delivered to State Customer to the port of operation in Murmansk on 27 August. At the nearest time the
tugboat will be put into operation within the Northern Fleet RF. The 28.5m x 9.5m x
4.3m draft tugboat is intended for towing and berthing operations in harbor,
roadsteads and coastal areas which comply with R2 navigation area, refloating of
ships and vessels, firefighting operations at floating and shore objects, oil and
petroleum content products, cargo transportation, ice breaking and erosion
operations. “RB-367” is powered by twin 1,500kW CAT 3512B diesels and RollsRoyce US-205 fixed pitch azimuthing props giving her a bollard pull of 47 tons and a
free running speed of abt. 12kn. A 10T, Fluidmecanica bow anchor-towing-mooring
winch is fitted along with a 47T quick release tow hook aft. The 800m3/h firefighting
system is provided by FFS and the tug is classed KM Arc4 R2 Aut1 FF3 WS Tug
by Russian Maritime Register of Shipping……The ASD tug “Afalina” (building No.
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630) was launched on 9 July at a ceremony was attended by
representatives of the customer, authority of the shipyard and factory
workers. The 28.5m x 9.5m x 4.3m, 3,000kW vessel was sanctified by
Churchman Nikolay of the Church of St. Prince Vladimir Equal to the
Apostles. The tugboat is intended for towing and berthing operations in
harbor and coastal areas which comply with R2 navigation area (not more
than 100 miles from place of shelter), performing of escort operations at the
speed of 10 knots, refloating of ships and vessels, firefighting operations at
floating and shore objects, oil and petroleum content products, cargo
transportation, ice breaking and rescue and special purpose operations as
well…….The tugboat “MB-97” of project 02790 (PE-65, building No. 508) was
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launched on 10 June. The 34.4m x 12.1m x 4.4m draft tug is being built for towing
of vessels and other floating objects in harbor areas and open seas, escort
operations at a speed of 10kn, firefighting, oil & petroleum spill response, rescue &
salvage ops and icebreaking of up to 0.8m of ice at speeds up-to 5kn. Two
1,864kW CAT 3516Bs drive Rolls-Royce US-255 fixed pitch azimuthing props
developing a bollard pull of 63 tons and speed of 13.5kn. Towing gear consists of a
bow double-drum anchor-towing-mooring electro-hydraulic Fluidmecanica winch
providing escort services, 20T of pull and 1,860kN brake holding force; a
Fluidmecanica aft electro-hydraulic towing winch providing 20T of pull and 1,800kN
brake holding force and a quick release tow hook.
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On the afternoon of 9 August, Jiangsu Zhenjiang Shipyard (Group) Co. Ltd.
of Jiangsu, China successfully delivered the new 6,000HP ASD tug “Bao
Gangtuo 18” to the iron and steel company Baosteel Corporation of Shanghai.
This followed the delivery of the close sister-tug “Bao Gangtuo 17” (photo left) on
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30 June…… On 3 July 3, Asia’s first pure gas
powered ASD tugboat “HYSY525” (photo lower right)
was successfully delivered to China National Offshore Oil Corporation from
Zhenjiang Shipyard. Around 100 representatives from the corporation, Rolls-Royce,
Shanghai Bestway Ship Design Company,
China Rescue and Salvage of Ministry of
Transport and 40 national ports attended the site ceremony. This Asia-first pure
gas powered ASD tugboat which does not use any traditional fuel, but pure LNG
instead, representing the first step for offshore vessel fuel change from oil to
gas. In addition, the vessel was built environmental-friendly, reducing the CO2
25%, nitrogen oxide 90%, Sox, PM2.5, oily water and sewage 100% and saving
30% fuel cost. The successful building of this vessel conforms to the history
momentum of environmental protection and sustainable development under the
new normal. With excellent performance, environment-friendly advantages and
zero exhaust emission, this vessel is clean and comfortable, meeting or better
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than many design requirements…… On 30 June, the 2 x 2,560kW ASD
tugboat named “Cao Gang 23” (photo left) was successfully delivered to
Tangshan Cao Feidian Tug Company of Hebei, China, starting its voyage
smoothly. As of this time, Jiangsu Zhenjiang Shipyard currently has six tugs,
three offshore support vessels, two anchor handling tug suppliers, one platform
supply ship and a bulk carrier on their order book.
Operations have begun at Asyaport, a new greenfield container terminal
located in Barbaros/Tekirdağ, Turkey. Built by Asya Port Liman A.S, a joint
venture between Global Terminal Limited, part of the Mediterranean
Shipping Company (MSC) group and the Turkish Soyuer family, the port’s
berthing and unberthing operations are being carried out by a pair of Bogacay
Class firefighting tugs from Sanmar Shipyards. Designed exclusively for the
builder by Robert Allan Limited, “Asyaport Kumbag” (ex-Bogacay XIV, Hull 61)
and “Asyaport Barbaros” (ex-Bogacay XIII, Hull 60) are the 13th and 14th
example of this increasingly popular ASD model based on the successful
Ulupinar / Ramparts 2400SX Series but with increased beam to give improved
stability and accommodate larger Caterpillar engines to attain bollard pulls ranging from 60 to 75 tons. Measuring
24.4m long with a beam of 11.25m and 4.38m depth, the Bogacay Class ASDs show all the hallmarks of a Robert Allan
Ltd. design with massive input from the builder/operator with numerous clever touches to the layout to ensure
maximum crew comfort in a relatively compact space. Sanmar also built and provided a 9m mooring boat as part of the
same contract…… Sanmar has also won a contract involving three vessels from Port of Fujairah. Comprising 70 ton
bollard pull RAmparts 2400SX tugs, the order was confirmed at a signing ceremony held at Port of Fujairah in the
presence of His Highness Sheikh Saleh Bin Mohammed Al Sharqi, Chairman,
Department of Industry and Economy, Government of Fujairah. The three
vessels will be the 16th, 17th and 18th vessels of its class and have CAT 3516C
diesels, each developing 2,100kW at 1,600RPM, coupled to Rolls-Royce US
255 FP type Z-drives to guarantee 70 tons bollard pull ahead and FiFi-1 class
notation. Port of Fujairah is the only multi-purpose port on the Eastern seaboard
of the United Arab Emirates, approx. 70 nautical miles from the Straits of
Hormuz. Initial Construction of the Port started in 1978 as part of the economic
development of the UAE. Full operations commenced in 1983. Since then, the
Port has embarked on a continuing process of enhancement to both its facilities
and its comprehensive range of functions. Port of Fujairah is already recognized as a major international supply,
distribution and trading hub for Bunkering and Oil products. The ADCOP pipeline and SPM’s have introduced an
additional UAE Crude export market. The infrastructure of the Port continues to develop. Two additional berths will
become operational this year and a VLCC Berth (draft 26m) will complete by June 2016. New tugs from Sanmar are
required to meet that expansion and ensure the continued efficiency of Marine services at the Port of Fujairah.
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Experienced UK operator, SMS Towage, has taken delivery of its fifth ASD tug built
by Sanmar. All are identical Ulupinar RAmparts class designs by Robert Allan Ltd.
Formerly operating in Sanmar’s own fleet as the “Ulupinar III” (Hull 17), this vessel
has been dry-docked, renamed “Merchantman” and delivered to the port of Belfast,
Northern Ireland, to join sister tug “Masterman” as a matching pair. The opportunity to
acquire the new vessel was quickly grasped by SMS Towage as they have extensive
experience with the series having been successfully operating a fleet of three,
“Statesman”, “Scotsman” and “Yorkshireman”, at Immingham on the north-east
English coast. Measuring 24.4m x 9.15m, Ulupinar series tugs are available with a
variety of Caterpillar engine and Rolls-Royce Z-drive options to give bollard pulls of
up to 50 tons. “Merchantman” is fitted with a pair of CAT 3512TAs developing a total of 3,300HP at 1,800RPM and a
bollard pull of 40 tons. Vessels are renowned for remarkably low noise levels and an exceptionally high standard of
comfort throughout. SMS Towage is not the only operator to be convinced of the virtues of the Ulupinar range – some
20 units have been built for operations around the world. Between 2008 and 2010, three Ulupinar tugs, the “Haina” (Hull
12), “Nizao” (Hull 18) and “Soco” (Hull 22) were built through the auspices of Marcon International, Inc. as sole broker
on behalf of Remolcadores Dominicanos of Santo Domingo, Dominican Republic…… Mid-September, M/T “Svitzer
Amstel” (ex-Boğaçay XII, Hull 59), constructed at Sanmar Shipyard Tuzla, headed to join Svitzer’s fleet at the Port of
Amsterdam. Designed by Robert Allan Ltd., the vessel measures 24.4m x 11.25m with a 60 ton bollard pull derived
from a pair of 3512C Caterpillar engines, each developing 1,765kW at 1,800RPM
connected to Rolls-Royce US-205 FP azimuthing thrusters. Svitzer has a fleet of 5
tugs serving in Amsterdam operated by Port Towage Amsterdam BV (PTA), a JV
company owned equally by Svitzer and Iskes Towage. Since 1833, Svitzer has
provided safety and support at sea. With 4,000 employees, a fleet of more than
400 vessels and operations all over the world, Svitzer is the global market leader
within towage and emergency response. “Given the varying tug requirements in
Amsterdam depending on water depths and different areas of the port inside and
outside the locks, ‘Svitzer Amstel’ is a welcome addition to our diverse fleet
strengthening our service capability and reliability. With 60 tons bollard pull, ‘Svitzer Amstel’ has been ordered and built
ready to serve the needs of the Port of Amsterdam.” says Rick Broersma, managing director Continental Europe for
Svitzer Europe. Sanmar delivered two sister vessels to Svitzer in 2014 named as “Bogacay II” and “Svitzer Tyne”. At
the end of August 2015, Svitzer also signed a newbuilding contract with Sanmar for construction of six vessels, with
delivery of the first to be expected in Q4 2016. The new fleet will be 70mt bollard pull RAstar 2800-E Class ASD
terminal tugs with escort capability and accommodations for eight crew. The tugs
are equipped with double drum DMT render winches, 2,000kW MTU
16V4000M63s, Schottel SRP 1515 thrusters and central cooling system. They are
purpose-built for hot climates and fully prepared for FiFi-1 notation with water
spray. “We have placed an order for six ASD tugs to fulfil Svitzer’s current and
upcoming new contracts. These new tugs are key elements in fulfilling our
profitable growth strategy”, says Kristian Brauner, Chief Technical Officer, Svitzer.
“Sanmar was selected due to their outstanding safety performance and
construction quality and a competitive price. We are very much looking forward to
the tugs being completed and deployed in our fleet.”…… Sanmar delivered three
more vessels to the Aqaba Port Marine Services Company (APMSCO) for the Sheikh Subah Al Ahmad Al Subah
LNG terminal at Aqaba, Jordan. The overall contract comprises four 80-ton bollard pull specially modified Terminal
RAstar 2800 ASD tugs, two conventional twin screw Rascal 1500 line-handling tugs and a
pilot boat designed by Camarc Ltd. in the UK. This latest delivery comprises the second
RAstar, named “Petra 3”, a RAscal 1500 line-handling tug, “Aldaem” and the 16.7m pilot
boat “Al Sanad”. The first RAstar of the contract, “Hashim 3” has been operating at the Port
since late May. “Petra 3” and her sisters are all suitable for use in a Zone 2 LNG
environment and equipped with a gas detection system and ventilation gastight damper
control system to isolate the ship from gas leakage. The first example of the Rascal
1500TS class also forms part of this latest consignment. “Aldaem”, as the new vessel was
named is a high performance, twin screw, line-handling tug. Measuring 14.95m in length
with a beam of 8.3m and draft of 2.65m, “Aldaem” is equipped with heavy bow fendering
for ship-assist work and a tow bitt fitted with a Data tow-hook for line-handling and general towing duties. The vessel is
equipped with heavy duty deck equipment and all-round fendering. Power is provided by two 447kW CAT C18s turning
five-blade props via ZF gears and stainless shafts. Vessel has a top speed of 10kn and bollard pull of 14 tons.
www.marcon.com
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Sanmar Shipyard of Turkey recently completed two RAscal 1500 tugs for
Jordanian owners. The tugs are now delivering marine services to the FSRU
berthing facility at the Sheikh Subah Al Ahmad Al Subah LNG terminal in Aqaba,
Jordan. They are conventional twin screw versions of the Robert Allan Ltd.
RAscal 1500 series line-handling designs. Tugs are 14.9m long with a whopping
8.3m beam. Powered by two 448kW CAT C18 engines and driving 1.2m
propellers in nozzles they achieved a bollard pull of 14 tons and a top speed of
10 knots with a draft of 2.7m. Engines are keel
cooled with all coolers fitted in the aft run of the
hull. Measured Noise levels are very low with 68 dBA in the wheelhouse and 60 dBA in
the cabins. On the aft deck there is a tow bitt and a 15 ton tow hook. A pipe guard over
the house and folding mast allows the tugs to pass under ships' mooring lines. There are
two double cabins in the foc'sle as well as a head with shower, a galley and mess. The
wheelhouse has excellent 360° visibility including a clear view of the tow hook. Sky
windows give good overhead visibility. The interior is finished to the high standards
typical of Sanmar work. Engines are removable through a bolted hatch between the
funnels. The electrical plant is powered by two Caterpillar C4.4 generators. Fuel capacity
is 14 tons and fresh water capacity is 2 tons. The heavily built steel hull is a typical
Robert Allan Ltd. tug form with double chines,
raked stern, long docking keel and bilge keels.
Ship-handling fenders at the bow consist of one row of 500 x 250 cylindrical
fender at the main deck level, with vertical 400mm W fenders between the main
deck and the knuckle. A 250 x 250 hollow "D" fender provides protection at the
main and foc’sle deck sheer lines and vertical 400mm "W" fenders are fitted
around the stern. The tugs are built to IACS 99 recommendations and classed
by ABS. For operation at LNG terminals they are fitted with explosion proof
external lighting and automatic shut-downs of domestic ventilation.
After being launched in April (photo lower right), Chesapeake Shipbuilding of Salisbury,
Maryland, has this month delivered another “Sassafras” class tugboat for Vane Brothers of
Baltimore, Maryland. The “Fort Schuyler”, represents the 11th tug of the 14 contracted that
Chesapeake Ship has built for Vane Brothers. The new tugboat is nearly identical to the
previous 10 built for Vane - equipped with twin Caterpillar 3512 Tier 3 main engines producing
a combined 3,000BHP and a single drum hydraulic tow winch.
The coastwise towing vessels measure 94’ long, 32’ wide,
with a 13’ hull depth. Each Chesapeake Shipbuilding tug is
built in a controlled indoor environment, before being moved
and launched into Maryland’s Wicomico River. Chesapeake
Shipbuilding recently made significant upgrades to its facility to
increase its production capacity, which will come in handy since
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Vane Bros. just signed up for the 15 , 16 and 17 tugs, close
sisters to those built to-date.
Haifa Port Co. Ltd. of Israel, took delivery of the Voith Schneider tractor tug “Elad”
(Hull 749) built by Astilleros Zamakona of Pasaia, Spain. (Photo right taken at May
launching.) The 70 ton bollard pull, FiFi-1 tug has a length of 31.50m by 12.50m beam
and 4.9m draft. Design was done by Voith in collaboration with the shipyard
engineering, optimizing the hull shape and including some improvements required by
customer in relation to its sister “Ilan I” (Hull 487)
built in 2012 by Union Naval Valencia SA.
Classification will be provided by Lloyd’s Register.
The tug fulfills regulations of the Israeli flag
especially as regards to noise and vibration, it
should be noted that the regulations are more stringent than those set out in
international standards. Tug is equipped with two 32R5 Voith propulsion units
coupled with two 2,670kW MAN-B&W 8L27/38 main engines developing a total of
7,200HP at 800RPM. Towing gear consists of a Hatlapa tow winch and tow hook.
www.marcon.com
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By mid-year, Cheoy Lee Shipyards completed a series of seven new
Ramparts 3200CL tugs for PSA Marine in Singapore. The final delivery in the
series, Cheoy Lee Yard 5082, named “Resolute”, departed Cheoy Lee’s
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Hong Kong yard for Singapore on 10 June. The Ramparts 3200CL was
developed by Robert Allan specifically for Cheoy Lee and Cheoy Lee offers
this model with a range of engine options. With the latest PSA Marine
contract, four units were fitted with 2,000kW CAT 3516C diesels, coupled to
Schottel SRP 1515FP ASD propulsion units. Bollard pull was 70 tons ahead,
67 tons astern and the vessels have a free running speed of over 13kn. The
two most recent deliveries, “Resolute” and “Resilient” (Yard 5081) were fitted with 1,654kW Niigata 6L28HXs driving
Niigata ZP-31B Z-pellers for a total of 4,500HP, bollard pull of 60 tons ahead, 55 tons astern and a free running speed
of 12.5kn. All vessels in the Ramparts 3200CL series are built to LR +100A1
Tug, FiFi-1, *IWS, +LMC, UMS, Unrestricted Service. The tugs accommodate
up to 10 crew in 6 cabins. Hydraulically driven deck gear includes a
MacGregor tow winch/windlass at the bow and MacGregor tow winch aft.
“Resolute” and “Resilient” are fitted with two 1,500m3 FFS fire pumps driven
by each main engine, supplying two FFS monitors mounted aft of the
wheelhouse. The CAT powered tugs were equipped with a single engine
driven 2,740m3/h FFS pump supplying the monitors. Cheoy Lee is
constructing eight further Ramparts 3200CL tugs which were scheduled to
start coming on line in July 2015 – four fitted with Niigata and four with CAT
propulsion systems and both offering 70 tons bollard pull. Principal dimensions are 32.0m x 12.4m x 5.14 depth/ .1m
draft……Ramparts 2500W tug “Tai Pari” (Yard 5087) is the first of a two vessel contract with the Port of Tauranga, on
New Zealand’s North Island. The vessel set off on the 5,000nm voyage from
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Cheoy Lee’s Kowloon yard in early May and arrived in New Zealand on 5
June. Topped off with her maximum 65 tons diesel and 10 tons fresh water,
“Tai Pari” was delivered by Redwise Maritime Services. The second in the
series, “Tai Timu” (Yard 5088) was also delivered under command of a crew
from Redwise. “Tai Pari” was the first Ramparts 2500W to be built at Cheoy
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Lee, although it is the 82 tug to be born of this designer/builder partnership
that is still only a decade old. The vessel is also the smallest Robert Allan
design to be built by Cheoy Lee, coming in with a rule length of just under
24m, a threshold on more arduous safe manning regulations in New Zealand.
Fitted with 2,350kW CAT 3516C-HD diesels,, developing a total of 6,390HP at 1,800RPM, the compact vessel offers a
bollard pull of 72 tons and a free running speed of 12kn. Power is transmitted by
Rolls-Royce US255 FP azimuthing drives. The two tugs are built to an identical
specification, except “Tai Pari” is equipped with an FFS 1,520m3/h fire pump
coupled to the port main engine serving a single remote controlled FFS monitor
and “Tai Timu” has no external firefighting. Both tugs were constructed to LR
100A1 Tug, +LMC, +UMS, *IWS for Restricted Service. Tugs accommodate up to
6 crew. Hydraulically driven deck gear consists of a MacGregor tow winch /
windlass forward and a hydraulic capstan and tow hook aft. Principal dimensions
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are 24.40m LOA x 11.25m x 5.34m draft……On 27 April, “RT Enterprise” (Yard
5068), the latest of a series of four ART 80-32 Rotortugs®, was delivered by
Cheoy Lee to Elisabeth Ltd. The first two 85 ton bollard pull, 31.95m x 12.60m x 4.85m depth, Robert Allan design
Rotortugs®, started operations in the iron ore export port of Port Hedland, Australia. With charter of “RT Enterprise”,
the total number of Rotortugs® deployed in Port Hedland is eleven. The ART80-32 design embodies 16 years of
operator experience providing a high-performance platform
accommodating a range of towage requirements. Port
Hedland’s strategic position warrants deployment of the best
possible towage solution to navigate the long and narrow
channel with laden tidal bound Cape size bulkers. ART80-32
Rotortugs® provide new benchmark performances with 110
metric tons recorded steering force operating indirect and 80mt
combined mode at 8 knots, safely escorting bulkers through the
channel. “RT Enterprise” is powered by three 1,765kW CAT
3516C-HDs developing a total of 7,200HP.
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Earlier in the year, Astilleros Armon SA of Navia, Spain delivered the 31.5m x
11.2m x 5.4m, FiFi-1 (2,700m3/h) “Vehintinueve” (Hull 752) to Remolques Unidos
SL of Santander, Spain. The 73 ton bollard pull, ASD, sea-going / harbor tug is
powered by a pair of 2,240kW CAT 3516CHDs developing a total of 6,092HP at
1,800RPM with Schottel drives developing
a bollard pull of approx. 90 tons.
Maneuverability is enhanced by a Schottel
bow thruster. Towing gear consists of two
150 ton double drum winches. “Vehintinueve” is classed BV I +Hull, +Mach,
Tug-Fire Fighting Ship 1 – Water Spraying – Oil Recovery, Unrestricted, +AUTUMS (SS). Sister-vessel “Vehintiocho” (Hull 751) was delivered to Remolques
Unidos in November 2014, plus “Trheinta” (Hull 766) and “Armon Navia 772”
are on the orderbooks for February and August 2016 respectively.
In September, Nichols Brothers Boat Builders (NBBB) launched the 136'
x 44' x 23’ depth / 19’ draft AT/B tug “Nancy Peterkin” (Hull S178) for
Kirby Offshore Marine of Staten Island, New York. The 136’ AT/B tug
boat with an approx. 5 story high upper pilothouse, was launched via a
new track and dolly system specifically developed by Engineering Heavy
Service (EHS) for vessels greater than 1,000 tons. The new launch
system from EHS moved the
vessel from the shipyard to the
launch ramp. General
Construction provided two
floating cranes to assist in the final lifting of the vessel, shuttling it to deeper
water. The vessel was towed to Everett, Washington for lightship, stability
testing and fuel transfer and then towed to NBBB’s outfitting pier in Langley,
Washington on Whidbey Island for final outfitting, dock and sea trials before
its final delivery. The “Nancy Peterkin” is the first of a two vessel sister ships
and expected to be delivered the first week of December. “Tina Pyne” (Hull S179) is also being built at NBBB and is scheduled for launch in December 2015. Both vessels are powered by a pair of
3,678kW EMD 20-710G7C-T3 diesels totaling 10,000HP at 900RPM with
Reintjes WAF 5666 gears and fixed pitch props in kort nozzles. The tugs
will be mated with 578.1’ x 78.0’ x 32.2’, 185,000bbl ocean tank barges
built by Gunderson Marine in Portland, Oregon. The ATB's cost will be
$75 million to $80 million, according to Kirby. Upon delivery, the ATB will
be chartered to a major customer for a four-year period with a one-year
extension option. Shortly after the launching of the first AT/B tug, Nichols
Brothers signed a contract to build two new 120’ conventional towing tugs
for Kirby (left) with the project due to start in Spring 2016.
The Alexandria Port Authority placed an order for four new Voith Water
Tractor tugs (VWT) to be built at different shipyards in Egypt. Two tugs with an
engine power of 2 x 1,920kW each will be propelled by two Voith Schneider
Propellers VSP 28R5/210-2. They will achieve a bollard pull of at least 55 tons.
The other two with a power of 2 x 1,370kW each are to be equipped with two
VSP 26R5/195-2 for a bollard pull of at least 40 tons. Thanks to reliability and
high performance of several VWTs already in service in Alexandria port and
the Suez Canal, the operator is continuing to rely on Voith propulsion for the
ongoing expansion of the fleet. The new tugs will start operation in autumn
2016. With a length of 35m and a beam of 11.5m for the large as well as a
length of 29m and a beam of 9.5m for the smaller VWTs, the four tugs will likewise achieve speeds of 13 knots.
Alexandria is a busy metropolis of some four million inhabitants lying directly on the west side of the Nile Delta in
northern Egypt. Alexandria port is one of the most important trade ports in the region and around 60 percent of Egypt’s
imports and exports pass through it. It is currently being expanded and is expected to grow further in coming years.
www.marcon.com
26
Washburn & Doughty Associates of East Boothbay, Maine delivered the Hull
No. 114, “J.R.T. Moran” to Moran Towing of New Canaan, CT. The 93.0’ x
37.8’ x 15.4’ depth ASD tug is powered by twin 2,206kW EMD 12-710G7C Tier
3 diesels with Lufkin MV1600S gears and Schottel SRP 1515 azimuthing props
developing a total of 6,000HP and certified bollard pull of 75.07LT ahead and
75.51LT astern. Tug is classed ABS +A1, Towing, Escort Vessel, +AMS,
Unrestricted Service. Also delivered this year were “Payton Grace Moran” (Hull
111), “Kirby Moran” (Hull 112) (Photo left by Birk Thomas) and “James D. Moran”
(Hull 113), with “Jonathan C. Moran” (Hull 115), “Jack T. Moran” (Hull 116) and
Hulls 117 – 121 still under construction.
Fincantieri Bay Shipbuilding (FBS) of Sturgeon Bay, Wisconsin has delivered the AT/B unit, the tug “Leigh Ann
Moran” and double hull, coiled, unmanned petroleum tank barge “Mississippi” to Moran Towing Corporation of New
Canaan, Connecticut. This is the first complete AT/B unit delivered to Moran under a 2014 contract, although another
AT/B barge was previously delivered in May. One more AT/B unit, the 5,300HP tug “Barbara Carol Ann Moran” and a
120,000bbl barge, is scheduled for the second quarter of 2016. The 121’ x 36’ x 18’ depth “Leigh Ann Moran” (Hull 778)
is a 6,000HP tug with an Intercon C connection system powered by twin
EMD 12-710G7C Tier 3 diesels with Lufkin gears and stainless steel
fixed pitch props. The 494.6’ x 78.0’ x 41.0’ depth “Mississippi” is a
160,815bbl barge with a full load displacement, including lightship weight
and cargo deadweight, of 24,259LT and a 44.0’ deep notch. The A/TB
unit will work the East coast of the United States and in the Gulf of
Mexico. Tug is classed ABS +A1, Towing Vessel, +AMS RRDA, UWILD,
CPS, Unrestricted Service and has a certified bollard pull of 61.25mt.
Barge is classed ABS +A1, Oil & Chemical Tank Barge, RRDA, UWILD,
Unrestricted Service and has 10 heated cargo oil, 2 cargo slops and 11
segregated ballast tanks. Heated is provided by an 8.0 million BTU
volcanic thermal fluid heater and 11,200’ of stainless steel coil.
Another Moran Towing Corp. delivery this year was the “Mariya Moran” (Hull
175), built by Patti Marine Enterprises of Pensacola, Florida. The 121.0’ x
36.0’ x 18.0’ depth, 6,000HP AT/B tug, like
the “Leigh Ann Moran” above, is powered by
a pair of 2,238kW EMD 12-710G7C Tier 3
diesels 3.963:1 gears and stainless steel
shafts and 5-blade stainless steel fixed pitch
props. The tug will be paired with the 491’ x
78’ x 41’ depth,160,000bbl, double-hull,
ocean tank barge “Texas” under construction
at Bay Shipbuilding. Tug is classed ABS +A1, Towing Vessel, +AMS, RRDA, UWILD
and has a certified bollard pull of 59.55mt.
Triyards Holdings Limited of Singapore extended its product range to escort tugs for
new client Greenbay Marine Pte Ltd., a Singapore-based international specialist
marine craft group. Worth some US$12.8 million, the contract is for four RAstar 3400
ASD tugs excluding owner-furnished equipment and expected to be delivered by early
2017. Powered by 4,400kW engines, each of the 34m tugs will be specially constructed
for escort operations in adverse sea and weather conditions. The contract adds to
Triyards’ growing earnings visibility for financial year ending 31 August 2017 (FY17).
Triyards’ CEO, Mr. Chan Eng Yew, said: “This opportunity to work with Greenbay
Marine has enabled us to expand both our product and client base, reaffirming the
market relevance of our versatile and world-class engineering capabilities. We will
continue to execute our product and sector diversification strategy to build a diversified
orderbook.” Group’s orderbook was US$564 million as of October 2015 comprising nine
liftboats, two Multi-Purpose OSVs, three chemical tankers, a variety of aluminum craft, a
Floating Production, Storage & Offloading vessel turret as well as two industrial
fabrication projects, in various stages of construction.
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The end of last year, Jensen Maritime, Crowley Maritime Corp.’s naval
architecture and marine engineering firm, provided Crescent Towing of
New Orleans, Louisiana, designs for two, new Azimuth Stern Drive (ASD),
5,360HP tugboats. The designs are based on Jensen’s existing 92-foot
ASD tug design, which has been driven by vessel performance and
construction efficiency. The tugs are the fourth and fifth vessels Jensen has
designed for Crescent, with the most recent design having been delivered in
2010. “The high horsepower and compact, deep-draft design of the 2010
tug allows us to better serve a wide variety of our customer's current and
future needs in all aspects of ship assist,” said Keith Kettenring, Crescent
Towing’s executive vice president. Improvements made in the new designs
will yield more horsepower and increased stability during the tugs’ operation.
Additionally, a modified staple placement is expected to increase steering forces by approx. 30%. To accommodate
this increase, the tow point will be lowered and allowed to move further off center, increasing stability in working modes.
Increased brake tension on the bow winch will also accommodate the increased steering forces. Finally, in the new
design, tankage is divided to better control liquids on board, which will also
improve stability and trim control. “Horsepower is important for safety due
to the increasing size, tonnage and draft of the ships calling on our ports
now and in the future,” said Kettenring. “Horsepower is needed to better
control these ships to avoid accidents and environmental casualties.” The
70 metric ton bollard pull tugs, being built by Steiner Shipyard, Inc. in
Bayou La Batre, Alabama., can operate in a variety of modes making them
capable of towing, ship assist and escort duties. The vessels are outfitted
with Tier 3 GE 8L250 main engines and Rolls-Royce US 255FP Z-drives.
In September, Steiner reached a construction milestone as they turned
over the hull of one of the tugs. The tugs are scheduled for delivery in third
quarter 2015 and first quarter 2016.
Seattle’s Jensen Maritime designed, LNG-bunkering AT/B has been granted “approval in principle” by ABS. The
designation establishes that Jensen’s vessel concept, classed as an A1 Liquefied Gas Tank Barge, is compliant in
principle with ABS rules and guides. Ideal for mobile bunkering, Jensen’s AT/B is also oceans rated, meaning that it is
not limited to the intracoastal waterways, like many other similar types of LNG AT/Bs. This flexible design feature allows
the vessel to facilitate the transfer and use of small-scale LNG in places with limited infrastructure, including offshore
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locations. The ATB will be built with four 1,000m Type “C” LNG tanks (7 bar working pressure), enough LNG to fill up a
large containership twice before having to replenish its own supply. This capacity, combined with flexible operational
areas, makes it an ideal solution for a customer who has
significant LNG needs at one or more ports not located
near an LNG terminal. “This vessel is exciting for so
many reasons, but perhaps most notably because it
offers a solution for the maritime industry, which
struggles with whether to develop LNG infrastructure or
vessels first,” said Jensen’s Johan Sperling, VP. “This
unique concept offers customers an economical
alternative to sourcing LNG terminals or trucking LNG to
multiple ports. Additionally, the design was developed
using Jensen’s proprietary production engineering
capabilities, which makes the construction and assembly
more efficient. It’s an incredible package.” The barge measures 360’ x 60’ x 35’, with a combined tug-and-barge length
of 452’. The tug (under 500 GT US regulatory) features two GE 6L250 Tier 3 engines, each offering at least 2,035HP
and two Rolls-Royce 205 Z-drives, with a speed of 12 knots. The A/TB will carry 30,800g fresh water and 90,100g
ballast water and provides enough space for 12 crew. Safety features include a double hull, designed to help to protect
the A/TB’s 4,000g fuel tank and firefighting. Classed as a firefighting vessel FFV-1, the vessel is well equipped to
handle emergencies on board and can satisfy most requirements to have at least one FFV-classed tug escorting LNG
tankers into port. Finally, because there is no linkage between the tug and barge, the two can disconnect quickly in the
event of emergency. Expected time to build the ATB is between 18 to 30 months.
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Astilleros Zamakona SA of Spain is building two powerful, multi-purpose,
31.57m x 12.80m x 3.58m draft Voith Schneider Tractor tugs, based on a
design by Robert Allan, Ltd. Boluda Corporación Marítima’s subsidiary Boluda Towage and Salvage has launched a program to design and build
new tractor tugs to expand their current activities and
services in Spanish ports. This new program includes
construction of up-to ten Voith Water Tractors with 80 tons
bollard pull in the next five years. The first two tugs, Hulls
No. 768 and No. 769, are already under construction in
Astilleros Pasaia Zamakona and are to be delivered in
fourth quarter 2016. The tugs are powered by twin 2,800kW MaK 8M25E diesels developing a total
of 7,600HP MCR at 750RPM with Voith Schneider VSP 32R5 / 265-2 propulsion drives, DTL 1330
fluid couplings and Renk gears. Deck machinery will be provided by Ibercisa. The project was
developed jointly with Robert Allan Ltd. and the technical team of Boluda, so the design incorporates
the expertise of Robert Allan combined with Boluda’s practical experience in towing.
Built to an Argentine design in an Argentine yard, a new 28.77m x 10.20 ASD tug
will soon be at work in her home country. To be named “Brutus”, the tug was
designed by Ing. Emilio Noël and built by Astilleros Unidelta S.A. of Buenos Aires.
This shipyard, located on the Rio Lujan, in Tigre is noted for highly successful
catamaran ferries and continues this innovation with “Brutus”. The tug’s 4.68m
depth includes two Rolls-Royce US 205/P20 FP thrusters powered by a 16-cylinder
Cummins QSK60M diesel generating 2,700HP (2,013kW) at 1,900RPM. The hull
features a double chine broadening aft to give a fine deadrise to the stern allowing
the tug to operate efficiently in both ahead and astern modes. With a design speed
of 12kn, the 5,400HP tug is anticipated to deliver a 65-ton bollard pull. On the fore
deck a combination Rolls-Royce
hydraulic towing and anchor winch has
been installed; with a 65 ton Mampaey
quick release disc-type tow hook and a
three-ton capstan aft. Tug is also fitted
with a diesel driven pump-set powered by a Cummins 6BT5.9-D(M)
capable of delivering 200m3/hr to two 100m3/h fire monitors.
Accommodations are provided for up to ten crew. The vessel is certified
Lloyd’s Register Class ✠100A1 tug / Remolcador de Tiro de navegación
Marítima Nacional, Prefectura Naval Argentina. “Brutus” is designed to
work as a harbor and ship assist tug as well coastal towing. A sister is
also under construction. (Credit: Cummins Hottips).
Construction continues on the “Denise Foss” (Hull 021) at the Foss Rainier
Shipyard in Oregon as the bow, stern and lower-house sections, built separately,
were joined at Foss Rainier Shipyard (left) during the second week of September. The
130.0’ x 41.0 x 18.0’ Arctic Class tug is the second of three being built at the yard.
The first of the class, “Michele Foss” (Hull 020), (photo right) was christened last April
and worked during the summer on the Point Thomson oil field development project in
the Alaskan Arctic. The third tug,
“Nicole Foss” (Hull 022) is expected
to be delivered around end-2016 /
beginning 2017. Tugs are powered by
twin 2,710kW CAT C280-8 low
emission Tier 2 diesels developing a total of 7,370HP at 1,000rpm /
7,268BHP at 900rpm, Reintjes WAF 3455 5.524:1 gears and a
Nautican propulsion system with 126” fixed pitch props in kort nozzles.
Bollard pull was certified at 99.1mt. Foss’ Arctic Class tugs were
designed by Glosten Associates specifically for polar waters and
reinforced to maneuver in ice. Vessels are classed ABS +A1, Towing
Vessel, +AMS, ABCU, Ice Class D0, UWILD.
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In mid-October, Harley Marine Services of Seattle, Washington took delivery of their latest
AT/B tugboat, the “Barry Silverton”. Built by Conrad Industries in Morgan City, Louisiana,
the “Barry Silverton” is presently on its way to the West Coast via the Panama Canal. “Barry
Silverton” (Hull C-1080) is a sister tug to the “Emery Zidell” (Hull C-1060 built 2014) and
“Jake Shearer” (Hull C-1079 built 2015). Over the next few months
“Barry Silverton” will substitute for its sister tugs as they undergo
upgrades. In early 2016 the tug will be paired with the “Fight
A.L.S.”, an 83,000bbl tank barge under construction at Vigor Fab
in Portland, Oregon. The AT/B will be part of the Harley Marine
Gulf fleet and serve the Northeast U.S. trade in the winter and the
Gulf Coast trade in the summer. Tug is powered by two environmentally friendly GE L250 Tier
3 main engines developing a total of 4,492HP at 1,000 RPM. The 116’ x 36’ x 17’ depth tug
connects to the barge with a state-of-the-art articouple connection system. Tug capacities are
100,000g fuel, 7,390g water and 975g lube oil. The Gulf-based crew for the “Barry Silverton”
has been training for several months on the West Coast on the sister-tugs.
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On July 30 , Harley Marine Services celebrated the naming of their new azimuthing
assist tug, the “Lela Franco” at Terminal Island in Los Angeles, Southern California.
Both the “Lela Franco” (Hull 29) and her sister-tug “Michelle Sloan” are fitted with the
most environmentally conscious equipment possible and powered by Tier 3 engines.
The 80.0’ x 36.0’ x 14.6’ draft tugs were
built by Diversified Marine in Portland,
Oregon and powered by twin CAT
3515Cs (B-rated) developing a total of
5,150BHP, 5.98:1 gears US205FP
thrusters with 4-blade skewed props. This gives the tugs an estimated
bollard pull of 68 short tons ahead and 65 short tons astern. Towing gear
consists of a Markey DE PCF-48 bow winch with 600’ of 8” dia. Spectra
line with a 400,000lb. breaking strength and a Markey DEPC-32 stern
winch with 250’ of 6” line with a 200,000lb. breaking strength.
Rodriguez Shipbuilding, Inc. of Coden, Alabama built the twin screw tug
“James E. Brown” (Hull 314) for Thomas J. Brown & Sons, Inc. of Staten
Island, New York. The 74.2’ (reg.) x 30’ x 11.1’ vessel is powered by a pair of
CAT C32 diesels developing 1,000HP. Thomas J. Brown & Sons Inc. is a
marine towing operation that has been family owned and operated for three
generations. Established in Staten Island, New York, they have been serving
the greater New York / New Jersey area since 1927 - for over 8 decades.
Rodriguez was founded by Joseph Rodriguez, Sr., in 1976 as a builder of
fishing boats and quickly expanded into tugs and other types of workboats.
Sanmar has installed a new floating dock at its yard in Altinova,
Turkey. The RINA classed dock has been developed not only as a
standard floating dock but as a tool to facilitate launching of newly
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built vessels. With a deck reinforced to 10 tons/m in order to take a
24-axle Goldhofer heavy duty modular trailer/carrier and its load, the
dock has an unusually deep pontoon of 4m, an inner beam of 28m
and a length of 83.8m. It can lift a total of 3,000 tons, however,
provision has been made in the design enabling the dock, if required,
to be extended to 120m and reach a lifting capacity of 5,000 tons.
Two diesel generators of 312kW, each are IMO Tier II compliant and
the main switchboard is designed according to split-busbar principles. There are four identical ballast pumps that are
controlled by frequency drives. An electronic automation system is installed to control remote operated valves and
ballast pumps, tank level gauging, draft measurement and deflection. This system is based on two identical
touchscreens to control and monitor all parameters. High efficiency LED lighting is provided and the dock has very high
levels of built-in safety for the crew. Sanmar has also developed a state-of-the-art robot arm which connects the dock
to the shore. This eliminates using chains or ropes.
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According to Wärtsilä’s January – September 2015 Interim Report, while Q3 order intake
decreased 17% to €1,086 million (1,309), net sales increased 9% to €1,222 million (1,117)
supported by aftermarket activities and contribution from L-3 Marine Systems International. Over
the first nine months of 2015, order intake was stable at €3,529 million (3,562) and net sales
increased 6%. Wärtsilä expects net sales for 2015 to grow by 5-10% and operational profitability
(EBIT% before non-recurring items) to be 12.0-12.5%. Björn Rosengren, President and CEO:
“….We are well on track to reach our guidance for sales and profitability development this year.
Competition in the power generation markets is increasing and the current macroeconomic
uncertainty continues to cause delays in customer decision-making. Nevertheless, the project
pipeline is solid and we continue to see opportunities for improved activity in the upcoming
quarter. The Marine Solutions markets remain challenging. Low vessel contracting volumes,
together with weak sentiment in the offshore segment, is impacting our order intake. I am pleased
to note that our Services business is compensating well for the lower demand in our equipment
markets. Improved maintenance demand from marine customers and stability within power plant
service indicates a positive outlook for the rest of this year.”
Macroeconomic uncertainty continued to affect demand for new power generation capacity in the third quarter. There
are a good number of prospects, but investment decisions are being made slowly and many are being postponed.
Excess capacity resulting from low demand in the marine industry is causing engine manufacturers specializing in that
sector to enter power plant markets, thus resulting in increased competition and price pressure. From a geographical
perspective, signals are mixed. Emerging market growth continues to create projects, while in the industrialized world,
sustainable economic growth is needed in order to recover power plant investments. Wärtsilä’s quotation activity
developed well during the third quarter and remained focused on multi-fuel and natural gas based power plants.
During the period January-September 2015, 930 contracts for new vessels were registered (1,395), of which 319 came
in the third quarter (272). The low demand for new vessels continued to put pressure on newbuilding prices.
Contracting activity in the conventional merchant markets was slow, with orders for tankers and container vessels being
the most prominent. Gas carrier contracting remained below the strong volumes seen in 2014, with a total of 61 LNG
and LPG carrier contracts registered year to date (132). Depressed oil prices continued to limit demand in the offshore
markets. Contracting in the cruise & ferry segment remained on a
good level, with 21 vessels ordered thus far this year (25). The top
three shipbuilding countries continued to control contracting activity in
terms of compensated gross tonnage. South Korea and China
secured 35% and 26% respectively of all confirmed contracts. Japan’s
share of the confirmed contracts improved to 26%, thanks to
increased domestic ordering activity. Marine Solutions’ third quarter
order intake totaled EUR 407 million (463), a decrease of 12% from
the corresponding period last year. Compared to the previous quarter,
order intake increased by 4% (EUR 392 million in the second quarter
of 2015). Order intake for the recently acquired L-3 Marine Systems
International developed well. Included in the third quarter order intake
was the first order for the Wärtsilä 31 engine, which was launched in
June. Three engines will be delivered to an icebreaker being built for
FSUE Atomflot. Within environmental solutions, orders included exhaust gas cleaning systems for three passenger
vessels as well as ballast water management systems for eleven container vessels. In the gas carrier segment, orders
included two contracts to supply regasification modules to be installed on FSRU vessels owned by Höegh LNG from
Norway. Gas carriers represented 37% of the third quarter order intake, while the conventional merchant segment
accounted for 21%. The cruise & ferry segment’s share was 16%, special vessels represented 9% of the order intake,
navy 6% and offshore 5%. Other orders accounted for 7% of the total.
Uncertainty in financial markets and availability of financing are impacting timing of larger power plant projects in
certain markets. Low oil prices are affecting national infrastructure development in oil and gas producing economies.
This is evident in the Middle East where national budgets have been adjusted. Although oil and gas importing countries
benefit from low oil prices; power plant investment decisions are based on long-term price forecasts, not short-term
price swings. Delays in customer decision-making can occur in regions affected by geopolitical tension or by significant
currency fluctuations. In the industrial segment, investment decisions are impacted by demand for commodities, such
as minerals or cement. Price pressure continues to be a risk, as competition increases. The business environment for
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shipping and shipbuilding remains challenging. The weak short-term
global economic outlook, overcapacity and low demand for cargo
tonnage are the main obstacles to recovery in the conventional
shipping markets. Low oil prices, an oversupply of oil and gas and
reduced capital expenditure from oil companies continue to limit
offshore investments. Reduced newbuild prices may push yards to
squeeze suppliers on price. Vessel owners are negotiating extensions
to existing delivery contracts, which represents a risk to shipyard order
books. The risk of cancellations appears to be more limited. In the
Services business, slow economic growth and political instability in
specific regions represent the main risks for demand development.
The challenging conditions in several marine market segments are
also seen as a potential risk.
“Challenging” is definitely the key word for market outlook in all sectors. The
market for liquid and gas fuelled power generation is expected to remain
challenging as economic uncertainty continues. Despite slower economic
growth in emerging markets, growth in electricity demand will support power
plant investments. In OECD countries, low economic growth continues to
limit demand for new power plants. Low gas prices are driving demand in the
USA. The megatrend towards distributed, flexible gas-fired power generation
is gaining further ground globally. Increasing deployment of intermittent
renewable power, such as wind and solar, will require flexible solutions to
balance power systems. Electricity markets worldwide are being developed
to accommodate the necessary flexibility.
The overall outlook for shipping and shipbuilding markets also
remains challenging. Overcapacity continues to affect demand. Low
oil prices are impacting investments in offshore exploration and
development, resulting in weak contracting of offshore drilling units
and support vessels. Gas carrier contracting is expected to remain on
a normalized level. The outlook for the cruise segment remains
positive thanks to an anticipated increase in Asian passenger traffic,
while the outlook for ferries is supported by signs of economic
recovery in the USA and Europe. The importance of fuel efficiency
and environmental regulations are clearly visible. The regulatory
environment is driving interest in gas as a marine fuel in the wider
marine markets. The overall service market outlook is positive with
growth opportunities in selected regions and segments. An increase in
the installed base of medium-speed engines and propulsion
equipment is offsetting slower service demand for older installations and the uncertainty regarding short-term demand
in the merchant marine segment. The service demand for installations operating on oil based fuels is expected to grow
as low oil prices have had a favourable impact on operating costs. Although the decline in oil prices resulted in a
challenging outlook for offshore services in specific regions, the growth during recent years in the offshore installed
base partially compensates for a potential decline in service volumes.
In September, Wärtsilä introduced a new WST-14 thruster aimed at river and inland
waterway vessel applications. The space-saving compact design provides
increased reliability and efficiency, while also lowering costs. In June, the new
Wärtsilä 31 launched, a breakthrough engine featuring the most advanced
technology, significantly reducing maintenance requirements, while raising fuel
efficiency, fuel flexibility and operational optimization to levels beyond anything else
currently available. The engine achieved a Guinness World Records title for the
most efficient 4-stroke diesel engine with diesel fuel consumption as low as 165
g/kWh. It is available in 8 to 16 cylinder configurations and has a power output
ranging from 4.2 to 9.8 MW, at 720 and 750RPM.
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The Wärtsilä 31 engine has been selected to power a state-of-the-art, new generation, port icebreaker under
construction at the PJSC Vyborg Shipyard, Leningrad. The ship is being built on behalf of FSUE Atomflot, the
enterprise of ROSATOM, the State Corporation for Atomic Energy. According to procurement documents, contract for
the vessel is reportedly valued at RUB 6,008,550,000 (abt. US$ 95,122,642 as of date of report) and to be delivered
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30 November 2018. The order with Wärtsilä was signed in September. When delivered, the icebreaker will serve the
Yamal LNG project in Sabetta, located northeast of the Yamal peninsular in Russia. The project is one of the largest
industrial undertakings in the Arctic. Fuel efficiency and reliability were the two major deciding factors behind the choice
of the Wärtsilä 31 engine. Other key considerations were the engine’s operational flexibility and its outstanding
performance in extreme environmental conditions. The distinctive feature of the vessel is innovative propulsion
complex consisting of four thrusters with capacity abt. 2.5MW each. The thrusters are located in pairs in bow and in
stern that provides maximized operability in ice conditions,
excellent maneuverability and performance of special operations
in the water area of the Sabetta port where at the present moment
LNG plant is under construction. The new vessel will operate in
temperatures as low as minus 50°C. The new generation Aker
ARC 124 icebreaker will feature three 8-cylinder Wärtsilä 31
engines. The installation will also include Wärtsilä’s online
monitoring, thereby enabling operating condition to be closely
followed remotely. An additional characteristic of the newly
introduced vessel is that it will feature a totally new approach to
maintenance. The first major service required by the Wärtsilä 31
comes only after 8,000 running hours (compared to 2,000 running
hours for engines of a similar class), thus making the Wärtsilä 31 a clear leader in this field. This dramatic improvement
reduces maintenance costs to a previously unattainably low level, as well as greatly increasing the vessel’s uptime
availability. “We are confident that this project will be a success because of Wärtsilä’s credibility in the industry and the
positive experience from our long established partnership with this solutions provider. High vessel availability and fuel
efficiency are the key winning factors for any ship owner. The Wärtsilä 31 engines will facilitate a significant
improvement in vessel operations, making it extremely competitive on the market. This new icebreaker, powered by
Wärtsilä 31 engines, will be the most technologically advanced ship of its kind in the whole world,” noted FSUE Atomflot
First Deputy Director General – Chief Engineer Mustafa Kashka. “We are extremely proud to have the opportunity to
realize a project involving the newest and most modern domestic icebreaker. This vessel harmoniously combines the
operating flexibility and efficiency of the power plant, with high safety standards and good ergonomics of the ship’s
equipment. Despite the fact that the Vyborg shipyard has already had orders for six icebreakers, we are confident that
this icebreaker, the Aker Arc124 will rightly take its place among the most efficient modern domestic vessels operating
in Arctic waters,” says Alexander Solovyev, General Director of PJSC Vyborg Shipyard.
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On 3 November, Vyborg Shipyard laid down the lead Aker ARC130A
design, 22MW icebreaking support vessels for Gazprom Neft Novy Port the lead ship being named “Aleksandr Sannikov”. The series will consist
of two 5,000dwt vessels. Metal cutting for the lead ship started in August.
These Icebreaking Class 8 ships will operate at the Arctic terminal of the
Novoportovskoye field on the western bank of Ob Bay (Yamal peninsula).
The vessels capable of breaking up
to 2m of ice and are intended for
escorting of tankers, assistance during mooring, loading, rescue operations,
providing tug assistance, firefighting, participation in oil spill response. Under the
contract, the vessels should operate continuously under the temperature of up to
-50 С. The vessels will have a diesel-electric power plant with two 7,500kW
azimuthing thrusters aft and one 6,500kW forward. The vessels are to be
delivered to the customer before 2018. Major
characteristics: LOA – 121.7m; BOA – about
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26m; depth – 11.5m; unloaded displacement – 8,699mt……On 28 October, Viborg
launched the 119.4m x 27.5m diesel electric icebreaker “Novorossiysk” (Hull 231)
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which can reportedly break through 1.5m ice and on 5 October, sea trials were
successfully completed on the sister-vessel “Vladivostok” (Hull 230) (photo lower right).
Vyborg Shipyard PJSC is one of the largest shipbuilding companies of the NorthWestern Region of Russia with 65-years’ experience in shipbuilding.
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A new Polar Logistics Vessel being built for Terre Australes et Antarctiques Françaises (TAAF) and the French
Polar Institute (IPEV) and which will be operated by the French Navy, is to be powered by Wärtsilä propulsion
solutions. The ship has been contracted by Chantiers Piriou, Concarneau, France, based on a concept design issued
by Marine Assistance (France) and is scheduled to be delivered first half 2017. The contract for the Wärtsilä equipment
was signed in October. The 72m polar logistics and patrol icebreaker vessel
will carry out its first supply mission to the Dumont d’Urville station in
Antarctica in winter 2018. The stainless steel propellers to be supplied by
Wärtsilä conform to the Bureau Veritas icebreaker 5 ice class rules.
Wärtsilä’s experience and strong track record in providing solutions for
icebreakers and arctic research and support vessels were prime
considerations in award of the propulsion contract. The full scope of supply
comprises four in-line Wärtsilä 20 main engines, two Wärtsilä stainless steel
CP propellers and shaft lines, two Wärtsilä reduction gears, four Wärtsilä
NOR emissions after treatment systems and one Wärtsilä tunnel thruster. The
Wärtsilä NOR (NOx Reducer) systems will enable the ship to comply with IMO Tier III emission regulations. “For this
type of vessel that will be operating in the most challenging ice and weather conditions, reliability and efficient
performance are essential. Wärtsilä has a strong reference list indicating our ability to fulfil these requirements and we
are extremely pleased to be cooperating with Chantiers Piriou in this project,” says Aaron Bresnahan, VP Wärtsilä
Marine Solutions. The ship will have accommodation for 60 persons, cargo capacity of 1,200 metric tons and fitted with
a helideck large enough to accommodate two helicopters. The Wärtsilä equipment is planned for delivery in mid-2016.
The MAN Group recorded sales revenue of approx. €10 billion in the first nine
months of the fiscal year, down slightly on the prior-year figure of €10.2 billion. The
Commercial Vehicles business area recorded sales revenue of €7.2 billion. Sales
revenue at MAN Truck & Bus amounted to €6.5 billion, up 9% year-on-year. MAN
Latin America’s sales revenue declined in line with its order intake, decreasing from
€1.7 billion in the first three quarters of the prior year to €0.9 billion in the first nine months of
2015. Sales revenue in the Power Engineering business area increased to €2.8 billion in the
reporting period. At €2.4 billion, MAN Diesel & Turbo’s sales revenue in the first nine months
was up 5% on the prior-year figure. Renk recorded sales revenue of €352 million, on a level
with the previous year. MAN expects a slight year-on-year decline in sales revenue for the
current fiscal year as a whole. Operating profit will be significantly impacted, primarily by
restructuring expenses and the considerable deterioration in the market environment in
Brazil. The operating return on sales will more than halve year-on-year.
Caterpillar Inc.’s third quarter 2015 sales & revenues were $11.0 billion, down both from
US$ 13.5 billion in third quarter 2014 and $12.3 billion in second quarter 2015. 2015 outlook
is expected to be about $48 billion, down from $55.184 billion during 2014. “The
environment remains extremely challenging for most of the key industries we serve, with
sales and revenues down 19% from the third quarter last year. Improving how we operate is our focus amidst the
continued weakness in mining and oil and gas. We’re tackling costs and our year-to-date decremental profit pull
through has been better than our target. We’re also focusing on our global market position and it continues to improve
even in challenging end markets. Our product quality is in great shape and our safety record is among the best of any
industrial company today,” said Caterpillar Chairman & CEO Doug Oberhelman. “Our strong balance sheet is important
in these difficult times. Our ME&T debt-to-capital ratio is near the middle of our target range at 37.4%; we have about
$6 billion of cash and our captive finance company is healthy and strong. We’ve repurchased close to $2 billion of stock
in 2015 and more than $8 billion over the past three years. In addition, the dividend, which is a priority for our use of
cash, has increased 83% since 2009.” Sales and revenues for 2016 are expected to be about 5% below 2015.
Caterpillar expects Construction Industries’ sales to be flat to down 5% with some improvement in developed
countries offset by declining sales in developing countries. Energy & Transportation’s sales are expected to be down
5 to 10% as a result of continuing weakness in oil and gas coupled with a weaker order backlog than in 2015. Mining is
expected to be down again, resulting in a decline in Resource Industries’ sales of about 10%. The preliminary outlook
reflects weak economic growth in the United States and Europe with U.S. construction activity impacted by low
infrastructure investment and continued headwinds from oil and gas. It also reflects a slowing China, Brazil in recession
and continuing weakness in commodity prices.
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“Managing through cyclicality has been critical to Caterpillar’s success for
the past 90 years; it’s nothing new for us or our customers. When world
growth improves, the key industries we serve – construction, mining,
energy and rail – will be needed to support that growth. We’re confident in
the long-term success of the industries we’re in and together with our
customers, we’ll weather today’s challenging market conditions,”
Oberhelman said. “We can’t control the business cycle, but we continue to
drive improvements in our business. We’re implementing Lean to drive
improvements through our businesses and executing our Across the Table initiative with dealers to improve our market
position, service performance and value to customers. We’re also investing in emerging technologies and data
analytics tools to continue our role as an innovation leader for our customers. As we look ahead to what will likely be
our fourth consecutive down year for sales, which has never happened in our 90-year history, we are restructuring to
lower our cost structure. It’s painful and will affect thousands of people, but is essential for the long-term health of the
company and should position us for better results when conditions improve,” added Oberhelman.
Total sales and revenues were $10.962 billion in third
quarter 2015, compared with $13.549 billion third quarter
2014, a decline of $2.587 billion, or 19%. The decrease
was primarily due to lower sales volume and unfavorable
impact of currency due to continued strengthening of the
U.S. dollar against most currencies, with the largest
impact from the euro. While sales for new equipment and
aftermarket parts declined in all segments, most of the
decrease was for new equipment. Sales declined in all
regions. In North America, sales decreased 17%, primarily due to lower end-user demand across all the Energy &
Transportation applications and for construction equipment. Asia/Pacific sales declined 25%, primarily due to lower
end-user demand for mining equipment, products used in oil and gas applications and construction equipment. In
addition, the impact of currency was unfavorable as sales, mostly in Australian dollars and Japanese yen, translated
into fewer U.S. dollars. Sales decreased 31% in Latin America, primarily due to widespread economic weakness across
the region, which had a negative impact on demand for construction equipment and spending. The most significant
decrease was in Brazil. In EAME [Europe, Africa, the Middle East & the Commonwealth of Independent States (CIS)],
sales declined 13%, mostly due to the unfavorable impact of currency, as sales in euros translated into fewer U.S.
dollars and lower end-user demand for products used in mining equipment and power generation applications.
Sales decreased in all segments. Energy & Transportation’s sales
declined 25% as sales decreased across all of the applications and
the impact of currency was unfavorable. Construction Industries’ sales
decreased 15%, primarily due to lower end-user demand and the
unfavorable impact of currency. Resource Industries’ sales declined
17%, mostly due to lower end-user demand. Financial Products’
segment revenues were down 12%, primarily due to lower average
earning assets and lower average financing rates.
Energy & Transportation’s sales were $4.213 billion in the third quarter of 2015, a decrease of $1.372 billion, or 25%,
from the third quarter of 2014. The decrease was primarily the result of lower sales volume and the unfavorable impact
of currency, mostly from the euro. Sales decreased in all applications. Oil and Gas Sales decreased in much of the
world due to substantially lower oil prices. The decline was most pronounced in equipment used for well servicing and
drilling, with the most significant impact in North America, Caterpillar’s largest market for well servicing. Demand for
reciprocating engines used in gas compression applications was also down, but not as sharply. Transportation Sales
decreased in North America and were about flat in all other geographic regions. In North America, sales weakened
primarily due to the absence of a Tier IV locomotive offering. Power Generation Sales decreased in EAME and North
America and were about flat in Asia/Pacific and Latin America. In EAME, sales decreased primarily due to lower enduser demand and negative impact of currency. In North America, sales decreased largely because of unfavorable
changes in dealer inventories as dealers increased inventories in the third quarter of 2014 and decreased inventories in
the third quarter of 2015. Industrial Sales were lower in all regions. Lower sales in EAME were mostly the result of lower
demand and unfavorable impact of currency.
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In North America, Asia/Pacific and Latin America, decline in sales was
primarily due to lower end-user demand for most industrial applications.
Energy & Transportation’s profit was $635 million third quarter 2015,
compared with $1.151 billion third quarter 2014 due to lower sales
volume. Lower incentive compensation expense was about offset by the
unfavorable impact of cost absorption and variable manufacturing
inefficiencies driven by declining production volume. The unfavorable
cost absorption resulted from a decrease in inventory third quarter 2015,
compared to an increase third quarter 2014.
CAT expects world economic growth to be up slightly next year, from 2.4% in 2015 to 2.8% in 2016. Caterpillar expects
the improvement to be led by the United States and Europe, partially offset by slower growth in China and Russia and
continued recession in Brazil. As a result, CAT expects prices for key commodities in 2016 to be close to current levels.
While Caterpillar expects a small improvement in world economic growth, they do not expect it will be enough to
improve the key industries that they serve. Caterpillar does not expect construction or commodity-related industries like
oil and gas and mining to improve. 2016 sales and revenues are expected to be about 5% below 2015 with
Construction Industries’ sales to be flat to down 5%, with some improvement in developed countries offset by declining
sales in developing countries and Energy & Transportation’s sales down 5 to 10% as a result of continuing weakness in
oil and gas. Most of the decline is because sales in the first half of 2015 benefited from substantial order backlog that
was in place when the year started. In 2016, CAT expects a full year of weakness in oil and gas. Continued weakness
in mining is also expected to result in a decline in Resource Industries’ sales of about 10%. Uncertainty around China's
level of economic growth in 2016 has impacted commodity prices, which are at or near cyclical lows. This continues to
dampen demand for new equipment.
Caterpillar Marine’s dealer in Turkey, Borusan, signed a Letter of Intent with
Sanmar Shipyards for the supply of an extensive range of propulsion units over
the next three years. The Letter of Intent covers supply of CAT propulsion engines
and generator sets to Sanmar for their building program. At least 84 propulsion
engines and 86 generator sets are expected to be supplied between now and 2018.
These will include 26 x CAT C32, 22 x CAT 3512C, 36 x CAT 3516C propulsion
engines and 86 x CAT C4.4 generator sets. The engines will primarily power tugs
providing bollard pulls of between 60 and 85 tons. Caterpillar has a long and wellestablished relationship with Sanmar. Together with its customers, the shipbuilder
recognizes the many innovative design features incorporated in Caterpillar’s
engines. These include specially-designed ductile cast-iron engine blocks which
provide extra strength and stiffness compared with other engines in the same class. This, in turn, improves overall
stability of the engine when running at full load for maximum bollard pull. Together with other best-in-class components,
engines are optimized to provide optimal power-to-weight ratios without compromising material quantity or strength.
“The profile of the tugboat sector is changing,” commented Cem Seven, Sanmar’s Managing Director. “Consolidation
means there are fewer but larger tugboat operators which are increasingly focused on bigger, more powerful vessels to
meet the very best standards on sustainability. Demand is shifting to more innovative tugboats which are capable of
meeting the designed bollard pull more efficiently. This is what the Cat engines help us to
provide to our customers.” Mark Harrison, Caterpillar Marine Regional Sales Manager, said: “We
are delighted to have this seal of approval from one of the industry’s leaders. Our strategy is to
focus of designing products to help our customers be successful. For tugs, that is high reliability
at increased engine power with quicker acceleration while at the same time providing lower fuel
consumption, lower emissions and increased sustainability. Cat marine engines have proven
over many years to deliver this to our customers in the tug boat segment.” Levent Altun, Group
Manager at Borusan, Caterpillar’s dealer in Turkey, added: “Even with the latest design features
including advanced control and monitoring systems, Cat engines are renowned for ease of operation and straight
forward maintenance. Together with the company’s world-wide network providing constant customer support, Cat
marine engines and after-sales services are a perfect blend of state-of-the-art technology and sound human relations.”
Sanmar, one of the world’s leading tugboat builders, now provides vessels for many of the world’s leading tug
operators. Sanmar recently built and commissioned a second shipyard in Turkey to handle growing demand. This year,
Sanmar delivered 25 tugs to owners from ten different countries, establishing a new record for them.
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Harley Marine Services of Seattle, Washington again turned to Caterpillar, ordering four CAT 3516 marine propulsion
engines and four CAT Propulsion Marine Azimuthing Thrusters for their new harbor tugs being built at Diversified
Marine, Inc. of Portland, Oregon. Each of the tugs will feature two 1,920kW CAT 3516s and two MTA 524-T thrusters
with 2,400mm props. The MTA 524-T is a new design optimized for the operation profile of a tug. Based on the
standard MTA design, it includes features to maximize bollard pull, simplify installation &
maintenance, and increase maneuverability. The Harley Marine units will be delivered with
custom-made fixed-pitch propellers and a PTO-powered steering and lubrication system.
CAT Propulsion’s complete package for the tugs includes the engines, high-speed
shafting, controls and clutches……Earlier this year, Svitzer – part of the Maersk Group,
acquired a controlling stake in Brazilian harbor towage operator Transmar Servicos
Maritimos, representing their first step into the Brazilian towage market providing maritime
support services to harbor and offshore clients along the entire Brazilian coast. The company, now known as Svitzer
Brazil, has ordered four new tugs for delivery in mid-late 2017. The hulls INACE 604 – 607, are to be built by Industria
Naval Do Ceara S.A. of Fortaleza, Brazil. The 23.8m x 11.0m x 4.57m depth tugs will be powered by twin CAT 3616Cs
developing a total of 5,000HP at 1,600RPM and a bollard pull of abt. 60 tons.
Last July, the Fairplay Towage BV fleet in Rotterdam welcomed two new members: the hybrid
“tractor” tugs “Fairplay IX” and “Fairplay XI”. Each is equipped with a Schottel hybrid propulsion system.
It includes two Schottel Rudderpropellers SRP 4000 with hybrid gear boxes, two electric motors and an
integrated steering control system, specialized for hybrid propulsion. Tugs are required to fulfil a variety
of daily tasks - covering the full power spectrum, from stand by periods to towing operations. The
installed hybrid propulsion concept enables the Fairplay tugs to operate always with an optimal power
output. At part load, the electric motors (600kW each) suffice while two MTU 16V4000-M63L diesels
are employed for operation at full load. Here, the electric motor can be switched on to provide additional power. The
29.67m tractor tugs have bollard pulls of 90 tons and a max speed of 13.5kn. The Schottel hybrid propulsion concept is
suitable for Rudderpropellers with power input ratings of up to 4,200kW. It offers a
flexible combination of diesel engine and electric motor power due to the hybrid
gearbox. The power output of the electric motor is variable according to the applied
diesel engine performance and rotation speed. Hybrid drive systems reduce pollutant
emissions and fuel consumption, since the electric motor diminishes operating hours
of the diesel. This increases mean time between overhauls (MTBO) and reduces
maintenance costs. Another important feature is the included steering control which
is optimized for flexible operation with two
different motor types and integrated in the
vessel’s control panel from the outset. “It is a pleasure for us to see the two
Fairplay vessels in operation. While we equipped quite a lot of tugs from the
Fairplay fleet, these two are the first with our hybrid propulsion solution.” explains
Eric Steffens from Schottel. “We greatly enjoyed the co-operation with Astilleros
Armon shipyard and Fairplay and are already looking forward to share future
projects.” Tugs are classed DNV / GL +100 A5 E Tug, +MC E AUT FF(1).
In September, Svitzer again opted for Schottel propulsion. Six terminal tugs will be
built at Sanmar Shipyard in Turkey. The delivery of the first tug is to be expected in
Q4 2016. Svitzer says, the new fleet will consist of 70 Ton bollard pull RAstar 2800-E
Class ASD tugs, which are terminal tugs with escort capability and accommodation
space for eight crew members. The tugs are equipped with 2,000kW MTU engines
driving Schottel Rudderpropellers of type SRP 1515. The vessels will be purposebuilt for hot climates. Svitzer is known for their state-of-the-art fleet. Currently there
are eight further Schottel driven Svitzer tugs under construction, four of them soon to
be commissioned. In order to strengthen its leading market position, the German
manufacturer of marine propulsion systems opened a new Rudderpropeller factory in the summer of 2015. The factory
was built near company headquarters at a total investment volume of EUR 45 million and over a construction period of
about 2 years. It includes four production shops (up to 270m long and 18m high) and a three-story building for
administration, social and technical purposes – all amounting 23,000m² of production and office space. The new site
accommodates a total of 290 jobs in production and administration, including 20 apprentice positions. The factory has
been designed using the latest methods and is so versatile that it can be adapted to changing requirements over the
long term. With the new site, Schottel has increased its production capacity by roughly 30%.
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For more than 30 years, Thrustmaster of Texas, Inc. has been building brown water
propulsion equipment to excel in even the harshest operating environments. As a highlight of
Thrustmaster’s efforts to safeguard their products and exceed expectations in the most
demanding conditions, its American-made Z-Drive thrusters for towboats operating in the
inland waterways, are the first thrusters in the industry to include a built-in mechanical fuse or
quick release coupling. The incorporation of a quick release coupling at the input shaft of the
Z-drive gives operators the added protection from the inevitable debris that can line the riverbed. The quick release
coupling acts as a mechanical fuse whenever the drive line is blocked, for example should the propeller ingest a log, a
tire or other river waste that is typical during daily operations. After the obstruction is removed from the propeller, the
mechanical fuse can quickly be reset manually. The mechanical fuse, also called a torque limiting coupling, is a
component installed on the horizontal input shaft of the Z-drive and connects to the cardan shaft driven off of the
engine or electric motor. The concept behind the quick release coupling is that when the propeller or gear set and/or
drive line sees any spike in torque above the set limit for the coupling, then the
coupling instantaneously breaks free allowing the cardan shaft and engine to spin
freely without driving the thruster. The propeller and gear set are instantaneously
disconnected from the engine saving the propeller, gear sets and bearings, from
damage or complete failure. Therefore, not only avoiding the damage, but also
operational downtime, unnecessary dry-docking and crippling cost of repairs typically
associated with the competitions’ thruster run-ins with the inevitable debris. The quick
release coupling is a standard component on Thrustmaster’s line of Z-drives and sets
Thrustmaster’s series of inland water Z-drives apart from the competition. Benefits:

Max driveline protection: damaging inertias disengage at once

Set torque remains constant over time

Quick resetting for maximum uptime
Rolls-Royce announced plans to continue the transformation of its Marine
business through a program of increased investment in research and
development and further efficiencies, as it positions the business for the
future, following the continuing impact of the sharp fall in oil prices.
Proposals will build on a series of cost reduction initiatives carried out over
the past two years and focus on improving competitiveness by reducing corporate and administrative costs with most of
the early savings reinvested in increased R&D activity. Profit and revenue guidance for the Marine business, remains
unchanged. The number of employees will be reduced by up to 400 worldwide by the end of next year, in addition to the
reduction of 600 employees previously announced in May, which was also driven by impact of the low price of oil and
subsequent fall in orders. Mikael Makinen, Rolls-Royce, President – Marine, said: “After many years of strong
performance through to 2013, led by good growth in the oil and gas sector, our order book
and profitability have been adversely impacted by the sharp and subsequently prolonged drop
in the price of oil. This is a fundamentally strong business, but we have to take decisive action
to position it for future growth, with a structure that is simple, efficient and effective. At the
same time we will sharpen our focus on the marine technologies of tomorrow by significantly
increasing our current rate of investment in research and development. Reducing our
workforce is never an easy decision, but the continued weak oil price and the need to become
more competitive, means it is necessary, if we are to build a strong base from which we can
successfully grow this business in the future.” Rolls-Royce expects the proposals will
generate full year savings of £40m, with incremental benefits from 2016 onwards; most of the
early savings will be invested in increased R&D activity…… Rolls-Royce signed a contract for
delivery of 12 azimuthing thrusters to Sanmar Shipyard, with an option for an additional 30
units. The azimuth thrusters from Rolls-Royce, will provide propulsion for 6 tugboats rising to
21 if the option is exercised. Each tugboat has a bollard pull of 60 to 80mt. Rolls-Royce range of azimuth thrusters are
manufactured at the company’s Rauma site in Finland. Helge Gjerde, Rolls-Royce, President Commercial - Marine,
said: “Sanmar Shipyard and Rolls-Royce have a long term relationship. This year we delivered our 150th thruster to
Sanmar and the announcement of this further contract extends our long standing and continued cooperation.” Cem
Seven, Board Member of Sanmar, said: “We have accomplished world-class projects in the field of tugboat building and
this year we will be breaking our construction record with a total of 25 craft. We would like to thank Rolls-Royce for their
contribution to our success over many years.” The contracted thrusters will be delivered during 2016, to be installed on
vessels for European and Middle East tug operators. The deliveries from Rolls-Royce include a thruster control system.
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Rolls-Royce and the Turkish shipbuilder Sanmar Shipyards have signed a letter of
intent for the supply of MTU engines. The Class RAstar 2800-E Azimuth Stern Drive
tugs currently being built by Sanmar are to be powered solely by MTU Series 16V
4000 M63 and M63L engines and by a Rolls-Royce or Schottel propeller system. The
engines of this series are extremely efficient, in addition to offering low fuel
consumption and low maintenance costs due to a high TBO (Time Between
Overhaul). They also meet EPA Tier 2, IMO Tier II and ZKR II emission standards.
The MTU brand is part of Rolls-Royce Power Systems within the Land & Sea division
of Rolls-Royce. “This collaboration is an important step for us. The Turkish tug
market is highly competitive,” said Ekrem Kuraloğlu, Managing Director of MTU
Turkey. “Sanmar Shipyards is one of the leading tugboat builders worldwide.
With this agreement, MTU is now becoming a key supplier of Sanmar. We are
delighted with the trust Sanmar has once again placed in our engines and
services.” MTU and the Turkish shipbuilder Sanmar have been working
together since 2009. In 2014, MTU delivered four 16V 4000 M63L engines for
two new Sanmar tugboats with a bollard pull of more than 70 tons. Now another
twelve 16V 4000 M63 engines each delivering 2,000kW are on order for six
more RAstar 2800-E Class ASD tugs. Sanmar Shipyards will deliver the first
tugs to the Danish tug operator Svitzer in the fourth quarter of 2016. The tug
vessels, which deliver a bollard pull of 70 tons, will be used in terminals.
Cummins Inc. announced restructuring and cost reduction actions to respond to a slowdown in
global markets and lowered its 2015 outlook. Cummins expects to reduce its professional
workforce by up to 2,000 people, with the majority completed by the end of this year. These actions
are expected to deliver annualized savings of $160 to $200 million and Cummins will record pre-tax
costs of between $70 million and $90 million associated with the workforce reduction in fourth
quarter 2015. Adjustments to manufacturing capacity are already being made on a facility-by-facility
basis and Cummins will evaluate if more significant restructuring actions are required. “We are
taking difficult but necessary actions to lower costs in the face of weak demand in many of our markets.” said Tom
Linebarger, Chairman & CEO. “Global off highway and power generation markets
have been weak for some time and are worsening. Industry orders in key end
markets in Brazil and China are at multi-year lows and showing no signs of
improvement in the near-term. Given the uncertainty in the global economy, we
expect challenging conditions to persist for some time. We have a very
experienced leadership team at Cummins that knows how to manage effectively
through periods of weak demand and ensure that the Company emerges
stronger, with higher profitability and stronger leadership positions in our largest
markets, as it has in prior cycles.” Third quarter revenue of $4.6 billion decreased
6% from the same quarter 2014. Currency negatively impacted sales by 4%
primarily due to a strong U.S. dollar. Revenues in North America increased 4%
while international sales declined by 18%. Within international markets, lower
revenues in Brazil, Europe and China were partially offset by growth in India. Earnings before interest and taxes
decreased in the third quarter to $577 million, or 12.5% of sales, down from $684 million or 14.0% of sales a year ago.
Net income attributable to Cummins was $380 million in the third quarter, compared to $423 million a year ago. Based
on current forecast, Cummins expects full year 2015 revenues to be flat to down
two percent, compared prior guidance of 2 – 4% growth . EBIT is expected to be
12.75 to 13.0% of sales, excluding costs associated with restructuring and other
cost reduction actions, down from the previous guidance. “We are disappointed
with our results in the third quarter, but we are responding quickly to softening
demand,” said Rich Freeland, President and COO. “Through a combination of
workforce actions and targeted capacity reduction we will position the Company
for stronger financial performance when market conditions improve.” Cummins’
engine sales were $2.5 billion, down 10% from the same period in 2014.
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The Economy, Trade & the Towing Industry
Global growth for 2015 is projected at 3.1%, 0.3 percentage point lower than in 2014.
Prospects across the main countries and regions continue to remain uneven. Relative
to last year, the recovery in advanced economies is expected to pick up slightly, while
activity in emerging market and developing economies is projected to slow for the fifth
year in a row, primarily reflecting weaker prospects for some large emerging market
economies and oil-exporting countries. Six years after the world economy emerged
from its broadest and deepest postwar recession, a return to robust and synchronized
global expansion remains elusive. Revised forecasts in the International Monetary
Fund’s latest “World Economic Outlook” underscore the challenges all countries face.
Despite considerable differences in country-specific outlooks, new forecasts mark
down expected near-term growth rates marginally, but nearly across the board.
Moreover, downside risks to the world economy appear more pronounced than they did
just a few months ago. Near-term economic growth still looks stronger in advanced
economies, compared with the recent past, but weaker in the emerging market and
developing economies that account for a growing share of world output and will still account for the lion’s share of world
growth. Within advanced economies, receding legacies of recent crises, coupled with protracted monetary policy
support and a return to fiscal neutrality, have underpinned generally accelerating output and falling unemployment,
although deflationary pressures remain. Recovery is most advanced in the United States and United Kingdom, where
monetary policy looks likely to tighten soon, but is more tentative in the euro area and Japan. In countries outside of
advanced economies, sources of slower growth are diverse, ranging from commodity price declines (which are also
affecting a few advanced economies adversely), to overhangs from past rapid credit growth, to political turmoil. Of
course, countries with multiple diagnoses are faring worst, in some cases also facing higher inflation.
For countries that export oil and other commodities, changes in
prices affect both the output gap and potential output itself, so
recent movements in commodity prices also inform the nearterm and longer-term output forecasts. Those movements
have been dramatic, in part because of changes in China’s
economy and affect low-income commodity exporters with
particular force. The world’s most important importer of metals,
China maintained very rapid growth rates during the 2000s
through 2011; as commodity prices rose, exporters invested
heavily in capacity, fueling domestic growth. China’s leadership
recently targeted lower growth rates, however, as it seeks to
rebalance its formerly export- and investment-driven economy
in favor of consumption, including of services. Commodity
prices weakened, particularly in recent weeks. After increasing
in the spring from their January trough, oil prices declined
sharply, reflecting resilient supply, prospects of higher future
output following the nuclear deal with the Islamic Republic of
Iran and weaker global demand. Metal prices have also fallen on concerns about global demand, especially the
slowdown in commodity intensive investment and manufacturing activity in China, but also owing to increases in supply
following the past mining investment boom. These global factors—and country-specific developments—point to a
weaker recovery in 2015 and 2016 than previously envisaged and higher downside risks. Growth in advanced
economies is projected to increase modestly this year and next year. This year’s developments reflect primarily a
strengthening of the modest recovery in the euro area, supported by declining oil prices, accommodative monetary
policy and in some cases, currency depreciation. Japan slipped back into recession though as their GDP declined an
annualized 0.8% in the third quarter following a revised 0.7% drop the second quarter – its fifth recession since the
financial crisis of 2008. The pickup in advanced economies is tempered by lower growth in commodity exporters—
particularly Canada and Norway—and in Asia (in particular, Korea & Taiwan Province of China). Unemployment is
declining, but underlying productivity growth remains weak, including in the U.S., where the recovery is more
entrenched. This heightens concern about the medium-term outlook. Some pickup in growth is expected in 2016
especially in North America, but medium-term prospects remain subdued, reflecting a combination of lower investment,
unfavorable demographics and weak productivity growth. The recent further decline in oil prices, as well as in prices of
other commodities, should support demand in the majority of advanced economies that are net commodity importers,
but the slowdown in emerging markets will imply weaker exports.
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Global growth moderated in the first half of 2015 and corresponding world
trade volumes slowed markedly – weakening more than GPD. This highlights
that economic growth in services and other non-tradables sectors has been
relatively stronger than the tradables sector. World trade growth is projected to
remain modest, as in the past two years. A pickup in trade is forecast for
advanced economies. For emerging markets import growth is projected to
decline further, reflecting weakening domestic demand and depreciating
exchange rates, but export growth is projected to increase, sustained by
higher oil exports from the Middle East and the pickup of domestic demand in
advanced economies. World trade and GDP tend to grow in tandem, but trade experiences stronger fluctuations,
particularly in declines. The sluggish post-crisis economic expansion (2.5% rise in GDP per year on average from 2010
to 2014) was accompanied by mediocre trade developments, as exports increased by only 3% on average per year.
Summary of World Trade Volumes & Prices in Goods
Averages
1997-2006
2007-16
Volume
+7.1%
+3.3%
2007
2008
2009
2010
2011
2012
2013
2014
Projections
2015
2016
+7.2%
+2.5%
-11.8%
+14.3%
+6.7%
+2.5%
+3.0%
+3.1%
+3.0%
+3.9%
$18,092
$105.01
$18,521
$104.07
$18,611
$98.25
$16,531
$51.62
$16,984
$50.36
World Exports in Billions of U.S. Dollars
Goods
Avg. Oil $/BBL
$7,291
$31.21
$16,323
$82.03
$13,661
$71.13
$15,731
$97.03
$12,261
$61.78
$14,929
$79.03
$17,911
$104.01
According to the OECD, emerging market challenges, drop in trade and concerns about potential output
suggest higher downside risks and vulnerabilities compared with the OECD’s June global Outlook. In the
US, output remains on a solid growth trajectory, propelled by household demand, with GDP expansion
expected to be 2.5% next year and 2.4% in 2017. Recovery in the euro area is set to strengthen, helped
by accommodative monetary policy, lower oil prices and an easing of the pace of budget tightening. Euro
area activity is expected to grow by 1.8% in 2016 and 1.9% in 2017. In Japan, recovery was derailed in
2015 by a sharp slowdown in demand from other Asian economies and sluggish consumption. Japan’s GDP growth is
expected to accelerate to 1.0% next year, but to slow to 0.5% in 2017 due to the planned consumption tax hike.
Economic growth in China is projected to slow to 6.8% in 2015 and to continue to decline gradually thereafter, reaching
6.2% by 2017, as activity rebalances towards consumption and services. Achieving
this rebalancing, whilst avoiding a sharp reduction in GDP growth and containing
financial stability risks, presents significant challenges. In other emerging
economies, headwinds have generally increased, reflecting weaker commodity
prices, tighter credit conditions and lower potential output growth, with the risk that
capital outflows and sharp currency depreciations may expose financial
vulnerabilities. Brazil and Russia have experienced recessions and will not return to
positive growth in annual terms until 2017. By contrast, growth prospects in India
remain relatively robust, with GDP growth expected to remain over 7% in the coming
years, provided further progress is made in implementing structural reforms.
Based on preliminary data, the volume of world trade grew 0.5% in September
from the previous month, following a 0.6% decrease in August. Advanced
economies saw a rise in both import & export volumes. Emerging economies’
import volume declined, while their export volume rose. These average outcomes hide quite some regional variation,
many country blocks recording sign reversals in monthly volume growth at either the import or export side, or both.
Because of volatility of monthly trade figures, momentum is a preferred measure of growth. Trade momentum was
1.1% in September, down from a 1.8% in August. As import & export momentum were relatively steady in advanced
economies, the decline in momentum at the world level was due to a loss of momentum in emerging economies, most
notably in Asia (imports & exports) and Central and Eastern Europe
(exports). According to preliminary data, world industrial production
increased 0.3% in September, following zero growth in August.
Production stagnated in advanced economies, while production rose
0.6% in emerging economies. In advanced economies momentum was
positive for the first time in five months. In Japan momentum became
more negative (in spite of positive turnaround in September), whereas
in other advanced blocks momentum was up. In Latin America,
momentum has been consistently negative since December 2014.
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Total nonfarm payroll employment increased by 211,000 in November and the unemployment rate
was unchanged at 5.0%, the U.S. Bureau of Labor Statistics reported. Job gains occurred in
construction, professional & technical services and health care. Mining and information lost jobs. The
number of unemployed, at 7.9 million, was essentially unchanged. Over the past 12 months, the
unemployment rate and official number of unemployed persons are down by 0.8% point and 1.1
million, respectively. The number of long-term unemployed (those jobless for 27 weeks or more) was
little changed at 2.1 million in November and has shown little movement since June. In November,
these individuals accounted for 25.7% of the unemployed. The civilian labor force participation rate, at 62.5%, changed
little in November. The employment-population ratio was unchanged at 59.3% and has shown little movement since
October 2014. Persons employed part time for economic reasons (involuntary part-time workers) increased by 319,000
to 6.1 million in November, following declines in September and October. These individuals, who would have preferred
full-time employment, were working part time because their hours had been cut back or because they were unable to
find a full-time job. Over the past 12 months, persons employed part time
for economic reasons is down by 765,000. In November, 1.7 million persons
were marginally attached to the labor force, down by 392,000 from a year
earlier. 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 just not counted because they had not searched for work in the 4
weeks preceding the survey. Among marginally attached, there were
594,000 discouraged workers, little changed from a year earlier.
Discouraged workers are not currently looking for work because they
believe no jobs are available for them. The remaining 1.1 million persons
marginally attached to the labor force in November had not searched for work for reasons such as school attendance
or family responsibilities. Employment in construction rose by 46,000 in November, with much of the increase occurring
in residential specialty trade contractors (+26,000). Over the past year, construction employment has grown by
259,000. Employment in mining continued to decline in November (-11,000), with losses concentrated in support
activities for mining (-7,000). Since a recent peak in December 2014, employment in mining declined by 123,000.
Employment in other major industries, including manufacturing, wholesale trade, transportation and warehousing,
financial activities and government, changed little over the month. Regardless of how good a 5% unemployment rate
sounds, especially considering the peak of over twice that in 2009, if you take in account 1,717,000 persons marginally
attached to the labor force, 594,000 discouraged workers, 6,086,000 employed part time for economic reasons and
7,937,000 officially unemployed the U.S. a total of 16,334,000 either under or unemployed which is still 10.38% of the
U.S. civilian labor force – although we have to admit much better than the 18.12% ten years ago.
The euro area (EA19) seasonally-adjusted unemployment rate was 10.7% in October 2015, down from 10.8% in
September 2015 and from 11.5% in October 2014. This is the lowest rate recorded in the euro area since January
2012. The EU28 unemployment rate was 9.3% in October 2015, stable compared to September 2015 and down from
10.1% in October 2014. This is the lowest rate recorded in the EU28 since September 2009. These figures are
published by Eurostat, the statistical office of the European Union. Eurostat estimates that 22.497 million men and
women in the EU28, of whom 17.240 million were in the
euro area, were unemployed in October 2015. Compared
with September 2015, the number of persons
unemployed decreased by 36 000 in the EU28 and by 13
000 in the euro area. Compared with October 2014,
unemployment fell by 1.942 million in the EU28 and by
1.302 million in the euro area. Among the Member
States, the lowest unemployment rates in October 2015
were recorded in Germany (4.5%), the Czech Republic
(4.7%) and Malta (5.1%) and the highest in Greece
(24.6% in August 2015) and Spain (21.6%). Compared with a year ago, the unemployment rate in October 2015 fell in
twenty-four Member States and increased in four. The largest decreases were in Spain (from 23.9% to 21.6%),
Slovakia (from 12.7% to 10.7%), Ireland (from 10.7% to 8.9%) and Croatia (from 17.6% to 15.8%). The increases were
registered in Finland (9.0% to 9.5%), France (10.5% to 10.8%), Belgium (8.6% to 8.7%) and Romania (6.7% to
6.8%)……September’s overall unemployment rate in Singapore was 2.0%, the same as in June and up from 1.8% last
March. Resident unemployment has been increasing slowly from 2.5% in March to 3.0% in September. Malaysia’s
unemployment rate of 3.2% was the same as in August, but up from 2.7% the same time last year. The number of
unemployed in South Korea totaled 839,000 in October, down 19,000 or 2.3% year-on-year, while the economically
inactive population increased 176,000 or 1.1% year on year.
42
www.marcon.com
A slump in dry bulk shipping sector - taken
as a barometer for world trade - is expected
to worsen as the meltdown in global
commodities continues as overcapacity
afflicts the market. Slower coal and iron ore
demand from China - the world's biggest
industrial importer - has battered the dry bulk
sector, already in the midst of its worst ever
downturns that is expected to extend well
into next year, Reuters reports. This week
the Baltic Exchange's main sea freight
index, which tracks rates for ships carrying
dry bulk commodities plunged to an all-time
th
low – 498.00 as of 26 November. A slump in oil and other commodity prices, due to slowing Chinese demand, has
widely been seen as one of the reasons for US Federal Reserve hesitancy in tightening policy, said Reuters. (Graph
Credit: BloombergBusiness)
Weaker trade from Russia and China is affecting container throughput across the world.
The operating result at the Port of Hamburg dropped by 5.6% to € 123.9 million in the
first nine months of 2015. Revenue declined by slightly less – 4.2% – and came in at €
868.9 million. Container terminals in Hamburg and Odessa handled 5.0 million TEU in the
first three quarters, 11.8% less than in the previous year’s period. This primarily resulted
from a 21.8% drop in feeder traffic with the Baltic region – in particular a decrease of
almost 40% in traffic to and from Russia – and from lower volumes in traffic to and from
Asia. By contrast, container transport of intermodal companies increased by 2.4% to 996
thousand TEU compared to the first three quarters of the previous year. At 70.8 million tons, Hamburg’s first half
seaborne cargo throughput was just below the previous year’s. Bulk cargo handling showed a dramatic rise of 19%
primarily due to strong coal and ore imports, totaling 11.5 million tons, which led to grab cargoes powering growth. Coal
imports reached 3.8 million tons, producing a strong growth of 46.3%. Grain exports at 5.3 million tons were up 22.4%
and first-half year throughput of liquid cargoes of 6.7 million tons were 3.3% lightly lower than 2014. Non-containerized
general cargo, large plant elements and wheeled cargoes for example, remained 5.8% below the previous year. At 4.5
million TEU, container handling in the first six months of 2015 did not keep pace with the previous year’s strong
performance. The 6.8% downturn was primarily attributable to weak foreign trade for the port’s two leading partners China and Russia, for which container traffic totals via Hamburg were distinctly
lower than last year’s, for China by 10.9% at 1.3 million TEU and for Russia by
35.9% at 212,000 TEU. In addition to trade sanctions still in force, other factors
such as the weak ruble, fall in the oil price and economic recession have also
caused a distinct downturn in container throughput in Hamburg. “Goods from
abroad are becoming costlier for Russian importers. Willingness to consume or
to invest in Russia is noticeably dwindling. The IMF is assuming a 3.4% drop in
Russian GDP this year. The fact that 32.1% fewer containers were handled in
the first half of the year in Russia’s Baltic ports than in 2014 serves to underline
this description of the current economic situation,” says Ingo Egloff, CEO of Port
of Hamburg Marketing.
French port Marseille Fos maintained 2015 growth across main business sectors with cargo
throughput to end September totaling 60.9 million tons up 4% on the first nine months last
year. Container traffic gained four points in tonnage and unit terms on 8.8MT and 915,036
TEU after further advances in both Marseille and Fos harbor areas. Deep sea volumes at Fos were helped with the
maiden call of the 14,000 TEU China Shipping Container Lines “Venus” following their decision to increase capacity on
its Asia-Mediterranean-Europe service. Container performance nudged general cargo to a 1% rise on 13.5MT, which
included 2.9MT from Ro-Ro (+4%) and a 6% increase in new car imports/exports. Liquid bulks finished four points
better on 36.6MT, driven by 4% growth in crude oil & petroleum products to 33.9MT. Crude imports were up 6% at
19.6MT as refineries took further advantage of low prices. Their output balanced a consequent fall in imports of refined
products, where total volumes held steady on 9.5MT. Dry bulks repeated the 8% half-year increase to reach 10.8MT for
the nine months, with steel industry volume – mainly raw materials imports - improving 6%. Agro-bulks fell 12%.
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43
The handling of goods in the Port of Rotterdam increased by 5.4% in the first nine months. Allard
Castelein, CEO Port of Rotterdam Authority: "The growth is almost entirely due to the increase in
the handling of crude oil and oil products. Most other types of goods were handled in similar
quantities as last year. Since oil represents about half of the throughput, the port achieved a good
growth rate. Dry bulk is usually a fairly stable industry, but currently the handling of iron ore and
agri-bulk is lagging behind somewhat. In the container sector, growth opportunities are currently
still limited because the new terminals are not yet operating at full speed." The throughput of crude
oil increased by 8.5%. Main reason is the low price of oil, which ensures good margins as a result of which refineries
are processing more crude oil than last year. This applies not only to the five refineries in Rotterdam and the five in
Germany, Antwerp and Vlissingen, which are supplied from Rotterdam, but also those in Russia. Especially the latter
produce a relatively large amount of fuel oil which is shipped to the Far East via Rotterdam. This is the main reason
that the handling of oil products increased by 22.1%. The throughput of LNG almost doubled. As gas prices in Asia
have dropped significantly and are now comparable to those in Europe, the supply here is increasing. In absolute
terms, the handling volume of LNG is still limited. Other liquid bulk decreased by 1.2%. In total, 12.5% more liquid bulk
was handled. Dry bulk shows a slight downward trend across the board. The handling of agribulk fell by 11.7% since
the harvests in Europe are good this year and therefore less is imported. The throughput of
coal remained at the same level, that of ores and scrap fell by 2%. The reason is that
German steel production has not really increased yet and Europe imports steel from China
via southern European ports. In total, 3.1% less dry bulk was handled. Measured in TEU
(container size), the handling of containers in the first nine months was 1.0% higher than last
year. In tons, the handled volume was virtually the same (+0.2%). This is caused by lower
Chinese exports, slowing of the growth of emerging economies such as Brazil and the
deterioration of the Russian economy which reduces the throughput of containers (short sea
and feeder traffic) to this region. Moreover, the new terminals on Maasvlakte 2 are not yet
operating at sufficient speed to handle large volumes. The container terminals on
Maasvlakte 1 have a high occupancy rate. This is currently limiting the growth. Within the
container sector, it is mainly the (short sea) traffic to the British Isles that increases due to a
strong UK economy. This, combined with strikes by ferry companies in Calais and problems
with the Channel Tunnel, is also the reason that roll on/roll off traffic across the North Sea
has increased by 11.4%. Other break bulk decreased by 7.6%. Combined, breakbulk (roll
on/roll off and other breakbulk) increased by a total of 6.9%.
DP World Limited handled 46.5 million TEU across its global portfolio of container terminals
during the first nine months of 2015, with gross container volumes growing by 3.2% on a likefor-like basis. On a reported basis gross volumes grew by 3.7%. Growth in the nine months was
largely driven by Europe and UAE terminals. The UAE handled 11.9 million TEU, representing
growth of 4.0%. The European portfolio continued to be robust despite the difficult market
conditions. The Indian subcontinent delivered an improved performance as it benefitted from
the recent capacity addition at Nhava Sheva (India). Performance in the Americas has
remained challenging due to continued weak economic conditions. DP Worlds portfolio of
consolidated terminals handled 21.9 million TEU during the first nine months of 2015, a 3.2% improvement when
compared with the same period last year. On a like-for-like basis, consolidated volumes increased 2.5%.
Total cumulative container throughput through the end of October at the Port of Hong Kong was
17,045 thousand TEU, down 8.7% year-on-year for the same 2014 period. Although the figures
are not available for total seaborne & river trade for October, July’s cumulative preliminary
statistics for seaborne freight (inward & outward) was 105,308 thousand tons, down 9.3% while
river trade was 54,186 thousand tons, down 0.7%. A statistic always of interest of the local harbor
tug operators are ocean vessel arrivals which at 18,099 were down 0.5% for cargo vessels and
1,624 passenger vessels, down 13.3% for 2015 through the end of August.
Singapore's Maritime and Port Authority reported a 16% decrease in container movement in
October, having handled 2.5 million TEU compared to 2.97 million TEU in October last year. Total
container throughput at the Port of Singapore was 26,002.8 thousand TEU for the first 10 months of
this year, down 7.5% from the 28,101.8 thousand TEU for the same time period in 2014, while total
cargo through October was 484,197.9 thousand tons, down from the 485,116.4 thousand tons reported
last year. Total vessel calls are also down to 40,890 to-date this year vs. 41,621 in 2014.
www.marcon.com
44
According to the Daily Shipping News out of Hong Kong, the Asia-Europe
trade outlook going into 2016 has become increasingly uncertain because of the
big unknown, namely when will the Chinese economy, the key driver of the
head-haul westbound leg, bottom out. Highlighting the deteriorating outlook was
the Chinese central bank's decision to trim benchmark interest rates for the
sixth time in 12 months in October in a bid to support an economy on track to
grow at its slowest pace in 25 years. Questions also exist about whether the
eurozone can maintain its snail's pace recovery - and boost its imports from
China - going into 2016. Carriers simply don't know what's around the corner.
"What we think is happening is the renminbi has appreciated a lot versus the
euro," Maersk's Group CEO Nil Andersen told CNBC recently: “"First, we've seen a reduction in stocks and then
disappointing peak-season trade from Asia to Europe. Currency and
competitiveness are surely playing a role. We need to understand the
underlying conditions better." The China factor is impacting the entire industry.
Hapag-Lloyd cut its initial public offering from US$ 500 million to $300 million,
trimmed the offer price and delayed its stock exchange debut in response to
market volatility linked largely to China's declining exports and Volkswagen's
emissions scandal, the IHS Media reported. Hong Kong-based OOCL's AsiaEurope revenue slumped 32.3% in the third quarter, outpacing an 11.5% decline
in traffic, in sharp contrast to its trans-Pacific operation, where cargo volume
grew 9.5% year-over-year while revenue dipped just 0.2% year over year.
Some companies have managed to ride out the China downturn. Switzerland-based global forwarder Kuehne + Nagel,
for example, credited a 9% increase in third-quarter operating profit in part to a switch to the US containerized import
trades from the troubled Asia-Europe route, where it has turned away low-margin, money-losing business. And the Port
of Antwerp grew its Asian traffic by 6.2% in the third quarter from a year earlier - "which is all the more remarkable in
view of the declining volumes on the trading routes to and from the Far East," it said. Carriers have cancelled - or
"blanked," in industry terms - sailings to North Europe and the Mediterranean through the beginning of 2016 to soak up
surplus capacity and prop up sagging freight rates. The declining cargo volumes in recent months coincide with the
scheduled addition of 36 new vessels of 18,000 to 20,000 TEU on the route.
Traffic on the head-haul westbound leg will grow 8.1% in 2016 to approximately 16 million TEU after an expected 3.6%
decline this year, according to JOC Senior Economist Mario Moreno. Volume on the smaller eastbound leg out of
Europe will stall at some 7 million TEU following a 0.8% increase in 2015.
The deepening crisis and mounting losses in the Asia-Europe trade,
however, could have a positive impact by hastening long-delayed
consolidation of one of the most fragmented industries, in which the top three
carriers - Maersk, Mediterranean Shipping Co. and CMA CGM - command
37% of the global market. Fourth-ranked Evergreen trails at just 4.7%.
Maersk has emerged as the unofficial voice of a publicity-shy industry, with
CEO Soren Skou recently urging consolidation of the large group of carriers
with 3 to 5% market shares that are struggling to turn a profit. Consolidation
hasn't been an option in an industry largely controlled by families or
governments, but there are signs of movement, particularly in Asia, due in
part to the mounting losses and bleak outlook on the Far East-Europe run.
More immediately, carriers are bracing for a fight for market share. "Global
growth is very disappointing and if we knew what we know today, maybe some
of the (investment) decisions we did three years ago, we wouldn't have done or
they would have been different," Mr. Skou told The Wall Street Journal in early
October. For now, all bets are off as carriers consider their options to survive
the coming year in the world's largest - and most troubled - liner trade.
Reportedly over 1,000,000 TEU capacity in containerships were laid up across
the world for the first time since 2010 – and by mid-November, according to
Alphaliner, this grew to a five-year high of 306 ships with a total capacity of 1.24
million TEUs (6.3% of the world’s fleet).
www.marcon.com
45
Container lifts at the Port Authority of New York & New Jersey for September 2015
topped lifts from the same month, 2014 by 13.4% according to stats released by the
Port. At 325,534 lifts, 2015 now holds the port’s new record for volume by month in
September. Year-to-date, the port stands ahead of 2014 volumes by 12.2%. With
163,597 lifts, September import loads outperformed the same month, 2014 by 12.4%.
Year-to-date, import loads were running 11.2% in front of 2014. Export loads made a
slight gain of 0.6% over September 2014 with 62,372 lifts. However, they lagged 2014
year-to-date by 1.3%. Under the Cross Harbor Freight Program, the port is looking
to find the best regional solutions for freight-related traffic congestion. There are only a
handful of transportation options to cross New York Harbor and the lower Hudson River and as a consequence, freight
traffic currently shares severely congested crossings with cars and mass transit. Freight-related traffic congestion
inconveniences everyone involved and imposes environmental and economic costs on the region. If action is not taken
today's traffic-jams will get worse and extend for longer and longer periods beyond typical commuting hours. Projected
growth in demand for goods—combined with continued dependence on trucks traveling overburdened roads—will
create even more congestion, environmental challenges and safety concerns. It's not just your time at risk—our
region's overwhelming dependence on trucking for freight movement increases the costs and environmental impacts of
goods movement, while decreasing the reliability and speed of freight delivery and
diminishing the safety of our roadways and infrastructure. With expected future
growth in freight movement, truck vehicle miles traveled (VMT) will increase and so
will the inefficiencies and adverse effects of our dependence on trucks for freight
movement, including higher transportation costs, which would be passed on to
consumers as higher prices for goods. The region needs non-highway alternative
freight movement options to increase reliability and resiliency, while reducing costs.
The docks continued to be busy at the Port of Long Beach, California in October as cargo
volume rose 6.3% compared to the same month last year, making for the best October in eight
years. Gains also come on the heels of the top quarter in the Port’s 104-year history. Strong
export growth of 6.5% in October buoyed the Port’s overall numbers as shippers turned to the
Port of Long Beach. A slight decline in imports indicated that retailers of clothing, electronics
and other consumer goods apparently stocked up early for the rapidly approaching shopping
season that starts with “Black Friday” — the day after Thanksgiving. “We had an early peak in
July and August, with much of the inventory for the holiday shopping season coming early. On
the export side, we’ve seen increases for the past two months, as shipping lines choose Long
Beach for its reliability and service,” said Port of Long Beach CEO Jon Slangerup. “Year to date,
we’re up more than 5%, so 2015 is shaping up to be one of our best years ever.” 619,983 TEUs
moved through the Port in October, up from 583,009 during October 2014…. The Port of Los
Angeles handled 704,588 TEUs in October 2015. October volumes decreased 1.5% compared
to the same period last year. “This October’s volumes were slightly less than last October,” said Port of
Los Angeles Executive Director Gene Seroka. “However, the past few months of volumes around and
above the 700,000 TEU range show that our terminals, labor and supply chain partners are adjusting to
the cargo surges and other fluctuations that come with the larger vessels that are now calling in L.A. –
and that’s a good sign.” Imports decreased 3.3% to 358,601 TEUs in October compared to the previous
year. Exports dropped 14.7% to 134,963 TEUs in October. Factoring in empties, which increased
13.1%, overall October volumes of 704,588 decreased 1.5% compared to October 2014. For the first 10 months of
2015, overall volumes (6,824,212 TEUs) are down 2.7% compared to the same period in 2014……Container volumes
through The Northwest Seaport Alliance (Ports of Seattle and Tacoma) improved 5% through the third quarter of
2015. Full containerized imports and empty exports fueled the seventh-straight month of growth as retailers increased
inventories to prepare for the holiday shopping season. Full export containers
suffered in September, down 4% compared to the September 2014. A stronger U.S.
dollar, decreasing demand from China and weaker economies overseas continue to
impact the export market. Through September, the alliance handled nearly 2.8
million TEUs and achieved volumes surpassing the 3 million mark in October, a 5%
increase year-to-date. Through the first 10 months of the year, imports rose 4% to 1,208,091 TEUs and exports grew
9% to 1,102,194 TEUs. Domestic volumes to Alaska and Hawaii remained flat, up 1% to 748, 769 TEUs. Generally
most other cargo categories have been down, with only gypsum showing a 29.2% increase and autos up 11.5%. Logs
were down 16.5%, petroleum down 15.7%, grain down 12.1% and molasses down 12.4% due to impact of the a
weaker export market, thus driving down the grand total 1.2% from 29,159,848 tons 2014 YTD to 28,816,647 YTD.
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46
Fitch Ratings of London revised the global shipping sector outlook for 2016 to negative from stable in 2015. They
expect muted global trade growth and economic slowdown in emerging markets to exacerbate overcapacity, leading to
declining and volatile freight rates. Performance will vary across the segments, with dry-bulk and container shipping
under pressure, while LNG shipping fares better. As others also report, China’s slower growth and economic transition
will pose particularly significant risks for shipping due to its key role in global trade, accounting for two-thirds of global
iron ore imports and 20% of world coal imports. Weather demand growth will increase overcapacity, the key factor
blighting the shipping sector’s recovery and putting pressure on freight rates. Fitch expects container shipping capacity
to rise 6% on top of a 9% increase in 2015, easily outpacing demand growth of 2% this year and 2 - 4.5% in 2016.
Shipping companies will continue to implement cost-cutting, which will be helped by lower bunker prices (see page 53),
slow steaming, idling and cancellation of sailings to achieve profitability. Fitch believes these measures are insufficient
to lead to a protracted recovery. Rigorous capacity discipline along with a pick-up in demand is necessary to reach a
sustained equilibrium. Financails of smaller, unrated, especially dry-bulk shippers will remain stretched, which will
probably lead to more bankruptcies. Tanker shipping companies will outperform other segments due to more moderate
fleet growth and healthy demand resulting from oil stockpiling and high refinery throughput due to low oil prices.
Owners are rapidly laying up containerships as the market slows. The size of the
idle fleet is growing as rates and profits slide. To lay-up or not to lay-up, is the
question owners of containerships will be asking themselves during the fourth
quarter as demand for their assets wanes. More and more, shipping consultants
Drewry Maritime Research expects, it will be answered in the affirmative. The
size of the idle containership fleet swelled by 52% from October to November to
reach 900,000 TEU, the largest monthly sum since early 2010 following the
market crash of ‘09. The idle fleet now accounts for 4.6% of the world’s total,
which is still some way off the peak of around 11% seen the end of 2009. For
clarification, Drewry classifies a ship as idle when it has been stationary for a
minimum of 14 days. So-called missed voyages do not count as these vessels
continue to sail without calling at ports so that they can be easily fitted back
into the schedule. The latest monthly surge was driven by more of the bigger
class of ships being laid up. Drewry counted a total of 31 inactive ships of
th
8,000 TEU or above as of 16 November, including the 18,000 TEU Triple-E
“Morten Maersk” which has been idle in the East China Sea off Shanghai
since mid-October (Photo Credit: shipspotting.com). Idling of such big assets is not
done lightly, but the growing size of this sector shows that carriers have
understood that slow steaming and missed sailings are insufficient on their
own to address the problem of overcapacity in East-West trades.
According to the U.S. Federal Reserve Board’s 14 October 2015 “Beige Book of
Current Economic Conditions”, reports from the twelve Federal Reserve Districts point
to continued modest expansion in economic activity from mid-August through early
October. Business contacts across the nation were generally optimistic about the
near-term outlook. Consumer spending grew moderately. Most Districts reported that non-auto sales grew at a modest
or moderate rate, while vehicle sales generally grew more strongly, although freight transport activity weakened.
Manufacturing turned in a mixed but generally weaker performance, with a number of Districts noting adverse effects
from the energy sector which declined further since the last report, particularly in Minneapolis, Kansas City and Dallas
Districts, where the number of active drilling rigs fell. Dallas said that demand for oilfield services remained depressed
and exploration and production companies reduced business activities in the Atlanta District. Coal production fell in the
St. Louis District and in parts of the Richmond District and natural gas production was flat in the Richmond District.
Some strength was reported in the motor vehicles, aerospace and transportation equipment
industries, while metals industries were generally weaker--in part, due to the strong dollar. Agricultural
conditions were mixed. Growing conditions and farm output were solid in some Districts, but there
were adverse effects from droughts in the south, as well as excessive rainfall in the Richmond and St.
Louis Districts. On the whole, manufacturing conditions were generally sluggish Cleveland, Chicago
and San Francisco all reported that the demand for steel remained weak, with the strong dollar and
competition from China cited as factors driving this trend. Falling demand from the energy sector was
also cited as a source of weakness by a number of Districts. Activity related to primary and fabricated
metals was mixed, with Chicago and Kansas City seeing weakness in these sectors, while
Philadelphia, St. Louis and Dallas saw some expansion in metals related industries.
www.marcon.com
47
The U.S. Census Bureau and the U.S. Bureau of Economic Analysis, through the
Department of Commerce, reported that the value of the goods and services
produced by the nation’s economy less the value of the goods and services used up
in production, adjusted for price changes – increased at an annual rate of 2.1% in
the third quarter of 2015, according to the "second" estimate released by the Bureau
of Economic Analysis. In the second quarter, real GDP increased 3.9%. The
increase in real GDP in the third quarter primarily reflected positive contributions from personal consumption
expenditures (PCE), nonresidential fixed investment, state and local government spending, residential fixed
investment and exports that were partly offset by a negative contribution from private inventory investment. Imports,
which are a subtraction in the calculation of GDP, increased. Exports of goods decreased $3.1 billion to $123.8
billion in October. Imports of goods decreased $1.0 billion to $186.8 billion in October.
The Freight Transportation Services Index (TSI), based on the amount of freight carried by the for-hire
transportation industry, rose 0.4% in October from September, rising after one month of decline, according to the
U.S. Department of Transportation’s Bureau of Transportation Statistics’ (BTS). The October 2015 index level
(123.2) was 30.1% above the April 2009 low during the most
recent recession. The September index was revised to 122.7
from 123.4 in last month’s release. Monthly numbers for June
through August were revised down slightly. The Freight TSI
measures the month-to-month changes in freight shipments by
mode of transportation in tons and ton-miles, which are
combined into one index. The index measures the output of
the for-hire freight transportation industry and consists of data
from for-hire trucking, rail, inland waterways, pipelines and air
freight. Freight shipments in October 2015 (123.2) were 30.1%
higher than the recent low in April 2009 during the recession
(94.7). The October 2015 level was 0.2% below the historic
peak reached in November 2014 (123.5). Freight shipments
measured by the index were up 0.5% in October compared to
the end of 2014. Freight shipments are up 14.3% in the five years from the post-recession level of October 2010 and
are up 10.9% in the 10 years from October 2005. October 2015 freight shipments were up 0.7% from October 2014.
BTS research has shown a clear relationship between economic cycles and the Freight and Passenger
Transportation Services Indexes.
The value of U.S.-NAFTA freight totaled $93.2 billion in September 2015 as all modes of transportation carried less
th
value of freight than a year earlier, according to the TransBorder Freight Data released on 24 November by the U.S.
Department of Transportation’s Bureau of Transportation Statistics (BTS). Year-over-year, the value of U.S.-NAFTA
freight flows by all modes decreased by 8.8%. Large decreases in the value of commodities moved by pipeline and
vessel in September were due to the reduced unit price of mineral fuel. In September 2015 compared to September
2014, the value of commodities moving by truck decreased by 0.1%, while air decreased by 4.0% and rail by 12.2%.
Vessel freight values decreased 38.9% and pipeline freight decreased 41.8% mainly due to the lower unit price of
mineral fuel. Rail remained the second largest mode by value, moving 14.4% of all U.S.-NAFTA freight, followed by
vessel, 5.6%; pipeline, 5.1%; and air, 3.9%. The surface transportation modes of truck, rail and pipeline carried 85.2%
of the total U.S.-NAFTA freight flows.
Value of Monthly U.S.-NAFTA Freight Flows by Mode of Transportation
(millions of current dollars)
Sep 2014
Sep 2015
Mode
All Surface Modes
Vessel
Imports
Exports
Total
Imports
Exports
Total
46,940
37,789
84,729
4,976
3,635
8,611
44,473
34,965
79,438
2,678
2,581
5,258
Change Sep 2014-2015
-5.3%
-7.5%
-6.2%
-46.2%
-29.0%
-38.9%
Source: Bureau of Transportation Statistics, TransBorder Freight Data
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48
Cass information Systems latest October 2015 “Freight Index
Report” indicates that following the trend observed in the last four
years, freight has slowed in October, with both total spend and the
number of shipments for North American freight declining. The
indexes have been below 2013 levels for the last several months.
The first reading on third quarter GDP was a disappointing 1.5%
annual growth rate, compared to 3.9% in the second quarter.
Consumer sector goods are, by far, the strongest in the market now.
In many ways this is the silver lining in the storm clouds, because it
means that consumers are still in the game. Consumer spending,
which accounts for more than two-thirds of U.S. economic activity,
grew 3.2% in the third quarter after expanding at a 3.6% pace in the
second quarter.
The number of freight shipments dropped 4.7% from September. The
freight shipments index now sits at its lowest October level since 2011.
This month’s decline was much sharper than in recent years and can be
directly correlated to falling imports and exports as well as decreased
domestic manufacturing levels. Burdened by bloated inventories and
under the shadow of a possible interest rate increase by the Federal
Reserve, businesses cut back on new orders placed in the last three or
four months. This is resulting in lower import volumes, less freight to
move and faltering industrial production. With the dollar still
strengthening, export growth decelerated in the third quarter. The
Association of American Railroads reports that October traffic was down
4.3% from 2014 levels. More importantly, though, is that carloads
dropped 20.7% and intermodal fell 20.3% from the previous month. Rail
has been hit particularly hard by the rapid drop in industrial commodities
caused by the steady decline in industrial production. Coal, petroleum
and ores were down, while grain was up. The reductions in energy
production are being felt throughout the freight community as shipments
of not only petroleum, but also pipe, water, sand and other drilling
materials, have dropped off significantly.
Freight payments fell 2.2% from September and were down 8.7% from last year. While some of this month’s decrease
comes with the drop in shipments, spot rates have also impacted October’s results. At this point in time there is
abundant capacity in the trucking sector, which has depressed spot rates. Trucking companies are reporting that new
contracts are yielding only 2-3% rate increases going into 2016. Dedicated carriage contracts are faring slightly better
for the carriers, with an average of a 3-4% rise in rates. Carriers are still reporting that they are unwilling to lose a good
customer over a few percentage points. Third quarter GDP growth was indicative of the economic headwinds facing the
economy caused by the strong U.S. dollar (making U.S. goods less competitive abroad) and the weakening world
economy. However, the Consumer sector is rising to the occasion and continues to improve, providing the missing
element to a full Recovery from the Great Recession. Consumer spending has been bolstered by low inflation,
especially with fuel prices; improving jobs creation; and stronger household purchasing power.
In October, the Labor Department reported that 271,000 jobs were added and the unemployment rate dipped to 5%. A
report from the Labor Department showed new applications for unemployment benefits last week hovering near levels
last seen In late 1973. Growth in durable goods spending (for long-lasting items such as washing machines and
automobiles) continued strong, rising 6.7% in the third quarter. Inventory levels remain a looming problem as the
Federal Reserve has been actively hinting that an interest rate hike is very possible in December. The combination of
record inventory levels and an interest rate increase will cause a significant hike in inventory carrying costs. This will
most likely drive a drawdown much like the one we saw in 2009 and 2010. Expect freight to continue to trail off through
year’s end. Retailers and wholesalers have ample supply for the holiday season, so imports and freight shipments
should not strengthen considerably.
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49
According to Cass Information Systems, the economic recovery isn’t all
roses. 2014 was the best year for the supply chain industry since the
Great Recession. In the second half of 2014, consumers – the missing
element of the recovery – began to get back in the game. Recovery
from every recession since the Great Depression has been led by the
consumer sector. The recovery from the most recent recession has
been hampered by the reticence of consumers to spend on goods or
services. The U.S. economy is on fairly solid ground: the GDP growth
rate is strengthening, unemployment is falling, real net income and
household net worth are inching up, inflation is low to moderate and gas
prices are tumbling. Consumer confidence rose substantially during
2014. Spending on non-essential goods continues to increase, which
has spurred production and imports. All of this is good news for carriers.
However, the bad news is that the industry does not have the necessary
capacity, infrastructure and systems to efficiently move the goods as
volumes rise in 2015. Bad weather; labor problems; fleet capacity issues for truck, rail and other equipment, especially
chassis; and inadequate infrastructure will combine to not only create
freight bottlenecks, but also to raise the cost of freight significantly in
2015. At the ports that have deep enough draft s to handle the large
TEU ships, shippers will suffer from growing conges on and delays. The
operations, port infrastructure, chassis supply and drayage carriers are
not yet equipped to handle the increased number of containers in the
compressed time frames. The solutions to those problems cannot be
implemented overnight either. 2015 will be another noteworthy year for
growth in freight and improved financial health for ocean carriers, but
will not be without service interruptions, scarce capacity at times and
much higher freight rates. Freight volume overall has not yet returned to
pre-recession levels. Costs to move freight, however, are substantially
higher than in 2007. The industry’s performance in 2014 was markedly
better than that of the previous two years. Freight rates have only
recently begun to spike upward - especially spot market rates - when
resources have become scarce.
Port congestion will remain an issue, with cost implications for shippers both in terms of the cost of added delivery mes,
less reliable service and actual rate increases. Also, larger container ships, chassis shortages and intermodal network
service problems will continue to create landside congestion issues for ports. Although ocean carriers s will have an
over-supply of capacity, they have rebounded and were able to raise rates several times in 2014 to bring themselves
back from the losses they have experienced since the recession. However, they will be challenged by overcapacity and
are expected to continue their practices of slow steaming, skipped sailings and frequent general rate increases in an
attempt to prevent freight rate erosion. The prolonged West Coast labor disruptions have shippers looking at alternative
ports and even sources of goods.
Ports that accept megaships are not able to efficiently process the larger ships for a variety of reasons, including
infrastructure needs, operations not designed to handle the volume in the compressed me period, shortage of dray
carriers, lack of equipment, and crippling port conges on. The infrastructure problems have no short term solution and
funding for infrastructure upgrades will continue to be very difficult to find. It is expected that ports will learn from the
issues they have faced and make changes to their operations to better accommodate larger vessels. Bottom line:
Ocean carrier rates will continue to climb while reliability issues, caused either by the carrier or port problems, will also
increase. The problems with adequate and properly positioned equipment, such as chassis and containers, will get
better slowly. Drayage carriers are threatened by the inefficiencies and conges on at the ports because their number of
turns is being reduced. The operating margins for these carriers are razor thin, so this could force some out of
business, adding to port issues. If the economy expands at its current rate or better in 2015, then we could face the
same problems in 2016. It is unlikely that we will sustain GDP growth above 3.5% into 2016. While consumers boosted
the economy in 2014, there are no signs they will return to previous buying and borrowing patterns. Cass therefore
expects consumer spending to level off. The global economy is not experiencing the same economic renaissance as
the U.S. economy, so this is limiting export growth. Recent economic forecasts are not favorable for a global
turnaround in 2015, with even China’s GDP lagging.
50
www.marcon.com
According to the Association of American Railroads (AAR)’s Weekly Rail Traffic report issued on
th
18 November, for this week, total U.S. weekly rail traffic was 543,681 carloads and intermodal units,
down 4.7% compared with the same week last year. Total carloads for the week ending Nov. 14 were
270,793 carloads, down 8.7% compared with the same week in 2014, while U.S. weekly intermodal
volume was 272,888 containers and trailers, down 0.3% compared to 2014. For the first 45 weeks of
2015, U.S. railroads reported cumulative volume of 12,548,012 carloads, down 4.8% from the same
point last year; and 12,046,567 intermodal units, up 1.9% from last year. Total combined U.S. traffic
for the first 45 weeks of 2015 was 24,594,579 carloads and intermodal units, a decrease of 1.6% compared to last
year. Carload traffic in October totaled 1,124,470 carloads, down 6.9% from October 2014. U.S. railroads also
originated 1,089,310 containers and trailers in October 2015, down 1.4% from the same month last year. For October
2015, combined U.S. carload and intermodal
originations were 2,213,780, down 4.3% from
October 2014. In October 2015, five of the 20
carload commodity categories tracked by the AAR
each month saw carload gains compared with
October 2014. This included: grain, up 12.9%;
miscellaneous carloads, up 27.3%; and motor
vehicles and parts, up 6.7%. Commodities that saw
declines in October 2015 from October 2014
included: coal, down 13.3%; petroleum & petroleum
products, down 18.6%; and metallic ores, down
27.9%. Excluding coal, carloads were down 3.1% in
October 2015 from October 2014. Total U.S.
carload traffic for the first ten months of 2015 was
12,005,156 carloads, down 4.6%, while intermodal
containers and trailers were 11,506,577 units, up
2.1% when compared to the same period in 2014. For the first ten months of 2015, total rail traffic volume in the United
States was 23,511,733 carloads and intermodal units, down 1.4% from the same point last year. "The decline in rail
traffic in October is consistent with the view that a divide has opened up between the service sector, which appears to
be fairly robust in many respects and manufacturing, which appears to be facing increasingly strong headwinds,
including international turmoil and slowdowns in the energy sector," said AAR Senior VP John T. Gray. The AAR also
reported U.S. Class I railroads originated 101,167 carloads of crude oil in third quarter 2015, down 8.9% from second
quarter 2015 and down 23.5% from third quarter of 2014.
The American Trucking Associations’ American Trucking Associations’ seasonally adjusted ForHire Truck Tonnage Index increased 0.7% in September, following a decrease of 0.9% during
August. In September, the index equaled 135.1 (2000=100), up from 134.1 in August. The all-time
high of 135.8 was reached in January 2015. Compared with September 2014, the SA index increased
3.1%, which was above the year-over-year increase of 2.1% in August. Year-to-date through
September, compared with the same period last year, tonnage was up 3.3%. The not seasonally adjusted index, which
represents the change in tonnage actually hauled by the fleets before any seasonal adjustment, equaled 138.9 in
September, which was 1.4% above the previous month (136.9). “The see-saw pattern in truck freight tonnage
continued again in September, except that the gain didn’t fully wipe out August’s decline” said ATA Chief Economist
Bob Costello. “However, over the last few months tonnage has
snapped back from softness this past spring and early summer and
is approaching the record high. I remain concerned about the high
level of inventories throughout the supply chain. We recently
learned that inventories throughout the supply chain and relative to
sales rose slightly in August, which is not a good sign. This could
have a negative impact on truck freight volumes over the next few
months,” he said. Trucking serves as a barometer of the U.S.
economy and all modes of freight transport, representing 68.8% of
tonnage carried by all modes of domestic freight transportation,
including manufactured and retail goods.
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51
U.S.-flag Great Lakes freighters (lakers) carried 9.7 million tons of cargo in October 2015, a
decrease of 13.7% compared to a year ago and a decrease of 0.6% compared to the month’s longterm average. Shipments of iron ore on the Great Lakes totaled 5.3 million tons in October, a
decrease of 23% compared to a year ago. Shipments were down 9% from the month’s 5-year
average. Loadings at U.S. ports totaled 4.6 million tons in October, a decrease of 27.4% compared
to a year ago. Shipments from Canadian ports totaled 725,000 tons, an increase of 24%. Through
October, the Lakes/Seaway ore trade stands at 44.4 million tons, a decrease of 6% compared to the same point in
2014. Shipments were down 6.6% compared to the 5-year average for the January-October timeframe. Loadings at
U.S. ports were down 9.6% compared to the corresponding period last year. Shipments from Canadian ports were up
29%. Coal cargoes decreased 7%. Limestone loadings dipped a little more than 1%. Year-to-date U.S.-flag cargoes
total 71.9 million tons, an increase of 0.9% compared to the same point in 2014, but a decrease of 1.3% compared to
the long-term average for January-October timeframe. Iron ore cargoes decreased 6.3% compared to a year ago. Coal
shipments are up 6.5%. Shipments of limestone on the Great Lakes totaled 3.4 million tons in October, a decrease of
8% compared to a year ago. However, the trade was only 2% below the month’s 5-year average. Shipments from U.S.
ports totaled 2.9 million tons in October, a decrease of 6% compared to a year ago.
Loadings out of Canadian quarries totaled 505,000 tons, 20% less than a year ago.
Year-to-date the Lakes limestone trade stands at 24.5 million tons, an increase of
6.5% compared to the same point in 2014 and 4.5% better than the 5-year average for
the January-October timeframe. Shipments from U.S. ports are up 7%. Loadings out
of Canadian quarries are up 4.3%. There could be a decrease in November’s figures
as a late November gale has temporarily bought shipping to a temporary halt, The
winds especially on the shallow waters of Lake Erie created a standing wave that
resulted in a 7.5’ increase in water level at Buffalo over a 10 hour period while at the
other end of the lake in Toledo water fell by almost the same amount preventing ships
from navigating to or from the Detroit River without fear of hitting the bottom. While lakers still have almost two months
th
before the Soo Locks close for the winter, ocean-going ships only have until 26 December to clear the seaway through
the Welland Canal enroute to the Atlantic. Every day or hour lost can make the difference whether able to make one
more trip before the deadline. Lake Carriers’ Association represents 15 American companies that operate 56 U.S.-flag
vessels on the Great Lakes and carry the raw materials that drive the nation’s economy: iron ore and fluxstone for the
steel industry, aggregate and cement for the construction industry, coal for power generation, as well as salt, sand and
grain. Collectively, these vessels and barges can transport more than 100 million tons of cargo per year.
St. Lawrence Seaway total traffic in October was 26,970,000 tons through the
end of October, down 9.41% compared to 2014 figures. Generally all
categories were down, with the exception of dry bulk which was up 5.81% from
7,225,000 tons in 2014 to 7,644,000 tons so far this year. The greatest decline
was the 36.92% decline in coal, followed by 11.89% in iron ore.
Under U.S. law, vessel operators must report domestic waterborne
commercial movements to the U.S. Army Corps of Engineers.
October’s 53.5 million short tons of commodities carried on internal U.S.
Waterways was up 14.3% from September’s 46.8 million tons and the
highest monthly tonnage carried since October 2014’s 54.7 million tons
which was the highest monthly tonnage reported since May 2005 which
also peaked out at 54.7 million tons. In September, 13.0 million tons of
petroleum were
carried, the lowest
tonnage since
November 2013’s
13.0 million tons.
Chemicals moved in October were up slightly from 4.3 million to the
previous month to 4.6 million tons and coal & coke were also up from
11.8 to 12.0 million tons over the same time period. 8.0 million short
tons of Farm & Food Products were carried on internal U.S.
Waterways in October, the highest monthly tonnage carried since the
previous November’s 8.3 million which was the highest tonnage
recorded since at least January 2011.
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52
The cost of operating cargo ships is forecast to rise over the next two years after falling in 2015, according to the latest
“Ship Operating Costs Annual Review and Forecast 2015/16” report by global shipping consultancy Drewry
Maritime Research. The average decline in ship operating costs across sectors covered in the report in 2015 was
1.0%, but for ships that are big consumers of lube oils, the decline in
overall costs was closer to 2%. Weak freight markets forced ship owners
to trim costs, while they have also been able to take advantage of falling
commodity prices and lower insurance costs. “Operating costs are likely
to rise in the future, as the scope for further cost cutting is in most cases
quite limited. However, the expected increases in 2016 and 2017 are
likely to be modest in nature as we anticipate only small rises in the cost
of lube oils and other commodities; with a relatively weak global
economy inflation is also expected to remain low,” comments Nigel
Gardiner, Managing Director at Drewry. Modest increases in manning
costs are in the pipeline given the uplifts that agreed in International
Transport Workers’ Federation (ITF) wage scales for 2016 and 2017. If freight markets improve hull values for modern
vessels will rise and this should lead to higher hull and machinery (H&M) premiums, but only small rises are expected
in 2016 and 2017. “Over the past few years of low economic growth, expenditure on repairs and maintenance has for
many owners been cut back and when markets improve we expect some 'catching up' to take place. Hence, the
expectation is that expenditure on R&M will rise faster than inflation”, concludes Gardiner.
International shipping consultant Moore Stephens also sees an increase in vessel operating costs, with an expected
2.8% rise in 2015 and 3.1% rise next year. Generally increases will be across the board. Hull & Machinery insurance is
expected increase 1.8% and 1.9% respectively, while crew average worldwide crew wages growing 2.3% in 2015 and
2.4% in 2016 and drydocking costs will climb by 2.5% and 2.3%. However,
Richard Greiner, shipping partner for Moore Stephens, stated that the level of
increases anticipated for 2015 and 2016 are low in comparison with many we
have witnessed in recent years. "Shipping has seen much worse and
prevailed: for example, many of the companies which endured a 16 percent rise in operating costs in 2008 are still
operating successfully today." One of the very bright spots in operating costs today is the low cost of bunkers enjoyed
by all those not employed, - or in many cases under, or unemployed in servicing the oil and gas industries worldwide.
Overall confidence levels in the shipping industry rose in the three months ended August 2015 to their highest level this
year, according to the Moore Stephens’ September 2015 “Shipping Confidence Survey”. Respondents were
concerned predominantly about low freight rates and over-tonnaging, with continuing doubts also expressed about
private equity funding. In August 2015, the average confidence level expressed by respondents in the markets in which
they operate was 5.9 on a scale of 1 (low) to 10 (high). This compares to the 5.3 in May 2015, which equaled the lowest
figure recorded in the life of the survey, launched in May 2008 with a confidence rating of
6.8. All main categories of respondents recorded an increase in confidence this time, most
notably charterers (up from 4.2 to 6.5) and owners (up from 5.1 to 5.8). The confidence of
brokers, meanwhile, was up from 4.8 to 5.2 and managers from 6.1 to 6.4. Geographically,
confidence was up in Asia from 4.9 to 5.8, in Europe from 5.3 to 5.9 and in North America
from 6.0 to 6.3. While some respondents were confident that shipping markets would
improve in line with economic developments, others were more cautious. One said, “The
shipping markets have been over-stocked and there has been far too much interest from
non-traditional shipping sources with no real clue how these intricate markets work. Once
built, the ships are there! The low oil cost means the drive for alternative fuels and cheaper
propulsion is not being followed as diligently as one might have expected.” A number of
respondents echoed concern about potentially harmful effects of the entry into the market of non-traditional shipping
sources, while there was the usual level of concern about too many ships and too little scrapping. Increased regulation
was another recurring topic, with one respondent complaining, “Regulations are going to kill us!” Another respondent
emphasized, “Current market conditions realistically reflect tonnage oversupply in all sectors. Until this corrects itself,
global trade patterns will skew supply over demand. Shipping decisions are very often made on sentiment, but current
confidence cannot be based on this.” Another still said, “Expect a static trend for the next few years. It might require a
major conflagration to kick-start the industry. That may sound unpleasant, but without it we are in for a lengthy stay in
the doldrums.” “Everything seems to be operating on the two-steps-forward-and-one-back principle, alternating with the
one-step-forward and two-back principle!” said one respondent, while another cautioned, “Today’s shipping market is
really competitive and we need to be more careful in choosing good and reputable principals.”
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53
The likelihood of respondents making a major investment or significant development over the next 12 months was up
on the previous survey, on a scale of 1 to 10, from 5.0 to 5.3, equaling the highest figure over the past 12 months. All
main categories of respondent were more confident in this regard than three months ago, most notably charterers (up
from 4.5 to 6.1). One noted, “Although we look for a stable long-term charter, it is unlikely that charterers could commit
themselves to a term longer than three years. We are trying to decrease our exposure to shipping assets.” Another
remarked, “There is concern about over-investment in tonnage in the wet trades by private equity houses, which has
the potential to create a significant drop in rates and a further long run of below-opex returns for
owners.” Respondents who expected finance costs to increase over the next 12 months was up by
eight percentage points, from 40% to 48%. This shift in sentiment was most notable in the case of
owners (up from 35% to 53%) and charterers (up from 33% to 50%). One respondent said, “The
global economic slowdown is a major cause for concern, especially in developing countries.”
Competition, demand trends and finance costs featured as the top three factors cited by
respondents as those likely to influence performance most significantly over the coming 12 months.
The numbers for competition were up 5 percentage points on last time to 25%. There was a one
percentage-point drop (to 23%) in the numbers citing demand trends in this regard and an increase
of 4 percentage points (to 18%) in for finance costs. Operating costs, unchanged at 11 %, featured
in fourth place, ahead of tonnage supply, down 8 percentage points to 7%. Fuel costs, crew supply,
regulation and port congestion occupied the remaining places. One respondent said, “Many small
competitors are entering the market without observing the necessary business ethics.” There was a
fall in the number of respondents anticipating higher freight rates in the tanker and container ship
sectors, but expectations of improved rates in the dry bulk trades were up on the figures for May
2015. There was a positive overall net sentiment for all three tonnage categories: +12 for tankers,
+21 for dry bulk and +3 for container ships. One respondent said, “We expect the tanker market to
remain on a steady path over the next 12 months.” Respondents meanwhile expressed “significant
concerns about continued oversupply in the dry bulk sector,” while elsewhere it was noted, “Less
ordering in the container sector, as a result of mixed/weak results will help to balance
supply/demand going forward.”
Richard Greiner, Partner, Shipping Industry Group says: “It is always encouraging to see a graph
moving in the right direction. Perversely, the main reason for the improved level of confidence
revealed by our latest survey may be the same as that which saw the industry’s perceived fortunes
equaling a seven-year low in May of this year. Volatility works both ways. One respondent
highlighted a perceived trend towards the so-called bureaucratization of shipping, with smaller
players losing out to their bigger competitors. Few would argue that there has ever been a tougher
time for the smaller operator than in today’s industry. Yet such businesses can and do, survive. To
do so, they need to identify a niche role in the market, one in which they can add value and provide
a level of service superior to that offered by their competitors. Moreover, in common with even the
biggest players, they need a sound business plan. Another observation concerned the way in
which some traditional trades are in danger of disappearing as the EU increasingly becomes a
destination for imports from the Far East and India, rather than a producer of goods. This is not a
new phenomenon, but it does underline how important it is for shipping businesses to keep pace
with and adapt to change, or even anticipate it where possible. Information and the ability to disseminate it, together
with the timely identification of risk, has never been more important. The respondents to our survey are asked to
comment on their industry expectations over the coming 12 months. Many of them, however, are also interested in the
longer-term view and the portents here are generally encouraging. Firstly, world population is growing and has been
since the end of the Black Death. At the end of 1970, it stood at 3.7 billion. The United Nations predicts that the global
population will reach between 8.3 billion and 10.9 billion by 2050. This creates and sustains demand for shipping
services and that is good news for the industry. In 1970, according to the IMF, annual world GDP was growing at the
rate of 3.7%. By 2000, the figure was 4.8%. Today, world GDP growth is put at 3.5%, but is predicted to climb to almost
4.0% by 2020. In short, the world economy is predicted to grow which, again, is good news for shipping. The World
Trade Organization forecasts that growth in the volume of world trade will rise from 2.8% in 2014 to 4.0% in 2016.
Again, that is good news for shipping. World trade carried by sea is also on the increase and, despite the current
difficult economic climate, the longer-term outlook for the industry remains positive as emerging economies continue to
increase their requirements for seaborne goods and raw materials. So the long-term outlook for shipping offers
encouragement to existing and new investors alike. Those who are not attracted by the longer-term prospects,
meanwhile, will doubtless exit the industry and in the process may help solve some of its problems.”
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54
Bunker Prices Worldwide
During November, average MGO prices in all areas we report on
stayed the same or decreased up to 6.54%. For all except
Singapore, we are still seeing the lowest averages since before
we started tracking MGO prices in December 2009 – as WTI
crude oil prices continued to plummet to $40.43 by the end of
November and is expected to go even lower in the following
weeks. Fujairah’s November average was the same as
October’s average US$ 612.00/mt. In the U.S., Houston reported
a 4.30% decrease following October’s 0.63% drop. November
averaged US$ 456.50/mt from October’s US$ 477.00/mt.
Rotterdam declined 6.54% to US$ 400.00/mt from October’s
US$ 428.00/mt. Singapore fell slightly 0.34% to US$ 443.00/mt
from US$ 444.50/mt. Singapore’s price is US$ 8.50/mt higher
than its historic low attained in this past August. In the United
States, Kirby Corporation’s average 246 towboats operating with
their 899 inland tank barges on inland waterways of the U.S. average cost per gallon for fuel consumed during third
quarter 2015 was US$ 1.91 per U.S. gallon compared to US$ 2.03/gallon for second quarter 2015 and US$ 3.10/gallon
during the comparable third quarter of 2014. During third quarter 2015, Kirby's inland marine transportation business
continued tank barge utilization in the 90% to 95% range. Utilization levels in the coastal marine fleet reflected
continued strong demand for the transportation of refined products, black oil, including crude oil and natural gas
condensate and petrochemicals. The coastal marine transportation revenues also reflected favorable term and spot
contract pricing, but the results were impacted in the 2015 second and third quarters due to a significant number of
vessels being in the shipyard for regulatory drydock maintenance.
There was a change in reporting Pacific OPIS prices as previously
combined Los Angeles / Long Beach / El Segundo is now broken out
between So. California Tugs and El Segundo. Also Hawaii was added.
Pacific OPIS contract average weekly prices of ultra-low sulphur diesel
th
th
for the week ending 27 November compared to the week ending 30
October saw in Seattle a 0.28% decrease to US$ 2.00 per gallon from
US$ 2.01. Portland, OR declined 0.24% to US$ 2.0056/gal (US$
2.0099/gal). San Francisco dropped the most by 2.63% to US$
2.01/gal from US$ 2.06/gal. The new category “So. California Tugs”
fell by 3.19% to US$ 2.00 from US$ 2.07 average paid end of October.
El Segundo is interesting in that prices are more than 1.6 times as
high as So. California Tugs’, at US $3.31/gal, which is 2.64% higher
than its US$ 3.41 at the end of October. Hawaii’s prices are lower than
the rest of the West Coast at US$ 1.93/gal, 6.31% lower than the US$
2.06/gal at end October. The first week of December, prices in all areas reported fluctuated in both directions slightly,
with Hawaii at US $1.92/gal at the low end and El Segundo’s US$ 3.31 at the upper end.
According to the Paris-based, International Energy Agency’s “Oil
Market Report”, benchmark crudes approached seven-year lows in
early December after OPEC opted to continue producing at will to
defend market share. Unrelenting oversupply in world markets had
already weakened benchmarks during November. ICE Brent was last
trading at $39.77 /bbl with NYMEX WTI several dollars lower at
$36.87/bbl. World demand growth of 1.2 mb/d is forecast in 2016, as
first signs of a slowdown appear. Early indicators for 4Q15 show
growth easing to 1.3 mb/d y-o-y, from a 3Q15 peak of 2.2 mb/d. The
resulting annual growth of 1.8 mb/d for 2015 is led by China, the US,
India and - somewhat surprisingly - Europe. Global oil supply inched
up 50 kb/d in November to 96.9 mb/d on slightly higher OPEC crude
output. Total supplies stood 1.8 mb/d above a year ago, with OPEC
accounting for the lion's share. Non-OPEC supply held at 58.5 mb/d in November, but annual growth slowed to below
300 kb/d from 2.2 mb/d at the start of 2015. OPEC crude output edged 50 kb/d higher in November to 31.73 mb/d.
www.marcon.com
55
Record production from Iraq and higher supply from Kuwait offset losses from African members. The 'call on OPEC
crude and stock change' for 2016 is unchanged from our previous Report at 31.3 mb/d - a substantial rise of 1.6 mb/d
on this year. OECD commercial stocks drew for the first time in seven months in October to stand at 2 971 mb at endmonth. Global inventories are set to keep building at least until late 2016, but at a much slower pace than observed this
year. New and spare storage capacity should be able to accommodate the projected extra 300 mb of stocks. Global
refinery runs rose by 1.4 mb/d in November to 79.9 mb/d as the maintenance season drew to a close. Margins in
November remained healthy, though lower in the US, but higher elsewhere and still supported by gasoline and naphtha.
Product cracks and margins, however, took a hit early December.
Per the latest U.S. Energy Information Administration’s “Short-Term Energy Outlook”, Brent crude oil spot prices
decreased by $4/b in November to a monthly average of $44/b, as global oil supply continued to outpace demand.
Continuing increases in global liquids inventories have put significant downward pressure on oil prices. Inventories rose
by an estimated 1.8 million b/d through the first three quarters of 2015, compared with an average build of 0.5 million
b/d over the same period in 2014. Global liquid fuels inventory builds are expected to slow to an average 1.4 million b/d
in the fourth quarter of 2015 and then slow further to an average
of 0.6 million b/d in 2016. The monthly average WTI crude oil
spot price averaged $42/b in November. WTI prices in November
were down $4/b from the average in October, as crude oil
inventories at the Cushing, Oklahoma, storage hub increased in
November despite rising refinery inputs of crude oil following
seasonal maintenance. EIA forecasts that Brent crude oil prices
will average $53/b in 2015 and $56/b in 2016. The 2015 forecast
is $1/b lower than last month’s STEO and the 2016 forecast is
unchanged. Forecast WTI crude oil prices average $4/b lower
than the Brent price in 2015 and $5/b lower in 2016. EIA’s crude
oil price forecast remains subject to significant uncertainties as
the oil market moves toward balance. During this period of price discovery, oil prices could continue to experience
periods of heightened volatility. The oil market faces many uncertainties heading into 2016, including the pace and
volume at which Iranian oil reenters the market, the strength of oil consumption growth and the responsiveness of nonOPEC production to low oil prices.
The U.S. Energy Information Administration forecasts that U.S. crude oil production is projected to increase from an
average of 8.7 million b/d in 2014 to 9.3 million b/d in 2015 and then decrease to 8.8 million b/d in 2016. This forecast is
mostly unchanged from last month’s STEO. According to the latest survey-based reporting of monthly crude oil
production estimates, U.S. production averaged 9.4 million b/d through the first nine months of 2015. This level is 0.1
million b/d higher than the average production during the fourth quarter of 2014, despite a more than 60% decline in the
total U.S. oil-directed rig count since October 2014. However, monthly crude oil production started to decrease in the
second quarter of 2015. Lower 48 onshore output began declining in April 2015 and it has fallen from 7.6 million b/d in
March to an estimated 7.1 million b/d in November. Total U.S.
crude oil production began declining in May 2015 and has fallen
from 9.6 million b/d in April to an estimated 9.2 million b/d in
November. EIA expects U.S. crude oil production declines to
continue through September 2016, when total production is
forecast to average 8.5 million b/d. This level of production
would be 1.1 million b/d less than the recent monthly peak
reached in April 2015. Forecast production begins increasing in
late 2016, returning to an average of 8.7 million b/d in the fourth
quarter. Expected crude oil production declines through
September 2016 are largely attributable to unattractive returns
in some areas of both emerging and mature onshore oil
production regions, as well as seasonal factors such as anticipated hurricane-related production disruptions in the Gulf
of Mexico. Reductions in 2015 cash flows and capital expenditures have prompted companies to defer or redirect
investment away from marginal exploration and research drilling to focus on core areas of major tight oil plays.
Reduced investment has resulted in the lowest count of oil-directed rigs in five years and in well completions that are
significantly lower than 2014 levels. Projected oil prices below $60/b throughout the forecast period are expected to
limit onshore drilling activity and well completion totals, despite continued increases in rig and well productivity and
falling drilling and completion costs. The forecast remains sensitive to actual wellhead prices and rapidly changing
drilling economics that vary across regions and operators.
56
www.marcon.com
Recently Updated Featured Tugs & AHTSs For Sale Direct From Owners (Sorted by HP)
File: SU26263 Supply Boats - AHTS - 262.4' loa x 59.0' beam x 26.2' depth x 21.60' loaded draft. Built in 2002 by Soviknes Verft,
Norway. U.K. flag. GRT: 3,140. NRT: 1,187. Class: DNV + 1A1 Tug Supply Ice "C", HL 2.8EO, DK+ Dynpos-Autr. Dwt: 2,750mt.
Deck Cargo: 1,500MT on 121' x 50' clear deck. FO: 1,150m3. FW: 500m3. DW:
1,669m3. Dry Bulk: 10,000ft3. Liq. Mud: 2,765BBL. Calcium Chloride / Brine: 4,602BBL.
Winch: Triple drum Rauma Brattvaag. Line Pull: 325MT br. Main Engines: 4 x Bergen
BRM6 total 16,800BHP. 2 - CP prop(s). Kort nozzle(s). 1 - 1,180HP stern thruster.
Bowthruster 2 - 1,180HP. Dynamic Positioning. Bollard Pull: 138MT. Quarters: 12.
Passengers: 20. UT722-L. Karm forks and tow pins. Towcon 2000+ towing system. Two
650T SWL Karm forks and 4 - 450mm dia., 330T SWL tow pins + 2 - 95T SWL "pop up"
pins. 2 - secondary drums with capacity of 3,500m 83mm wire each above deck & 1
spare wire reel for 1,500m 83mm wire below. 2 - 3", 2 - 3.25" & 2 - 4" gypsies for rig
chain. 200T Smit bracket on bow. 4 rig chain lockers total 552m3 (max 4 x 1,800m
83mm chain). Bridge operating system in UMAS control chair for main engine,
thrusters, steering gear, all drums, spooling gears, karm forks / towing pins. Winch
system powered by 4 electro-hydraulic motor pump sets. Kongsberg K-POS 21,
Fanbeam, HIPAP, 2 DGPS, IALA, 2 Wind sensors. Kongsberg joystick. Direct from Owners for whom we have handled several
previous purchases & time charters. Full details & price guidance on request. Caribbean.
File: SU26268 Supply Boat - AHTS - 262.5' loa x 229.3' lbp x 59.1' beam x 26.3' depth x 21.70' loaded draft. Built in 2003 by
Soviknes Verft. U.K. flag. GRT: 3,160. NRT: 1,187. Class: ABS +A1 Towing, OSV, AMS, ACCU, DPS-2, Unrestricted. Dwt:
2,989mt. Deck Cargo: 1,500T on 570m2 clear deck. FO: 1,167m3. FW: 504m3. DW: 1,718m3. Dry Bulk: 10,110ft3. Calcium
Chloride / Brine: 5,257BBL. Crane: 1 -5MT SWL; 1- 1.5T SWL. Winch: 500T triple
drum Brattvaag; 2 - 20T tuggers. Line Pull: 625T brake. Main Engines: 4 x Bergen
B32:40L6P total 16,316BHP at 750RPM. 2 - CP prop(s). 1- 868kW CP thruster.
Bowthruster 2-868kW. Dynamic Positioning. Bollard Pull: 183T. Speed about
16.2kn. Pump(s): FO/FW/DW: 250m3/h; Brine: 2@75m3/h. Genset(s): 11,200kW; 1-350kW; 2-2,380kW 440/220vAC 60Hz. Gyro. Autopilot. Radars: 2.
GPSs: 2. Fathometer. SSB. VHF: 3. Navtex. Quarters: 24 (14-1,5-2). UT 722L.
Towcon 2000+ towing system. Two 650T SWL Karm forks and 4 - 450mm dia.,
330T SWL tow pins + 2 - 95T SWL "pop up" pins. 2 - secondary drums with
capacity of 3,500m 83mm wire each above deck & 1 spare wire reel for 1,500m
83mm wire below. 2 - 3", 2 - 3.25" & 2 - 4" gypsies for rig chain. 200T Smit bracket
on bow. 4 rig chain lockers total 552m3 (max 4 x 1,800m 83mm chain). Bridge
operating system in UMAS control chair for main engine, thrusters, steering gear,
all drums, spooling gears, karm forks / towing pins. Winch system powered by 4 electro-hydraulic motor pump sets. Kongsberg KPOS 21, Fanbeam, HIPAP, 2 DGPS, IALA, 2 Wind sensors. Kongsberg joystick. Direct from Owners for whom we have handled
several previous purchases & time charters. Full details & price guidance on request. Caribbean.
File: SU26257 Supply Boat - AHTS - 262.4' loa x 59.0' beam x 26.2' depth x 21.60' draft. Built in 2003 by Soviknes Verft; Norway.
U.K. flag. GRT: 3,140. NRT: 1,187. Class: ABS + A1 Towing Vessel, Offshore Support Vessel, AMS, ACCU, DPS-2. SS just done.
Dwt: 2,750mt. Deck Cargo: 1,500T on 570m2 clear deck. FO: 1,150m3. FW: 500m3. DW: 1,669m3. Dry Bulk: 10,000ft3. Liq. Mud:
2,765BBL. Calcium Chloride / Brine: 4,620BBL. Windlass: Gypsies. Crane: 1 - 5T
@ 10m & 1 - 1.5T @ 13.5m. Winch: 625T triple drum brake Brattvaag & 2 - 20T
tuggers. Line Pull: 500T. Wire Capacity: 3,000m x 83mm / 8,000m x 83mm. Main
Engines: 4 x Bergen BRM6 total 16,800BHP. 2 - CP prop(s). Kort nozzle(s). 1 1,180HP Stern thruster. Bowthruster 2 - 1,180HP. Dynamic Positioning.
Bollard Pull: 179T. Pump(s): Fire: 2 - 1,500m3/h. FO: 250m3/h. DW: 250m3/h.
FW: 250m3/h. Bulk: 80Tph. Firefighting: FiFi-1. 2 - 1,200m3/h monitors. Gyro.
Radar. GPS. Fathometer. SSB. VHF. Navtex. Satcom. Quarters: 32 (14-1,5-2,24). UT 722L. Towcon 2000+ towing system. Two 650T SWL Karm forks and 4 450mm dia., 330T SWL tow pins + 2 - 95T SWL "pop up" pins. 2 - secondary
drums with capacity of 3,500m 83mm wire each above deck & 1 spare wire reel
for 1,500m 83mm wire below. 2 - 3", 2 - 3.25" & 2 - 4" gypsies for rig chain. 200T
Smit bracket on bow. 4 rig chain lockers total 552m3 (max 4 x 1,800m 83mm
chain). Bridge operating system in UMAS control chair for main engine, thrusters, steering gear, all drums, spooling gears, karm
forks / towing pins. Winch system powered by 4 electro-hydraulic motor pump sets. Kongsberg K-POS 21, Fanbeam, HIPAP, 2
DGPS, IALA, 2 Wind sensors. Kongsberg joystick. Direct from Owners for whom we have handled several previous purchases &
time charters. Full details & price guidance on request. U.K.
www.marcon.com
57
File: SU22248 Supply Boat - AHTS - 222.1' loa x 47.7' beam x 22.6' depth x 19.0'
draft. Built in 1983 by Hyundai Hvy. Ind.; Korea. India flag. GRT: 1,621. Class: IRS &
LR +100 A1 Offshore Tug Supply Ice Class 1, +LMC, UMS. Dwt: 1,500mt. Deck
Cargo: 550MT on 396m2 clear deck. FO: 936m3. FW: 382m3. DW: 800m3. Dry
Bulk: 290m3 in 4 tanks. Liq. Mud: 206m3. Calcium Chloride / Brine: 200m3. Crane:
1-5T @ 10m outreach. Winch: Triple drum waterfall Brattvaag. Line Pull: 400T brake.
Wire Capacity: 1,300m x 76mm; 900m x 77mm. Stern Roller. Main Engines: 4 x
Bergen KVMB-12 total 12,240BHP. Ulstein CP 3,000mm dia prop(s). Kort nozzle(s).
1 - 800HP stern thruster. Bowthruster 2 - 800HP. Dynamic Positioning. Bollard
Pull: 120MT. Speed about 12-16kn on 14.7T-30Tpd. Pump(s): Liq.Mud: 2 - 60m3/h;
Bulk: 50m3/h; FW / FO: 150m3/h; DW: 2 - 100m3/h. Genset(s): 2-1,570kW Siemens/shaft; 2-305kW/CAT; 1-94kW/CAT 440v 3ph
60Hz. Quarters: 21 (1-13, 2-4). AirCon. Galley. Dual Class (IRS and LR). All certs valid, 5 yr. SS and DD due Jan 2017. DP1 deep
water ice classed anchor handing tug supply vessel. Kongsberg dynamic positioning. Ulstein passive stabilization. Two 103m3 rig
chain lockers. Tow pins, two 10T tuggers, three 10T capstans, chain lifters and shark Jaws. Southeast Asia. Prompt.
File: TG80141 Tug - Twin Screw - 150.0' loa x 42.7' beam x 18.4' depth x 15.42' loaded
draft. Built in 1976 by Hermann Suerken GmbH. Singapore flag. GRT: 915. Class: ABS,
A1, AMS, Unrestricted service. Laid-up. Docking and Special Surveys due 28 Feb. 2011.
Dwt: 625T. Deck Cargo: 150MT on 16m x 10m clear deck. FO: 946m3. FW: 160m3. BW:
530m3. Crane: 1 - 3T @ 9m SWL Hydralift. Winch: 250T brake Ulstein Brattvaag double
drum waterfall. Line Pull: 150T. Wire Capacity: 900m x 64mm. Stern Roller. Main Engines:
2 x MAK M453AK total 9,700BHP. 4-blade CP prop(s). Kort nozzle(s). R/S Tailshaft
Surveys due 10 Mar. 2010. Bowthruster 6.6T. Bollard Pull: 117.5MT. Speed about 10-12kn
on 18.5-24MTpd. Pump(s): Ballast: 2 - 50m3; FW/FO: 100m3/h. Genset(s): 3-400kW /
GM12V71; 1-360kW / GM8V92; 1 -75kW / GM6-71 440vAC 60Hz. Firefighting: CO2
flooding system in engine room. Quarters: 14 in 11 cabins. AirCon. Galley. UT-506 design anchor handling tug. Fitted with 250T
SWL Karmfork hydraulic shark jaw handling up to 3" chain and 250T hydraulic towing pin. 2 - 10T capstans. 2 - 10T elect. / hyd.
tuggers. Bollard pull 108MT continuous and 117MT max. 1 berth hospital. 4 - 15 men inflatable life rafts. Southeast Asia.
File: TG80118 Tug - Azimuthing - 118.1' loa x 42.7' beam x 22.5' depth x 22.30' loaded
draft. Built in 2013. Foreign flag. GRT: 710. Class: LR 100A1, Escort Tug, FiFi 1 Water
Spray, LMC, UMS Ice 1A Super FS Near Coastal Voyage Class 2 Unrestricted. Dwt:
325mt. Crane: 14T capacity. Reach 14.4m. Winch: Markey split drum hawser forward &
single drum aft. Wire Capacity: 800m x
64mm. Main Engines: 2 x MAK 9M25C total
8,294BHP. 3,000mm Rolls Royce 305 CP
design, ice-classed terminal support /
shipdocking / tanker escort / towing tug
also suitable for ice-breaking & ice
management operations. Hydraulic tow
pins, rollers & hold-down block. 10T electric tugger & capstan. Hull coated with
Ecospeed glassflake reinforced coating for hull protection, reduced roughness &
reduced friction in harsh, icy conditions. May be developed for sale or charter.
Newbuild sister may also be developed. See TG80119 below.
File: SU27875 Supply Boat - AHTS - 278.2' loa x 72.2' beam x 27.2' depth x 22.3' draft.
Built 2013. Singapore flag. GRT: 5,166. Class: ABS +A1 +AMS, E, AHT OSV, FiFi 1,
DPS-2 HAB(WB), ENVIRO, ORO 1, ACCU, SPS 2008. Dwt: 4,800mt. 850m2 clear deck.
FO: 1,330m3. FW: 1,000m3. DW: 2,800m3. BW: 2,800m3. Dry Bulk: 280m3. Liq. Mud:
838m3. CaCl / Brine: 838m3. Winch: Brattvaag SL300W 2-drum waterfall, 2-15MT
tuggers,2-10MT capstans. Line Pull: 300MT. Wire Capacity: 2 - 2,000m x 70mm. Stern
Roller. Main Engines: 2 x Wartsila 9L26 total 8,207BHP. CP props. Kort nozzles. 2 600kW Wartsila Lips CPP 10MT stern thrusters. Bowthruster 2-800kW. Dynamic
Positioning. Bollard Pull: 150MT. Speed about 15.4kn. Genset(s): 2 - 1,950kW / Wartsila
6L26, 2 - 1,875kW /shaft. Quarters: 78 (6-1,12-2,12-4). Hybrid propulsion, multipurpose AHTS by Wartsila Ship Design. SPS-code compliant with Oil Recovery capability, HAB & ENVORO notations. Max line
pull 300MT ahead using combined diesel mechanical + the 1,950kW generators and two 1,500kW electric motors.
Kongsberg K-pos DP-21 positioning. HIPAP 500. 2-220m3 rig chain lockers. 2-76mm gypsies. Two Brattvaag rope storage
winches capacity 2,000m 70mm wire. Macgregor 350MT tow pins & 500MT shark jaws. Deck strengthened for AHC crane. Open
for outright sale, time charter or BBC to qualified charterers. Due to high bollard pull, vessel can do a towage to area of
operation helping defray cost of mobilization. Two units already committed. Far East.
www.marcon.com
58
File: TG80119 Tug - Azimuthing - 118.1' loa x 42.7' beam x
22.5' depth x 17.60' loaded draft. Built in 2016. Foreign flag.
GRT: 703. Class: LR, 100A1, Escort Tug, FiFi 1 Water Spray,
LMC, UMS Ice 1A Super FS Near Coastal Voyage Class 2
Unrestricted. Dwt: 325mt. Crane: 14T capacity. Reach 14.4m.
Winch: Markey split drum hawser forward & single drum aft.
Wire Capacity: 800m x 64mm. Main Engines: 2 x CAT 9M25C
total 8,076BHP. 3,000mm Rolls Royce 305 CP prop(s). Bollard
Pull: 110MT. Speed about 13.5kn max. Pump(s): Fire: 2 2,975m3/h. Genset(s): 3 - 250kW / CAT C9. Firefighting: FiFi 1
2 - 1,200m3/h & 1 - 2,400m3/h monitors. Foam 660m3.
Quarters: 10 persons. AirCon. Galley. Robert Allan Ltd.
design, ice-classed terminal support / shipdocking / tanker escort / towing tug suitable for ice-breaking & ice management
operations. Hydraulic tow pins, roller & hold-down block. 10T electric tugger & capstan. Hull coated with Ecospeed glassflake
reinforced coating for hull protection, reduced roughness & reduced friction in harsh, icy conditions. May be developed for sale or
charter. Further details and price ideas on request. Sister may also be developed. See TG80118. 1Q 2016.
loaded draft. Built in 2010 by Tongfan Jiangxin Shipbuilding; China. Singapore flag. GRT:
2,558. Class: ABS + A1 (E) + AMS, AH Towing Vessel + DPS-2, FiFi 1, OSV. Dwt:
2,500mt. Deck Cargo: 900MT on 490m2 clear deck. FO: 988m3. FW: 441m3. DW:
601m3. BW: 601m3. Dry Bulk: 22m3 in 4 tanks. Liq. Mud: 497m3. Crane: 1 - 3MT SWL @
16m. Winch: 2 - 5MT Elect./hyd. capstans; 2 - 12MT tuggers; Elect./hyd. double drum.
Line Pull: 210MT. Stern Roller. Main Engines: 2 x Niigata SWS75S total 8,000BHP. 2 CP prop(s). Kort nozzle(s). Stern thruster: 1 - 680kW. Bowthruster 2 - 680kW. Dynamic
Positioning. Bollard Pull: 125MT. Speed about 10-14.2kn on 9.6-26.4MT/day. Pump(s):
FO: 100m3, FW: 100m3, DW/BW: 100m3/h, Liqmd: 2 - 75m3/h, Brine: 50m3/h, Bulk: 2 20m3/h. Genset(s): 2 - 350kW / Volvo D12MGHE, 1 - 99kW / Volvo D7AT 440v 60Hz 3ph. Firefighting: 2 - 1,700m3/h pumps,
water & foam monitors. Quarters: 4-1, 3-2, 8-4 man berths. AirCon. Two 300MT shark jaws & tow pins. Africa West Coast.
File: SU24357 Supply Boat - AHTS - 243.8' loa x 54.1' beam x 24.6' depth x 8.00' light draft x
20.38' loaded draft. Built in 1999 by President Marine; Singapore. Vanuatu flag. GRT: 2,514.
Class: BV 1, Supply Vessel, +Mach, +Hull, +DPS-2, FiFi 1 with Water Spray, Unrestricted
Navigation. Exp. 2020. Dwt: 3,342mt. Light Disp.: 2,040mt. Deck Cargo: 1,200MT on 555.5m2
clear deck. FO: 1,456m3. FW: 290m3. DW: 542.8m3. Dry Bulk: 228m3. Liq. Mud: 707m3.
Calcium Chloride / Brine: 250m3. Winch: Zircom waterfall + 2 - 10T tuggers. Line Pull: 200MT.
Wire Capacity: 1,000m x 58mm. Stern Roller. Main Engines: 2 x Wartsila 9L26 total 7,844BHP.
2 - Wichmann CP prop(s). Kort nozzle(s). 1 - 770HP stern thrust. Bowthruster 2 - 600/770BHP.
Dynamic Positioning. Bollard Pull: 98MT. Speed about 12-14kn on 15.9MTpd. Pump(s): 2 60Tph bilge & ballast; 2 - 60Tph fire; 1 - 120Tph FO; 1 - 100Tph DW. Genset(s): 2 - 800kW
415vAC 50Hz 3Ph; 3 - 400kW 415vAC 50Hz. Firefighting: 2 - 600m3/hr monitors; FIFI 1 with
waterspray. Quarters: 18 crew. AirCon. Galley. Passengers: 12. 2 - Ulstein 8T each side thrusters. DP and joystick, Kongsberg
Simrad. 11m3 dispersant. Foam-10m3. 2-5T @ 15m/min capstans. 500T Karm fork. U.S. Gulf Coast.
File: TG72112 Tug - Twin Screw - 136.2' loa x 36.5' beam x 19.2' depth x 20.0' draft. Built
in 1975 by McDermott; Morgan City, LA. U.S. flag. GRT: 199. Class: ABS + A1 Towing +
AMS, Unrestricted. Special Survey due April 2016. FO: 155,000g. FW: 15,000g. Winch:
Markey double TSSDW 36C. Wire Capacity: 2 - 3,000' x 2.25". Stern Roller. Main Engines:
2 x EMD 20-645E7B total 7,200BHP. 5 blade 132" x 82"-88" props. Bollard Pull: 75ST.
Speed abt. 14kn service. Gensets: 2 - 105kW / CAT 3304. Quarters: 10 crew in 5 cabins.
Triple rudders for close-quarter maneuverability & steering power to handle large tows.
Hydraulic tow pins. Excellent sea-keeping capability. Well suited for all types of ocean
towing including emergency response and towing of disabled vessels. Marcon handled
over 100 sales & purchases for Owner since 1986. U.S. Gulf Coast.
File: TG72150 Tug - Twin Screw - 150.0' loa x 40.0' beam x 22.0' depth x 13.20' light draft x 20.00'
loaded draft. Built in 1976 by Equitable Shipyards; Madisonville. Rebuilt: 2002. U.S. flag. GRT: 174.
Class: ABS Ocean Loadline (exp June 24, 2013). Dwt: 820lt. FO: 224,000g. FW: 7,590g. BW:
80,140g. Winch: Intercon double drum DD250. Wire Capacity: 3,000' x 2.25" / 3,600' x 2.5". Main
Engines: 2 x EMD 20-645E5 total 7,200BHP. 2 - FP 144" x 144" prop(s). Kort nozzle(s). March 2014:
Zero running hours on fresh ME rebuild. Bowthruster 6T. Bollard Pull: 103ST. Genset(s): 2 - 99kW /
GM 8V71. Quarters: 2-1 & 6-2 man cabins. Sold to present owner by Marcon. Idle in fresh water
since mid-2013 with ABS Class dry-docking, etc. overdue. U.S. Northwest. Prompt.
www.marcon.com
59
File: SU19346 Supply Boat - AHTS - 193.5' loa x 40.1' beam x 18.4' depth x 12.60' light draft x
14.00' loaded draft. Built in 1975 by Bolsnes Werft, Norway. Panama flag. GRT: 990. Class:
IMB (International Maritime Bureau). Dwt: 942mt. Deck Cargo: 570T on 111' x 32' clear deck.
FO: 236,168g. FW: 58,646g. DW: 736MT. Dry Bulk: 6,000ft2 in 4 tanks. Winch: 80T double
drum Brattvaag. Line Pull: 80T x 2. Wire Capacity: 1,200m - 2. Stern Roller. Main Engines: 2 x
Nohab F216V825 total 7,040BHP. 2 - Liaaen CP prop(s). Kort nozzle(s). Bowthruster 600HP.
Bollard Pull: 80MT. Speed about 12.5-14.5kn on 12-26Tpd. Genset(s): 2 - 275kW / GM; 1 192kW / Mercedes Benz 440vAC 60Hz. Quarters: 12 crew. AirCon. Galley. Passengers: 18
supernumeraries. UT 704 standard design. Can provide more photos, 2009 drydock work
summary, copies of certificates price guidance on request. Sale “as is, where is”. Marcon
previously sold this vessel in 1991. In warm lay-up. U.S. Gulf Coast.
File: TG70131 Tug - Twin Screw - 124.0' loa x 37.0' beam x 18.0' depth x 13.00' light draft x
18.30' loaded draft. Built in 1994 by Halter Marine; Lockport, LA. Rebuilt: 2003. U.S. flag. GRT:
189. Class: ABS + A1, Towing Service + AMS. Laid Up status / all certs expired. Special Survey
due 01/2014. Docking due 01/2012. Light Disp.: 648lt. FO: 167,000g. FW: 1,000g. BW: 15,000g.
Main Engines: 2 x EMD 16-645F7B total 7,010BHP. 2 - FP prop(s). Speed about 10.7kn on
6,960gpd. Genset(s): 2 - 150kW 3Ph 60Hz AC. AirCon. Galley. ATB Tug for 550' x 78',
37,700stdw Ocean bulk barge. Bludworth connection system fitted in 2003. Upper pilothouse.
95.2' highest fixed point. See File HB55079. Currently in lay-up status with ABS but reportedly in
good condition. P/S Tailshaft Surveys overdue 25 Jan. 2014. Contact Marcon to obtain further
details, price guidance and to arrange inspection. Owner is keen Seller of these assets and
looking for all interested parties to submit bids for the tug and/or the barge. U.S. Gulf Coast.
File: SU21367 Supply Boat - AHTS -213.3' loa x 52.5' beam x 20.3' depth x 16.41' loaded draft. Built in
2015 by Sarawak land Shipyard. Malaysia flag. GRT: 2,235. NRT: 669. Class: ABS +A1, Towing, +AMS,
FiFi-1, OILREC 1, OSV AH, +ACCU, +DPS2, SPS, Unrestricted Service. Dwt: 15,000T. 435m2 clear
deck. Main Engines: 2 x CAT C280-8 total 6,786BHP at 900RPM. 2 - Reintjes gear(s). 2 - 3,000mm 4blade prop(s). Kort nozzle(s). Bollard Pull: 80T. Speed about 12kn. Genset(s): 3 - 450kW / CAT C18.
Southeast Asia.
File: SU21659 / SU21660 / SU21667 / SU21671 Supply Boats - AHTS (4 available) - 217.1'
loa x 52.5' beam x 20.3' depth x 16.40' loaded draft. Built in 2015 by Chinese shipyard.
Singapore flag. GRT: 2,950. Class: ABS + A1 (E) OSV, AH, Towing Vessel, FiFi-1, OilRec 1,
+AMS, DPS-2, SPS Code. Dwt: 1,800mt. Deck Cargo: 600MT on 450m2 clear deck. FO:
550m3. FW: 350m3. DW: 550m3. Dry Bulk: 150m3 in 4 tanks. Liq. Mud: 470m3. Crane: 2T @
15m. Winch: 250T MacGregor double drum w/f. Line Pull: 150T@6m/m.
Wire Capacity: 2 - 1,200m x 60mm. Stern Roller. Main Engines: 2 x
Niigata 8L28H total 6,600BHP. Kort nozzle(s). Stern Thruster: 8T Berg
CP. Bowthruster 2 - 12T. Dynamic Positioning. Bollard Pull: 90MT.
Speed about 12.8-13.8kn on 16-21m3/d MGO. Pump(s): FO: 2 - 150m3/h.
FW: 1 - 100m3/h. BW/DW: 1 - 100m3/h. Bulk: 2 - 13m3/h. Genset(s): 3- 450kW / CAT, 2- 1,200kW / shaft, 199kW / CAT 415vAC 3Ph 50Hz. Firefighting: 2 - 1,650m3/h pumps. 2 - water/foam monitors. Foam: 10m3.
Quarters: 50 in 20 cabins. AirCon. Galley. Eight Focal 680 LT design 66m AHTS / oil recovery sistervessels under construction with delivery between May 2015 and July 2016, subject to availability at time
of commitment. Kongsberg DPS-2 positioning. BNWAS. Hydraulic 250T SWL jaws & 2 hydraulic 250T SWL
tow pins. 6T@20m/min MacGregor storage reel. 2 - 10T capstans. 2 - 10T tuggers. FiFi-1. Water curtain. Oil
dispersant system. Detergent: 10m3. 2 - 25man liferafts. Rescue boat. 1 berth hospital. 1 - 10MT/d
watermaker. 50 man/day sewage treatment plant. All cabins c/w attached washroom. Far East.
File: TG56000 Tug - Single Screw - 150.0' loa x 136.8' lbp x 35.7' beam x 21.6' depth x
19.00' loaded draft. Built in 1973 by Ulstein Mek. Verksted; Norway. Canada flag. GRT:
722. NRT: 111. Class: Built to DNV 1A1 Tug EO, Ice. A. Now CSA Home Trade II. FO:
484.1MT. FW: 26.5MT. BW: 127.2MT. Windlass: Norwinch Mf-50 5T. Crane: 1 - 10T SWL
SKB. Winch: Norwinch S-500-2T-2 double drum waterfall & quick release hook. Wire
Capacity: 2,500' of 2" dia. ea. Main Engines: 2 x MAK 8M25 total 6,436BHP. 1 - CP
prop(s). Repowered Summer 2000. Bowthruster 150BHP. Bollard Pull: 65-74T. Speed
about 16kn max. Genset(s): 1 - 720kW shaft; 2 - 175kW / Volvo 220vAC. Gyro. Autopilot.
Radar. GPS. Fathometer. SSB. VHF. Navtex. Ice-classed, strong ocean tower with
upper pilothouse. Spare tow wire in cargo hold. Working. Canada East Coast.
www.marcon.com
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File: TG63110 / TG63111 / TG63112 / TG63113 Tugs - Azimuthing (4 available) - 110.0' loa x 42.0'
beam x 19.0' depth x 26.10' loaded draft. Built in 2009 by Gulf Ship LLC; Gulfport, MS. U.S. flag. GRT:
298. Class: ABS +A1, Escort Vessel, FiFi Class 1, +AMS, Unrestricted. SOLAS (exp. May 7, 2019).
Dwt: 684lt. FO: 92,343g. FW: 13,477g. BW: 91,652g. Winch: Markey DESDF-48WF. Wire Capacity:
650' x 7.5" circ. Line (2). Main Engines: 2 x CAT 3516C-HD total 6,300BHP. 2 - Rolls Royce UT755 FP
prop(s). ABS certified bollard pull 81.319MT. Bollard Pull: 81MT. Pump(s): 2 - 5,400gpm/hr (FiFi) / CAT
C18 diesel power. Genset(s): 2 - 500kW Kato / CAT C-18, 60Hz AC. Firefighting: 2 - 5,000gpm
monitors / remote control + water spray system. Quarters: 6 berths. AirCon. Galley. Four forward
mounted azimuthing drive sister tugs. As brokers only, we invite your best firm cash offers on either
en bloc or individual basis. Offered for outright sale strictly “as is, where is”. U.S. Gulf Coast.
1976 by Halter Marine; Moss Point, MS. U.S. flag. GRT: 198. ABS Loadline overdue. Dwt:
1,032lt. FO: 240,000g. FW: 14,975g. Winch: Intercon double drum. Line Pull: 350,000lbs.
Wire Capacity: 2,000' x 2.25". Main Engines: 2 x Alco 16-251F total 6,200BHP. FP - 4blade 144" x 105" props. Bowthruster. Speed about 13kn. Gensets: 2 - 150kW. Quarters:
15 in 8 cabins. AirCon. Galley. Raised foc'stle bow. Open wheel. Remotely operated tow
pins. Bollard pull abt. 77T (certified 1990). Marcon sold to current owner, who is keen
to sell. As brokers we invite all cash offers to test. U.S. Northeast. Prompt.
File: SU20344 Supply Boat - AHTS - 203.1' loa x 41.0' beam x 21.0' depth x 13.8' draft.
Built in 1976 by Yokohama S/Y / Nipponkai Hvy. Ind. GRT: 1,243. Class: ABS + A1 (E) +
AMS Unrestricted Service. Docking UWILD & Special Surveys due Oct. 2014. Dwt:
1,244mt. Deck Cargo: 450T on 210m3; 24x8.8m clear deck. FO: 636MT. FW: 118MT. BW:
572MT. Dry Bulk: 120MT. Winch: 173T stall ATW - 350 D; 2 tuggers. Line Pull: 150T. Main
Engines: 2 x Niigata 12MGV28BX total 6,000BHP. 2 FP prop(s). P/S Tailshaft Surveys
due 24 Jul. 2015. Bowthruster 325HP. Bollard Pull: 70.93T. Speed 8kn on 8.5MTpd.
Pump(s): FW: 110MT; FO: 120MT/h. Genset(s): 3 - 160kW / Detroit. 2 monitors. AirCon.
Galley. Passengers: 15 persons. Rescue boat. Marcon previously handled purchase of
two newbuildings & sale of one vessel for this Owner. Mid East.
loaded draft. Built in 2014 by Southeast Asian shipyard. Panama flag. GRT: 1,039. Class: BV. Dwt:
700T. 181.21m2 clear deck. FO: 550m3. FW: 90m3. BW: 150m3. Crane: 10T @ 15m hyd. telescopic.
Winch: Double drum waterfall; 225T brake. Line Pull: 150T. Wire Capacity: 1,200m x 64mm. Stern
Roller. Main Engines: 2 x Mitsubishi S12U MPTK total 6,000BHP. 2 - 4-blade FP prop(s). Kort
nozzle(s). Endurance: 30 days / abt. 8,000nm @ 12kn. Bowthruster 8T. Bollard Pull: abt. 80T. Speed
about 12.5kn free. Genset(s): 3 - 350ekW / CAT C18, 1 -82kW 415v 3ph 60Hz. Firefighting: 2 1,200m3/hr monitors. Quarters: 24 persons. AirCon. Galley. 200MT tow pins and 300MT shark jaw.
Wartsila design. AHT under construction. Southeast Asia. 30 days after MOA.
File: SU20650 Supply Boat - AHTS - 206.1' loa x 49.0' beam x 20.0' depth x
16.24' draft. Built in 2004 by Jaya Asiatic; Batam, Indonesia. Singapore flag.
GRT: 1,750. Class: ABS + A1 Towing, FiFi-1, + AMS, DP2. Dwt: 1,500mt. Deck
Cargo: 800MT on 400m2 clear deck. FO: 610m3. FW: 460m3. DW: 400m3. BW:
410m3. Dry Bulk: 200m3 in 4 tanks. Liq. Mud: 300m3. Crane: 1 - 2.2MT @ 12.2m
/ 5.9MT @ 3 to 6m. Winch: 1 - Double drum waterfall Brattvaag + 2 - 10MT
tuggers. Line Pull: 150MT. Wire Capacity: 1,200m x 52mm. Stern Roller. Main
Engines: 2 x Wartsila 6L26A total 5,500BHP. CP props. Kort nozzles. 2 - 515kW
Bow thrusters / 1 - 515kW Stern thruster; Range: 5,500nm @ 12kn. Bowthruster
16T. Dynamic Positioning. Bollard Pull: 66MT. Speed about 11 - 13.5kn on 10-18.5Tpd. Genset(s): 2 - 1,228kW / shaft; 3 370kW 440v 60Hz. Firefighting: 2 - 1,200 m3/hr; 2 - 1,614m3/hr fire pump. Quarters: 42. Galley. Mid East. April 2016.
File: SU18558 Triple Screw Supply Boat - AHTS - 180.0' loa x 40.0' beam x 15.1' depth x 12.8'
draft. Built 1974 by Burton Shipyard; Port Arthur, TX. Rebuilt: 1993. GRT: 704. Class: GL 100 A5
Tug MC. Docking due Jun. 2016. Intermediate Machinery due Jun. 2018. Dwt: 798mt. Deck Cargo:
550MT on 301.36m2 clear deck. FO: 444MT. FW: 230MT. BW: 300MT. Dry Bulk: 4,920ft3. Winch:
Smatco 66 DAW double drum waterfall. Line Pull: 113MT. Wire Capacity: 7,620m 52mm. Stern
Roller. Main Engines: 3 x EMD 16-645E2 total 5,400BHP. 3 - FP props. Bowthruster 300HP. Bollard
Pull: 62MT. Speed about 8-10kn on 5.7-8.2MTpd. Genset(s): 2 -150kW / GM; 1 - 55kW / GM
220/110vAC 60Hz. Marcon previously handled purchase of two newbuildings & sale of one
vessel for Owner. Marcon has also sold two sister-vessels for others. Mid East.
www.marcon.com
61
File: SU18056 Supply Boat - AHTS - 180.4' loa x 45.3' beam x 18.0' depth x 15.61' loaded
draft. Built in 2011 by Nanjing East Star Shipbldg.; China. Foreign flag. GRT: 1,161. Class:
ABS +A1, Towing Vessel, OSV AH, (E), +AMS Unrestricted Service. Docking and Special
Surveys due 19 May 2016. Dwt: 1,000mt. 330m2 clear deck. FO: 400m3. FW: 380m3. DW:
114m3. BW: 150m3. Dry Bulk: 117m3 in 4 tanks. Liq. Mud: 100m3. Crane: 5T SWL @ 8m
Palfinger. Winch: 150T brake McGregor Plimsoll hydraulic double drum waterfall. Line Pull:
100T. Wire Capacity: 2 - 1,000 x 50mm. Stern Roller. Main Engines: 2 x CAT 3516B-HD total
5,220BHP. 2 - 4 blade Nibral FP prop(s). Kort nozzle(s). Bollard Pull ABS certified. P/S Tailshaft
Surveys due 19 May 2016. Bollard Pull: 67.2mt. Speed about 11-12.5kn. Pump(s): FO Cargo:
1-150m3/h, FW: 1-189.3m3/h, DW: 90m3/h. Liq. Mud: 2-70m3/h. Genset(s): 3 - 260kW / CAT
3406C, 1 - 96kW /CAT. Shore power. Firefighting: 1-600m3/hr pump. 1-300m3/h monitor. Water spray. Foam tank-11m3. Quarters:
28 in 10 cabins. AirCon. Galley. KCM 55M design anchor handling tug supply vessel. Rope reel winch for 1,000m 50mm wire. Two
MacGregor-Plimsoll tow pins. 200T SWL shark jaw. 80T SWL Smit towing bollard. 2 - 5T tuggers. Four 6-persons liferafts. One
outboard engine rescue boat for 6 persons. Rescue zones on both sides of vessel. Mid East.
in 1982 by Korea Shipbuilding & Engineering. Bahrain flag. GRT: 626. Class: BV I Tug
Coastal Area. exp. 2017. Last DD/SS July 2013. Dwt: 464mt. FO: 360T. FW: 40T. BW: 87T.
Crane: 2 - 3T. Winch: Hydraulic I.P. Huse. Main Engines: 2 x MWM TBD441 16K total
5,200BHP. 3-180kW / MWM TD232V8. Bowthruster 350HP. Bollard Pull: 69T. Speed 10kn
on 8MTpd. Pump(s): FW: 55MT/h; FO: 77MT/h. Genset(s): 3 - 180kVA AEG / MWM 60Hz
AC. Firefighting: 52m3 foam capacity. Three fire monitors. Mid East.
draft. Built in 2007 by Fujian Southeast; China. Singapore flag. GRT: 1,678. Class:
ABS + A1, Towing Vessel, FiFi 1, OSV AH (E) + AMS. Unrestricted service. Special
Survey 04/2017. Dwt: 1,385mt. 340m2 clear deck. FO: 537m3. FW: 360m3. DW:
400m3. Dry Bulk: 187m3 in 4 tanks. Liq. Mud: 370m3. Crane: 1 - 3T @ 9m reach.
Winch: 200T hyd. double drum waterfall Karmoy; 2 - 10T tuggers. Line Pull: 150T.
Wire Capacity: 1,000m 52mm. Stern Roller. Main Engines: 2 x CAT 3516B total
5,150BHP. Berg CP props. Endurance: 14 days. Bowthruster 5T. Bollard Pull:
64MT. Speed about 10-13kn. Pumps: FO: 150m3/h, FW/DW: 100m3/h, Dryblk: 2 13m3/h, Liqmd: 2 - 75m3/h. Gensets: 3 - 340kW / CAT3408; 1 - 52kW / Perkins 415vAC 3ph 50Hz. Fifi: 2 - 1,400m3/hr @ 13 bar
pumps; 2 - water monitors. Quarters: 42 bunks. DN59M design multi-purpose AHTS. Rescue Zone. Karmoy 200T Shark Jaws &
tow pins. Two capstans: 5MT @ 15m/min. Storage reel capacity 1,000m 52mm wire. Stern roller: 4m x 1.6m dia. SWL 200T. Foam
12m3 / Detergent 12m3. Water maker 3Tpd. 6 x 25 man liferafts. Sewage treatment for 50 persons. Africa South Coast. Prompt.
File: SU19257 Supply Boat - AHTS - 192.5' loa x 47.9' beam x 18.0' depth x 15.74' draft. Built in
2005 by Yuexin Shipbldg.; Guangzhou, China. Singapore flag. GRT: 1,470. Class: BV I + Hull &
Mach, Unrestricted, FiFi 1. Dwt: 1,433mt. Deck Cargo: 500MT on 350m2 clear deck. FO: 475m3.
FW: 230m3. DW: 460m3. Dry Bulk: 187m3 in 4 tanks. Liq. Mud: 254m3. Winch: 200MT brake
Plimsoll double drum AHT. Line Pull: 150MT@6m/m. Wire Capacity: 2 - 1,000m x 56mm. Stern
Roller. Main Engines: 2 x CAT 3516B total 5,150BHP. Berg CP prop(s). Kort nozzle(s).
Bowthruster 315kW. Dynamic Positioning. Bollard Pull: 65MT. Speed about 10-13kn on 1219m3/d MGO. Pump(s): FO: 150m3/h; FW: 100m3/h; DW: 100m3/h; Liq Mud: 2 - 70m3/h.
Genset(s): 3 - 340kW / CAT 3408DITA; 1 - 52kW 415vAC 3ph 50Hz. Firefighting: FiFi-1. Water
curtain all round. 1,200m3/h; 300-1,200m3/h monitors. Quarters: 42 in 14 cabins. AirCon. Galley.
KCM 58.7M design DP-1 AHTS. Foam / detergent: 14m3 each. 300MT SWL Karmfork. Elec/hyd towpins with turntable top flaps.
Elect./hyd. rope reel. 2 - 10T tuggers. 2 - 5T capstans. Oil dispersant system. All cabins c/w attached washrooms. 1 berth hospital.
6 person rescue boat. 5m3/d R.O watermaker. 40 man/day sewage plant. Mid East. Dec. 2015.
File: TG51107 Tugs - Azimuthing (5 available) - 98.4' loa x 39.3' beam x 18.0' depth x
13.1' draft. Built 2015 by Chinese yard. Foreign flag. GRT: 397. Class: BV I +HULL +MACH,
AUT-UMS, Tug, FiFi 1, Water spraying, Harbor Operation. FO: 100m3. FW: 30m3. Winch:
200T brake Jebsen & Jessen combo fwd. Line Pull: 1.8T@10m. Wire Capacity: 120m x
100mm. Main Engines: 2 x CAT 3516C total 5,150BHP. Rolls Royce US-205 FP props.
Bollard Pull: 70T. Speed about 12kn. Pumps: 1 - FFS 2,760m3 @ 115MLC. Gensets: 2150kW / CAT C7.1 400v 50Hz, 1-30kW / Cummins 380v 50Hz 3Ph. 2-1,200/300m3/hr
water/foam monitors. Quarters: 2-1 man, 5-2 man cabins. Five newbuilding, multi-purpose
ASD tugs for harbor operations. First ready for delivery within 1 month from contracting.
Second unit 3 months from contracting. Delivery timing of further units on negotiated basis. 80T SWL disc type tow hook aft. Direct
from owners for whom we have handled previous tug sale. In compliance with SOLAS, Hong Kong merchant shipping ordinance &
class requirements as regards lifesaving & FiFi equipment. CO2 as per BV Rules. Oil spill dispersant boom. Southeast Asia.
www.marcon.com
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File: TG51158 Tug - Twin Screw - 158.1' loa x 47.9' beam x 16.4' depth x 15.2' draft.
Built 2015 by Malaysian shipyard. Class: NKK. 200m2 clear deck. FO: 420m3. FW:
145m3. Crane: 5T @ 15m telescoping. Winch: 10T @ 16m/min HY Tug WR19. Line
Pull: 200T. Stern Roller. Main Engines: 2 x CAT 3516C total 5,150BHP. 2,650mm CP
Berg props. Kort nozzle(s). Stern thruster: 1 - 450kW. Bowthruster 560kW. Dynamic
Positioning. Bollard Pull: 65T. Speed about 12kn. Genset(s): 2 - 350kW / CAT C18; 1
- 82kW / CAT C4.4. FiFi-1; 2 monitors 1,200m3/hr each. Quarters: 22 (4 - 1, 9 -2 man).
Newbuilding AHT Tug. DP 1. Oil dispersant. Cargo FO: 300m3. Foam: 8m3. Combo
anchor windlass / mooring winch: 40T, 50mm x 200m. Hyd. anchor handling / tow
winch: 200T brake, 56mm x 1,000m. February 2016.
File: TG51160 Tug - Twin Screw - 160.7' loa x 43.3' beam x 17.4' depth x 14.8' draft.
Built 2007 by Tuong Aik Shipyard; Sibu, Malaysia. Singapore flag. GRT: 1,079. Class:
BV 1 + Hull + Mach, AH-Tug Unrestricted. Dwt: 880mt. Deck Cargo: 200MT on 240m2
deck. FO: 963m3. FW: 52m3. DW: 38m3. Crane: 2MT elect. / hyd. Palfinger. Winch:
200T brake Mentrade double drum AHT. Line Pull: 150MT@6m/m. Wire Capacity: 2 100m 56mm. Stern Roller. Main Engines: 2 x CAT 3516B total 5,150BHP. Berg CP in
nozzles prop(s). Kort nozzle(s). Bowthruster 440kW. Bollard Pull: 60MT. Speed about
10-13kn on 12-19m3/d MGO. Pump(s): FO: 100m3/h; FW: 70m3/h; DW: 50m3/h.
Genset(s): 3 - 340kW / CAT3408; 1 - 60kW / CAT C4.4 415vAC 3ph 50Hz. Firefighting:
FiFi-1 with water curtain all round. Quarters: 27 in 10 cabins. 49m, FiFi-1, anchor
handling tug. 8m3 foam. 8m3 detergent. 300MT elec/hyd Karmfork. Two elec/hyd tow
pins with turntable flat tops. 2 - 10T tuggers. Rope reel. Joystick. Oil dispersant. 300-1,200m3/h & 1,200m3/h fire monitors. All
cabins c/w attached washroom. 1 berth hospital. 5m3/d R.O. watermaker. 30 man/day sewage treatment plant. Southeast Asia.
File: TG50139 Tug - Azimuthing - 117.1' loa x 37.7' beam x 18.4' depth x 15.90' draft. Built in 2015.
Class: RINA I +Hull +Mach / FiFi Ship 1 / Water Spray / Unrestricted Nav / AUT-UMS. FO: 313.1m3.
FW: 48.8m3. BW: @55.8m3. Crane: Palfinger 2,960kg @ 4m. Winch: Double drum hydraulic aft + 70T
SWL tow hook & tow pins. Line Pull: 45MT@5m/m. Wire Capacity: 2 - 750m x 52mm. Stern Roller.
Main Engines: 2 x ABC 8DZC total 5,095BHP. Schottel 1515 CP 2,600mm dia props. FiFi pumps PTO
both M/E. Range @ 2,000nm at @ 6kn towing speed. Bowthruster 150kW. Bollard Pull: @65MT.
Speed about @13kn trial on 14MT/d. Genset(s): 3 - 126kW / Volvo Penta D7-TA 400vAC 50Hz 3ph.
Firefighting: Foam 17.4m3. 2 -1,400m3/hr pumps. 2 - Skum water / foam monitors. Quarters: 3-1, 1-2,
2-4 berth cabins. AirCon. Galley. Newbuilding multipurpose ASD tug. Two sister tugs previously
delivered. Dispersant @ 17.4m3. Endurance @ 22 days. Curtain type water spray. 4.25m work / rescue
boat. Full fendering. Oil dispersant booms. Mediterranean.
File: TG51516 Tug - Twin Screw - 164.0' loa x 43.3' beam x 17.1' depth x 14.80'
draft. Built 2010 by Nanjing East Star Shipbldg; China. Singapore flag. GRT:
1,092. Class: BV +A1 *Hull, *Mach FiFi Ship / Supply Vessel / AHT. Dwt: 800mt.
20m x 10m clear deck. FO: 600m3. FW: 215m3. Crane: 2T @ 10m elect. / hyd.
SWL. Winch: 200T elect. / hyd. double drum waterfall brake. Wire Capacity:
1,000m 50mm. Stern Roller. Main Engines: 2 x CAT 3516B total 5,150BHP. Berg
CP 4-blade mang-bronze prop(s). Kort nozzle(s). Endurance @ 12,000nm at
12.5kn. Bowthruster 350kW. Bollard Pull: 60MT. Speed about 12.5kn. Pump(s):
1,500m3/hr fire. Genset(s): 3 - 300kW / Cummins 380vAC 3ph 50Hz. Firefighting:
Foam 14m3. 2 - 1,200m3/m @ 120m foam / water monitors. Quarters: Total 34
persons. AirCon. Galley. Winch Linepull: 150MT @ 15m/min. Two 50m AHTS available for sale or charter. See also file
TG51517. 16m3 detergent. Hydraulic 200MT SWL tow pins & shark jaws. 2 - 5T capstans. 2 - 10T tuggers. Full fendering. Fast
rescue boat. Wood sheathed aft cargo deck. Prompt.
draft. Built in 2005 by Cheoy Lee Shipyard; Singapore. Australia flag. GRT: 328. Class:
LR +100A1, +LMC Tug. FO: 108m3. FW: 23m3. Crane: Palfinger hyd knuckle boom 10MT.
Winch: Plimsoll 150T brake P3525-HTW. Main Engines: 2 x CAT 3516B total 5,000BHP.
Schottel SRP 1215 FP prop(s). Endurance 2,500nm. Bollard Pull: 60T. Speed about 12kn
free. Genset(s): 2 - 84kW / CAT3056T. Firefighting: 3m3 foam. 1,400m3/h pump & 2 Skum
600m3/hr monitors. Robert Allan Ltd. Z-tech Class. ASD harbor tug. Australia. 1Q 2016.
www.marcon.com
63
File: TG50156 / TG50157 Tugs - Twin Screw (2 each) - 147.6' loa x 41.3' beam x 17.4'
depth. Built in 2009 by Rushan Shipbuilding; China. Singapore flag. GRT: 874. Class: BV I
Hull, Mach, Tug. Special Service, AH, Unrestricted. Formerly ABS + A1, Towing Vessel,
FiFi, AH (E) + AMS. Dwt: 539mt. 200m2 clear deck. FO: 486m3. FW: 266m3. DW: 77m3.
Crane: 10MT SWL. Winch: 225T brake double drum waterfall. Line Pull: 150T@6m. Wire
Capacity: 1,000m 58mm. Stern Roller. Main Engines: 2 x
Niigata 6MG28HX total 5,000BHP. FP prop(s). Kort
nozzle(s). Endurance 40 days. Bowthruster 441kW.
Bollard Pull: 70T. Speed about 10-13kn on 10-15MTpd
MGO. Pump(s): Fire: 1,500m3/h & 1 - 30m3/h.
Genset(s): 3 - 300kW, 1 - 80kW 415vAC 50Hz.
Firefighting: FiFi 1/2. Water mist system & CO2 in
engine room. Quarters: 24 in 10 cabins. AirCon. Galley. Anchor handling tug / utility vessel. 2 10T tuggers. 2 - 5T capstans. 2 - 100T SWL tow pins. 1 - 200T SWL shark jaw. 6 person rescue
boat with davit. Open for outright sale or long term charter with purchase option to
qualified operators. Southeast Asia.
draft. Built in 2001 by Nam Cheong Dockyard Sdn Bhd; Malaysia. Australia flag. GRT: 799.
Class: ABS +A1 Towing Vessel, OSV, AH, E +AMS, Unrestricted Service. Dwt: 744mt.
310m2 clear deck. FO: 438m3. FW: 222m3. BW: 74m3. Winch. Stern Roller. Main Engines:
2 x Bergen KRMB-8 total 4,980BHP. 2 - CP prop(s). Bowthruster 450HP. Speed about
12kn. Genset(s): 3 - 240kW / CAT. Firefighting: FiFi 1/2. 2 - 600m3/h monitors, 1 1,500m3/h pump. Foam: 20m3. Quarters: 12. AirCon. Galley. Southeast Asia.
File: TG50123 Tug - Twin Screw -121.4' loa x 37.4' beam x 16.2' depth x 13.10' loaded draft. Built in
1998 by Jiangsu Wuxi Shipyard; China. Mexico flag. GRT: 465. NRT: 139. Class: ABS + A1 (E) + AMS
Towing, Lifesaving to SOLAS. Dwt: 335mt. 39' x 28' clear deck. Deck Load: 2.6T/m2. FO: 79,885g.
FW: 22,164g. 2 - 680kg stockless anchor(s). Wire/Chain Capacity: 220m. Wire/Chain Dia.: 26mm.
Windlass: 6T @ 12.4m/min Brattvaag. Crane: 7.5MT hydraulic. Winch: 140T single drum brake
Brattvaag + 10T tugger. Line Pull: 75MT@15m/m. Wire Capacity: 650m 52mm. Stern Roller. Main
Engines: 2 x Yanmar 6N280EN total 4,932BHP. YX-3000 3.5:1 gear(s). 2 - FP 3,000mm 4-blade
Kaplan prop(s). Kort nozzle(s). Ulstein 45-TV 240kW bow thruster. Bowthruster 3.5MT. Bollard Pull:
79.5T. Speed about 13kn on 1,600Lpd max. Genset(s): 3 - 300kW / GM 8V92TA 380v 3ph 50Hz.
Firefighting: 360m3/hr FiFi pump w/ 2 monitors. Gyro. Autopilot. Radar. GPS. SSB. VHF: 2. Satcom.
Steering: Elec/hyd. Quarters: 14 crew. AirCon. Galley. Tow pins / shark jaws. 2 - 6T wire storage reels
capacity 750m 52mm. Endurance 7,200nm @ 12 kn. 2 - 4m dispersant booms fitted. U.S. Gulf Coast.
File: SU19229 / SU19230 Supply Boats - AHTS (2 available) - 192.5' loa x
48.5' beam x 18.0' depth x 14.76' loaded draft. Built in 2009 by Guangzhou
Hangtong Shipbldg.; China. Singapore flag. GRT: 1,459. Class: ABS + A1,
AH Towing, FiFi 1, OSV AH (E) + AMS. Unrestricted. Dwt: 1,350T. Deck
Cargo: 500MT on 350m2 deck. FO: 482m3. FW: 213m3. DW: 463m3. Dry
Bulk: 187m3 in 4 tanks. Liq. Mud: 259m3. Winch: 200T brake Mentrade
double drum w/f AHT. Line Pull: 150T@6m/m. Wire Capacity: 2 x 1,000m
56mm. Stern Roller. Main Engines: 2 x Wartsila 9L20 total 4,900BHP.
Wartsila Lips CP props. Kort nozzles. Bowthruster 2 - 500kW CP. Bollard
Pull: 65MT. Speed about 10-13.5kn on MGO. Pump(s): Fire: 2 - 1,550m3/h; FO: 150m3/h; FW: 100m3/h. DW / BW: 100m3/h.
Genset(s): 3 - 320kW / Volvo D30A; 1-99kW / Volvo 415vAC 50Hz 3ph. FiFi 1.
Quarters: 42 in 14 cabins. AirCon. Galley. KCM 58.7 design DP-1 anchor handling tug
supplier. Elect. / hyd. Mentrade rope reel for 1,000m 56mm wire. Elect. / hyd. tow pins
with top flaps. 300MT SWL Karmfork shark jaws. 2 - 5T capstans. 2 - 10T tuggers.
Marine Technologies Bridge Mate DP-1 positioning with 2 - DGPS and joystick.
Foam/Detergent: 13m3 each. Oil dispersant system with 2-6m spray booms. All
cabins c/w attached washroom. Hospital. 6 person rescue boat. 5m3/h R.O.
watermaker. Sewage plant for 40. Working. Southeast Asia. Prompt.
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File: SU19278 / SU19281 Supply Boats - AHTS (2 available) - 192.6' loa x 47.9' beam
x 18.1' depth x 15.58' loaded draft. Built in 2012 by Guangzhou Hantong Shipbldg.;
China. Singapore flag. GRT: 1,537. Class: BV + A1 (E) Offshore Support, FiFi 1, Water
Spraying, Dynpos AM/AT. Dwt: 1,350mt. Deck Cargo: 550T on 370m2 clear deck. FO:
485m3. FW: 230m3. DW: 460m3. Dry Bulk: 187m3 in 4 tanks. Liq. Mud: 255m3. Crane:
1 - 3T @ 7m SWL. Winch: 250T brake double drum AHT waterfall; 2 - 10T tuggers. Line
Pull: 150T. Wire Capacity: 1,000m x 52mm. Stern Roller. Main Engines: 2 x Wartsila
9L20 total 4,890BHP. Lips CP props. Bowthruster 8T. Bollard Pull: 66T. Speed about
10-12.3kn on 8.5-14tpd. Pump(s): FO: 150m3/h. DW: 100m3/h. BW: 75m3/h. Liq. Mud: 2
x 70m3/h. Bulk 2 x 13m3/min. Genset(s): 3 - 450kW 50Hz. Firefighting: 2 - 1,500m3/h
pumps, 2- 1,200m3/h remote monitors. Quarters: 42 (4-2, 2-1, 8-4). Two KCM 58.7 design,
DP-1 anchor handling tug supply vessels. 300T SWL Karmoy fork shark jaws & 2 - 200T
towing pins. 1,000m capacity storage wire reel. 5T capstans. Kongsberg cPos system with
two DGPS reference systems. Dispersant system. Total 19 non-propelled barges, two
6,500mtdw, 300' x 80' propelled barges, two modern 5,150BHP AHTSs and four 3,200BHP
118' - 121' tugs also available from same Owner. See also files TG32228, TG32244,
TG32280, TG32281 and DB30283. Keen Seller. We invite firm cash offers on individual or
multiple en-bloc basis. Southeast Asia. Prompt.
File: TG48136 Tug - Twin Screw - 136.0' loa x 40.0' beam x 14.0' depth. Built in 1982 by
Main Iron Wks.; Bayou Blue, LA. U.S. flag. GRT: 161. Class: ABS + A1, Towing Service +
AMS (Laid up / Expired 2012). FO: 565m3. Winch: Single drum. Line Pull: 100,000lb. Main
Engines: 2 x Alco 12-251F total 4,860BHP. 2 - FP prop(s) on Stainless steel shaft(s).
Genset(s): 2 - 150kW. Integrated tug with upper pilothouse. Contact Marcon for price
guidance and to arrange inspection. U.S. Gulf Coast.
File: TG48134 Tug - Azimuthing - 111.3' loa x 35.5' beam x 17.7' depth x 16.9' loaded draft.
Built in 1986 by Carrington Slipways; Newcastle. Australia flag. GRT: 470. Class: ABS +A1,
Towing Service, (E), +AMS, +ACCU. Drydocking due Jan. 2016. Special & Annual Surveys
due Mar. 31, 2016. Dwt: 613mt. 18m2 clear deck. FO: 194m3. FW: 62m3. BW: 63.27m3.
Crane: 11MT Hiab Sea Crane 110. Winch: 80MT Norwinch single drum fwd. & aft., Hydraulic
tow pins. Line Pull: 18MT. Wire Capacity: 700m x 44mm. Main Engines: 2 x Yanmar 8Z280-ET
total 4,800BHP. 2,400mm Duckpeller prop(s). Bollard pull astern: 58MT. P/S M/E 35,242h /
35,197h as of Sept. 27, 2015. Bollard Pull: 59MT. Speed about 12.5kn max on 215Lph.
Genset(s): 2 - 175kVA / CAT 3406T 415vAC 50Hz 3Ph. Firefighting: FiFi: 1/2. 1,000Lpm & 3,000Lpm monitors. Fire curtain. Foam
14m3. Quarters: 14 berths 8 cabins. Firefighting / salvage tug. Carrington tow hook. 5-metre rigid inflatable Arib MOB boat., Shorebased portable cradle. Spare tow wire on power reel. Australia. Prompt.
File: SU18954 Supply Boat - AHTS - 188.6' loa x 45.3' beam x 18.0' depth x 14.76' draft. Built
2004 by Yuexin, China. Singapore flag. GRT: 1,370. Class: BV I +Hull, +Mach Supply Vessel - AH,
FiFi-1, Unrestricted. Dwt: 1,473T. Deck Cargo: 600MT on 380m2 clear deck. FO: 370m3. FW:
200m3. DW: 360m3. Dry Bulk: 187m3. Liq. Mud: 255m3. Winch: 1 - 200MT brake double drum
elect. / hyd. tow. Line Pull: 150MT. Wire Capacity: 1,000m x 50mm. Stern Roller. Main Engines: 2 x
CAT 3516B-TA total 4,750BHP. 2 - CP prop(s). Kort nozzle(s). Bowthruster 5T. Bollard Pull:
63MT. Speed 13.7kn max on 13MTpd MGO. Genset(s): 3 - 315kW; 1 - 65kW / Perkins 415v 3ph
50Hz. Firefighting: 2 - 1,541m3/h pumps incl. waterspray; 2 - 1,200m3/h monitors. Quarters: 42 in
14 cabins. Fitted with shark jaws & tow pins. Foam / Detergent 13m3 each. Hospital with 2 berths.
5MTpd reverse osmosis watermaker. Kawasaki KICS joystick control integrating propellers & bow
thruster. 6 - 25 person life rafts. Sewage treatment for 48 persons. Southeast Asia.
2012 by Cantiere Navale; Salerno, Italy. GRT: 464. Class: RINA "C" + Hull + MACH, Supply
Vessel, Rec-Oil, AUT-UMS, Unrestricted Nav. thru Dec. 14, 2017. Deck Cargo: 290MT on
120m2 clear deck. FO: 245m3. FW: 108m3. BW: 121m3. Crane: 3T @ 10m deck. Winch: Tow
& 70T hook; 5T capstan. Wire Capacity: 700m x 48mm. Main Engines: 2 x CAT 3516B total
4,749BHP. CP Helset prop(s). Kort nozzle(s). Max / continuous pull 61.8 / 59.1MT. Tailshaft
Surveys due 06/14/18. Bowthruster 100kW. Speed about 8-13kn on 6-14MT/day. Pump(s):
FO: 50m3/h; FW: 40m3/h. Genset(s): 2 - 200kVA / Iveco; 1 - 60kVA / Iveco 380vAC 50Hz 3ph.
Firefighting: FiFi 1. 2- 1,200/300m3/h water/foam monitors. Foam: 17m3. Quarters: 14 total.
AirCon. Galley. Ocean going oil recovery / tug supply vessel. Rec. oil capacity 310m3. Spare wire reel & wire. Push bow. Full
fendering. 120Tpd watermaker. Oil boom. Oil recovery system 2 - 100m3/h in built system from 10 to 12,000CsT. 24m side infl.
sweeping arm. Three liferafts total 46 persons. 5m anti-pollution service boat with 75kW inboard engine. Six person rescue boat.
Although not officially on market, we may develop on a private & confidential basis. Africa West Coast. Prompt.
www.marcon.com
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File: TG47083 Tugs - Azimuthing (2 available) - 82.0' loa x 32.8' beam x 13.7' depth x 16.40'
loaded draft. Built in 2015 by Turkish shipyard. Foreign flag. GRT: 271. Class: BV +Hull
+Machinery, Tug, +AUT-UMS, Unrestricted Service. Dwt: 182mt. FO: 64.766m3. FW: 13.270m3.
BW: 24.94m3. Crane: Guerra hyd. 1mt @ 8m folding. Winch: Ibersica hydraulic combo anchor /
escort. Line Pull: 40T. Wire Capacity: 120m 72mm synthetic. Main Engines: 2 x CAT 3512C total
4,730BHP. Rolls Royce US205 2.4m FP prop(s). IMO Tier II rated M/Es. Hydraulic power packs
for capstan & deck crane. Bollard Pull: 60T. Speed about 12kn free. Pump(s): FiFi: 1,200m3/h /
Deutz powered; Bilge/Fire: 25m3/h. Genset(s): 2 - 108kW / Deutz Tier II, 380/220vAC 50Hz. 65
amp shore power. Firefighting: FiFi 1/2 system. 2 - 600m3/h MARSIS monitors. Foam 11.130m3. Quarters: up to 7 crew. AirCon. Galley. Two newbuilding Robert Allen ASD 2560
design terminal / ship assist tugs designed for harbor towage operations with occasional coastal transits and delivery in
international waters in air temperatures -10 to +35 deg. C and sea water temperatures of 0 to +32 deg. C. DATA vertical 3T
capstan and 70 ton SWL pneumatic towing hook aft. 480 X 300mm W type fenders fore and aft with 300 X 300mm D type on
sides. Contact Marcon for price guidance and further details. May be able to deliver earlier. Mediterranean. December 2015.
File: TG47118 Tug - Twin Screw - 118.1' loa x 107.0' lbp x 35.4' beam x 17.7' depth x 13.29'
draft. Built in 2004 by Guangzhou Hangtong Shipbldg; China. GRT: 499. NRT: 149. Class: ABS
+A1, Towing Vessel, (E), +AMS, Unrestricted Service. Dwt: 150T. 80m2 clear deck. FO: 100m3.
FW: 30m3. BW: 133.42m3. Main Engines: 2 x Yanmar 6N280-EN total 4,700BHP. 2 - FP
prop(s). Bowthruster 1.5T. Bollard Pull: 50T. Speed about 11kn on 203-224g/hr. Genset(s): 2 125kW / Yanmar. Firefighting: 240m3/hr pump. Quarters: 11 crew. Galley. Mid East.
loaded draft. Built in 1974 by J.G. Hitzler, W. Germany. Rebuilt: 2001. Bahrain flag.
GRT: 910. Class: LR 100 A1. Dwt: 927T. Deck Cargo: 500LT on 98.4' x 32.8' clear
deck. FO: 400MT. FW: 132T. DW: 296MT. Dry Bulk: 186m3. Crane: 10MT. Winch:
Hitzler. Line Pull: 250,000lb. Wire Capacity: 2,624' of 57mm. Stern Roller. Main
Engines: 2 x MWM TBD441V12 total 4,600BHP. 2 - CP 3-blade prop(s). Bowthruster
400HP. Bollard Pull: 60MT. Speed abt 10-14kn. Genset(s): 2 - 140kVA / MWM 175HP
400v 50z; 1 - 420kVA 606amp 400v 50Hz. Firefighting: 600m3 pump + 10,000L
monitor. Quarters: 23 in 12 cabins. AirCon. Galley. Mid East.
File: TG45117 Tug - Twin Screw - 95.6' loa x 29.0' beam x 14.4' depth x 12.0' draft. Built 2000 by
BV Scheepswerf Damen; Gorinchem. Mexico flag. GRT: 269. Class: LR +100A1 Tug, LMC.
Docking, Special and Annual Surveys due May 2016. Intermediate due May 2018. Dwt: 207T. 90m2
clear deck. FO: 37,000g. FW: 30T. Crane: 6T deck. Winch: AH / towing & 65T SWL tow hook /
Cummins diesel power. Line Pull: 18MT@1m/mi. Wire Capacity: 550m x 2". Stern Roller. Main
Engines: 2 x CAT 3516B-TA total 4,588BHP. Kort nozzle(s). P/S Tailshaft Surveys due May 2016.
Bollard Pull: 64T. Speed about 12.5kn. Genset(s): 2 - 69kW / Cummins, 440vAC 60Hz.
Firefighting: 1,400m3/hr water / foam monitor. 9.6m3 foam. Quarters: 8 in 4 cabins. Ocean towing
and anchor-handling tug. Stern roller. 5.3m3 dispersant. Megator dispersant set. Available due to renewal of fleet direct from
Owners for whom Marcon has handled numerous sales, purchases & charters over the years. Mexico East Coast.
loaded draft. Built in 1976 by Am Liaeen A/S, Norway. Canada flag. GRT: 471. NRT: 264.
Class: DNV +A1 Tug EO Ice Class (disc.) /C.S.I. Home Trade II., Int'l LL. Dwt: 264T. FO:
235m3. LO: 28m3. FW: 22m3. BW: 17m3. Crane: 900kg @ 6.2m. Winch: Hyd. Brattvaag s/s
SL-60 + 60ST tow hook. Line Pull: 60T. Wire Capacity: 1,000m 52mm/375m 52mm. Stern
Roller. Main Engines: 2 x Alco 251-12F total 4,500BHP at 1,100RPM. Liaaen gear(s). 4-blade
Liaaen CP prop(s). Kort nozzle(s). Turbo. Joystick maneuvering. Bowthruster 200BHP.
Bollard Pull: 50T. Speed about 13kn max. Genset(s): 2 - 160kVA 220vAC 50Hz Shaft; 1 52kW; 1 - 25kW. Gyro. Autopilot. Radars: 2. Fathometer. SSB. VHF: 2. Quarters: 15 men.
AirCon. Galley. Built to DNV +A1 Tug EO, Ice Class "C". Joystick maneuvering. Two chain lockers 700m x 4mm. 3T hyd. capstans.
M/Es are de-tuned to 4,400HP, but maximum output is 5,350BHP. Reportedly in good condition. Working. Canada East Coast.
File: TG44153 Tug - Azimuthing - 98.2' loa x 32.1' beam x 15.4' depth x 12.50' loaded draft. Built in 2001
by ASL; Singapore. India flag. GRT: 286. Class: IRS - Indian Register of Shipping SUL, IY, Tug. Formerly
LR. Dwt: 200mt. Main Engines: 2 x Deutz SBV8M628 total 4,460BHP. Bollard Pull: 54MT. Quarters: 10
crew. ASD harbor tug. Southwest Asia. 1Q 2016.
www.marcon.com
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File: SU13729 Supply Boat - AHTS - 137.8' loa x 36.1' beam x 16.1' depth x 11.50' light x 13.61'
loaded draft. Built 2011 by Chinese yard. Foreign flag. GRT: 499. Class: BV I + Hull + Mach Special
Service Multi-purpose AHT Unrestricted Nav. 160m2 deck. FO: 363.53m3. FW: 78.49m3. Crane:
1.25MT/8MT @ 9.75m/2m. Winch: 180T double drum. Line Pull: 65MT. Wire Capacity: 52mm x
1,000m; 600m x 52mm. Stern Roller. Main Engines: 2 x Cummins QSK60-M total 4,400BHP. FP 4blade props. Kort nozzles. Bowthruster 335BHP. Bollard Pull: 60MT. Speed 14kn. Pumps: FO:
40m3/h; FW: 36m3/h. Gensets: 2 - 245kW / CAT 3406mSG 400v 50Hz; 1 - 60kW / Cummins CCFJ60Y. 2 - monitors 1,000m3/h @135m; Quarters: 22 person. Hydraulic shark jaw: 200MT. Tow pin: 200MT. Far East. Prompt.
File: SU19629 / SU19645 Supply Boats - AHTS (2 available) - 196.8' loa x 46.6' beam x
19.7' depth x 16.70' draft. Built in 2015 / 2016 respectively by Chinese shipyard. Hong
Kong flag. GRT: 1,576. Class: BV 1 + Hull + MACH + DYNAPOS AM/TR, Supply Vessel,
Tug, Special Service AHTS, OSV, Standby Vsl, FiFi 1, Unrestricted. Dwt: 1,974mt. Deck
Cargo: 600T on 330m2 clear deck. FO: 583.3m3. FW: 274.2m3. DW: 235.5m3. Dry Bulk:
136m3 in 4 tanks. Liq. Mud: 220.5m3. Crane: 2T with 9.75m outreach. Winch: Double
drum; 2 - 5T capstans; 2 - 10T tuggers. Line Pull: 200T brake. Wire Capacity: 2 - 1,000 x
52mm. Stern Roller. Main Engines: 2 x CAT 3516B total 4,400BHP. Berg CP props. Stern
thruster: 1 - 400kW. Bowthruster 2 - 550kW. Dynamic Positioning. Bollard Pull: 65T. Speed 12kn. Pump(s): Liqmd: 2 - 30-60m3/h
dual speed Desmi. Genset(s): 1-245kW/CAT 3406C,2-450kW/CAT C-18,1-100kW/Deutz 400vAC 50Hz 3ph. Firefighting: 2 1,550m3/h pumps; 300/1,200m3/h foam/sea-water FFS monitor. Quarters: 46 persons (2-1,16-2,3-4). AirCon. Galley. Newbuilding
FiFi-1, DP-2, AHTS ready for delivery. Hydraulic shark jaws & tow pins 200T. Kongsberg K-POS DP-21 system. Far East. Prompt.
File: TG44076 Tug - Azimuthing - 106.6' loa x 38.4' beam x 17.4' depth x 14.10' loaded draft.
Built in 2015 by Southeast Asian shipyard. Foreign flag. GRT: 438. Class: BV 1 + Hull + Mach
Escort Tug. 65m2 clear deck. FO: 190m3. FW: 64.10m3. BW: 83.42m3. Crane: 1T @ 10m
Knuckle boom. Winch: Single drum & tow hook. Stern Roller. Main Engines: 2 x CAT 3516C total
4,400BHP. Azimuthing Berg CP prop(s). Bowthruster 1.5T. Bollard Pull: 50MT. Speed about
12.5kn. Genset(s): 3 - 142kW / CAT C6.6. Firefighting: 2 - 1,400m3/h pump; 2 - 1,200m3/h /
300m3 water/foam monitors. Quarters: 14 in 6 cabins. Galley. 32.5m multi-purpose ASD tug
ready for launching. Southeast Asia. 3 months.
File: TG44136 Tug - Twin Screw - 131.2' loa x 38.7' beam x 15.1' depth x 12.46' loaded draft. Built
in 2015. Foreign flag. GRT: 480. Class: BV. Dwt: 345T. FO: 370m3. FW: 100m2. BW: 43m3. Crane:
4T@8m max. Telescopic outreach. Winch: 70T dbl. drum w/f towing; 150T brake; 2 - 5T tuggers. Line
Pull: 7m/min. Stern Roller. Main Engines: 2 x Cummins QSK-60M total 4,400BHP. 2 - FP prop(s).
Bollard Pull: 50T. Speed about 12kn. Pump(s): FO/FW: 50m3/h; GS/Bilge/Ballast: 36m3/h; Sludge:
2m3/h. Genset(s): 3 - 143kW / CAT C6.6. Firefighting: CO2 systems; 2 monitors; 2,400m3/h fire
pump. Quarters: 20 (2-1, 1-2, 4-4). Two 5T @ 10m/min electric / hydraulic capstans. 200T hydraulic
shark jaw & towing pin. Southeast Asia. 2-3 months.
in 2010 by Malaysian shipyard. Foreign flag. GRT: 149. Class: ABS + A1, + AMS, AHT, OSV,
SOLAS. Recently completed SS. Dwt: 314T. Deck Cargo: 300T on FO: 320m3. FW: 150m3. Crane:
1 - 2T @ 6m. Winch: Macgregor-Plimsoll double drum 150T brake; 2 - 10T tugger. Wire Capacity: 21,000m x 52mm. Stern Roller. Main Engines: 2 x Cummins QSK60 total 4,400BHP. 2,300mm Kaplan
FP prop(s). Kort nozzle(s). Bowthruster 1 - 5T. Bollard Pull: 65T. Speed about 12.5-13.5kn.
Genset(s): 3 - 245kW / CAT 3406 415v 3ph 50Hz. Firefighting: 1-1,200m3 Pump; 2 -600m3/h
monitors. Quarters: 2-1, 2-2, 4-3. AirCon. Galley. Two 5T capstans, 1,000m storage reel, & Plimsoll
Smit Berger shark jaws / tow pins. May be developed for sale or charter. Southeast Asia.
File: TG43113 Tug - Azimuthing - 100.4' loa x 35.6' beam x 14.6' depth x 9.10' loaded draft. Built in 2000 by Tebma Shipyard;
India. India flag. GRT: 398. Class: IRS - Indian Registry of Shipping + SUL, IY, Tug. FO: 61MT. Main Engines: 2 x CAT 3606 total
4,350BHP. Bollard Pull: 45MT. Quarters: 12 crew. Southwest Asia. 4Q 2015.
File: TG40110 Tug - Twin Screw - 110.0' loa x 32.0' beam x 17.5' depth x 15.0' loaded draft. Built in
1976 by Slocum Iron Works; Mobile, AL. Rebuilt: 2007. U.S. flag. GRT: 99. ABS Ocean Loadline
exp. June 14, 2019. FO: 87,863g. FW: 7,000g. Winch: Smatco dbl. drum 55 DTDT-170. Line Pull:
150,000lb. Wire Capacity: 1,856' x 2"; 2,400' x 2". Main Engines: 2 x EMD 12-645E7 total 4,300BHP.
2 - FP 117" 4-blade props on 10" shafts. Re-powered with EMDs and reduction gears o’hauled 2007.
Gensets: 2 - 75kW / John Deere new in 2007. Quarters: 2-2, 1-4, 2-2 cabins. AirCon. Galley. Raised
foc'stle vessel bow. Repowered and rebuilt in 2007. All tanks blasted & coated, new shafts, winch
rebuilt, interior gutted and redone. Recently updated in 2014, ABS Loadline renewal, dry-docked with extensive further
refurbishment. As brokers we invite serious interests for prompt cash sale &charter proposals. U.S. West Coast. Prompt.
www.marcon.com
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File: TG43123 / TG43124 Tugs - Twin Screw (2 each) - 124.0' loa x 33.1' beam x 19.9' depth x 15.00'
light draft x 18.00' loaded draft. Built in 1967 / 1966 respectively by Gulfport Shipbldg.; Port Arthur, TX.
U.S. flag. GRT: 194. Class: ABS + A1 Towing + AMS. FO: 70,378g. FW: 2,467g. Winch: Markey TYS-36
single drum. Wire Capacity: 2,200' x 2.25". Main Engines: 2 x EMD 12-645E5 total 4,300BHP. 2 - FP
prop(s). Genset(s): 2 - 125kW / GM8V - 71. Quarters: 8 in 7 staterooms. Galley. Elevated pilot house &
raised foc'stle bow. 45' height of eye. Previously handled 19,200DWT bulk barge. U.S. Northeast.
2006 by Guangzhou Shipyard Ltd.; China. Tuvalu flag. GRT: 499. Class: BV +Hull, +Mach tug. Unrestricted
Navigation thru Jul. 11, 2016. Docking Survey due Jul. 11, 2016. Dwt: 488mt. 150m2 clear deck. FO:
310m3. FW: 170m3. Crane: 3T @ 3.0m Hiab. Winch: 1 - 120T brake double drum water fall. 2 - 5T SWL
tuggers. Line Pull: 50T. Wire Capacity: 1,000m x 42mm. Stern Roller. Main Engines: 2 x CAT 3516B-TA
total 4,052BHP. 2 - FP prop(s). Kort nozzle(s). P/S Tailshaft Surveys due Dec. 31, 2019. Bowthruster 3T.
Bollard Pull: 50T. Speed about 10-13kn. Pump(s): FO: 50m3/hr, FW: 50m3/hr, FiFi: 1 - 1,200/hr.
Genset(s): 2 - 215kW / CAT 3406C-TA 415/220vAC 50Hz. FiFi 1/2. 2 - 600m3/hr monitor. Foam: 9.3m3.
Quarters: 20 berths. Standard KCM 40m design anchor handling tug. 100T Plimsoll towing pins. 100T, 78mm shark jaws. Two 20
man life rafts. Valliant SOLAS rigid rescue boat & davit. Four 415vAC 32A deck sockets. Rescue zone fitted. Southeast Asia.
File: TG40230 / TG36192 / TG36171 / TG36190 Tugs - Twin Screw (4 each) - 121.4' loa x 107.0'
lbp x 37.4' beam x 16.2' depth x 13.29' loaded draft. Built in 2013 / 2012 / 2011 respectively by
Shin Yang Shipyard Sdn Bhd; Miri. Foreign flag. GRT: 476. Class: NKK. Dwt: 292mt. Main
Engines: 2 x Cummins KTA-50-M2 total 4,000BHP at 2,050RPM. Kort nozzle(s). Bollard Pull:
47MT. Conan Wu design 37m AHT. Currently working under charter. Mid East.
draft. Built in 1998 by Imamura Shipbldg.; Japan. Malaysia flag. GRT: 285. Class: BV I
+Hull, +Mach, Tug, Unrestricted Navigation thru Apr. 09, 2018. Docking due Arp. 02,
2016. Dwt: 166mt. FO: 100m3. FW: 32m3. Winch: Kitagawa Kogyo 65T brake fwd. & aft,
55T hook aft. Line Pull: 32T@12m. Main Engines: 2 x Yanmar 6N260EN total 4,000BHP.
Kawasaki KST - 180Z F/A Rexpel prop(s). Bollard pull astern: 49.3MT. P/S Tailshafts
due Apr. 02, 2018. Bollard Pull: 53.7T. Speed abt 13.6kn. Genset(s): 2 - 125kVA /
Yanmar 415/220vAC 50Hz 3Ph. Fifi: 1,200m3/h pump with 2 remote monitors & water
curtain. Foam 6m3. 10 in 3 cabins. ASD harbor tug. 2 - 375Lpm dispersant spray nozzles.
3m3 dispersant capacity. Two tugs in this class. Southeast Asia. 1Q 2016.
File: SU14741 Supply Boat - AHTS - 147.6' loa x 41.3' beam x 17.4' depth x 14.76' draft. Built 1999
by Nam Cheong Dockyard; Miri, Malaysia. Tuvalu flag. GRT: 804. Class: ABS + A1 (E) +AMS, +ABCU
Unrestricted Towing. Docking Survey due Apr. 17, 2018. Special Survey due Nov. 30, 2019. Dwt:
1,000T. Deck Cargo: 100T on 198m2 deck. FO: 460m3. FW: 224m3. BW: 67m3. Crane: 1 - 7.7T @
2m, .075MT @ 14m. Winch: 150T brake single drum tow aft; 1 - 5T SWL tugger. Line Pull: 55T. Wire
Capacity: 1,000m 42mm. Stern Roller. Main Engines: 2 x Yanmar 6Z280A-EN total 4,000BHP. 2 Ulstein bronze CP prop(s). P/S Tailshaft Surveys due Apr. 17, 2020. Bowthruster 500HP. Bollard
Pull: 54MT. Speed about 12-14kn. Pump(s): FO / FW: 45m3/h. Genset(s): 2 - 255kW / Cummins, 1 55kW / Cummins B. Quarters: 12 berths in 10 cabins. 45m AHT / supply. 150T brake single drum bow inch with 200m 64mm
polyester double braided tow line forward. 1 - 5T SWL tugger. 2 Ulstein TP-300x600 440T SWL tow pins. Ulstein 440T SWL
retractable tong / shark jaws. Four 415vAC and two 200vAC deck sockets. SOLAS semi-rigid rescue boat & davit. Rescue zone.
Ulstein Poscon joystick. 5,000L/ d watermaker. MARPOL sewage treatment for 12 persons. Southeast Asia. Prompt.
loaded draft. Built in 1977 by Burton Shipyard; Port Arthur, TX. U.S. flag. GRT: 198. Class: ABS Loadline
(exp. June 21, 2017 ). Main Engines: 2 x EMD 16-645E6 total 4,000BHP. 2 - FP prop(s). Genset(s): 299kW. AirCon. Galley. Upper pilot house (80' highest fixed point). U.S. Gulf Coast.
2003 by Cheoy Lee Shipyards; Hong Kong. GRT: 499. Class: BV I + Hull + Mach, Tug
Unrestricted Navigation. Surveys overdue. Dwt: 240T. Light Disp.: 775T. FO: 250T. FW: 60T.
BW: 47m3. Crane: 1 - 3T @ 7.5m MKG. Winch: 80T brake Plimsoll hyd. double drum. Line Pull:
45T@5m/min. Stern Roller. Main Engines: 2 x CAT 3516B total 4,000BHP. 5.0m dia. FP props.
Kort nozzles. Range of 4,000nm. Oil dispersant tank 2m3. Detergent tank 9m3. Bowthruster 3T.
Bollard Pull: 45T. Speed about 12.5kn max on 830Lph. Genset(s): 2 - 170kW / CAT3306TA
220/380vAC 60Hz. Quarters: 14 crew. AirCon. Galley. 775T displacement Khiam Chuan Marine
design, raised foc'stle anchor handling tug. 4 - 15 person liferafts. Small scale drawings, photographs and class status report
available on request. Inviting best reasonable outright offers for owner's consideration. Mid East. Prompt.
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1999 by Nam Cheong Dockyard; Malaysia. Panama flag. GRT: 723. Class: BV I Hull, Mach. Special
Service OSV Unrestricted. Formerly ABS + A1, Towing Vessel (E) + AMS. Dwt: 666mt. Deck Cargo:
100T on 160m2 clear deck. FO: 450T. FW: 250T. Crane: 5MT @ 9m deck. Winch: 145MT Plimsoll
brake double drum; 2 - 5MT tuggers. Line Pull: 120MT. Wire Capacity: 1,200m x 60mm. Stern Roller.
Main Engines: 2 x Yanmar 6Z280A-EN total 4,000BHP. Kamome CP prop(s). Kort nozzle(s).
Bowthruster 5MT. Bollard Pull: 60T. Speed about 10-12kn on 7Tpd MGO. Genset(s): 2 - 200kW /
Cummins, 1 - 50kVA / Cummins 415/230vAC 50Hz. Firefighting: 1/2 FiFi. Quarters: 26 in 12 cabins.
Anchor handling tug / utility vessel. Ulstein 250MT shark jaws. Rescue boat. Lifesaving as per SOLAS. Open for outright sale or
long term charter with purchase option. May be able to be delivered charter-free earlier. Mid East. April 2016.
File: TG40200 Tug - Twin Screw - 131.2' loa x 39.4' beam x 15.1' depth x 12.46' loaded draft. Built in 2005 by Guangzhou Panyu
Lingshan; China. Tuvalu flag. GRT: 499. Class: BV I Tug. 150m2 clear deck. FO: 300m3. FW: 150m3. Crane: 1 - 2T SWL. Winch:
120T brake double drum waterfall. Stern Roller. Main Engines: 2 x CAT 3516B total 4,000BHP. 2 - FP prop(s). Kort nozzle(s).
Bowthruster 300BHP. Bollard Pull: 52MT. Speed about 12kn free. Genset(s): 2 - 215kW / CAT3306C 415/220vAC 50Hz.
Firefighting: 2 - 600m3/h monitors. Quarters: 17 persons. Anchor handling tug. Southeast Asia. Prompt.
File: TG40226 Tug - Azimuthing - 115.5' loa x 32.2' beam x 14.4' depth x 10.8' draft. Built 2001
by Penglai Bohai Shipyard; China. Indonesia flag. GRT: 378. Class: BV I Tug, +Hull, +Mach.
Docking due Aug. 24, 2016. BKI +A100 (I) P Tug Boat, +SM. FO: 73m3. FW: 39m3. Main Engines:
2 x Daihatsu 6DKM-26 total 4,000BHP. FP Aquamaster US 205 props. P/S Tailshaft surveys due
Oct. 2016. Bollard Pull: 50.5T. Speed 12kn. Genset(s): 2 -99kW / Volvo Penta 400/220vAC 50Hz.
Firefighting: 500m3/h @ 110m external. AirCon. Galley. Southeast Asia. Prompt.
File: TG39128 Tug - Twin Screw - 126.0' loa x 33.5' beam x 14.3' depth x 12.00' light draft x 16.00' loaded
draft. Built in 1966 by Burton Shipyard; Port Arthur, TX. U.S. flag. GRT: 198. Class: ABS Loadline. Annual
Survey 4 due 05 May 2015. Renewal due 05 May 2016. FO: 72,500g. FW: 5,500g. Winch: Almon Johnson
Mod #232 single drum w/under rider / GM6-71 powered. Line Pull: 250,000. Wire Capacity: 2,500' 2". Stern
Roller. Main Engines: 2 x EMD 16-645E2 total 3,900BHP. 106" x 86" 5 blade SS prop(s). Bollard Pull: 38T.
Genset(s): 2 - 60kW / GM6-71. Quarters: 4-1, 2-2 man cabins. AirCon. Galley. Sheer deck. Three hydraulic
towing pins with hold-down. 450' x 9" braid insurance tow line & 650' 2" pennant wire. 10 person Switlik life
raft. Laid up. Keen seller and inviting serious cash offers. U.S. Northwest.
in 1967 by Burton Shipyard; Port Arthur, TX. Rebuilt: 1998. U.S. flag. GRT: 186. Class: ABS
Loadline. (exp 18 June 2018). FO: 92,000g. FW: 7,400g. Winch: Rapp Hydema. Wire Capacity:
2,600' x 2.25". Main Engines: 2 x EMD 16-645E2 total 3,900BHP. 4-blade 108" x 72" stainless
prop(s) on 11"x 24' steel shaft(s). Keel coolers. Air Start. Endurance 23.3 days. Bollard Pull:
43.3ST. Genset(s): 2 - 75kW /John Deere 6068TFM76 (new July 2013); 1 - 60kW / GM4-71. Galley.
Sheer Bow. Working, but Owner will consider outright cash sale. U.S. West Coast.
File: TG39135 Tug - Twin Screw - 135.0' loa x 34.7' beam x 19.9' depth x 16.60' light draft x
18.10' loaded draft. Built in 1972 by Adelaide Shipyard; Australia. Rebuilt: 2000. Canada flag.
GRT: 585. Class: LR + 100 A1 towing, LMC. (Laid up / LR Class suspended). Light Disp.: 649mt.
FO: 276T. FW: 22T. Winch: Double drum Burrard. HJ-D (Anchor/Tow). Wire Capacity: 2,400' -2
1/4". Main Engines: 2 x EMD 16-645 total 3,900BHP. Last Overhauled: 2003. CP prop(s). Kort
nozzle(s). 07/03 Installed Factory rebuilds / zero hours. Range - 8,000nm. Bowthruster 1.74T.
Bollard Pull: 55MT. Speed about 13.5kn. Genset(s): 1 - 200kW / Paxman; 1 - 200kW / GM 8V-92;
1 - 15kW AC. Firefighting: 2 dual water/foam monitors, 5,400gpm / 8,100gpm. Quarters: 14
berths/10 cabins. AirCon. Galley. Towmaster rudder nozzle system. Full conversion of the power
source from DC to AC. Upper pilot house and Bludworth linkage system installed. Owner is a very keen seller. Last dry-docked in
2012. Marcon has handled over a dozen sales & purchase on behalf of Owner. Contact Marcon for price ideas, further details
and to make inspection arrangements. U.S. Gulf Coast.
File: TG40140 Tug - Single Screw - 131.3' loa x 34.5' beam x 20.5' depth x 18.00' loaded
draft. Built in 1976 by Holland Bodewes Millingem. Bahrain flag. GRT: 444. Class: BV 1
Tug, Unrestricted Navigation Special Survey due 11/2012. 27' x 27' clear deck. FO:
198MT. FW: 10.5MT. BW: 15MT. Winch: Single drum. Line Pull: 100T. Stern Roller. M/E:
1 x MAN R7V40154 total 3,900BHP. Kort nozzle(s). Bowthruster 2 - 350BHP. Bollard
Pull: 60T. Speed abt 14kn. Genset(s): 2 - 250kW / CAT D353. Firefighting: One fire
monitor. Quarters: 7 crew cabins. AirCon. Galley. Dispersant - 72MT. Mid East.
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draft. Built in 2007 by Weihai Xinghai Shipyard; China. Panama flag. GRT: 488. Class: BV 1
+Hull, +Mach, Tug, Unrestricted Navigation. Dwt: 488mt. 107m2 clear deck. FO: 296m3.
FW: 126m3. DW: 42m3. Crane: 2MT @ 8m elect. / hyd. Winch: 130T brake double drum
elect. / hyd. waterfall. Line Pull: 50T@10m/mi. Wire Capacity: 1,000m 48mm. Stern Roller.
Main Engines: 2 x Mitsubishi S16R-MPTK total 3,800BHP. 2 - 4-blade 2.3m FP prop(s). Kort
nozzle(s). Endurance abt. 9,600nm at 12kn. 1m3/h oily water separator. Bowthruster 200kW.
Bollard Pull: 52T. Speed about 10 - 12kn on 5.2-11.2MT/d MGO. Pump(s): Fire: 1,200m3/h @ 130m head external & 35m3/h
Desmi emergency. Genset(s): 2 - 200kW / Cummins, 1 - 100kW / Cummins 415vAC 50Hz. Firefighting: CO2 & water mist in
engine room. Quarters: 18 in 7 cabins. AirCon. Galley. Anchor handling tug / utility boat. 2 - 10T tuggers. 5MT pull rope storage
winch for 1,000m 48mm wire. 150MT SWL power jaw for 50-75mm wire. 150MT tow pin. 2 - 25 person SOLAS life rafts. 6 person
SOLAS rescue boat with davit. Open for outright sale or long term charter with purchase option to qualified operators. Mid East.
loaded draft. Built in 1981 by Edward Sanchez; Fall River, MA. U.S. flag. GRT: 197. Class: ABS + A1
Towing Service exp. May 2016, but in active laid up status. Docking Survey overdue July 2014. FO:
77,000g. FW: 6,898g. BW: 49,450g. Winch: Almon Johnson Type 22 / GM4-71 powered. Wire
Capacity: 2,400' x 2". Main Engines: 2 x Alco 12-251C total 3,800BHP. Last Overhauled: 2002. 2 - FP
116" x 80" prop(s) on 10.75" shaft(s). 4,300HP @ 1,000RPM / Turbo charged. P/S Tailshaft Surveys
due July 17, 2016. Bollard Pull: 52.3ST. Genset(s): 2 - 75kW / GM6-71. Galley. Reportedly a heavily
built boat. Raised pilot house with 45' height of eye. Maximum air draft 64'. Certificates on file. Laid up
cold iron, but actively classed. Special Continuous Survey Machinery 7 and Periodical Survey Hull 7 due 31 May 2016. Annual Hull
& Machinery Surveys overdue 31 May 2014. ITC - 361G / 108N. Owner is a keen Seller - try serious cash offers. U.S. Northwest.
File: SU19641 Support Vessel - 196.3' loa x 45.3' beam x 19.6' depth x 15.26' loaded draft. Built in 2015
by Malaysian yard. Foreign flag. GRT: 1,547. Class: BV I +Hull +Mach, Supply Vessel, FiFi 1, Unrestricted.
Dwt: 1,563mt. 400m2 clear deck. FO: 667.0m3. FW: 443.8m3. BW: 301M3. Winch: 2 - Hydraulic tuggers.
Main Engines: 2 x Cummins KTA-50-M2 total 3,600BHP. Berg 225mm 4 - blade CP prop(s). Kort nozzle(s).
Endurance: 30 days. 4,058HP MCR max @ 2,050RPM. Bowthruster 8mt. Speed about 12kn. Pump(s): FO:
2 - 75MT/h; FW: 1 - 100m3/h; BW: 50m3/h; Fire: 50m3/h & 40m3/h. Genset(s): 3 - 275kW / CAT C18; 1 80kW / Cummins 415vAC 50Hz. Firefighting: FiFi 1. 2 - 1,200m3/h monitors. Foam: 16.3m3. Quarters: 50
in 17 cabins. AirCon. Galley. Multi-Purpose Vessel / Offshore Support Vessel. DP -1 upgradeable. Fuel: 326.8m3/340.2 ship/cargo
@100%. 2.4m x 2.4moon pool. 16.3m3 Oil dispersant system. Furuno BNWAS system. Can be inspected anytime. Further
technical details, small scale outboard profile & tank arrangement drawings. Southeast Asia.
File: TG32170 Tug - Twin Screw - 105.0' loa x 30.0' beam x 13.7' depth x 11.48' loaded draft.
Built in 2007 by ST Shipbuilding Co; Malaysia. Mexico flag. GRT: 296. Class: BV - Ocean. FO:
64,250g. FW: 8,624g. BW: 24T. Winch: Single drum tow with auto spool. Line Pull: 40T. Stern
Roller. Main Engines: 2 x Cummins KTA-50-M2 total 3,600BHP. 4-blade Mag / Bronze prop(s)
on 7.5" S/S shaft(s). Kort nozzle(s). Bollard Pull: 42ST. Speed about 11kn on 125gph.
Genset(s): 2 - 125kW / Cummins 6CTA8.3 415v 3ph; 1 - 32kW 415v 3ph. Quarters: 2 single, 5
double. AirCon. Galley. Steel hull construction. Twin screw tug. Raised foc'stle. Mexico.
File: SU17656 Supply Boat - AHTS - 176.5' loa x 45.2' beam x 14.8' depth x 9.80' loaded draft. Built
in 2008 by Malaysian shipyard. Singapore flag. GRT: 1,075. Class: ABS, +A1, (E), +AMS, SS due
25/11/2018. Dwt: 1,036mt. Deck Cargo: 570MT on 300m2 clear deck. FO: 1,108m3. FW: 34m3. BW:
222m3. Winch: 1 - 10T tugger; 2 - 5T capstans. Main Engines: 2 x Cummins KTA50M2 total
3,400BHP. 2 - 4-blade FP prop(s). Kort nozzle(s). Forward & aft control. Range 6,500nm at 10kn.
Bowthruster 5T. Bollard Pull: 38MT. Speed about 13kn. Pump(s): FO: 1 - 150m3/h @ 60m; FW: 1 100m3/h @ 60m. Genset(s): 2 - 380kW / Cummins KTA-19DM-1 440vAC 3Ph 50Hz. Firefighting: IAW
SOLAS & safety regulation of flag. Foam: 8.2m3. Quarters: 42 total. AirCon. 53m multi-purpose vessel.
Fuel: 156m3 / 952m3 ship / long range. Eight reefer points. Sewage treatment plant for 50 persons.
File: TG25084 Tug - Azimuthing - 98.4' loa x 31.2' beam x 12.5' depth x 17.40' loaded draft. Built in
1999 by Ang Sin Liu Shipyard. Singapore flag. GRT: 296. Class: BV I 3/3 +Hull, +Mach Tug,
Unrestricted Navigation thru Dec. 16, 2019. Docking due Jan. 19, 2018. FO: 73 MT. FW: 22MT.
Winch: Zircom 100T Brake + Kniff 500kN tow hook. Line Pull: 5MT@20m/min. M/Es: 2 x Deutz
SBV6M628 total 3,400BHP. Schottel SRp-1010 prop(s). P/S Tailshaft Surveys due Jan. 19, 2020.
Bollard Pull: 40T. Speed about 12kn max. Pump(s): Nijhuis HGT1-250500 1,400m3/h fire pump.
Genset(s): 2 - 83kW/Cummins 6BT5.9D(M) 415vAC 50Hz. Firefighting: 2 - 600m3/hr Skum FJM
150EK/MV monitors. Quarters: 2 - 2, 1 - 6 berths. Azimuthing "tractor" tug with forward mounted zdrives. Southeast Asia. 4Q 2015.
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draft. Built in 1997 by Zhenjiang Shipyard; China. Singapore flag. GRT: 202. Class: LR
+ 100A1 + LMC, Singapore Coastal & 30nm Seaward Service. Special Survey due May
2017. Light Disp.: 342mt. FO: 76MT. FW: 22MT. Winch: 90T Plimsoll hyd. tow brake +
40T SWL hook. Line Pull: 5MT@20m/m. Main Engines: 2 x Deutz SBV6M628 total
3,350BHP. 2 - Schottel SRP 1010 FP prop(s). Bollard Pull: 35T. Speed about 12kn
max. Pump(s): Fire: 1 - 1,400m3 Nijhuis. Genset(s): 2 - 95kW / CAT 3304DIT 3ph
400vAC 50Hz. Firefighting: 2 - Skum foam/Water 600m3/h monitors + water curtain.
Quarters: 10 in 2-2,1-6 berth cabin. AirCon. Galley. Azimuthing "tractor" tug with
forward mounted z-drives. Three sisters. Dispersant: 400L. Southeast Asia. 4Q 2015.
in 2007 by SL Shipbuilding; Sibu, Malaysia. U.S. flag. GRT: 296. Class: BV 1. FO: 211MT. FW: 32MT.
BW: 50m3. Winch: Single drum. Line Pull: 40T. Main Engines: 2 x Cummins KTA50M2 total
3,246BHP. FP prop(s). Kort nozzle(s). Bollard Pull: 40T. Speed about 11kn free on 9Tpd. Genset(s):
Cummins 6CTAB. Foreign built, so not eligible for U.S. coastwise trade. Mexico.
draft. Built in 2008 by Indonesian shipyard. Panama flag. GRT: 498. Class: BV I +Hull,
+Mach. Unrestricted Nav. Formerly ABS +A1. Dwt: 307mt. 107m2 clear deck. FO: 296m3.
FW: 126m3. DW: 42m3. Winch: 120T brake double drum waterfall. Line Pull: 50T@6m/min.
Wire Capacity: 1,000m 20mm. Stern Roller. Main Engines: 2 x Cummins KTA50-M2 total
3,200BHP. 2 - FP prop(s). Kort nozzle(s). Endurance: 35 days. 1m3/h oily water separator.
Bowthruster 250HP. Bollard Pull: 41.3T. Speed about 10-11.4kn on 8.92-12.92MTpd.
Pump(s): Fire: 1,200m3/h external. Genset(s): 3 - 185kW, 1 - 85kW emergency 440vAC.
Firefighting: Water mist in engine room. Quarters: 18 in 8 cabins. AirCon. Galley. Anchor handling utility vessel. 100T SWL tow pin.
200T SWL Shark jaw. 2 - 25 person life rafts SOLAS compliant. 6 person rescue boat with davit. 3.2m3/h sewage treatment plant.
Open for outright sale or long term charter with purchase option to qualified operators. Mid East. Prompt.
2015 by Malaysian shipyard. Foreign flag. GRT: 295. Class: NKK. FO: 224m3. FW: 35m3. BW: 8m3.
Winch: 100T brake single drum & 40T tow hook. Wire Capacity: 720m 44mm. Stern Roller. M/Es: 2 x
Cummins KTA 50-M2 total 3,200BHP. 2 - 2,400mm 4-blade FP prop(s). Kort nozzle(s). Bollard Pull:
40MT. Speed about 12kn. Pump(s): Bilge / BW: 30m3/h; GS / Fire: 30m3/h. Genset(s): 2 - 80kW /
Cummins 6BT5.9D(M). Quarters: 12 crew in 7 cabins. AirCon. Galley. Ocean-going utility tug. Tow
wire to be supplied by buyer. 1 - 3T capstan. Sewage treatment plant for 15 persons. Southeast Asia.
Built in 2007 by Rushan City Shpbldg. Co.; China. Colombia flag. GRT: 279. Class: LR +100 A1
Tug +LMC. S/S due 03 Feb. 2017. Docking due 30 Dec. 2016. Annual due 04 Feb. 2016. Dwt:
83mt. 85m2 clear deck. FO: 58,560g. FW: 38T. Winch: Thor TH-15HTW-MO8-202B. M/Es: 2 x
Cummins KTA50-M2 total 3,200BHP. 2 - FP prop(s). P/S Tailshaft Surveys due April 2016. Bollard
Pull: 40T. Speed abt 12kn. Genset(s): 2 - 115kW / Cummins 6CTA8.3-G 400vAC 50Hz.
Firefighting: 300m3/h. AirCon. Galley. Available due to renewal of fleet direct from Owners for
whom Marcon has handled numerous sales, purchases and charters over the years. Caribbean.
File: TG32070 Tug - Azimuthing - 98.3' loa x 32.2' beam x 16.1' depth x 11.80' loaded draft. Built
in 2015 by Southeast Asian shipyard. Foreign flag. GRT: 292. Class: NKK. Dwt: 153mt. 68.2m3
clear deck. FO: 145.94m3. FW: 28.42m3. BW: 33.25m3. Crane: Hiab 121-2 Sea. Winch: 100T
brake single drum fore & aft + tow hook aft. Line Pull: 40T@5m/min. Wire Capacity: 500m x 72mm.
Main Engines: 2 x Cummins KTA50-M2 total 3,200BHP. Schottel SRP1012 CP prop(s). Oily Water
Separator 0.3m3/h. 4,058HP MCR max @ 2,050RPM. Bollard Pull: 40MT. Speed about 12kn on
MDO. Pump(s): FO: 2 - 10m3/h; GS/Bilge/Ballast/Fire: 40m3/h each. Genset(s): 3 - 78kW /
Cummins 6BT5.9-D(M) 415vAC 50Hz 3ph. Firefighting: 1,400m3/h pump; 2 - 1,200m3/h / 300m3
water/foam monitors. Quarters: 10 crew in 4 cabins. AirCon. Galley. Newbuilding multi-purpose
ASD tug ready for launching. Oil dispersant system. Southeast Asia. 3 months after MOA.
File: TG32112 Tug - Twin Screw - 106.0' loa x 32.0' beam x 14.4' depth. Built in 1973 by Main Iron Works;
Houma, LA. Foreign flag. GRT: 321. Class: ABS + A1 + AMS Towing Service. FO: 56,413g. FW: 2,842g.
BW: 21,966g. Winch: Almon Johnson. Wire Capacity: 2,200'x2". Main Engines: 2 x EMD 16-567C total
3,200BHP. 2 - FP prop(s). Bollard Pull: 96,880lb. Genset(s): 2 - 75kW / Delco E5764HA/E773344
225/450v. Flush deck. Africa West Coast.
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File: TG32153 / TG32217 Tugs - Twin Screw (2 available) - 104.3' loa x 32.2' beam x 15.8' depth
x 12.47' lo draft. Built in 2005 by Jiangsu Wuxi Shipyard / POET. Australia flag. GRT: 404. Class:
LR + 100A1 Tug + LMC. Dwt: 700mt. FO: 380m3. FW: 80m3. Winch: 130T brake elect. / hyd.
single drum. Line Pull: 50T@6m/min. M/Es: 2 x Yanmar 8N21A-SV total 3,200BHP. 2 - FP prop(s).
Kort nozzle(s). Bollard Pull: 45MT. Speed about 9-11kn max on 6-7Tpd MGO. Genset(s): 2 145kW / Cummins 6CTA8.3-D(M) 415vAC 3ph 50Hz. Quarters: 12 crew. Full outfitted navigation
and communication equipment. Firefighting / pollution control / safety equipment to statutory
requirements. Further technical details, small scale drawings, photographs and price guidance on
request. Australia. Prompt.
File: TG32162 Tug - Azimuthing - 91.5' loa x 29.5' beam x 15.4' depth x 12.30' loaded draft. Built
in 2002 by Keppel Singmarine Dockyard Pte Ltd. Singapore flag. GRT: 246. Class: LRS +100A1,
+LMC, *IWS exp. May 2017. Annual Survey due May 2016. FO: 70m3. FW: 13m3. Winch: Zicom
HSDW/W-70-5 Hydraulic + 70T Tow Hook. Line Pull: 70T brake. Main Engines: 2 x Yanmar
8N21A-EN total 3,200BHP. 2 - FP Schottel SRP1010 prop(s). Bollard Pull: 42T. Speed about
12kn. Genset(s): 2 - 85kW CAT 3304DIT @ 1500RPM. Firefighting: pump: 1-Nijhuis HGT1,
monitor: 1 - Skum FJM dual purpose. Quarters: 8. AirCon. Galley. ASD harbor tug. Dispersant /
Foam = 6m3 each Southeast Asia. 4Q 2015.
2010 by Bengbu Shenzshou Machinery; China. Indonesia flag. GRT: 249. Class: ABS & BKI, A1+,
Towing Vessel (E), AMS+. SS due 06/2020. Dwt: 150mt. 52.5m2 clear deck. FO: 207m3. FW: 36m3.
Winch: 120T brake single drum elec./hyd. + 50T tow hook. Line Pull: 45T. Wire Capacity: 700m x
45mm. Main Engines: 2 x Cummins KTA-50-M2 total 3,200BHP. 2 - FP prop(s). Kort nozzle(s).
Bowthruster 1.5T. Bollard Pull: 33T. Genset(s): 2 - 37kW / Volvo 2.6HP Kama emergency. Quarters:
12 crew. Lifesaving appliances per SOLAS requirements. Southeast Asia.
File: TG32228 / TG32244 Tugs - Twin Screw (2 available) - 121.4' loa x 37.4' beam x 16.2'
depth x 14.43' loaded draft. Built in 2009 by Huxin Shipbldg Co. Ltd., China. Tuvalu flag.
GRT: 464. Class: ABS +A1, (E), +AMS Tug, Unrestricted. Dwt: 350T. FO: 350m3. FW: 65m3.
Winch: 100T brake; AH drum capacity. Line Pull: 40T. Wire Capacity: 900m 44mm. Stern
Roller. M/Es: 2 x Cummins KTA50-M2 total 3,200BHP. 2 - FP prop(s). Kort nozzle(s).
Bowthruster 28kN. Bollard Pull: 40T. Speed about 12kn. Genset(s): 2 - 120kW / Cummins
6BT A5.9-M + emergency AC. Firefighting: In compliance w/SOLAS requirements. Quarters:
14 (1-2, 2-2, 4-2). Multi-purpose ocean-going tug. Total 18 non-propelled barges, two
6,500mtdw, 300' x 80' propelled barges, two modern 5,150BHP AHTSs and four 3,200BHP
118' - 121' tugs also available from same Owner. See also files TG32280, TG32281,
SU19278 and DB30283. Owner planning to start drydocking / conducting Annual inspections on fleet as needed. Keen Seller. As
brokers only, we invite your best firm cash offers to test on individual or multiple en-bloc basis. Southeast Asia. Prompt.
draft. Built in 1993 by Watanabe Nagasaki; Japan. South Korea flag. GRT: 187. Class:
KRS 1 Coastal. FO: 158.5m3. FW: 34m3. Winch: 30T towing. Main Engines: 2 x Yanmar
6Z280-EN total 3,200BHP. KST-180ZC/A Rex peller prop(s). Bollard Pull: 40T.
Genset(s): 2 - 134kW. Quarters: 9 persons. Diesel tank 25.55m3. Far East.
File: TG32280 / TG32281 Tugs - Twin Screw (2 available) - 118.4' loa x 34.8'
beam x 16.1' depth x 13.12' loaded draft. Built in 2009 by Anhui Jantle Marine
Eng. Co. Ltd. Tuvalu flag. GRT: 472. Class: BV I +Hull, +Mach, Tug, Unrestricted
Navigation. Dwt: 1,350T. FO: 400m3. FW: 70m3. BW: 40m3. Winch: 100T brake.
Line Pull: 40T@5m/min. Wire Capacity: 900m 44mm. Stern Roller. Main Engines:
2 x Cummins KTA50-M2 total 3,200BHP. 2 - FP prop(s). Kort nozzle(s).
Bowthruster 270HP. Bollard Pull: 40T. Speed about 12kn. Genset(s): 2 - 120kW
/ Cummins 440v 60Hz 3ph. Firefighting: In compliance w/SOLAS requirements.
Quarters: 14 (1-2, 2-2, 4-2). Multipurpose Ocean Tug. Total 18 non-propelled
barges, two 6,500mtdw, 300' x 80' propelled barges, two modern 5,150BHP
AHTSs and four 3,200BHP 118' - 121' tugs also available from same Owner. See
also files TG32228, TG32244, SU19278, SU19281 and DB30283. Owner planning to start drydocking / conducting Annual
inspections on fleet as needed. Keen Seller. As brokers only, we invite your best firm cash offers to test on individual or multiple
en-bloc basis. Southeast Asia. Prompt.
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File: TG32041 Tug - Twin Screw - 105.3' loa x 96.4' lbp x 29.5' beam x 13.8' depth x 12.07' draft.
Built in 2009 by Tai Tung Hing Shipyard Sdn Bhd; Sibu. Malaysia flag. GRT: 290. NRT: 87. Class:
GL + 100A5 Tug. Next SS/DD Summer 2017. Dwt: 240mt. FO: 176m3. FW: 48m3. 2 - 570kg
stockless anchor(s). Wire/Chain Capacity: 11shots. Wire/Chain Dia.: 22mm. Windlass: elect. /
hyd. Winch: Single drum elect. / hyd. Tow, 40T hook & 3T capstan. Line Pull: 10T. Wire Capacity:
750m x 38mm. Stern Roller. Main Engines: 2 x Cummins KTA-50-M2 total 3,200BHP at
1,800RPM. Reintjes WAF 663 5.95:1 gear(s). 4-blade FP prop(s). Kort nozzle(s). 0.5m3/h oily
bilge water separator. Bollard Pull: 40T. Speed about 12kn free. Pump(s): Bilge & Ballast:
30m3/h, General Service & Fire: 30m3/h, FO: 10m3/h. Genset(s): 2 - 78kW / Cummins 6BT5-D(M)
415/230vAC 50Hz 3ph. Radar. GPS. Fathometer. SSB. VHF. Navtex. Satcom. Steering: elect. /
hyd. Quarters: 16 in 5-2,1-4,2-1 berth. Tug completed in 2011. Southeast Asia. Prompt.
File: TG34131 Tug - Azimuthing - 100.0' loa x 31.5' beam x 14.3' depth x 12.50' loaded draft. Built in 1994 by Tianjin Xinhe
Shipyard; China. India flag. GRT: 272. Class: IRS - Indian Register, SUL, IY, TUG, Indian Coastal Service. Dwt: 154mt. FO:
124MT. Main Engines: 2 x Stork Werkspoor 8FHD240 total 3,200BHP. 2 - Z-pellers prop(s). Bollard Pull: 35T. Speed about 1313.5kn. Genset(s): 2 -90kW 415vAC 50Hz. Southwest Asia. 4Q 2015.
draft. Built in 2003 by Conrad's Orange Shipbuilding Co. U.S. flag. GRT: 163. Class: ABS
+ A1 + AMS, Loadline, Unrestricted. (Next Special Survey due Feb. 2019). FO: 76,000g.
FW: 13,000g. BW: 7,500g. Winch: JonRie Series 200 FWD; 500 double drum JonRie
Series towing AFT. Wire Capacity: 2,000' x 2". Main Engines: 2 x CAT 3512B total
3,150BHP. 2 - Schottel FP SRP 1012 prop(s). Kort nozzle(s). Endurance 15 days /
3,000nm. Bollard Pull: 40MT+. Genset(s): 2 - 99kW / CAT 3304. Quarters: 5 in 3 cabins.
AirCon. Galley. Azimuth Stern Drive (ASD) tug exclusively for sale or charter through
Marcon. Designed by Frank Basile of Entech & Associates, Inc. Full Jones Act. Fully
classed with ABS. Recently underwent drydocking and class renewal, with azimuth
thrusters rebuilt / upgraded (SRP-1010s were upgraded to SRP-1012s). ITC GRT 317 /
NRT 95. Full builders spec, 2012 survey and photos available upon request. Recent bollard pull test in excess of 40 metric tons
ahead. Contact Marcon (braden@marcon.com) for price guidance and information to arrange inspection. Caribbean.
File: TG31105 Tug - Twin Screw - 105.0' loa x 30.0' beam x 14.5' depth x 9.00' light
draft x 12.00' lo draft. Built in 1977 by Bollinger Shipyard; Lockport, LA. U.S. flag. GRT:
179. Class: ABS + A1 Towing. ABS Loadline. FO: 65,000g. FW: 20,000g. Winch:
Intercon DD-200 double drum; GM6-71 power. Line Pull: 190,000lb. Wire Capacity:
2,000' x 2". Stern Roller. M/Es: 2 x CAT 3516TA total 3,100BHP. 87" x 90.5" prop(s).
Kort nozzle(s). Repowered 1985. Speed about 12kn free. Genset(s): 2 - 75kW / GM6-71.
Quarters: 11 berths in 4 cabins. AirCon. Galley. Standard bow. U.S. Gulf Coast.
loaded draft. Built in 1977 by J.G. Hitzler; Germany. Singapore flag. GRT: 726. Class: LR
100A1 Tug/Supply Ship, LMC. Special Survey & Docking overdue 10/2012. In lay-up
status. Dwt: 953mt. Deck Cargo: 350T on 30m x 9m clear deck. FO: 457ft3. FW: 180ft3.
DW: 350ft3. Dry Bulk: 113ft3 in 2 tanks. Crane: Hiab. 2.6mt @ 7.8m. Winch: Amcon 385
waterfall. Line Pull: 68T. Wire Capacity: 700m 1.5", 300m 1". Stern Roller. M/Es: 2 x MWM
TBD441V12 total 3,000BHP. 4-blade FP prop(s). Kort nozzle(s). Range 15,000nm.
Bowthruster 215HP. Bollard Pull: 36mt. Speed about 10-12kn on 8.5-11mt/day. Pump(s):
Barite/Cement: 75T/h; DW/FO: 100T/h. Genset(s): 2 - A.V. Kaick DISB 55/174-4; 160
KVA, 220/380V. Firefighting: 2-3,000L/min monitor. 1-360 m3/h pump. CO2 flooding
system*. Quarters: 30 men in 9 cabins. AirCon. Galley. Marcon initially sold this vessel in 1989 to previous owner. 2 - 340
ft3/min cement compressor. Heavy duty rubber fender. 1 - 5T tuggers. Oil dispersant system. 2 - 5m port/starboard spray booms.
24 SOLAS approved life jackets. 4 - 15 men inflatable life rafts. 1 - 25HP outboard engine 6 person rescue boat. Southeast Asia.
File: TG26106 Tug - Twin Screw - 108.4' loa x 26.5' beam x 12.3' depth x
12.65' draft. Built 1954 by Higgins Industries; New Orleans. Rebuilt: 1984.
U.S. flag. GRT: 144. FO: 66,010g. FW: 3,400g. Winch: Single drum AlmonJohnson. Wire Capacity: 2,200' x 2". Main Engines: 2 x CAT 3512 total
3,000BHP. FP 89" x 64" 4-blade stainless props on 9.5" stainless shafts.
Triple rudders. Speed 12kn. Genset(s): 1-75kW/GM6-71;1-65kW/John Deere
4.5L new '92 480vAC3ph50Hz. Fixed CO2 in engine room. Quarters: 5
persons. Galley. Modern electronics. Hydraulic tow pins installed 04/94. Keel
coolers (4 - Fernstrum D16180). U.S. West Coast.
www.marcon.com
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File: TG30237 Tug - Single Screw - 108.0' loa x 96.3' lbp x 28.0' beam x 14.8' depth x 11.75' light draft x
12.75' loaded draft. Built in 1954 by John E. Matton & Sons. Rebuilt: 1999. U.S. flag. Class: Built to ABS. FO:
18,692g. FW: 2,300g. Main Engine: 1 x EMD 12-645E7 3,000BHP at 900RPM. Falk 4.65:1 gear(s). 4-blade
105" x 112" prop(s). Kort nozzle(s). Range @2,090nm. Woodward 701A Digital Engine control. Bowthruster.
Bollard Pull: 31.5T. Speed about 12.9kn. Pump(s): FiFi: 7,500gpm. Genset(s): 2 - 165kW / CAT 3306-D1.
Firefighting: 2 - 4,000gpm water & 1 - 1,250gpm foam monitors. Ex US Army firefighting tug retired in July
2011 & sold at auction in 2012. Rebuilt in 1999 in U.K. Reportedly in very good condition. SOLAS Compliant
regards to stability, engine room CO2 Fifi system and lifesaving appliances U.S. East Coast.
1970 by Albina Eng. & Mach; Portland, OR. Rebuilt: 2000. U.S. flag. GRT: 196. Class: ABS Loadline
(Exp. 19 Jan 2020). FO: 95,000g. FW: 5,340g. Winch: Double drum Markey Side by Side. Wire
Capacity: 2 - 2,200' - 2". Stern Roller. Main Engines: 2 x CAT 3516 total 3,000BHP. Coolidge 5 blade
94" x 65-68" prop(s) on 8.125" x 30' shaft(s). Repowered from Fairbanks in '99. M/Es overhauled in
2013. Speed about 13.5kn. Genset(s): 2 - 60kW / GM6-71. Firefighting: I-R 430gpm. Quarters: 7 State
Rooms. AirCon. Galley. Repowered with 2 x CAT3516s and put in second set of gears as originally
was direct reversing. Fire system. Last dry-docked late 2014 with ABS 5 yr. Loadline renewal. Contact
Marcon for more details, inspection arrangements and price guidance. U.S. Northwest.
1980 by Jakobson shipyard; Oyster Bay, NY. U.S. flag. GRT: 199. Class: ABS Loadline due Oct.
2013/Laid up. FO: 164m3. Winch: Single drum Almon Johnson. Wire Capacity: 2,000' 2". Main
Engines: 2 x EMD 12-645E6 total 3,000BHP. 2 - FP prop(s). Speed about 12kn. Genset(s): 1 - 75kW.
AirCon. Galley. As brokers we may develop this tug for prompt sale strictly on an “as is, where is”
basis and out of competition. Contact Marcon for price ideas and further details. U.S. Northeast.
File: TG30132 Tug - Twin Screw - 123.5' loa x 35.5' beam x 10.7' depth x 14.90' lo draft. Built in
1976 by Main Iron Works; Bayou Blue, LA. U.S. flag. GRT: 109. Class: ABS Loadline (exp June 29,
2015). Dwt: 434T. FO: 110,000g. Crane: 1 - 200lb Daybrook. Winch: Intercon Double Drum. Wire
Capacity: 2,200' x 2". M/Es: 2 x EMD 12-645E6 total 3,000BHP. 2 - FP prop(s). Kort nozzle(s).
Genset(s): 2 - 90kW / GM6-71 220vAC 3ph 60Hz. Quarters: 6. AirCon. Galley. High focstle bow.
Contact Marcon for price ideas, further details. Laid up. U.S. Northwest. Prompt.
File: TG30176 Tug - Twin Screw - 101.0' loa x 30.0' beam x 13.1' depth. Built in 1973 by Southern Shipbldg;
Slidell, LA. Foreign flag. GRT: 191. Class: ABS + A1 towing + AMS. FO: 48,538g. FW: 2,842g. BW: 21,966g.
Winch: Single drum. Wire Capacity: 1,800' x 1 3/4". Main Engines: 2 x EMD 12-645 total 3,000BHP. 2 prop(s).
Bollard Pull: 40T. Genset(s): 2 - 75kW / Delco DD4-71. Fitted with small upper pilot house. Africa West Coast.
File: SU17835 Supply Boat - AHTS - 178.8' loa x 36.0' beam x 13.0' depth x 11.30' lo
draft. Built in 1970 by J.G. Hitzler; Lauenburg, Germany. Bahrain flag. GRT: 490. Class:
GL +100A5 (E) Offshore Supply Vessel, Tug. Dwt: 694T. Light Disp.: 1,383T. Deck Cargo:
300T on 87' x 27.5' clear deck. FO: 436MT. FW: 203MT. DW: 220MT. Dry Bulk: 1 - 50m3;
2 - 25m3. Crane: 1 - 50T. Winch: 80T Hatlapa Double Drum; 1 - 5T tugger. Wire Capacity:
2 - 600m x 46mm. Stern Roller. Main Engines: 2 x MAN V22/30ATL total 2,960BHP. 2 FP Mang/Bronze 4-blade prop(s). Kort nozzle(s). Bowthruster 205HP. Bollard Pull: 40T.
Speed about 11kn on 6T/d. Pump(s): FO: 54m3/h; FW: 80m3/h; DW: 80m3; Dry bulk: 80m3/h. Genset(s): 1 - 250kVA / Scania; 2 152kVA / Scania 400v 50Hz. Firefighting: 2 - monitors 50MT/h. Quarters: 21 (1-6, 4-1, 4-2, 1-3). Galley. Mid East.
File: TG30159 Tug - Twin Screw - 157.1' loa x 35.0' beam x 16.4' depth x 13.10' lo
draft. Built in 1990 by Jurong Shipyard; Singapore. St Vincent/Grenadine flag. GRT:
741. ABS A1 Towing Vessel, AMS. Formerly RS KM+1, 1[1]A2 Tug Icebreaking Ice
Class 1 which can be reinstated. Dwt: 232mt. 7.5m x 12m clear deck. FO: 263MT. FW:
40MT. Crane: 3.4MT @ 1.7m Hiab 60 Sea. Winch: 100T brake single drum hyd.
Norwinch + Mampaey quick release tow hook. Line Pull: 30T. Wire: 850m 44mm. Stern
Roller. M/Es: 2 x Yanmar T260ST total 2,840BHP. Last Overhauled: 2009. 4-blade
2,300mm FP prop(s). Kort nozzle(s). Endurance 8,000nm@10kn. BP certified. Alpha
Laval FO & LO purifiers. Bowthruster 240BHP. Bollard Pull: 40.1MT. Speed about 10-13kn on 4-7MT/d. Pump(s):
BW/FW/FO/Bilge/Fire. Genset(s): 2 - 200kW / MAN; 2 - 100kW / MAN 380vAC 50Hz 3ph. Quarters: 28 in 13 cabins. AirCon.
Galley. Both main & auxiliary engines were fully overhauled by engine maker reps in October 2009. Deck & winch CCTV. Spare
wire 550m 52mm. Watermaker 2.5T/d. Sewage treatment plant. Euro standard accommodations. 4 - 25 man life rafts. Rescue
boat. “as is, where is” sale or charter. Open for towage. Southwest Asia. Prompt.
www.marcon.com
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Built in 1980 by Richards Shipbldrs; Lowestoft, U.K. Denmark flag. GRT: 366. Class: GL +
100A5 Tug DNV. SS due Sept. 2018. Dwt: 263T. FO: 154m3. Crane: 2.13MT @10.65m. Winch:
Donkin hyd. single drum + quick release hook. Wire Capacity: 800m x 44mm Spare: 750m.
Stern Roller. Main Engines: 2 x Ruston 6RKCM total 2,820BHP. 2 - CP prop(s). Kort nozzle(s).
Bollard Pull: 42.5MT. Speed about 10kn on 5m3/d. Genset(s): 3 - 80kW / Gardner 6 XLB; 1 20kW / 440vAC 50Hz Gardner. Firefighting: 2 - 1,550gpm 440v 50Hz / Merryweather foam /
water monitors. Quarters: 5 crew. Galley. Twin Screw tug offered for sale and periodically open
for charter. Hydraulic towing pins. Hook and bridle. Europe Northern. Prompt.
draft. Built in 1981 by Bollinger Shipyard; Lockport, LA. U.S. flag. GRT: 141. Class: ABS +
A1 Towing. ABS Loadline. Exp. 2020. FO: 65,000g. FW: 15,200g. Winch: Intercon DD200
Double drum; GM6-71 power. Line Pull: 190,000lbs. Wire Capacity: 2,400' x 2". Main
Engines: 2 x CAT 3516 total 2,800BHP. 98" x 97" prop(s). Kort nozzle(s). Bollard Pull:
41T. Genset(s): 2 - 75kW / GM6-71. Quarters: 11 in 5 cabins. AirCon. Galley. Open for
employment/sale. U.S. Gulf Coast.
in 1977 by Sing Koon Seng Pte. Ltd; Singapore. Bahrain flag. GRT: 369. Class: GL +100A5 +MC
(exp April 2016) Last DD Mar 2011. Dwt: 177T. 30'x33' clear deck. FO: 65,000g. FW: 20,000g.
Winch: Smatco. Line Pull: 50T SWL. Main Engines: 2 x Deutz SBA8M528 total 2,660BHP. FP
prop(s). Kort nozzle(s). Bollard Pull: 30MT. Speed about 9-10kn on 4.5MT/d. Genset(s): 2 100kVA; 1 - 60kVA. Firefighting: 2 foam/water monitors 60m3/h @ 55m range. Quarters: 12 crew.
AirCon. Galley. Passengers: 4. Mid East. Prompt.
Built in 1976 by Mitsui Ocean / Ima Seisakusho; Japan. Bahrain flag. GRT: 338. Class: ABS +
A1 E, IR SUL, IY, Tug. Dwt: 430mt. FO: 58MT. FW: 290m3. BW: 260MT. Crane: 1-6T. Winch:
Single drum tow. Wire Capacity: 800m x 48mm. Main Engines: 2 x Niigata 6MG25BX total
2,500BHP. 2 - FP prop(s). Kort nozzle(s). Bowthruster. Bollard Pull: 36MT. Speed about 10kn
max on 6.2MTpd. Genset(s): 2 - 100kVA; 1 - 60kVA 415vAC 50Hz. Quarters: 12 crew. AirCon.
Galley. Bow fendering.. Mid East.
File: TG24079 Multicat - Triple Screw - 81.9' loa x 37.7' beam x 11.5' depth x 9.50' loaded draft. Built
in 2008 by Astilleros Armada; Vigo, Spain. Panama flag. GRT: 249. Class: GL + 100A5 K (50) MC
Working boat & Tug. FO: 121.01m3. FW: 68.04m3. BW: 79.94m3. Crane: 1 - 10MT @ 14m; 1 - 6.4MT
@ 12.62m. Winch: 30T tow @ 80T AH. Line Pull: 30T - 80T. Wire Capacity: 35mm x 500m / 50mm x
100m. Stern Roller. Main Engines: 3 x Iveco Vector 750 total 2,448BHP. 3 - FP prop(s). Kort nozzle(s).
Bowthruster 250BHP. Bollard Pull: 30T. Speed about 8.0-11.5kn on 8MT/day. Pump(s): MDO: 1 60m3/h; FW: 1 - 60m3/h. Genset(s): 2-100kW / Iveco 50Hz 230/400v; 1-20kVA. Quarters: 3 - 2 berth
cabins. AirCon. Galley. Multipurpose triple-screw Multicat design tug/workboat. Two Heila HLRM deck
cranes. 2 - 550nm spud pole. 2 - 15T capstans. 1 - 15T hydraulic tugger. Shark jaws for 3" max chain.
160T SWL bow & 60T SWL stern rollers. 1,000mm moon pool. Deck fittings for 20' container. Preinstallation for 4-point mooring. See also file UB08541 for close sister vessel. Australia. Prompt.
File: TG24189 Tug - Twin Screw - 101.7' loa x 93.8' lbp x 30.0' beam x 14.1' depth x 17.00' loaded
draft. Built in 2011 by Sarawak Land Shipyard; Malaysia. Malaysia flag. GRT: 326. NRT: 98. Class:
BV I Tug, +Hull, +Mach, Unrestricted Navigation thru Aug. 1, 2016. Docking due Aug. 1, 2016. Dwt:
285mt. FO: 240MT. Main Engines: 2 x Jinan G12V190 total 2,414BHP at 1,450RPM. Reintjes
6WC36.39 gear(s). 2 - FP prop(s). P/S Tailshaft surveys due Aug. 1, 2016. Speed about 11kn.
Genset(s): 2 - 80kW / Cummins 6BT 5.9D 50Hz. Available individually or with 330' x 84' ocean deck
barge DB33124. See also files TG24173, TG24186 and TG24188. Southeast Asia.
loaded draft. Built in 2009 by Tang Tiew Hee & Sons Sdn Bhd - Sibu. Sierra Leone flag. GRT:
295. Class: Ex Rina (Originally GL). FO: 235m3. LO: 1.9m3. FW: 33m3. BW : 36m3. Winch.
Main Engines: 2 x Cummins KTA38M2 total 2,400BHP. Reintjes WAF / 5.9:1 gear(s). Bollard
Pull: 30T abt. Speed about 11kn. Genset(s): 2 - 80kW 3/50/415. Quarters: 15. Photo shows
upper pilothouse. Total of three tugs and two 330' x 90' ocean deck barges for sale.
Preference is to sell in sets. See also TG24032, TG24057, DB33190 and DB33191. Contact
Marcon for more details. Africa West Coast. Prompt.
www.marcon.com
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File: TG24032 / TG24057 Tugs - Twin Screw (2 each) - 101.7' loa x 92.3' lbp x 29.5' beam x 13.1'
depth x 10.50' loaded draft. Built in 2008 / 2010 respectively by Tang Tiew Hee & Sons Sdn Bhd Sibu. Singapore flag. GRT: 295. NRT: 89. Class: GL + 100A5 + MC. Dwt: 212T. FO: 225m3. LO:
1.9m3. FW: 33m3. BW: 36m3. 2 - 570kg anchor(s). Winch. Main Engines: 2 x Cummins KTA38M2
total 2,400BHP at 1,800RPM. Reintjes WAF / 5.9:1 gear(s). 2 prop(s). Bollard Pull: 30T appr.
Speed about 11kn. Genset(s): 2 - 80kW 3ph 50Hz 415v. Quarters: 15. Total of three tugs and two
330' x 90' ocean deck barge for sale. Preference is to sell in sets. See also TG24030, DB33190 and
DB33191. Contact Marcon for more details. Africa West Coast. May 2016.
File: TG24064 Tug - Twin Screw - 82.2' loa x 27.0' beam x 11.8' depth. Built in 2008 by Fulsail
Sdn. Bhd. Singapore flag. GRT: 180. Class: NKK. FO: 129,000L. FW: 56,000L. Winch: 30T.
Main Engines: 2 x Cummins KTA38-M2 total 2,400BHP. 2 - FP prop(s). Kort nozzle(s).
Genset(s): 2 - 78kW. Quarters: 8 in 5 cabins. Owners prefer to sell with 300' deck barge
DB30072, but can sell individually. Southeast Asia.
File: TG24071 Tug - Twin Screw - 101.7' loa x 31.2' beam x 13.8' depth x 11.50' loaded draft by
Malaysian shipyard. Foreign flag. Class: GL. FO: 2767T. FW: 46T. Winch: 40T towing; 3T capstan;
Elect. / hyd. Line Pull: 100T brake. Stern Roller. Main Engines: 2 x Cummins KTA38M2 total
2,400BHP. 2 - FP 4-blade prop(s). Kort nozzle(s). Pump(s): Bilge, Ballast, FO, FW, Fire. Genset(s):
2 - 78kW / Cummins 6BT5-9-D 415/230v 3ph 50Hz. Firefighting: Emergency. Galley. Existing tug
sold, but can build future sister tugs with 10 month lead time. Southeast Asia.
File: TG24091 Tug - Azimuthing - 90.0' loa x 33.0' beam x 13.0' depth x 17.0' draft. Built
in 1994 by North American Ship; Larose, LA. U.S. flag. GRT: 147. Class: ABS +A1,
Towing Service, +AMS, Unrestricted. (Exp. Aug. 31, 2019). Dwt: 343lt. FO: 35,000g. FW:
20,000g. BW: 154MT. Winch: Brattvaag hyd. single fore & double drum aft. Main
Engines: 2 x CAT 3512DITA total 2,400BHP. Ulstein FP azimuthing prop(s). Bollard
Pull: 32.5ST. Speed about 12kn free. Pump(s): 1. Genset(s): 2 - 150kW. Firefighting: 1 3,500gpm fire monitor. Quarters: 12 in 6 cabins. Two ASD ship docking tugs. See also
TG24093. FW/BW capacities combined. About 65,000lb bollard pull forward & astern.
About 55,000lb. bollard pull side astern. Offered “as is, where is”. U.S. Gulf Coast.
in 2015 by Malaysian Shipyard. Singapore flag. Class: NKK, Ocean Going Tug. FO: 229m3. FW:
60m3. BW: 36.9m3. Winch: 30T single drum wheelhouse control & 40T tow hook. Wire Capacity:
800m x 38m. Stern Roller. Main Engines: 2 x Yanmar 6EY17W total 2,276BHP. FP 4-blade mang
bronze prop(s) on 7.5" shaft(s). Kort nozzle(s). 0.25m3/h oily water separator. Speed about 12kn
free. Pump(s): Bilge/BW: 7.5kW. GS/Fire: 7.5kW. FW/Sea Water: 20Lpm. FO transfer: 7.9m3/h.
Genset(s): 2 - 80kW / Cummins 6BT5.9 415v 50Hz 3ph. Quarters: 12 crew. AirCon. Galley. New
tug direct from shipyard. 4 coats exterior & 3 coats interior paint. 15 man life raft. 15 person
sewage treatment plant. Further technical details, price, drawing, photographs, & manufacturer's
list are available on request. See files TG20033, TG20163, TG20183, TG20184. Southeast Asia.
File: TG22591 Tug - Twin Screw - 97.0' loa x 26.2' beam x 11.5' depth. Built in 1976 by Pacific
Towboat & Salvage, CA. U.S. flag. GRT: 94. Class: ABS Loadline (exp October 3, 2015). FO:
75,000g. FW: 5,000g. Winch: Almon Double Drum / GM4-71 diesel power. Main Engines: 2 x
CAT D399 total 2,250BHP. 2 - FP 3-blade 84" x 60" prop(s) on 7.5" shaft(s). Bollard Pull: 23T.
Genset(s): 2 - 75kW / John Deere 4048. Quarters: 4-5 cabins. AirCon. Galley. Hard chine / flat
bottom. Tow pins, stern rollers. ITC - 232G / 69N. Tug is working. Contact Marcon for price
ideas. U.S. Northwest.
Built in 2004 by BV Scheepswerf Damen Hardinxveld. Panama flag. GRT: 212. Class: BV I
3/3 (E) Tug Unrestricted. Dwt: 200mt. FO: 130m3. FW: 28m3. Crane: 7.5T @ 15m. Winch:
Ridderinkhof double drum + 35T tow hook. Line Pull: 50T@6m/min. Wire Capacity: 600m &
300m 36mm. Main Engines: 2 x CAT 3508B-TA total 2,244BHP. 2 - Promarin 1.8m FP
prop(s). Kort nozzle(s). 45 deg. fishtail rudders. John Deere 6068 TF258 hyd. power pack.
Bowthruster 100kW. Bollard Pull: 30MT. Speed about 10-11.5kn. Pump(s): FO/FW: 32m3/h
each. Genset(s): 2 - 70kW / John Deere 4045TFMAC AC. Quarters: 7 persons. AirCon.
Galley. Damen Shoalbuster 2609 design tug suitable for anchor handling, towing & dredge
support. 3 hydraulic towing / anchor handling pins. 1 - 6T tugger. Open for outright sale or
long term charter with purchase option to qualified operators. Australia. Prompt.
www.marcon.com
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File: TG22076 Tug - Twin Screw - 75.0' loa x 24.1' beam x 7.3' depth. Built in 1981 by L.A.D.
Construction; Gibson, LA. U.S. flag. GRT: 98. Class: None. FO: 24,000g. FW: 5,000g. Winch: Smatco
single drum/GM4-71. Line Pull: 60,000lb. Wire Capacity: 1,800' 1.25". Main Engines: 2 x CAT 3508 total
2,200BHP. 64"x53" 4-blade stainless prop(s) on 6" Stainless shaft(s). Re-powered / Rebuilt late 1990s.
Genset(s): 2 - 40kW / GM4-71. Quarters: 5 berths in 3 cabins. AirCon. Galley. Three control stations
including elevated Pilot House. Model Bow. U.S. Northeast.
File: TG22105 Tug - Single Screw - 105.0' loa x 30.0' beam x 10.3' depth x 12.60' loaded draft.
Built in 1966 by Main Iron Works, LA. U.S. flag. GRT: 194. FO: 38,276g. FW: 13,000g. Winch: 2
- Beebe face winches. Wire Capacity: 1,200' x 8" nylon. Main Engine: 1 x EMD 16-567D5LL total
2,200BHP. 1 - FP 106" x 75" prop(s). Genset(s): 2 - 60kW / GM6-71 / Delco. 26' height of eye.
Model bow. All welded steel construction. Tug reportedly in excellent condition after extensive
shipyard work. U.S. East Coast.
American Marine Corp. U.S. flag. GRT: 181. Class: ABS Loadline (exp. Aug. 31, 2016). FO:
16,500g. Winch: H-Bitt on stern. Main Engines: 2 x EMD 12-567BC total 2,200BHP. 2-FP 84"
x 55" 4 blade prop(s). Genset(s): 2. AirCon. Galley. U.S. Southeast.
Built in 1966 by Mitsubishi Hvy. Ind., Shimonseki. Panama flag. GRT: 236. Class: IBS. Classed
ABS until 2001. FO: 70T. FW: 30T. Winch: 36T towing. Main Engines: 2 x GM 16V149 total
2,200BHP. 2 - FP prop(s). Bollard Pull: 27T. Speed about 8-10kn on 3.5Tpd. Genset(s): 2 62.5kVA/ GM 3-71 220/110vAC 3ph. Firefighting Monitor. Mid East.
File: TG20168 Tug - Twin Screw - 101.7' loa x 93.8' lbp x 30.0' beam x 14.1' depth x 11.48' loaded
draft. Built in 2008 by Sarawak Land shipyard. Malaysia flag. GRT: 326. NRT: 97. Class: NKK. Formerly
BV I Tug. Dwt: 285mt. Main Engines: 2 x Mitsubishi S6R2-MTK3L total 2,064BHP at 1,406RPM. 2
Reintjes WAF 562L gear(s). 2 - FP prop(s). Speed about 11kn max. Genset(s): 2 - 80kW / Cummins
6BT 5.9D 50Hz AC. Southeast Asia.
2006 by Fulsail Sdn Bhd; Sibu, Malaysia. Indonesia flag. GRT: 196. Class: BKI. Formerly NK. NS*
(TUG) MNS*. Dwt: 152mt. FO: 110m3. FW: 43m3. Main Engines: 2 x Mitsubishi S6R2-MTKL total
2,064BHP. 2 - SP prop(s). Kort nozzle(s). P/S Tailshaft Surveys due 13 Jul 2016. Bollard Pull: 25T.
Speed about 11kn. Genset(s): 2 - 78kW / CBT5.9 Cummins. Firefighting: per SOLAS requirements.
Galley. Lifesaving equipment: per SOLAS requirements. Southeast Asia.
File: TG24173 / TG24186 / TG24188 Tugs - Twin Screw (3 each) - 101.7' loa x 91.8' lbp x 30.0'
beam x 14.1' depth x 11.48' loaded draft. Built in 2008 by Sarawak Land Shipyard; Malaysia.
Malaysia flag. GRT: 326. NRT: 97. Class: BV I, +Hull, +Mach Tug, Unrestricted Navigation thru
Feb. 4, 2020. Docking due 2018. Dwt: 285mt. FO: 220MT. Main Engines: 2 x Mitsubishi S6R2T2MTK3L total 2,032BHP at 1,406RPM. 2 - Reintjes 6WC36.39 gear(s). 2 - FP prop(s). Speed
about 11kn. Genset(s): 2 - 80kW / Cummins 6BT 5.9D 50Hz. Available individually or with 330'
x 84' ocean deck barges DB33123 and/or DB33124. Southeast Asia.
File: TG20202 Tug - Twin Screw - 100.0' loa x 23.0' beam x 9.0' depth. Built in 1997 by Korean
shipyard. South Korea flag. GRT: 92. Class: KST. FO: 94m3. FW: 16m3. Winch: 30T towing. Main
Engines: 2 x total 2,000BHP. 2 - FP 1,760mm dia. prop(s). Bollard Pull: 24T. Quarters: 5 persons.
Anchor handling boat with bow mounted fairlead. Far East.
draft. Built in 2014 by Malaysian shipyard. Foreign flag. Class: NKK. FO: 172T. FW: 60T.
BW: 49T. Winch: 30T single drum elect. / hyd. tow. Line Pull: 80T brake. Main Engines: 2 x
Yanmar 6RY17P-GW total 2,000BHP. 2 - FP 4-blade prop(s). Kort nozzle(s). Speed about
10kn. Genset(s): 2 - 78kW / Cummins 415v 50Hz. Quarters: 10 men. AirCon. Available for
sale direct from shipyard. Several similar size and horsepower newbuildings available for
sale direct from shipyard. See files TG20163, TG20183, TG20184 and TG22099.
Southeast Asia. 3 months.
www.marcon.com
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File: TG20109 Tug - Single Screw - 108.5' loa x 29.0' beam x 16.3' depth x
13.65' loaded draft. Built in 1965 by Marinette Marine; Marinette, WI. U.S. flag.
GRT: 147. Class: Built to ABS specification. FO: 63,000g. FW: 7,000g. Winch:
Swain single drum 6-71. Wire Capacity: 2,800' x 1 3/4". Main Engine: 1 x
Fairbanks Morse 38D8-1/8 total 2,000BHP. 144' x 112" 4-blade stainless
prop(s). Wesmar 24" dual prop thruster. Heat exchange cooling. Bowthruster
125BHP. Bollard Pull: 30.5T. Speed about 12kn free on 80gph. Pump(s):
100gpm bilge & ballast pumps @ 35 psi. Genset(s): 2 - 75kW / GM6-71 208vAC
60Hz. Firefighting: 2,000gpm fire pump. Quarters: 6 in 2 stateroom. AirCon.
Galley. Ex-US Navy YTB-780 Tug. Welded steel single chine. Hydraulic tow
pins. Six man liferaft. Dry-docked 2007: hull sand-blasted, painted, new zincs. Fuel and water tanks meticulously cleaned. Many
recent maintenance items addressed with upgrades. Very good, turn key condition. Owner i keen Seller. U.S. Northwest. Prompt.
Built in 2005 by Sealink, Malaysia. Malaysia flag. GRT: 255. Class: BV unrestricted. FO: 160MT.
FW: 70MT. Winch: 1 - 80T @ 25T/min SWL/tow, 1 - Capstan. Wire Capacity: 40mm x 600m.
Main Engines: 2 x CAT 3508 total 2,000BHP. Bollard Pull: 25T. Speed about 12kn. Genset(s): 2
- 80kW 415v 3ph 50Hz. Firefighting: C02 system. Quarters: 14 in 4 cabins. AirCon. 30 day
endurance. Southeast Asia.
draft. Built in 1971 by H.H. Bodewes Millingen*. Denmark flag. GRT: 282. Class: GL +100 A5
Tug E1 MC E1. Fully up to date. Dwt: 138T. Winch: 60T max brake force. Wire Capacity:
650m 38mm. Main Engine: 1 x Deutz 6M358 total 2,000BHP. 1 - FP prop(s). Kort nozzle(s).
Bowthruster 184kW. Bollard Pull: 30T. Speed about max 13.5kn. Pump(s): 1 - 180m3 @ 14
bar; 2 - 110m3 @ 10 bar fire. Genset(s): 2 - 140kVA; 1 - 70kVA 380vAC 3ph 50Hz. Quarters:
6 persons. Looking for long term employment or sale “as is, where is”. Class reportedly fully
up to date. Lying idle. Europe Northern. Prompt.
File: TG20158 Tug - Single Screw - 107.0' loa x 29.0' beam x 16.3' depth. Built in 1973 by Marinette
Marine. U.S. flag. GRT: 196. Class: None. Last DD July 2010. FO: 32,000g. FW: 2,110g. BW: 8,900g.
Main Engine: 1 x Fairbanks Morse 38D8 1/8 total 2,000BHP. 1 - 144" X 96" 4-blade SS prop(s) on 10"
shaft(s). 10 cyl. Bowthruster 550HP. Genset(s): 2 - 60kW / Delco 225vAC @ 1,800RPM. Firefighting: 2
monitors. Quarters: 2-1 & 1-4 man berths. AirCon. Galley. Steel construction. Single screw tug.
"Deflector" style rudder with 180deg. Swing over in 9 seconds. "Hotshot" engine heater. Two (2) double
tow bitts (one forward & one aft). Forward bitt has Hydraulic winch which is wheelhouse operated.
Roller fendering port and starboard plus fendering all around. Turn key and in very good condition.
Contact Marcon for price ideas or to arrange inspection. U.S. Northwest.
File: TG20178 Tug - Twin Screw - 123.4' loa x 30.2' beam x 13.8' depth x 11.81' draft. Built in
1984 by Ishii Zosen K.K.; Japan. GRT: 392. Class: ABS +A1 Towing, (E), +AMS, Unrestricted.
Special Survey due Jul 02, 2018. Docking due Jul 10, 2016. Stern Roller. Main Engines: 2 x
Yanmar 6G-ST total 2,000BHP. 2 - bronze FP prop(s). Kort nozzle(s). P/S Tailshaft Surveys due
Jan 16, 2017. Bowthruster. Bollard Pull: Abt 25MT. Speed about 12kn. Genset(s): 2 - 96kW; 1 32kW. Quarters: 10 persons. AirCon. Anchor handling tug. A-frame aft. Mid East.
in 2013 by Malaysian shipyard. Malaysia flag. Class: NKK NS +Tug, Unrestricted. FO: 240m3. FW:
23m3. BW: 35m3. Main Engines: 2 x Mitsubishi SR62 total 2,000BHP. 2 - FP prop(s). Bollard Pull:
28T. Speed about 10kn. Genset(s): 2 - 50kW. Quarters: 12 crew. AirCon. Galley. Several similar
size and horsepower newbuildings available for sale direct from shipyard. See files TG20033,
TG20163, TG20184 and TG22099. Southeast Asia. Prompt.
2014 by Malaysian shipyard. Singapore flag. Class: NKK. FO: 170MT. FW: 55MT. Winch: 30T
elect. / hyd. towing; 25T towing hook. Line Pull: 75T brake. Main Engines: 2 x Yanmar 6RY17PGV total 2,000BHP. 2 - FP prop(s). Kort nozzle(s). Reserved bow thruster compartment for
future installation. Speed about 11kn. Pump(s): FO: 8m3/h; Bilge/BW/GS/FiFi: 25m3/h.
Genset(s): 2 - 40kW / Yanmar, 1 - 78kW / Cummins. Quarters: 12 crew. AirCon. Galley. Steel
tugboat. 30T tow hook. Several similar size and horsepower newbuildings available for sale
direct from shipyard. See files TG20033, TG20163, TG20183 and TG22099. Southeast Asia.
www.marcon.com
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File: TG20185 / TG20188 Tugs - Single Screw (2 available) - 109.0' loa x 31.0' beam x 14.00'
loaded draft. Built in 1965 by Marinette Marine, WI. Foreign flag. Light Disp.: 288lt. Main Engine: 1 x
Fairbanks Morse 38D8 total 2,000BHP. S/N 970520. Very Low hours on M/E. Speed about 12kn.
Genset(s): 2 - 75kW GM 6-71. Quarters: 12. Ex YTB tugs. Reportedly good condition. Very keen
seller. Reduced price for quick sale. Far East.
File: TG20142 Tug - Twin Screw - 88.6' loa x 26.9' beam x 13.1' depth. Built in 2013 by PT Karya Tekhnik
Utama. Indonesia flag. GRT: 213. Class: BKI +A100 + SM (Domestic). Main Engines: 2 x Yanmar 6RY17P-GV
total 2,000BHP. Genset(s): 1 - Yanmar. Quarters: 12. Southeast Asia.
File: TG19096 Multicat - Triple Screw - 91.8' loa x 42.6' beam x 12.0' depth x 6.20' light draft x 7.50' loaded draft. Built in 2007 by
Kooiman; Zwujndrecht, Netherlands. Netherlands flag. GRT: 297. Class: BVI + Hull, Mach Tug Unrestricted Nav AUT-UMS. Dwt:
244mt. 215m3 clear deck. FO: 140m3. FW: 60m3. BW: 52m3. Crane: 2 - 20MT @
13m Knuckleboom lifting. Winch: Hyd. anchor handling / towing forward / aft. Line
Pull: 100T / 40T. Wire Capacity: 100m 56mm / 600m 36mm. Main Engines: 3 x
Cummins KTA19M3 total 1,920BHP. 3 - 1,550mm FP prop(s) on C45 steel shaft(s).
Kort nozzle(s). 1 - Cummins KTA-19M3 for hydraulics. Bowthruster 350HP. Bollard
Pull: 28T. Speed about 11kn. Pump(s): 50m3/h FO & FW transfer, including transfer
hoses on reels & indicators. Genset(s): 2 - 80kVA / Cummins 220/380vAC 50Hz +
shore power. Quarters: 7 persons. AirCon. Galley. Unique, custom multipurpose
support vessel / multicat with special characteristics & capacities. Shallow draft. Fully
fendered. Four push knees fore and two aft. 360 deg hydraulically driven retractable
thruster. Triple rudders with max rudder angle of 2 x 70 deg. Heavily constructed
150T SWL bow and stern rollers. Two 8T tugger winches with 75m 20mm wire. Two
hydraulic 150 tons SWL guide pins. 15MT SWL Mampaey tow hook. Two 600mm x 15m long spuds. 1,000mm diameter moonpool.
Cranes remotely operated. Store room / workshop. Open for charter. Try outright “as is, where is” purchase. Mid East. May 2016.
File: TG14071 Tug - Twin Screw - 70.0' loa x 22.0' beam x 7.2' depth x 7.00' light draft
x 9.00' loaded draft. Built in 1972 by Marine Power & Equip; Seattle, WA. U.S. flag.
GRT: 86. Class: Last D/D 2007 (Blast, paint & zincs.). 18'x13' clear deck. FO: 16,000g.
FW: 1,500g. Winch: Single drum / PTO off SME + elec/hyd pump. Wire Capacity:
1,500' x 1.5". Main Engines: 2 x GM 12V149TA total 1,800BHP. 68" x 47" FP prop(s).
Speed about 11.6kt. Genset(s): 1 - 20kW / GM2-71; 1 - 30kW / Isuzu. Quarters: 1-1, 22 berths. Galley. 2,200nmi range. Tow wire new in 2007. Fold down mast. Range about
3,000nm econ @ 10kn free running burning @ 1,100gpd. Light draft about 7ft with
5,000g of fuel on board. Currently laid up. Owner inviting cash offers. Contact Marcon
for price guidance. U.S. Northwest.
File: TG17002 Tug - Twin Screw - 26.0' beam x 10.5' depth x 9.00' loaded draft. Built in 1986 by M.F.
Martin, Jr.; Brunswick, GA. U.S. flag. GRT: 126. Winch: None. Main Engines: 2 x CAT D398 total
1,700BHP. FP prop(s). Kort nozzle(s). July 2014: 15,000 total running hours on M/Es. Bollard Pull: 25T.
Firefighting: 1,000gpm. Quarters: None. AirCon. Fully fendered for safe handling of submarines & surface
vessels. U.S. Southeast.
File: TG17091 Tug - Twin Screw - 90.4' loa x 27.1' beam x 12.0' depth x 11.00' l
draft. Built in 1966 by Bollinger Machine; Lockport, LA. U.S. flag. GRT: 178. ABS
Loadline exp. March 2014 - but currently in lay-up status. FO: 35,000g. FW:
10,000g. BW: 2,500g. Winch: Almon Johnson single drum / GM6-71. Wire
Capacity: 1,800' x 1.75" capacity. Main Engines: 2 x CAT D398B total 1,700BHP.
FP prop(s) on 7.5" shaft(s). Bollard Pull: 21T. Speed about 12kn free. Genset(s):
2 - 40kW / GM4-71. Quarters: 7 berths. Galley. Laid-up. Contact Reduced price.
19' height of eye / 48' air draft. Keen Seller. U.S. Northwest. Prompt.
loaded draft. Built in 1967 by J. Martinolich; Tacoma, WA. Rebuilt: 1990. U.S.
flag. GRT: 119. Class: USCG UTV. Light Disp.: 281st. FO: 24,000g. FW:
3,000g. Winch: Almon Johnson 320. Wire Capacity: 1,450' x 1.5". Main
Engines: 2 x CAT D398 total 1,700BHP. 2 - FP (85.5" x 67.5") prop(s) on 7"
shaft(s). Bollard Pull: 20.5T. Genset(s): 2 - 50kW / CAT D-320. Quarters: 5.
AirCon. Galley. 37.5' max height. U.S. East Coast.
www.marcon.com
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loaded draft. Built in 1943 by Equitable Equipment, LA. U.S. flag. GRT: 141.
Class: None. FO: 25,200g. FW: 3,000g. Winch: Single Drum Hydraulic / 2 electric
face winches on bow. Wire Capacity: 1,500' x 1.5". Main Engines: 2 x CAT D398
total 1,700BHP. 2 - FP prop(s). Bollard Pull: 20.1T. Genset(s): 2 - 50kW / Isuzu.
Quarters: 6 berths. Galley. Low profile boat. Good for lakes, bays & sounds /
inland service. Converted to twin screw in 1970s. Bow squared up, push knees &
raised pilothouse on tower fitted. Working. U.S. West Coast.
Built in 2007 by Mariana Bahagia, P.T.; Indonesia. Indonesia flag. GRT: 183. Class: BKI.
Annual Survey due Aug. 28/2016. DD/SS due 05/2017. FO: 109m3. FW: 20m3. Winch: 60T tow
hook only. Main Engines: 2 x Yanmar 6AYM-ETE total 1,658BHP. 2 - FP prop(s) on Y shaft(s).
Kort nozzle(s). P/S Tailshaft Surveys due 22 Apr. 2017. Genset(s): 2 - 35kW / Yanmar 4TNE98G1A400vAC. Firefighting: per SOLAS requirements. Lifesaving equipment per SOLAS
requirements. Southeast Asia.
2013 by Southeast Asian shipyard. GRT: 189. Class: NKK. Dwt: 160mt. FO: 153m3. FW:
46m3. BW: 29m3. Winch: 25T quick release tow hook. Main Engines: 2 x Yanmar 6AYM-WET
total 1,658BHP. 4-blade 1,800mm FP props on 6.5" stainless shaft(s). Kort nozzle(s). 24v
7.0kW M/E starting system. Oily water separator 0.25m3/h. Bollard Pull: 22MT. Speed about
10kn free. Genset(s): 2 - 40kW / Perkins 400-415vAC 3ph 50Hz. Quarters: 10 crew. AirCon.
Galley. Available for sale direct from shipyard. 12mm keel; 9mm bottom, side & main deck;
8-9mm bulkhead; 8mm bulwark & 6mm superstructure. Coatings: 4 exterior & 3 interior. 2
liferafts. Southeast Asia. Prompt.
draft. Built in 1965 by Atlaswerke-Germany. Sierra Leone flag. GRT: 188. Class: LR + 100A1 +
LMC disclassed. Light Disp.: 223mt. FO: 53.4MT. FW: 29.2T. Winch: 18T Seebeck tow hook.
Main Engines: 2 x Deutz RA8M528 total 1,520BHP. 1 - FP prop(s). Kort nozzle(s). Oil 4SA 8cyl
220x280mm. Bollard Pull: 18T. Speed about 11kn. Genset(s): 2 - 110kVA /Deutz 380v 50Hz.
Firefighting: 210m3 pump. 2 water guns, 4.5m3 Foam. Quarters: 8 berths in 4 cabins. AirCon.
Galley. Price recently reduced. As brokers only, we invite your best firm cash offers on an “as
is, where is” basis. Mediterranean. Prompt.
2012 by Malaysian shipyard. Singapore flag. Class: NKK. FO: 130m3. FW: 45m3. BW: 54m3.
Winch: 20T tow hook. Main Engines: 2 x Mitsubishi S6A3-T2MTK3L total 1,516BHP. 1,800mm x
1,524mm 4-blade prop(s). Kort nozzle(s). Oily water separator. Bollard Pull: 20T. Speed about 10kn
free. Genset(s): 2 - 48kW / Yanmar 50Hz. Quarters: 10 crew. Available for sale direct from
shipyard. Southeast Asia. 30 days.
File: TG14100 Tug - Twin Screw - 91.8' loa x 36.1' beam x 10.7' depth x 8.2' draft. Built in 2012
by Jiangsu Suyang Marine Co. Ltd.; China. Singapore flag. GRT: 231. Class: ABS + A1 (E) +
AMS, Towing Vessel. 110m2 clear deck. FO: 141.2m3. FW: 53.7m3. Crane: 25T @ 3.5m Fassi
fore & aft. Derrick/A-Frame: Hyd. A-Frame. Winch: Single drum 50T brake tow & 30T SWL tow
hook. Line Pull: 25T. Wire Capacity: 400m 32mm. Stern Roller. Main Engines: 2 x CAT 3412CDITA total 1,440BHP. 1,400mm 4-blade FP prop(s). Kort nozzle(s). Bollard pull ABS certified.
P/S Tailshaft Surveys due 26 Nov 2017. Bollard Pull: 18T. Speed about 10kn free. Pump(s):
FO: 25m3/h. Genset(s): 2 - 150kW / CAT 3406C 415vAC 50Hz. CO2 fire suppression. Meets
SOLAS & Australian regulations. Quarters: 11 crew in 4 cabins. AirCon. Galley. Shallow draft, flow-through design Multi-Cat style
workboat. Draft 4.9' with 50% liquid capacity. Bow & stern rollers. Fore & aft steering stations. Australia. Prompt.
File: TG19065 Tug - Twin Screw - 65.0' loa x 23.0' beam x 11.0' depth x 9.50' light x 11.00'
loaded draft. Built 1977 by Jones Tug & Barge; Long Beach, CA. U.S. flag. GRT: 95. Class:
Not classed. FO: 19,500g. FW: 800g. Winch: Markey hyd. double drum w/cat head. Wire
Capacity: 1 1/2" x 1,500'. Main Engines: 2 x GM 12V149 total 1,350BHP. Last Overhauled:
11/93. 2 - FP 59"x59" 4-blade Kaplan prop(s) on 5.5" shaft(s). Kort nozzle(s). Stainless steel
lined nozzles. Speed abt. 10kn. Genset(s): 2 - 30kW LIMA / GM6-71 and GM4-71. Quarters:
4. Steel hull with aluminum two-level deckhouse. 34" high reinforced steel bulwarks reducing
aft to 18" around stern. Fully fendered. Two cat heads, two anchor gypsies & wire drum on
bow. Air start. Working tug. Reportedly good condition. U.S. Northwest. Prompt.
www.marcon.com
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File: TG13113 Tugs - Twin Screw (2 each) - 77.1' loa x 24.0' beam x 10.5' depth x 8.86' draft. Built
in 2013 by Malaysian shipyard. Foreign flag. Class: NKK. Winch: 15T tow hook with quick release.
Main Engines: 2 x Yanmar 6AYM-WST total 1,300BHP. 4-blade 1,676x1,372mm prop(s) on
stainless shaft(s). Speed about 10kn. Pump(s): Bilge & Ballast 30m3/h. Genset(s): 2 - 28kW /
Yanmar, Cummins or equivalent 50Hz. Firefighting: 14 fire extinguishers. Quarters: 10 crew in 13
cabins. AirCon. Galley. Two 23m tugs available prompt. Two 15 person liferafts. Southeast Asia.
1969 by J McLarty & Sons; Fremantle. Australia flag. GRT: 110. Class: Dept. Trans M&H No
1547, 2B to 200NM Offshore. 50m2 clear deck. FO: 17,500L. FW: 7,500L. Winch: 10T tow.
Stern Roller. Main Engines: 2 x CAT 3412TA total 1,280BHP. 2 - FP prop(s). Kort nozzle(s).
Bollard Pull: 18.6-22T. Speed about 7.5-10kn max. Genset(s): 1 - 50kVA / Perkins; 1 45kVA / Perkins. Quarters: 5 berths. AirCon. Tug / workboat. 1 - 8 person liferaft. Australia.
2014 by Malaysian shipyard. Foreign flag. Class: NKK or BV. FO: 92m3. FW: 18m3. BW: 35m3. Winch:
Tow hook. Main Engines: 2 x Cummins KTA-19M3 total 1,200BHP. Main engines twin Yanmar total
1,300HP or Cummins total 1,200HP. Bollard Pull: 12T. Speed about 10kn. Genset(s): 2 - 28kW.
Quarters: 10 crew. AirCon. Galley. 23m, 1,300HP tugs at competitive price. Several newbuildings in this
size, horsepower range. See also TG12068 & TG12084. Southeast Asia.
File: TG12039 / TG12050 Tugs - Twin Screw (2 available) - 54.3' loa x 18.2' beam x
8.3' depth x 7.31' draft. Built in 2011 by Damen; Changde, China. GRT: 46. Class: BV
I, + Mach, Tug, Coastal Area. Light Disp.: 91T. FO: 14.2m3. FW: 1.1m3. Crane: 0.5T
@ 6.9m. Winch: Mampaey Disc type 25T tow hook; 2 - 25MT manual coupling. Main
Engines: 2 x CAT C18 TA/B total 1,200BHP. Kaplan FP props. Kort nozzles. 1350mm
Van de Giessen "Optima" nozzles with stainless steel liners. Bollard Pull: 16.7MT.
Speed about 10-11.1kn. Pump(s): 15m3/h bilge & general service. Genset(s):
20.3kVA / CAT C2.2 400vAC 50Hz. Quarters: 4 Berths. AirCon. Damen Stan Tug
1606 design. 380mm cylindrical rubber push bow fendering. South Pacific. Prompt.
File: TG12099 Tug - Twin Screw - 72.1' loa x 25.2' beam x 7.2' draft. Built in 2015 by Turkish yard. Class:
BV, Unrestricted Navigation (A1). 38m2 clear deck. FO: 65T. FW: 11T. Crane: 1-2.5T/m@7m SWL 355kg
hyd. knuckle boom. Winch: 2 - 2T Tuggers. Main Engines: 2 x CAT C18 total 1,200BHP. 2 - FP prop(s). Kort
nozzle(s). VDL Klima Box Cooler. Bollard Pull: 16.5T. Genset(s): 2 - 65kVA CAT C4.4. Quarters: 1 single,
3 double cabins. Galley. Newbuilding tugboat with pushbow. Mediterranean. Prompt.
File: TG12115 Tug - Twin Screw - 65.0' loa x 20.0' beam x 7.5' depth. Built in 1969 by Unknown. U.S.
flag. GRT: 81. FO: 8,000g. Winch: Nor-Crane. Wire Capacity: 1,500' x 1.25". Main Engines: 2 x
Cummins QSK19 Tier II total 1,200BHP. 2 - 3 bladed FP prop(s) on 4" St. Steel shaft(s). New M/E and
props installed Dec 2012. (Abt 4,200hr on each main ex Feb 2015). Speed about 8kn. Genset(s): 1 21kW / Isuzu 4LE2. Quarters: 2. Galley. Steel Hull, Fiberglass over Wood Wheelhouse. Model bow /
Flat bottom. U.S. West Coast.
File: TG12144 Tug - Tractor - 87.0' loa x 24.0' beam x 10.8' depth. Built in 1967 by J. Lewis & Sons Ltd,
Aberdeen U.K. Foreign flag. GRT: 139. FO: 13T. Main Engines: 2 x Ruston 6APCM total 1,200BHP. 2 - Voith
Schneider prop(s). Bollard Pull: 15T. Speed about 10kn max. Genset(s): 2 - 30kW /main engine, 1 - 25kW /
Lister 220vDC. Galley. Ideally suited for harbor towage & standby duties. Although not officially on the market,
we may be able to develop for sale or preferably charter on a private & confidential basis. Call for update on
availability and rate ideas. U.K.
File: TG12170 Tug - Single Screw - 79.5' loa x 20.1' beam x 10.4' depth. Built in 1951
by Chesapeake Marine Railway. U.S. flag. GRT: 120. NRT: 81. Class: Hull. Ex ABS
Rivers/ Harbor Service. FO: 4,500g. Winch: 16" H Bitt / 24" Vertical capstan. Main
Engine: 1 x CAT D-399 total 1,200BHP. CAT 7261 4.2:1 gear(s). Genset(s): 2 - 55kW /
CAT D-3304 230/460vAC. Radar. Fathometer. VHF. Quarters: None. Galley. 2009 Owner installed new deck hatches, nav. lights, fold down mast, safety equipment and
painting the hull. Reportedly the Tug is in good condition; low hours on main engine and
auxiliary equipment and turnkey. 2008 survey available on request. U.S. East Coast.
www.marcon.com
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A.W. Covacevich Shipyard; Biloxi MS. Rebuilt: 2003. U.S. flag. GRT: 67. FO: 7,000g. FW:
2,000g. Winch: Skagit single drum / GM3-71 power. Line Pull: 50,000lb. Wire Capacity: 900'
x 1.5". Stern Roller. Main Engines: 2 x CAT C-18 total 1,100BHP. 49" x 54" 4-blade SS
prop(s). Repowered 2010 with Tier II marine diesels. Speed about 9kn. Genset(s): 2 20kW / GM 2-71. Quarters: 4 berths. AirCon. Galley. Model bow coastal tug. Reportedly
completely rebuilt in 2004. REDUCED PRICE. U.S. West Coast.
File: TG10125 / TG10126 Tugs - Twin Screw (2 available) - 78.4' loa x 21.3' beam x 8.5'
depth. Built in 2011 / 2012 by Korean shipyard. South Korea flag. GRT: 67. Class: KST. FO:
35.3m3. FW: 14m3. Winch: 30T towing. Main Engines: 2 x total 1,060BHP. 2 - FP 1,530mm
dia. prop(s). Bollard Pull: 12T. Quarters: 4 persons. Anchor handling boat with derrick over
bow. Far East.
File: TG10107 Tug - Twin Screw - 73.8' loa x 24.6' beam x 10.5' depth x 7.87' draft. Built in 1991 by Jiangsu Wuxi; China.
Indonesia flag. GRT: 127. Class: ABS +A1 (E), +AMS inactive. FO: 74m3. FW: 13m3. BW: 10m3. Main Engines: 2 x Yanmar
6N165-EN total 1,000BHP. FP prop(s). Bollard Pull: 13MT. Speed about 10.5kn free. Genset(s): 2 - 40kW AC. Southeast Asia.
File: TG10109 Tug - Twin Screw - 75.4' loa x 22.0' beam x 9.5' depth x 7.26' draft. Built in 1992 by Borneo Shipping & Timber;
Sarawak. Indonesia flag. GRT: 107. Class: BKI A100 (I), P, SM suspended. Formerly NKK. Dwt: 120mt. FO: 55MT. Main Engines:
2 x Volvo TAMD162A total 1,000BHP. FP props. Speed 10kn free. Gensets: 2 - 13kW / Perkins 380vAC. Southeast Asia.
File: TG09482 Tug - Single Screw - 82.6' loa x 22.3' beam x 12.1' depth x 9.51' loaded draft. Built in 1998 by Guangdong New
China Shipyard; China. Indonesia flag. GRT: 138. Class: BKI. Formerly GL. Main Engine: 1 x Cummins KTA-38-M total 940BHP. 1
- FP prop(s). Speed about 11.5kn. Southeast Asia.
draft. Built in 2011. Malaysia flag. GRT: 158. NRT: 48. Class: Unrestricted. Main
Engines: 2 x Jinan G6190ZLC total 885BHP at 1,450RPM. 2 - FP prop(s). Speed about
11kn free. Genset(s): 2 - Cummins 4TNV106-GGE2. Available individually or with ocean
deck barge DB24090. Southeast Asia.
loaded draft. Built in 2012 by Sarawak Land S/Y; Miri, Malaysia. Malaysia flag. GRT: 184.
NRT: 55. Class: Coastal Area. Main Engines: 2 x Jinan 4190 total 885BHP at 1,450RPM.
2 - FP prop(s). Speed about 10kn free. Genset(s): 2 - Cummins 4BT3.9-G1M. Available
individually or with ocean deck barge DB24091. Southeast Asia.
File: TG09068 Tug - Single Screw - 68.0' loa x 18.0' beam x 10.0' depth x 6.10' loaded draft. Built in 1945 by Everett Shipyard;
Everett, WA. U.S. flag. GRT: 42. FO: 2,200g. Winch: Markey Single Drum. Wire Capacity: 1,500' 1.125" wire. Main Engine: 1 x
CAT D398 total 875BHP. 5-blade stainless 84" prop(s). 04/15 Main engine tune-up. Installing one new turbocharger. Genset(s): 1 75kW / CAT 3304 60Hz AC. Galley. Ex-YTL. Fast action flanking rudder. Mathers pneumatic controls. Very maneuverable. Steel
frame with wood covering upper pilot house. Good condition with rubber bow pud & parts of bulwarks reworked some five years
ago. U.S. Northwest. $60,000.
File: TG08060 Tug - Single Screw - 71.0' loa x 19.5' beam x 8.5' depth. Built in 1954 by
John E. Matton & Sons. Rebuilt: 2010. U.S. flag. GRT: 72. FO: 6,000g. FW: 1,300g. BW:
3,000g. Main Engine: 1 x CAT total 850BHP. 72" x 60" 4-blade @ 300RPM prop(s).
Genset(s): 1 - 40kW; 1 - 21kW Marine Kubota. Firefighting: CO2 suppression sys. in engine
room. Quarters: 1 - single, 1 - double. Galley. 65' US Army tug ST. Modernized in 2010. Keel
coolers. U.S. Northeast.
File: TG08047 Tug - Twin Screw - 66.4' loa x 20.0' beam x 9.0' depth. Built in 2004.
Indonesia flag. GRT: 88. Class: BKI. FO: 34m3. FW: 30m3. Main Engines: 2 x Cummins
NTA-855 M total 800BHP. 2 - FP prop(s). Bollard Pull: 21T. Genset(s): 2 - 24kW / Daewoo
DB33. Firefighting: 1 - 180m3/h pump. Quarters: 9 crew. Galley. Utility work vessel.
Southeast Asia.
www.marcon.com
82
File: TG08069 Tug - Twin Screw - 66.4' loa x 20.0' beam x 9.0' depth. Built in 2004 by Sungai Rawa, Pekanbaru. Indonesia flag.
GRT: 82. Class: BKI +A11 (I) P Tug Boat, SM. Main Engines: 2 x Cummins NTA 885-M total 800BHP. Bollard Pull: 21T.
Genset(s): 2 - 48kVA / Daewoo DB 33A. Southeast Asia.
File: TG07565 Tug - Twin Screw - 65.6' loa x 21.6' beam x 9.3' depth. Built in 1995 by Borneo Shipping & Timber; Malaysia.
Indonesia flag. GRT: 128. Class: BKI +A100 (I) P, +SM Tug Boat withdrawn. Main Engines: 2 x Volvo Penta TAMD122A total
758BHP. 2 - FP prop(s). Speed about 10kn. Genset(s): 2 - 30kVA / Yanmar TS 230R 380/220vAC. Southeast Asia.
File: TG07355 Tug - Twin Screw - 55.1' loa. Built in 2000. Indonesia flag. GRT: 66. Class: BKI. Main Engines: 2 x CAT 730 total
730BHP. Southeast Asia.
File: TG07356 Tug - Twin Screw - 56.3' loa x 19.0' beam x 8.1' depth. Built in 1998 by PT Nanindah Mutiara Shipyard; Batam.
Indonesia flag. GRT: 71. Class: BKI +A100 (I) P, +SM Tug Boat active. Main Engines: 2 x CAT 3406 total 730BHP. Genset(s): 2 40kVA / Yanmar TS 230-R/H 400vAC. Southeast Asia.
File: TG07365 Tug - Twin Screw - 65.7' loa x 21.6' beam x 9.2' depth. Built in 1997 by Nanindah Mutiara Shipyard; Bantam.
Indonesia flag. GRT: 136. Class: BKI +A100 (I) P, +SM Tug Boat active. Formerly GL. Main Engines: 2 x CAT 3406-TA total
730BHP. 2 - FP prop(s). Speed about 10kn. Genset(s): 2 - 55kVA / Perkins 4236M 415vAC. Southeast Asia.
File: TG07061 Tug - Twin Screw - 58.3' loa. Built in 1990. Indonesia flag. GRT: 71. Class: BKI. Main Engines: 2 x CAT total
700BHP. Southeast Asia.
File: TG07071 Tug - Twin Screw - 65.6' loa x 21.6' beam x 9.3' depth. Built in 1993 by Maju Layar Sdn Bhd; Malaysia. Indonesia
flag. GRT: 126. Class: BKI +A100 (I) P, +SM Tug Boat suspended. Formerly NKK. Main Engines: 2 x CAT 3406B total 700BHP. 2 FP prop(s). Genset(s): 2 - 62kVA / Isuzu 4BC-2 230/400vAC. Southeast Asia.
File: TG07074 Tug - Twin Screw - 72.6' loa x 22.0' beam x 9.5' depth x 7.81' loaded draft. Built in 2013 by
Malaysian shipyard. Foreign flag. Class: KM. FO: 73m3. FW: 17m3. BW: 36m3. Main Engines: 2 x
Cummins NTA-855 total 700BHP. Bollard Pull: 8T. Speed about 10kn. Genset(s): 2 -28kW. Quarters: 10
crew. AirCon. Galley. Southeast Asia. Prompt.
File: TG06634 Tug - Twin Screw - 34.0' loa x 14.0' beam x 5.0' depth. Built in 2007 by Ocean
Alloys Inc. U.S. flag. Main Engines: 2 x John Deere 6081 total 660BHP. 36/28 4-blade prop(s).
Bowthruster. Bollard Pull: 5.5T. Aluminum tug. Radar and electronics package. U.S. Southeast.
File: TG06072 Tug - Single Screw - 70.1' loa x 21.3' beam x 12.1' depth x 9.84' loaded draft.
Foreign flag. GRT: 69. Class: Ice Class 1A. Main Engine: 1 x Alpha total 650BHP. Shallow draft
small ice 1A tug suitable for coastal trade. Still in operation and many upgrades since 2013. Can
break about 25-30cm ice in fresh water. Speed 7kn in ballast condition and 5.5-6kn loaded.
Europe Northern.
File: TG06557 Tug - Tractor - 57.4' loa x 19.7' beam x 7.55' loaded draft. Foreign flag. FO: 18T.
Main Engine: 1 x Poyaud V12 total 650BHP. Voith Schneider prop(s). Bollard Pull: 6T. Speed
about 9kn max. Genset(s): 24vAC / Lister with 2.2kVA sine wave inverter. Highly maneuverable
vessel equipped with removable plowing winch and an A-frame for performing plowing / sub
surface jetting. Although not officially on the market, we may develop for sale or preferably
charter on a private & confidential basis. Call for update on availability and rate ideas. U.K.
File: TG05042 Tug - Single Screw - 42.0' loa x 13.0' beam x 5.4' depth. Built in 1980 by Knutson Towboat,
OR. U.S. flag. GRT: 18. Class: None. FO: 1,600g. Winch: 2 - 5T Beebe. Main Engine: 1 x Cummins KT1150
total 465BHP. FP 42" steering 4-blade SS prop(s) on 3" shaft(s). Kort nozzle(s). Keel cooled. Genset(s):
N/A. Quarters: None. Galley. All welded steel construction. Boom boat. Single H-bitt fwd. & aft. Reportedly
in good condition and very maneuverable. U.S. West Coast.
File: TG04548 Tug - Single Screw - 49.2' loa x 16.4' beam x 5.58' loaded draft. U.K. flag. Class: Licensed
to carry 10 passengers & 2 crew. FO: 4T. Main Engine: 1 x CAT 3408 total 450BHP. 1 - FP prop(s).
Bowthruster. Bollard Pull: 5T. Speed about 9kn. Genset(s): 1 - 5.5kVA Kipor. Quarters: Day. Ideally
suited for standby / crew transfers. Can also be fitted with an A-frame, winch & plough for dredging.
Although not officially on the market, we may develop for sale or preferably charter on a private &
confidential basis. Sale “as is, where is”. U.K.
www.marcon.com
83
File: TG02515 Tug - Single Screw - 43.6' loa x 15.0' beam x 4.6' depth. Built in 1977. U.S. flag. Main
Engine: 1 x CAT D343S total 250BHP. Twin Disc 5144 5:1 gear(s). 4-blade bronze 52" x 40" prop(s). U.S.
West Coast.
File: TG01632 Tug - Single Screw - 36.0' loa x 11.3' beam x 4.0' depth x 3.00' light draft x
4.00' loaded draft. Built in 1958 by Houma, LA. U.S. flag. GRT: 10. Class: Last DD Summer
2011. FO: 400g. FW: 130g. Winch: Steel H bitt aft. Main Engine: 1 x GM 6-71 165BHP. 4blade 30" x 30" RH prop(s) on 2 Stainless shaft(s). Engine & transmission overhauled 08/98.
Speed about 10kn free. Pump(s): 2-115vAC 1" submersible +2" Honda gas driven. Wood hull.
Full electronics. Fully fendered. Can be delivered via truck & trailer. Working daily. Hauled and
painted annually, last haul out was October 2015. Engine room overhead recently replaced.
2001 survey available upon request. Call for price ideas. U.S. West Coast. Prompt.
Further technical information and price guidance for these and other vessels and barges is available on request.
Please contact us if you do not find what you are looking for on our website or newsletters.
As of the end of November 2015, Marcon had 640 tugs for sale worldwide of which 523 are non-U.S. and 117 U.S. flag,
plus numerous other vessels and barge not officially on the market which may be able to develop on a private &
confidential basis.
www.marcon.com
84

Tug Boat Market Report - Marcon International, Inc.

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