February 2015 - 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
February 2015
Inland Pushboat Market Report
Following is a breakdown of pushboats Marcon has available for sale worldwide. Most of these are typical U.S. inland
river units, although there are a few foreign pushboats listed from Europe, Latin America and Southeast Asia.
Horsepower Ranges
Jun 1996
Apr 1997
Jan 1998
Jan 1999
Jan 2000
Jan 2001
Feb 2002
Feb 2003
Feb 2004
Feb 2005
Feb 2006
Feb 2007
Feb 2008
Feb 2009
Feb 2010
Feb 2011
Feb 2012
Feb 2013
May 2013
Aug 2013
Nov 2013
Feb 2014
May 2014
Aug 2014
Nov 2014
Feb 2015 – Worldwide
Feb 2015 – U.S.
Feb 2015 – Foreign
Avg. Age - Worldwide
Avg. Age – U.S.
Avg. Age – Foreign
For Charter - Worldwide
For Charter – U.S.
For Charter - Foreign
Under
1,000
75
60
66
58
73
61
48
57
39
33
26
22
20
17
33
37
31
31
29
27
32
31
30
28
27
25
22
3
1979
1979
1978
7
6
1
1,000 –
2,000
19
16
22
18
25
33
11
30
22
13
5
5
17
14
25
26
19
28
25
30
29
28
27
28
24
24
20
4
1973
1972
1982
11
8
3
Up Since Last Report
2,000 –
3,000
5
4
6
4
6
4
3
4
6
9
7
6
7
6
13
8
6
18
16
16
16
13
13
15
10
12
8
4
1972
1969
1977
6
2
4
3,000 –
4,000
10
12
12
8
7
7
3
14
7
7
4
4
5
4
10
6
4
8
10
9
9
6
7
7
7
6
5
1
1971
1966
1993
0
0
0
4,000 –
5,000
7
3
2
3
3
3
0
2
1
2
1
1
5
5
6
3
1
7
8
10
9
5
5
5
6
6
4
2
1966
1958
1997
0
0
0
5,000 –
6,000
6,000 –
7,000
5
2
2
0
1
0
0
0
0
0
0
0
0
0
0
0
4
4
3
3
3
1
1
2
2
2
1
1
1974
1966
1981
Over
7,000
7
0
0
1
1
2
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
4
4
0
0
0
0
0
0
0
0
0
128
97
110
92
116
110
65
107
75
64
43
38
54
46
87
80
69
101
96
96
99
85
83
85
76
75
60
15
0
0
0
24
16
8
0
0
0
0
0
0
Down Since Last Report
Not included though in the list are those vessels, which are not officially on the market, but could be developed on a private and confidential basis.
Market Overview
Of the 12,947 vessels (excluding barges) Marcon currently tracks, 689 are inland river
pushboats with 75 officially on the market for sale (60 U.S. flag and 15 foreign flag).
Nine of the boats with age listed were built within the last ten years. 36 boats are fortyfive years of age or older. The oldest listed is a 1,500HP, 80 footer built in 1939 (photo
right), but rebuilt and repowered many times since and still going strong. The youngest
boat available for sale is a 600HP, 26 footer built in 2013.
www.marcon.com
Details believed correct, not guaranteed. Offered subject to availability.
Inland Push Boat Market Report – February 2015
Breakdown by Built & BHP
Built
1939
1950
1951
1952
1953
1955
1956
1957
1958
1959
1960
1961
1963
1964
1965
1966
1967
1968
1969
1970
1972
1975
1976
1978
1979
1980
1981
1982
1983
1986
1991
1993
1997
1998
2002
2005
2007
2008
2013
Unknown
Total
<1000
1000-1999
1
2000-2999
3000-3999
4000-4999
5000-5999
1
1
2
1
1
1
1
1
1
1
1
2
1
1
1
1
1
2
1
1
1
1
1
2
1
1
1
1
2
1
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
2
1
1
1
1
1
1
1
3
1
1
25
1
2
1
1
2
24
1
12
6
1
6
2
Total
1
1
1
2
1
1
1
3
5
1
2
1
2
1
1
4
2
2
3
1
3
3
1
1
1
4
2
1
2
2
1
1
1
1
1
5
2
1
1
5
75
Of the vessels listed for sale, CAT engines are most popular with
machinery in 21 vessels. These are followed by Cummins in 15, General
Motor / Detroit Diesels in 13, EMDs in seven, and eight with other engine
types ranging from Alco to Volvo. Naturally, most of the inland river
pushboats Marcon has listed for sale are located in the U.S. with 60
vessels or 80%; followed by 10 or 14% in Europe, two in Africa and one
each in Canada, the Caribbean and the Mediterranean. Actual sale prices
of all vessels and barges sold by Marcon so far in 2015 have averaged
91.15% of asking prices, compared to 2014’s 85.65%. Average asking
prices and price indications have remained steady since our last report.
There remain few good listings as many owners are enjoying good
utilization and hanging onto their equipment. The market outlook is stable.
There are always a few vessels though unofficially on the market which
might be developed on a private & confidential basis, so buyers should
contact Marcon with specific requirements. Marcon also currently has 24
inland river pushboats listed for charter - eight foreign and 16 in the U.S.
www.marcon.com
2
Marcon’s Market Comments
2015 is off to a good start for the inland river market. The inland tank barge market is somewhat soft given crude
prices hovering around $50/BBL with no clear direction. The growth over the last few years in inland crude transport
will likely decline, but by how much remains to be seen. Given the strong market and high rates in 2014, 2015 will have
a tough time beating last year’s results. The sale and purchase market for pushboats and river barges remains stable.
Prices asked even for older tonnage remain fairly high. It remains a good time to market medium to older age barges
and pushboats to take advantage of the current market in the US.
Marcon’s Recent Sales
The first two months of 2015 saw six sales and one charter concluded, including
one pushboat. Riverview Equipment, LLC of Petaluma, California has sold its
inland pusher tug "Cassie Lind" to private interests for re-powering and
refurbishment to be further employed in the new Owner’s inland service. The ex"Anna Foss", ex-"American River" was originally built by Colberg Boat Works of
Stockton, California in 1961 and measures 65’ length overall x 26’ beam x 8’
depth of hull. The vessel is a combination pusher / towing vessel which is
designed with a model bow, flat bottom, and straight sides. She was designed
for towing and pushing with push knees forward and a three level deck house
which allows for a good height of eye in the pushing mode. She is also fitted with
a Nautican fixed kort nozzle system, installed by a former Owner in 2012, with 64” x 62” wheels, and triple rudders for
excellent focus of thrust, and good maneuverability in tight quarters. Previously powered with twin CAT main engines
totaling 1,700BHP, she was sold as a straight hull without any machinery, and towed to her new home by her new
Owner for refitting / refurbishment. Marcon acted as sole broker in the sale and has handled a number of sales and
purchases for both Buyer and Seller in the past.
Marcon has sold or chartered 35 inland river pushboats totaling 79,460BHP, 111 inland hopper barges, 76 inland deck
barges totaling 135,822dwt capacity and 63 inland tank barges with an aggregate capacity of 1,030,848 barrels in
addition to over a thousand other vessels and barges worldwide. A full list of Marcon sales for 2015 and past years can
be found on our website at www.marcon.com under Sales Reports.
Grain Transportation Report
U.S. Agricultural Exports: The Effects of the 2014-15 West Coast Port Disruptions The health of the U.S. farm
economy depends on exports. USDA’s February 19 Outlook for U.S. Agricultural Trade highlights an astonishing trend
for American farm exports that began in 2009. U.S. agricultural exports have climbed 47% in value, from $96.3 billion
in fiscal year 2009 to the most-recent forecast of $141.5 billion in FY 2015. Overall, those exports would be expected
to support more than 1 million American jobs. In calendar year 2014, 71% of U.S. agricultural exports by volume (149
million metric tons) and 71% of imports by volume (44 million metric tons) were waterborne.
Containerized waterborne U.S. agricultural exports moving through the West Coast ports accounted for about 61% of
the volume cited above, and containerized waterborne U.S. agricultural imports accounted for 25%. Thus, the West
Coast container ports serve as a critical gateway for trade with Asia and the rest of the world for U.S. agriculture and
many other industries. The efficient operation of these ports is critical to many agricultural exports, including highvalued perishable products. However, in 2014 the operations of these ports were disrupted due to prolonged labor
negotiations. The delays significantly affected agricultural exports.
In this article, we analyze data from the Port Import Export
Reporting Service (PIERS) to see how agricultural exports
changed in 2014 compared to the three-year average from
2011 through 2013. In the 4 years from 2011 to 2014,
containerized agricultural exports moving through the West
Coast ports averaged 22 million metric tons, valued at over $35
billion dollars per year (see table).
www.marcon.com
3
During this period, animal feed and soybeans accounted for 39% of containerized agricultural exports moving through
the West Coast ports. The top 10 of containerized agricultural exports, which accounted for 56% by volume of total
agricultural exports moving through these ports, also included high-value products such as meat, vegetables, oranges,
and other fruit, dairy products, nuts, hides and skins, raw cotton, and grocery items.
On February 20, after 9 months of negotiations that began on May 12, 2014, the Pacific Maritime Association (PMA),
representing the ocean carriers and terminal operating companies, and the International Longshore and Warehouse
Union (ILWU), representing the labor needed for efficient container operations, announced a tentative agreement on a
new 5-year contract covering workers at all West Coast container ports. Details of the terms are not yet publicly
available. The next step is for the Union to ratify the contract, which could take a few months to complete. While the
union is going through the ratification process, port operations have returned to normal and the backlogs that resulted
from the dispute are being worked down.
Because the labor contract for the West Coast container ports expired on July 1, 2014, but a tentative agreement was
not reached until February 20, 2015, the normal labor-management disagreements on port operations could not be
resolved via dock arbitration, as is normally the case under contract terms. This resulted in significant congestion at
ports and movements of imports and exports through the West Coast container ports were significantly disrupted. That
included containers of agricultural commodities for export, as well as soybeans, animal feed, and grain products that
are shipped from the Midwest and transloaded from covered hopper cars; and meat and poultry that are transloaded
from refrigerated box cars into containers at the port. Containerized agricultural exports through these ports decreased
significantly during the last 4 months of 2014, the last available data. Bulk grain continued to move without disruption
during this time, because the grain elevators operate under a separate contract between the Pacific Northwest Grain
Handlers Association and ILWU that was ratified on August 26, 2014.
The waterborne commerce data, as reported by PIERS, show that in the
second half of 2014, containerized agricultural exports moving through the
West Coast ports were lower than the previous 3-year average, especially
during September through December. The containerized agricultural exports
moving through the affected ports were reduced by 32 to 44% of the 3-year
average in terms of value, and between 16 and 20% in terms of quantity,
during the last 4 months of 2014 (see figures 1 and 2).
By the end of October, dock congestion issues began to worsen and port
terminals, trucking companies, and railroads that serve the ports were
periodically unable to accept additional export cargo. Exporters and
importers were forced to pay demurrage and detention charges for the
containers and rail cars. Import and export cargo was diverted to other ports
in the U.S. East and Gulf coasts, Mexico, and Canada. Western intermodal
rail traffic showed weekly decreases into 2015, while it increased on all other
major railroads. Some cargo destined for export was stored or diverted to the
domestic market, lowering prices. Currently, the vessel backlog continues to
gradually decrease. Some shippers estimate it could take another 2 to 3
months to return to normal operations, while others say perhaps as long as 6
months. It will likely vary by port, commodity, and company. USDA’s AMS
has no estimates of the amount of time it will take for the backlogs to be
completely cleared.
The immediate economic impacts of the port slowdown include: short-term loss of market share for U.S. producers;
disruption of the agricultural supply chain for such products as animal feed, soybeans, meat, cotton, vegetables, and
fruit; increased transportation and storage costs; and loss of some perishable products. Some market analysts have
indicated it is possible the West Coast ports could suffer some longer-term market share losses to non-U.S.
agricultural products. In addition, long-term market share losses for West Coast container ports may remain if some
U.S. exporters continue to rely on new supply chain arrangements with other ports in Canada, Mexico, or the U.S. Gulf
and East coasts. The diverse businesses that represent U.S. agriculture depend on a strong and efficient multimodal
transportation system to maintain the competitive position U.S. food products have gained in international trade. The
West Coast ports must continue to operate efficiently and reliably for those businesses to remain strong and
competitive. marina.denicoff@ams.usda.gov, pierre.bahizi@ams.usda.gov
www.marcon.com
4
Waterborne Commerce Statistics Center Monthly Tonnage – Internal U.S. Waters
Under U.S. law, vessel operators must report
domestic waterborne commercial movements to the
U.S. Army Corps of Engineers. February’s 44.0
million short tons of commodities carried on internal
U.S. Waterways was down 14.89% from November’s
51.7 million tons and was higher than February
2014’s tonnage of 32.5 million tons. February 2015 is
the highest February movement since the 43.8
million recorded in February 1998. A new model was
introduced recently resulting in the separation of
petroleum and chemical indicators. In February, 13.4
million tons of petroleum were carried, down 6.94%
from November’s 14.4 million but up 4.69% from
February 2014’s 12.8 million tons. Chemicals moved
in February were 3.8 million, less by 11.63% than
November’s 4.3 million and higher 5.56% than
February 2014’s 3.6 million tons. 11.0 million tons of
Coal & Coke were hauled, 11.29% lower than November’s 12.4 million tons and .90% lower than February 2014’s 11.1
million tons. 6.60 million tons of Farm and Food Products shipments were higher than November’s 8.3 million tons and
significantly higher than February 2014’s 1.87 million tons.
The Freight Transportation Services Index (TSI), which is based on the amount of freight carried by the for-hire
transportation industry, fell 0.2% in January from December, declining for the second consecutive month, according to
the U.S. Department of Transportation’s Bureau of Transportation Statistics’ (BTS) Freight Transportation
Services Index (TSI) released March 11th. The January 2015 index level (122.9) was 29.9% above the April 2009 low
during the most recent recession. The level of freight shipments in January measured by the Freight TSI (122.9) was
0.6% below the all-time high level of 123.6 in
November 2014. The November and December
indexes were revised down from last month’s release.
November was revised from 123.9 to 123.6 while
December was revised from 123.8 to 123.1. There
were smaller downward revisions for August through
October. The Freight TSI measures the month-tomonth 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. Rail carloads, rail
intermodal, and pipeline grew in January but air
freight, trucking and waterborne decreased, resulting
in the continuing decline in the overall freight index.
Institute for Supply Management data indicated that growth in production, orders, and inventory slowed in January.
The Freight TSI declined in January for the second consecutive month. It was down 0.6% from its all-time high in
November after increases for five consecutive months. Even after two months of declines, the index remained higher
than it had been at any point prior to the November high. After dipping to 94.6 in April 2009, the index rose 29.9% in
the succeeding 69 months. Freight shipments in January 2015 (122.9) were 29.9% higher than the recent low in April
2009 during the recession (94.6). The January 2015 level was 0.6% below the historic peak reached in November
2014 (123.6). Freight shipments measured by the index were down 0.2% in January compared to the end of 2014.
Freight shipments are up 19.0% in the five years from the post-recession level of January 2010 and are up 7.6% in the
10 years from January 2005. January 2015 freight shipments were up 5.6% from January 2014.
www.marcon.com
5
According to the Lake Carriers’ Association, with the vast ice fields of December 2013 a distant
but still troubling memory, U.S.-flag cargo movement on the Great Lakes this past December
rebounded significantly. Shipments totaled 9.6 million tons, an increase of nearly 35% compared
to a year ago. Every commodity – iron ore, coal, limestone, cement, salt, sand and grain,
registered increases ranging from 10 to 209%. “The increases recorded this past December
dramatically illustrate just how badly the early onset of ice in December 2013 slowed Great Lakes
shipping,” said James H.I. Weakley, President of Lake Carriers’ Association. “This is why we have begun our effort to
build another heavy icebreaker to partner with the U.S. Coast Guard’s ‘Mackinaw’. It would be foolhardy to imagine we
won’t face daunting ice fields again. In fact, shipping has slowed considerably in January as a result of thick ice in
Whitefish Bay, the upper St. Marys River, and more recently, the St. Clair River.” For the year, U.S.-flag lakers carried
90.1 million tons of cargo, an increase of 1.1% over 2013. Iron ore cargos increased 4% to 46.5 million tons. Coal
loadings dipped 2.6% and limestone shipments slipped 3%. Cement cargos rose by 3.7%. Salt’s 39-percent surge
reflects that many communities exhausted their supplies battling the winter of 2013/2014. Sand cargos were
essentially unchanged from 2013, but grain cargos decreased by 42%. Weakley noted two factors helped the fleet
carry slightly more cargo than in 2013: Higher water levels and the activation of three ships not scheduled to operate in
2014. Still, Weakley cautioned that neither option is guaranteed going forward. “Water levels fluctuate. The next
decline could start sooner than anyone expects. And there are no more idle vessels that can be put into service
quickly. The vessels that did not sail in 2014 require varying amounts of work before being commissioned. The best
guarantee that the delays of December 2013 remain a painful memory is twinning the ‘Mackinaw’ and assigning
another 140-foot-long icebreaking tug to the Lakes. We also urge Canada to reassess its icebreaking resources
stationed on the Lakes.” Lake Carriers’ Association represents 17 American companies that operate 56 U.S.-flag
vessels on the Great Lakes that carry the raw materials that drive the nation’s economy: iron ore and fluxstone for the
steel industry, aggregate and cement for the construction industry, coal for power generation, as well as salt, sand and
grain. Collectively, these vessels can transport more than 115 million tons of cargo per year.
Bunker Prices Worldwide
With the exception of Fujairah, all areas
tracked reported a sharp increase in
prices in February, proving that
rebounds happen as we have all seen
repeatedly. Fujairah, historically less
volatile than other areas reported,
decreased 6.93% to February’s average
US$ 772.50/mt from January’s average
US$ 830.00/mt. This is the lowest
monthly average for Fujairah since
December 2010. In the U.S., Houston
increased 8.37% to US$ 647.50/mt from
US$ 597.50/mt. Rotterdam increased
17.40% to US$ 550.00/mt from US$
468.50/mt and Singapore rose 12.21%
to
US$ 560.50/mt from US$ 499.50/mt. In
the
United States, Kirby Corporation’s
average 247 towboats operating with
their 884 inland tank barges on inland
waterways of the U.S. average cost per
gallon for fuel consumed during fourth quarter 2014 was US$ 2.83 per U.S. gallon compared to US$ 3.10/gallon for
third quarter 2014 and US$ 3.26/gallon during the comparable fourth quarter of 2013. During that period of time their
inland tank barge utilization remained in the 90 – 95% range. Pricing on renewing contracts experienced only modest
increases and were under pressure late in the fourth quarter. In addition, high winds and heavy fog during the quarter
drove a year over year increase in delay days in the Gulf Intracoastal Waterway. Operating conditions throughout the
Mississippi River system were seasonally normal.
www.marcon.com
6
The end of January saw a modest increase in fuel prices on the West Coast.
February saw a 25-27% increase in prices, which many believe was in
reaction to ExxonMobil’s Torrance, California refinery outage after an
th
explosion and fire on February 18 . OPIS contract average weekly prices of
th
ultra-low sulphur diesel for the week ending 27 February compared to the
th
week ending 30 January increased in all areas reported, starting with
Seattle’s increase of 25.55% to US$ 2.16 per U.S. gallon from US$ 1.72/gal.
Fuel in Portland, Oregon was at US$ 2.19/gal (US$ 1.76/gal), a 24.02%
increase. Diesel in San Francisco rose 27.09% to US$ 2.29/gal from the US$
1.80/gal average paid the end of January and Los Angeles / Long Beach / El
Segundo increased 25.62% to US$ 2.16/gal from US$ 1.72/gal over the same
time period. In the week ending March 6th, fuel prices dipped in all areas
when the week’s averages ranged from a low of US$ 2.13/gal in Los Angeles
/ Long Beach / El Segundo to a high of US$ 2.26 in San Francisco.
According to the Paris-based, International Energy Agency’s “Oil
Market Report”, crude oil prices stabilised following early-February
gains, with ICE Brent rising more than NYMEX WTI which was weighed
down by swelling US stockpiles. At the time of writing, Brent was trading
at around $58/bbl - up nearly 30% from a six-year low in January. WTI
was at around $48/bbl. Having bottomed-out in 2Q14, global oil demand
growth has since steadily risen, with year-on-year gains estimated at
around 0.9 mb/d for 4Q14 and 1.0 mb/d for 1Q15. The forecast of
demand growth for 2015 as a whole has been raised by 75 kb/d to 1.0
mb/d, bringing global demand to an average 93.5 mb/d. Global supply
rose by 1.3 mb/d year-on-year to an estimated 94 mb/d in February, led
by a 1.4 mb/d gain in non-OPEC. Declines in the US rig count have yet to dent North American output growth. Final
December and preliminary 1Q15 data show higher-than-expected US crude supply, raising the 2015 North American
outlook. OPEC crude output edged down by 90 kb/d in February to 30.22 mb/d, as losses in Libya and Iraq offset
higher supply from Saudi Arabia, Iran and Angola. A slightly higher demand forecast has raised the 2H15 'call' on
OPEC crude to 30.3 mb/d, above the group's official 30 mb/d target. Global crude refinery throughputs estimates have
been raised to 77.8 mb/d for 1Q15 and 77.3 mb/d for 2Q15, on sustained high margins and a slightly more robust oil
demand outlook. Annual gains are forecast around 1.0 mb/d in 1H15, down from a sharp 2.2 mb/d in 4Q14, and in line
with projected oil product demand growth. OECD commercial stocks rose by a weaker-than-average 23.1 mb in
January, to 2 733 mb, trimming their surplus to average levels to 60.3 mb. US crude stocks rose to a record 72 mb
surplus. Preliminary data show stocks drew by a weak 8.8 mb in February as extended US crude builds offset steep
weather-related product draws.
Per the latest U.S. Energy Information Administration’s
“Short-Term Energy Outlook”, North Sea Brent crude oil spot
prices increased by $10/bbl from January to reach an average of
$58/bbl in February, the first month in which Brent prices
increased since June 2014. Several factors supported Brent
prices in February, including news of falling U.S. crude oil rig
counts and announced reductions in capital expenditures by
major oil companies, both of which contributed to expectations
that oil supplies could decline more quickly than previous market
expectations. Additionally, lower-than-expected Iraqi crude oil
exports and a reduction in Libyan production contributed to an
increase in global unplanned supply disruptions. However,
sustainability of the recent price increase is very uncertain, as it occurred amid strong global oil inventory growth,
which is expected to continue in coming months. Inventory builds are projected to moderate later in the year and
provide support to crude oil prices. The monthly average WTI crude oil spot price increased to an average of $51/bbl in
February, up $3/bbl from January. WTI prices increased less than Brent prices in February as U.S. commercial crude
oil inventories increased to 444 million barrels as of February 27, an increase of over 50 million barrels since the end
of 2014. The record inventory levels have put downward pressure on the price of crude oil for prompt delivery relative
to the price of crude oil for delivery in the future.
www.marcon.com
7
Shipyard News & Newbuildings
Some great rivers, like the Amazon and the Columbia, empty into swift ocean currents
so their sediment load is swept away. Others, like the Nile and the Mississippi, empty
into enclosed waters like the Mediterranean or Gulf of Mexico. Their sediment load
settles rapidly to form many square miles of delta and shallow waters. Each estuary
develops its own types of vessels. On the section of the Gulf Coast where the Mississippi meets the Gulf, shallow draft
Lugger tugs have been earning their keep suppling the near shore oil industry. But their size has been limited by their
draft which is, of course subject to the prop size as much as the hull
depth. Over the years innovative tug designers and operators have
found that three smaller engines, turning smaller props can deliver
as much power with significantly less draft than a twin-prop boat with
bigger engines. An additional advantage of triple-screw is that, in the
event of loss of power from one engine, the operator can still rely on
two engines for maneuvering and safety. Triple-screw shallow-draft
boats come in a variety of forms including pushboats and model bow
tugs. Although he builds vessels of those classes, Joseph Rodriguez
of Rodriguez Shipbuilding is perhaps best known for his in-house
designed Lugger-type tugs. Their aft mounted deckhouse provides a
convenient foreword deck space for cargo. A single drum aft
mounted towing winch allows towing or, with blocks, the boat can be
rigged as a pusher. Rodriguez recently delivered the “Captain Nedo C”. The vessel is a triple-engine Lugger powered
by three Cummins QSK19-M engines each producing 660HP at 1,800RPM. The 70’ by 29’ tug has a molded depth of
9.5’ and is equipped with a M50 Pullmaster stern towing winch. Even though the tug has a hefty 1,980HP, when light
loaded with fuel and water, she only draws 6.5 feet. Even with full capacities or 17,000 US gallons of fuel and 26,000
US gallons of water she is able to access most of the necessary sites along the shallow estuary of the Mississippi
River. Article courtesy of Cummins Hotips#754 February 2015. Photo courtesy of Rodriguez Shipbuilding.
Long talked about and occasionally experimented with, the Z-drive is
rapidly gaining acceptance on America’s inland waterways. While a
number of operators have recently built boats powered by a pair of
Cummins 1,000HP K38 M engines and Z-drives, Main Iron Works is
building a series of four boats with three Cummins 750HP QSK19-M
engines coupled to well-mount ZF WM5000 drives. This combination
gives the boats a similar, but slightly higher, 2,250HP with greater
flexibility for rebuild and maintenance of EPA tier requirements. The
engines are set on the main deck level of the 11-foot molded depth hull,
to give the boat an operating draft of ten feet which includes the onefoot plate keel that helps protect the Z-drives in conjunction with the
stump jumpers. Four of the 79.5’ by 34’ boats, “Jock Cenac”, “Eugenie
Cenac”, “Jack G. Cenac”, and “Loretta G Cenac” have been delivered. Acceptance of new approaches can be slow on
the inland waterways, but the Z-drive is rapidly gaining prominence as a means of propulsion in the 2,000-HP class of
pushboat. Article courtesy of Cummins Hotips#752 January 2015. Photo by Jeff L.
Yates.
Master Marine, Inc. of Bayou La Batre, AL continues to build for Marquette
Transportation Gulf Inland Division with the delivery of their third 2,000HP Zdrive river coastal pushboat. The vessel measures 78’ x 34’ x 11’ depth and
has GRT of 195 and NRT 156. The vessel was named “Dennis Fromenthal”
for Marquette’s Director of Engineering.
www.marcon.com
8
Per MarineLog’s January 20, 2015 listing of contracts at U.S.shipyards, there were 22 push boats on order, down six
from the 28 on order when we last reported this figure in our August 2014 report. There is an order for eight 30’ boats
for the U.S. Navy reportedly being built at Metalcraft Marine in Kingston, Ontario, Canada.
Vessel
Type
Customer
Name
Description
Delivery
A&B Industries, Amelia LA
Towboat
CLM Towing
Capt. Thomas Paul
2014
Eastern Shipbuilding, Panama City FL
Towboat
Florida Marine
Ty Dolese
90 ft
2014
Towboat
Florida Marine
Bill Seymour
90 ft
2015
Towboat
Florida Marine
90 ft
2015
Towboat
Florida Marine
90 ft
2015
155-ft.
2013
2,000 hp
15-Apr
Gulf Island, Houma LA
Towboat
Hunter Marine
Main Iron Works, Houma LA
Towboat
Chem Carriers
Marine Builders, Utica IN
Towboat
Golding BL
Sam Golding
2,000 hp
2014
Towboat
Golding BL
Alice Golding
2,000 hp
2014
Towboat
Golding BL
2,000 hp
2014
Master Marine, Bayou La Batre AL
Towboat
Marquette Transportation
2,000 hp
14-Jul
Towboat
Marquette Transportation
2,000 hp
14-Sep
Towboat
Magnolia Marine
Kathy Azlin
3,000 hp
14-Jun
Towboat
Magnolia Marine
Margaret Ann
3,000 hp
14-Dec
Towboat
JANTRAN
4,000 hp
14-Dec
Towboat
Magnolia Marine
3,000 hp
2015
Nichols Boats, Greenville MS
Deborah Miles
Raymond Assoc, Bayou La Batre AL
Towboat
SCF Marine
SCF Mariner
2,400 hp
2014
Towboat
SCF Marine
SCF Vision
2,400 hp
2014
Towboat
SCF Marine
SCF Safety Leader
2,400 hp
2014
Towboat
SCF Marine
SCF Safety Endeavor
2,400 hp
2014
Vigor Fab, Portland OR
Towboat
Tidewater Barge Line
4,500 hp
14-Dec
Towboat
4,500 hp
2015
Towboat
4,500 hp
2015
nd
Following is a list of pushboats and towboats delivered from U.S. shipyards per Colton Co. as of March 2 in 2015. So
far in 2015, five pushboats and towboats have been delivered, whereas 2014 saw the delivery of 101 boats.
O.N.
1255184
1256311
1258033
1257590
1258562
2015 Deliveries of Pushboats / Towboats Sorted by Owner/Operator
Name
Builder
Owner/Operator
Type of Vessel
Genie Cenac
Intracoastal Iron Works
Cenac Marine
2,000-hp Towboat
Elizabeth M. Robinson
John Bludworth SY
Genesis Marine
2,600-hp Towboat
Michelle Golding
Sneed Shipbuilding
Golding Barge Line
2,600-hp Towboat
Kate Golding
Marine Builders
Golding Barge Line
2,600-hp Towboat
Texian
Hope Services
Maryland Marine
2,000-hp Towboat
www.marcon.com
GT
98
372
299
160
177
Date
11-Feb-15
20-Jan-15
12-Feb-15
10-Feb-15
12-Feb-15
9
Featured Listings For Sale Direct from Owners
File: TP42132 Push Boat: 132.0' loa x 30.0' beam x 10.8' depth. Built in 1952 by Nashville
Bridge, TN. Rebuilt: 2012. U.S. flag. GRT: 369. Main Engines: 2 x CAT 3516BT Tier I total
4,000BHP. Last Overhauled: 2008. 2 - FP prop(s). Kort nozzle(s). Fresh overhaul.
Genset(s): 2 - 99kW (new 2006). Air Conditioned. Galley. Steel hull push boat. Repowered /
renovated 2006 and 2012. Good condition. U.S. Coast Guard sticker expires 2015. Keen
Seller and inviting offers. Contact Marcon for price guidance. U.S. Gulf Coast.
File: TP27100 Push Boat: 100.0' loa x 30.0' beam x 8.4' depth. Built in 1958 by
Superior Boat Works; Greenville. Rebuilt: 2006. U.S. flag. GRT: 292. FO: 34,954g. FW:
18,000g. Main Engines: 2 x EMD 12-645C total 2,400BHP. Last Overhauled: 2006. 2 70" x 63" 4-blade/ea prop(s). PME = 19,832hrs; SME = 19,832hrs. Genset(s): 2 100kW / Detroit. Quarters: 8 berths. Air Conditioned. Shallow draft, twin screw
pushboat. Two steering and four flanking rudders. Height of eye = 30'. Replaced
wheels, rudders, bushings, shafts in July of 2006 at docking. U.S. Coast Guard sticker
exp. 2015. U.S. Gulf Coast.
File: TP24130 Push Boat: 131.1' loa x 30.8' beam x 10.7' depth x 7.00' draft.
Built in 1958 by Verret Shipyard; Plaquemine, LA. Rebuilt: 1991. U.S. flag.
GRT: 494. FO: 42,000g. FW: 3,300g. Main Engines: 2 x EMD 12-645CE2
total 2,600BHP. Last Overhauled: 1/91. 90" - 89" prop(s). All main & generator
engines o'hauled 1/91. Spares. Genset(s): 2 - 99kW John Deere. Two
steering & two flanking rudders. Hull blasted & painted 1/91. New hull bottoms
& Fernstrum coolers 1/92. Prefers to sell out of US registry. U.S. Gulf Coast.
File: TP18088 Push Boat: 85.0' loa x 28.0' beam x 10.3' depth x 7.00' light draft x 9.00'
loaded draft. Built in 1964 by Southern Shipbuilding. U.S. flag. GRT: 196. FO: 32,000g.
FW: 4,000g. Winch: 2 - 40T Nabrico push + 10HP bow capstan; 15HP stern capstan. Main
Engines: 2 x CAT D398 total 1,700BHP. 76" x 72" 4-blade S/S prop(s). PME - Rebuilt
2007, now 5,268hrs; SME - runs but high hours. Genset(s): 2 - 60kW / GM6-71. Quarters:
6 berths (5 staterooms). AirCon. Galley. Eye level 34'. Two steering / two flanking rudders.
Reportedly in good overall condition. Keel coolers. Working boat but can be developed for
sale. Electrical fire January 2012. All new switch gear, motor starters and wiring up to deck
level 3. Generators pulled, dipped & baked. New marine sanitation system and both
gensets removed & renewed. Cost in excess of USD 300K. U.S. East Coast.
File: TP17028 Push Boat: 90.0' loa x 28.5' beam x 10.5' depth x 9.00' loaded draft. Built in
1968 by Jeffboat; Jeffersonville, IN. U.S. flag. GRT: 218. Class: Originally built to ABS
Loadline requirements. FO: 28,000g. FW: 19T. BW: 6T. Winch: Smatco 44-DTS-75 face
winches. Main Engines: 2 x CAT D398 total 1,800BHP. 2 - 75" x 56" SS 4 - BLD prop(s). 2
main and 2 flanking rudders. Abt 4,000hrs on each main. Genset(s): 2 - 99kW John Deere.
Quarters: 7 in 4 cabins. Air Conditioned. Galley. Coastal type towboat semi V-shaped bottom
with flanking rudders. Five deck boat with 46' height of eye. Works 2-300' barges. Prefers to
sell out of US registry. U.S. Gulf Coast.
1939 by Steel Const.Co.; Portland, OR. U.S. flag. GRT: 133. FO: 11,500g. FW: 1,000g.
Winch: 2 - Beebee (fwd/aft). Main Engines: 2 x CAT 3508T total 1,500BHP. 2 - 4-blade SS
prop(s) on 5" x 290 1/2" shaft(s). Bollard Pull: 12.75T. Genset(s): 2 - 40kW / GM 4-71 208v
3ph. Quarters: 6 Crew. Steel hull, aluminum house construction. Height of eye is 40'. U.S.
West Coast.
File: TP14089 Push Boat: 80.0' loa x 26.0' beam x 9.1' depth. Built in 1957 by Bludworth,
Inc.; Houston, TX. Rebuilt: 2013. U.S. flag. GRT: 162. Main Engines: 2 x Cummins total
2,000BHP. Repowered 2013 with New ME/Gens/Gears. U.S. Midwest.
www.marcon.com
10
1970 by Hudson Marine; Seward, AK. U.S. flag. GRT: 121. FO: 25,000g. FW: 5,000g.
Winch: 2 - 25T Beebe aft. Wire Capacity: 950'/800', 1-1/8". Main Engines: 2 x Cummins
QSK19-M total 1,320BHP. 2 - FP 3 blade 60" x 44" prop(s) on 4.5" x 18.75' shaft(s).
Genset(s): 2 - 50kW / John Deere 220/110vAC. Air Conditioned. Galley. Mast height
59.5'. Two Gearmatic bow winches. Upper pilot house. Contact Marcon for price ideas.
U.S. Northwest.
File: TP06054 Push Boat: 50.0' loa x 28.0' beam x 6.0' depth. U.S. flag. Hull & cabin only. 4 shafts. U.S. Gulf Coast.
File: TP06053 Push Boat: 50.0' loa x 18.0' beam x 6.2' depth. Built in 1966 by Grazzafi Marine Repair; Morgan City.
U.S. flag. GRT: 52. Main Engines: 2 x GM 8V71 total 600BHP. 16' highest fixed point. U.S. Gulf Coast.
File: TP06051 Push Boat: 50.0' loa x 18.0' beam x 6.0' depth x 3.90' light draft x 5.00' loaded draft. Built in 1963 by
Intercoastal S/Y; Morgan City, LA. Rebuilt: 1982. U.S. flag. GRT: 52. Main Engines: 2 x GM 8V71 total 600BHP.
Repowered 1982. 28' highest fixed point. U.S. Gulf Coast.
File: TP06050 Push Boat: 50.5' loa x 20.0' beam x 7.7' depth x 6.00' draft. Built in 1981 by U.S. Steel S/Y; Morgan
City, LA. U.S. flag. GRT: 80. Main Engines: 2 x GM 8V71 total 600BHP. 11' highest fixed point. U.S. Gulf Coast.
File: TP06049 Push Boat: 48.0' loa x 16.0' beam x 6.0' depth. U.S. flag. total 400BHPU.S. Gulf Coast.
File: TP04043 Push Boat: 43.0' loa x 16.1' beam x 6.0' depth. Built in 1964 by Gaston Ayo; Morgan City, LA. U.S.
flag. GRT: 36. Main Engines: 2 x GM 6-71 total 400BHP. For sale out of the US Gulf. U.S. Gulf Coast.
File: TP03054 Push Boat: 54.0' loa x 24.0' beam x 4.5' depth. Built in 1971 by Missouri DD & Repair;Cape Girardeau.
U.S. flag. GRT: 56. Main Engine: 1 x CAT D353 total 300BHP. Single screw towboat. U.S. Gulf Coast.
File: TP03039 Push Boat: 39.0' loa x 18.0' beam x 3.1' depth. Built in 1968 by Sidney Solar, Jr. U.S. flag. GRT: 27.
total 300BHP. U.S. Gulf Coast.
File: TP02051 Push Boat: 50.0' loa x 17.9' beam x 4.7' depth. Built in 1953 by Siracusa's Shipyard; LA. U.S. flag.
GRT: 42. FO: 800g. FW: 400g. Winch: 5T BR deck. Main Engine: 1 x GM 6-71 total 165BHP. on 3" shaft(s)Pump(s):
Diesel fuel & water transfer. Genset(s): 1 - 20kW / GM2-71 220vAC. Firefighting: Barnes fire & bilge pump. Quarters: 2
crew. Open deck. 18' eye level. No electronics. Lugger style pushboat with two story house aft and push knees
forward. Perko 8" spotlight. U.S. Gulf Coast.
See our website at www.marcon.com for the most recent inland river pushboat and barge listings. Call if you
do not see what you are looking for. Many other boats are listed on a non-published basis.
We are interested in receiving information on any vessels surplus to your requirements that may be available for sale or charter on either a published or private and
confidential basis. We are also interested in receiving press releases, news and comments about the industry on a regular basis for our market reports.
www.marcon.com
11

February 2015 - Marcon International, Inc.

Transcription

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