Tug Market Report - May 2010 .pdf - Marcon International_ Inc

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					Marcon International, Inc.                                                                P.O. Box 1170, 9 NW Front Street, Suite 201
                                                                                          Coupeville, WA 98239 U.S.A.
                                                                                          Telephone (360) 678 8880
   Vessels and Barges for Sale or Charter Worldwide                                       Fax (360) 678-8890
                                                                                          E Mail:

May 2010

                                               Tug Market Report
Following is a breakdown of available anchor handling coastal, ocean and harbor tugs. Separate reports available on
inland river pushboats and anchor handling tug supply vessels.

                          Under   1,000 –   2,000 –   3,000 –   4,000 –    5,000 –   6,000 -   7,000 –   8,000 –   9,000
                          1,000    2,000     3,000    4,000     5,000       6,000    7,000      8,000    9,000     Plus
   Mar 1996                199      163        59       65         18           7        8        7           4        4     550
   Jan 1997                178      159        83       65         19           6        9        5           5        2     532
   Jan 1998                139      142        72       46         14           9        6        6           5        2     432
   Jan 1999                174      143        83       81         35          10        2        5           5        1     536
   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
   Apr 2009                 79      108       102       81         34          23        7        6           6        3     446
   Aug 2009                 77      122       109      102         43          27        7        5           3        4     499
   Nov 2009                 68      128       110      116         44          31        7        9           3        4     520
   Feb 2010                 74      136       121      125         47          36        9        7           3        4     562
   May 2010- Worldwide      71      129       127      148         63          41      11         8           7        3     608
   May 2010 - U.S.          25        37       32       27         12           6        2        2           0        2     145
   May 2010 - Foreign       46        92       95      121         51          35        9        6           7        1     463
   Avg. Age - Worldwide   1969    1975      1980     1991       1991        1996    1988     1984        1977      1962
   Avg. Age - U.S.        1964    1961      1965     1970       1980        1974    1986     1976          -       1958
   Avg. Age - Foreign     1972    1981      1986     1996       1994        2000    1989     1987        1977      1970
   Charter - Worldwide      24        44       74       73         42          33        8       27          13       15       353
   Charter - U.S.            7         8       16        9          8           2        1       15           2        0        68
   Charter - Foreign        17        36       58       64         34          31        7       12          11       15       285
                                  Up Since Last Report                    Down Since Last Report

Market Overview
Of the 9,913 vessels and 3,442 barges that Marcon currently tracks, 3,908 are tugs with 608 currently officially on the
market for sale worldwide, up 8.19% since February 2010. Of the tugs for sale, 36.50% of foreign and 96.55% of U.S.
tugboats are direct from Owners. 163 or 26.81% of the tugs worldwide, primarily foreign flagged, were built within the
last ten years, are newbuilding re-sales or currently under construction – compared to 24.6% at the last report. 67
(11.0%) are over fifty years of age and 5 tugs are 75 years of age or older. 32 have no age listed. The oldest tug
Marcon currently has listed is a 85’, 750HP single screw tug located on the Canadian West Coast, which was built in
1912. This is balanced by 39 newbuildings up to 8,000HP range scheduled for delivery in 2010 and 2011.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

                                   Tug Locations
                                                                           The majority of the tugs Marcon has listed for sale are in the
                                                                           U.S. with 138 tugs, closely followed by Europe with 116 tugs,
                          Africa                                           101 in Southeast Asia, 90 in the Far East, 42 in the
               Canada     1.2%       Latin America
                2.1%                      1.0%
                                                                           Mediterranean, 41 “by arrangement”, 32 in the Mid East, 21 in
                 Caribbean                    South Pacific                the Caribbean, 13 in Canada, 7 in Africa, 6 in Latin America
                   3.5%                          0.2%
                     Mid East                            U.S.
                                                                           and 1 in the South Pacific. CAT diesels still power the most
                      5.3%                             22.7%               tugs with machinery in 117 or 20% of the tugs Marcon lists for
       By Arrangement
             6.7%                                                          sale, where the engine type is known. This is followed by 63
                                                                           Cummins powered, 56 EMD and 29 General Motors / Detroit
                                                                           Diesel powered tugs. Niigata leads foreign manufacturers
                                                                           powering 62 tugs, followed by 36 Yanmar, 26 Deutz, and 19
                                                                           Ruston powered tugs. 171 tugs are powered by machinery
                                                           19.1%           from various other manufacturers worldwide ranging from
               Far East
                14.8%                                                      Akasaka to Waukesha. Conventional single and twin screw
                                      Southeast Asia                       tugs are still the most prevalent with 320 twin and 150 single
                                          16.6%                            screw for sale worldwide. One tug is triple screw, 116
                                                                           azimuthing and 21 are Voith Schneider tractors.

The number of tugs officially listed for sale has once again increased with 46                                                Tugs Listed For Sale by Marcon International, Inc.
more tugs listed for sale worldwide since February 2010 with foreign tugs                             700

increasing by 40 and domestic tugs up by six tugs. The largest growth in                              600

tugs for sale was in the 3,000 – 4,999BHP range, which saw 39 more tugs in                            500

the last three months alone come on the market. The 608 tugs listed for sale                          400

has hit a high in the fourteen years that we have been preparing these                                300

reports – but admittedly Marcon is also covering a wider spread of the                                200

market compared to the 1980s and 1990s. My “gut-feeling” is that we are                               100

getting close to the peak number of tugs on the market for sale worldwide.















Although nowhere near close the levels of 2007 and 2008, tug sales                                                                                                Foreign           US           Total

worldwide are still being concluded and are expected to increase.

Recent Marcon Tug & Barge Sales & Charters
Marcon has sold nine vessels and barges to-date in 2010 and expects to finally be able to report several additional
sales shortly. During 2009, Marcon sold 45 and chartered three vessels and barges worldwide.

                                          Two sister new DP-1, 5,150BHP AHTSs were delivered to private Nigerian
                                          buyers. The 1,350mtdw “Opu Tamuno 1” and “Ibi Teme” were constructed at
                                          Zhanjiang Haibin Shipyard in China, initially commissioned on speculation by
                                          the yard. The buyers secured both vessels with over six months of work
                                          remaining on each. The AHTSs measure 58.7m x 14.6m x 5.5m depth and
                                          have a design draft 4.75m with a clear deck area aft of 370m2. Under deck
                                          capacities include 475m3 fuel, 230m3 water, 460m3 ballast, 255m3 liquid
                                          mud and 170m3 dry bulk. Each vessel is powered by a pair of CAT 3516Bs
                                          driving twin controllable pitch props in kort nozzles via Reintjes 7.455:1 gears,
                                          developing about 65 tonnes of bollard pull and a free running speed of 13.5kn.
                                          For auxiliary power, they are equipped with twin 350kW 415V 50hz auxiliary
generators plus one 65kW emergency generator. Each vessel comes equipped with a CPP bow thruster producing 6
tonnes of thrust. Deck equipment includes a hydraulically driven double drum waterfall winch with 150mt line-pull and
braking capacity of 200 tonnes. The drums are capable of stowing 2 reels of 1,000m of 56mm wire. “Opu Tamuno 1”
and “Ibi Teme” are also fitted with 200mt SWL stern rollers, 200 tonne tow pins extending 600mm above the deck fully
extended and one set of 200 tonne SWL shark jaws capable of handling 50mm to 75mm wire and 28mm diameter
chain. Two 10 tonne electro-hydraulic tugger winches and a pair of 5 tonne capstans are also installed.

                                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

“Opu Tamuno 1” and “Ibi Teme” are equipped with full com / navaids
including two radars, echo sounder, DGPS, Weather Fax, twin gyro
compasses, a magnetic compass, autopilot, doppler speed log, AIS,
GMDSS, VHFs, SART and Navtex receiver. Twin 1,200m3/h fire
monitors are on top of the wheelhouse. 42 persons can be
accommodated in two single-berth, four two-berth and eight four-berth
air conditioned cabins. The AHTSs are classed Bureau Veritas 1 +Hull
+Mach “Supply Vessel & Fire Fighting Ship” Tug Unrestricted
Navigation AUTCCS +DYNAPOS AM/AT (DP-1). Marcon was sole
broker involved and is also pleased to offer from same Owners two
new 5,150BHP, 50m AHTs; one 7,400BHP 75m AHTS and one 75m
PSV. Details, drawings, price guidance and delivery times are available
on request from this office.

                                                  Two U.S. flag ocean tank barges and one twin screw ocean tug were
                                                  sold by K-Sea Transportation LLC of New York to a private U.S.
                                                  West Coast Buyer in an “en-bloc” sale. “Sargasso Sea” (ex-
                                                  Chesapeake, Gulf Wind II, OPI Captain Andrew, Captain Andrew,
                                                  Kelly, Kelly Candies) is a 105’ x 29.6’ x 15’ deep, twin screw,
                                                  conventional, 3,000BHP tug. The raised foc’stle bow tug is powered
                                                  by a pair of EMD12-645E2s, Western 4.12:1 reduction gears and
                                                  117” propellers on 11” shafts providing an estimated bollard pull of
                                                  35 tons. Towing gear consists of a Markey double drum TDSD-32
                                                  tow winch with a 125,000lb. of Linepull and a capacity of 1,800’ of 2”
                                                  wire on each drum. Tank capacities include 72,000g fuel, 12,000g
                                                  potable water and 10,000g ballast. “Sargasso Sea” was originally
                                                  built in 1973 by Houma
                                                  Welders, Inc. of Louisiana for
Otto Candies, Inc. She had worked many years under different owners and
names as far afield as India and the Middle East. Tug was laid up with a cracked
starboard main engine block at the time of sale.

The two 48,000bbl single skin ocean tank barges sold were the “SCT-280” and
“SCT-282” (ex-DW 280 / DW-282, MLC 280 / MLC 282). These are sister-
barges, which successfully traded in multi-clean product service over the past 20
years in the U.S. Pacific Northwest. Coined as “Alaskan Drug Stores”, the
7,000dwt barges have twelve epoxy coated cargo tanks, and were certified to
carry up to 5 separate distillate cargoes throughout Southeastern Alaska hauling jet fuel, both leaded & unleaded
gasoline, and diesel. The barges were built in 1978 by Marine Power & Equipment of Seattle, Washington as ocean flat
                                              deck / tank barges for Marine Leasing Corp., also of Seattle. MLC operated
                                              them until their demise due to the early 1980’s recession and the barges
                                              were sold by the U.S. Marshal on the courthouse steps. The ABS +A1
                                              classed barges were next converted at substantial cost to dedicated ocean
                                              tank service in the late 1980s and early 90s by their new Owner at
                                              Fisherman’s Boatshop of Everett, Washington. The 282’ x 78’ x 18.3’ depth
                                              ocean barges will eventually be converted back into deck service as they
                                              re-enter into their older, but familiar market. Marcon acted as the sole
                                              broker in the negotiations and has handled numerous sales and purchases
                                              for both parties over the years.

                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Once Again – A Record Number of Tugs Worldwide
                   The number of tugs in the world once again hit a record number as of this report. While information in
                   Lloyd’s Register only covers “sea-going” vessels over 100 gross register tons, there are many tugs
                   either under that tonnage or in inland service. According to Lloyd’s, as of May 7 , 2010, there were
                   14,160 “sea-going” tugs over 100GRT worldwide, up from 13,473 in April 2009. Total horsepower of
                   this fleet is 37,223,163BHP. Even taking into account flags of convenience, the largest national fleet of
                   tugs worldwide over 100GRT sails under Indonesian registry, with the United States in first place as far
                   as horsepower. The U.S. operates 1,514 “sea-going” tugs over 100GRT, or 10.69% of the world
                   market, totaling 4,810,713 horsepower (12.92% of global horsepower). The average age of tugs
worldwide is 25 years with the U.S. flag “sea-going” fleet at 33 years. The registry with the youngest tug fleet is the
British Virgin Islands with six 2009 built tugs from 5,000 - 8,000BHP.

                            Top 50 “Sea-Going” Tug Fleets By Units As Of May 2010 According to Lloyd’s Register
                  Flag                            Total BHP         %       # Tugs        %        Avg BHP        Avg Age
                  Worldwide                         37,223,163   100.00%      14,160   100.00%          2,629        1985
                  Indonesia                          3,397,751     9.13%       2,051    14.48%          1,657        1997
                  United States Of America           4,810,713    12.92%       1,514    10.69%          3,177        1977
                  Singapore                          2,211,859     5.94%         831     5.87%          2,662        2004
                  Japan                              2,419,225     6.50%         798     5.64%          3,032        1993
                  Unknown                              859,242     2.31%         515     3.64%          1,668        1979
                  Korea, South                       1,168,358     3.14%         444     3.14%          2,631        1986
                  Malaysia                             878,574     2.36%         429     3.03%          2,048        2000
                  Panama                             1,248,335     3.35%         403     2.85%          3,098        1986
                  Russia                               898,449     2.41%         347     2.45%          2,589        1986
                  India                                858,617     2.31%         335     2.37%          2,563        1992
                  Italy                              1,040,769     2.80%         335     2.37%          3,107        1984
                  China, People's Republic Of          803,050     2.16%         275     1.94%          2,920        1986
                  United Kingdom                       829,584     2.23%         260     1.84%          3,191        1991
                  Spain                                783,718     2.11%         225     1.59%          3,483        1990
                  Brazil                               667,262     1.79%         202     1.43%          3,303        1992
                  Canada                               541,771     1.46%         199     1.41%          2,722        1973
                  Australia                            648,601     1.74%         196     1.38%          3,309        1991
                  Turkey                               473,215     1.27%         186     1.31%          2,544        1991
                  United Arab Emirates                 458,222     1.23%         165     1.17%          2,777        1994
                  Netherlands                          546,674     1.47%         159     1.12%          3,438        1995
                  Mexico                               496,854     1.33%         152     1.07%          3,269        1985
                  Iran                                 320,565     0.86%         150     1.06%          2,137        1986
                  Egypt                                410,140     1.10%         146     1.03%          2,809        1985
                  St Vincent & The Grenadines          475,277     1.28%         138     0.97%          3,444        1995
                  Saudi Arabia                         410,204     1.10%         134     0.95%          3,061        1988
                  France                               401,937     1.08%         129     0.91%          3,116        1986
                  Philippines                          251,850     0.68%         127     0.90%          1,983        1974
                  Ukraine                              244,998     0.66%         124     0.88%          1,976        1982
                  Greece                               216,661     0.58%         122     0.86%          1,776        1972
                  Venezuela                            329,808     0.89%         120     0.85%          2,748        1979
                  Germany                              367,421     0.99%         107     0.76%          3,434        1988
                  Chinese Taipei                       242,852     0.65%         100     0.71%          2,429        1986
                  Thailand                             233,605     0.63%         100     0.71%          2,336        1981
                  Chile                                249,804     0.67%          75     0.53%          3,331        1994
                  Norway                               226,325     0.61%          75     0.53%          3,018        1978
                  Vietnam                              129,684     0.35%          71     0.50%          1,827        1992
                  Honduras                             141,873     0.38%          71     0.50%          1,998        1969
                  Tuvalu                               162,101     0.44%          70     0.49%          2,316        1998
                  Cyprus                               219,627     0.59%          69     0.49%          3,183        2000
                  Bahrain                              210,759     0.57%          68     0.48%          3,099        1987
                  Sweden                               224,621     0.60%          66     0.47%          3,403        1966
                  Finland                              177,335     0.48%          64     0.45%          2,771        1969
                  Belgium                              256,045     0.69%          63     0.44%          4,064        1994
                  Poland                                98,026     0.26%          61     0.43%          1,607        1975
                  Portugal                             121,836     0.33%          60     0.42%          2,031        1976
                  Argentina                            151,125     0.41%          59     0.42%          2,561        1978
                  Bahamas                              256,693     0.69%          56     0.40%          4,584        2000
                  Algeria                              159,613     0.43%          55     0.39%          2,902        1987
                  Nigeria                               97,315     0.26%          52     0.37%          1,871        1983
                  Peru                                 126,564     0.34%          50     0.35%          2,531        1990

                               Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Breakdown of U.S. “Sea-Going” Fleet
Following is a breakdown of the U.S. sea-going tug fleet as of May 2010, according to Lloyd’s Register, by horsepower
compared with last quarter. Note that Lloyd’s Registry has data on only 61 tugs under 999BHP. As most of the “under
thousand horsepower” class tugs in the U.S. are below 100 gross register tons, they are generally not included in the
Registry. In reality though, there are eight to nine hundred additional small tugboats in this horsepower range in U.S.
coastal waters. Since the total number of U.S. flag tugs is up by 6 since the last report, it is interesting to take a look at
the individual horsepower ranges and note where the changes occurred. Most of the increases, as expected, are in the
higher horsepower tugs. There are ten more 4-5,000HP, one more 5-6,000HP, one more 6-7,000HP and three more
9,000HP tugs in the U.S. fleet plus a number of older, lower horsepower tugs were dropped from the registry.

                                                           U.S. Sea-Going Tug Fleet Over 100GRT By BHP According to Lloyd’s Register as of May 2010
                                         Unknown                          Under                     1000-           2000-        3000-        4000-    5000-    6000-    7000-                 8000-
                                          BHP                              999                      1999            2999         3999         4999     5999     6999     7999                  8999                 9000 Plus                         Total
 Total #                                                    149                     61                        317     232          272          221       88       60       57                       10                                  47               1,514
 AvgBHP                                                             -            781                  1,493         2,367        3,414        4,355    5,464    6,410    7,169                 8,066                       12,323
 Avg LOA                                                      89                    80                        88       97          107          108      119      114      139                     137                            138
 Avg Beam                                                     28                    23                        26       29           32           34       36       38       39                       42                                  51
 Avg Depth                                                    11                       9                      11       13           15           15       18       18       20                       21                                  24
 Avg Year Built                                          1975                 1953                      1965         1974         1978         1989     1986     1998     1981                  1996                           1999

                                                  Previous U.S. Sea-Going Tug Fleet Over 100GRT By BHP According to Lloyd’s Register as of Feb 2010
                                                  Unknown                  Under                       1000          2000-        3000-       4000-    5000-    6000-    7000-                 8000-                       9000
                                                    BHP                     999                        1999          2999         3999        4999     5999     6999     7999                  8999                        Plus                     Total
 Total #                                                     157                       61                     319      226           277         211       87       59        57                          10                        44               1,508
 Avg LOA                                                            -              781                   1,498        2,365        3,414       4,351    5,448    6,424    7,169                  8,066                     12,324
 Avg Beam                                                       91                     80                      88           98       107         108      118      112      139                      137                         138
 Avg Depth                                                      29                     23                      26           29           32       34       35       37        39                          42                        53
 Avg Year Built                                                 11                      9                      11           13           15       15       18       18        20                          21                        26
All dimensions in feet and tenths

Of the 1,514 U.S. flag tugs showing up in Lloyd’s Register as of May 2010, 259                  US Flag Tugs - Engine Types
have unknown engines. 406 or 32% those where engine type is known are                                                                                                                              Wartsila

powered by EMDs, 359 (29%) by CATs, and 222 (18%) by General Motors /                                                                                                                  Alco

Detroit Diesels. Fairbanks still power 51 tugs or 4% of the fleet, mostly in older
                                                                                                                                                                            Fairbanks, Morse

             US Flag Tugs - Propeller Types tugs. It should be noted that we have                                                                                                      Other

                                            seen many EMDs showing up in
                                   Triple Screw   Voith-Schneider

                                            Lloyd’s Register under the GM
                                            designation which may throw the
                                            statistics slightly. Lloyd’s Register

                                            now allows us to query on propeller
                                                                         Tw in Screw                                                                                                                                                          Credit: LR-Fairplay SeaWeb 05/07/10
                                                                             52%                                                                                                                                             29%

            Single Screw
                                            type. Of the 1,514 U.S. flag tugs, 476 (31%) and 793 (52%) are conventional
                                            single screw and twin screw, respectively. The remaining 19% of U.S. tugs
                                            are made up of 184 azimuthing, 38 triple screw and 23 Voith-Schneider
                                                                        Credit: LR-Fairplay SeaWeb 05/07/10

                                            tractor tugs.
As of 3 April 2010, the U.S. Coast Guard database indicated a total of 7,140 “towing vessels” in the U.S. fleet with an
average age of 36 years, with 6,441 of those vessels having current Certificates of Documentation. Note though that
the U.S. Coast Guard data does not differentiate in their “towing vessel” category between tugs and inland river
pushboats. There are 38 “towing vessels” in the current U.S. Coast Guard database actually 100 years or older, two of
which were built in 1882, but with expired Certificates of Documentation. The oldest “towing vessel” in the database
with a valid certificate was built in 1886.

                                                                        Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

New Construction, Shipyard and Conversion News
According to “Fairplay”, as of 7 May 2010, there were 9,839 ships over 299GRT on the World Orderbook, down 452
from 10,291 in February 2010 and further down from the 12,028 in April 2009. Of this number, there were 743 tugs or
“towing / pushing” vessels (down from 756 / 766 in February 2010 / April 2009 respectively) plus 740 Offshore Supply
Vessels and 156 designated as “Offshore – Other”. As data only covers vessels over 299GRT, I would not be surprised
to find additional tugs below 299GRT being built across the world.

                                                                                                            Worldwide Tugs On Order Over 299 GRT












                                                                                                                                                                                                                                            South Africa













                                                                                                                                                                                                             Korea, South




                                                                                                                                                                                                                                                                                                                                                                               Saudi Arabia
                                    Credit: Fairplay Newbuildings Online 05/10

As of 7 May, of the 743 tugs under construction, China (PRC) still leads the order book with 171 (down 1) tugs being
built. They are followed by Malaysia at 161 (down 6) tugs under construction; Indonesia 58; Turkey 45; Spain 36; 26
each in Romania and USA; Brazil 25; Singapore 23; Poland and Vietnam 22 each; Egypt and Japan 16 each; 9 each in
India and Russia; Cuba, Italy and the UAE 8 each; 7 South Korea; 6 each in Iran, Serbia and South Africa; Canada and
Chile 5 each; 4 in Peru; 3 each in the Netherlands and Ukraine; Libya and Thailand 2 each; and 1 each in Argentina,
Germany, Greece, the Philippines and Saudi Arabia. Of the 743 tugs presently being built, abt. 83.0% of the tugs are
scheduled for delivery in 2010, 14.1% in 2011 and only 3.1% during 2012 – although the figures for 2011 and 2012 are
expected to increase as new orders are placed, albeit at a slower pace. Some Owners with a long-term view are
starting to take advantage of open slots and lower prices to revitalize fleets with more efficient and environmentally
friendly vessels plus some yards are confident enough to build on spec as they negotiate better prices with suppliers.

                                                                                                            Delivery Dates Worldwide Orderbook
                                                                                                                  For Tugs Over 299 GRT










                          2Q 2009

                                                   3Q 2009

                                                                                      4Q 2009

                                                                                                                     1Q 2010

                                                                                                                                                       2Q 2010

                                                                                                                                                                                     3Q 2010

                                                                                                                                                                                                                     4Q 2010

                                                                                                                                                                                                                                                           1Q 2011

                                                                                                                                                                                                                                                                                             2Q 2011

                                                                                                                                                                                                                                                                                                                                3Q 2011

                                                                                                                                                                                                                                                                                                                                                                            4Q 2011

                                                                                                                                                                                                                                                                                                                                                                                              1Q 2012

                                                                                                                                                                                                                                                                     Credit: Fairplay New building Online 05/10

                              Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Although Caterpillar engine sales were down during 2009 due to weak economic conditions, CAT power still leads
propulsion in new sea-going tugs with engines in 208 tugs. This is followed by Cummins and Niigata diesels in 101
each, Mitsubishi 43, Yanmar 36, General Electric 29, Wartsila 27, MAN / MAN-B&W 18, ABC 11, MTU 10, Deutz 5,
General Motors/Detroit Diesel 3, and 2 each in Chinese Standard Type, EMD, MaK and Volvo Penta. Engines were not
listed for 143 tugs. Only 38 tugs below 1,000BHP are shown as under construction because many tugs of this
horsepower are under 299GRT.

                                                       Summary of Engines Worldwide Tug Orderbook Over 299 GRT










                                                                                                                                                                                                                     Volvo Penta







                                                                                                                                                                                  Chinese Std Type

                              Credit: Fairplay Newbuilding Online 05/10

                               Summary of Horsepower – Fairplay Worldwide Tug Orderbook Over 299GRT
        Under     1,000 –   2,000-                    3,000-                         4,000-                  5,000-                         6,000-                      7,000-                       8,000-                        9,000-     Over      Unk.   Total
        1,000HP   1,999HP   2,999HP                   3,999HP                 4,999HP                        5,999HP                        6,999HP               7,999HP                            8,999HP                       9,999HP   10,000HP
 Tugs     38       107        147                       207                           75                          59                              9                       3                                9                          4         4       81     743

                                                                                     On 19 March, Chesapeake Shipbuilding of Salisbury, Maryland
                                                                                     launched the new tugboat, “Quantico Creek”. The “Quantico Creek” is the
                                                                                     fourth of six tugs that Chesapeake is building for Vane Brothers of
                                                                                     Baltimore. The launching went perfectly and the tug will now go into its
                                                                                     outfitting stages where it will be completed for an on time delivery. The
                                                                                     day before the launching, the “Quantico Creek” was moved from its
                                                                                     indoor fabrication facility to the launch ways. Due to the favorable indoor
                                                                                     climate, more work was completed before the move and launch than on
                                                                                     any vessel previously built by Chesapeake. The launching comes just a
                                                                                     few weeks after the “Charles Burton”, the third of the six tugs that
                                                                                     Chesapeake is building for Vane Brothers, was delivered. All six tugs are
                                                                                     94’ long and 32’ wide. They are equipped with a single drum hydraulic
                                                                                     winch from JonRie of New Jersey and twin Caterpillar 3512 main engines
                                                                                     capable of producing a combined 3,000BHP. The tugs will join the
                                                                                     growing Vane Brothers fleet, hauling tank barges on near coastal routes.

On 14th March 2010 Augustea S.p.A. took delivery of the ASD tug “Capo Passero” (Hull C-94) built at the Rosetti
Marino shipyard in Ravenna. The 31.3 m x 10.0m x 5.0m depth vessel is equipped with azimuthing-type propellers and
her Wartsila 6L26A diesels are rated at a total of 4,500BHP (equivalent to 3,300kW) which provides a bollard pull
certified by RINA of 63 tonnes and a maximum speed of 13 knots . The tug offers an extreme maneuverability and
carries Fire Fighting FI.FI.1 equipment of the highest standard. “Capo Passero” will enforce Augustea's harbor tug
fleet, representing the fulfillment of an investment program begun in 2004. This tug is sixth vessel with the same
characteristics delivered to Augustea by Rosetti Marino Shipyard between 2004 and 2010.

                             Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Acta Marine of Den Helder, The Netherlands has expanded with a new “Eurocarrier
2209” type multicat. The 21.6m x 9.04m vessel, named “Coastal Fighter”, was handed
over to Acta on 5th March. After the naming ceremony, “Coastal Fighter” immediately set
course to the Dutch Province of Zeeland for her first assignment, offering assistance for
several months at a beach replenishment project. “Coastal Fighter” is the fourth multicat
of the “Eurocarrier 2209” type in their fleet, alongside a number of others. In this
workboat, all the experience accrued with the first three sister vessels has been taken
into account. The Bureau Veritas class “Coastal Fighter” differs from its three sisters in
terms of a larger engine capacity (1,520BHP) providing a bollard pull of abt. 17.5 tonnes
and a max speed of 9.5kn, an extended area of operation and an improved wheelhouse.
Vessel is powered by a pair of Cummins QSK-19Ms, Twin Disc MG-5222 gears and fixed
pitch props in kort nozzles. Vessel is fitted with 20 tonne SWL tow hooks, a 140tm
hydraulic deck crane and towing winches. Multicats are versatile workboats mainly
deployed at maritime infrastructure projects, providing a variety of support functions like
towing, handling of anchors & pipe lines and supply activities.

                                            Acta also signed a contract with Damen Shipyard to build a 45 tonnes
                                            Anchor Handling Tug of the Shoalbuster 3209 class. The 3209 type is the
                                            largest Damen Shoalbuster workboats currently in operation. The new
                                            vessel, to be named “Coastal Vanguard”, will be delivered to Acta Marine
                                            the end of December. Acta Marine anticipates strong demand for the
                                            vessel, particularly in offshore energy markets, like construction of offshore
                                            wind parks and cable & pipeline projects. “Coastal Vanguard” will be a
                                            versatile workboat, suitable for a variety of jobs like anchor handling,
                                            towage, supply work and other support services. The vessel will have a
                                            length of 32m and width of 9m. An additional 2m length, compared to most
                                            other vessels of her class, results in additional work deck and fuel capacity
(total 220m3), further to 40m3 fresh water capacity. The total propulsion power will be 3,300BHP, generating a bollard
pull of over 45 tonnes. “Coastal Vanguard” will be equipped with a 100 tonnes anchor handling winch and 140 tonmeter
crane. Accommodation can be provided for up to 7 persons in 5 cabins.

Mr. R.J. Lopez Ramirez, Managing Director CPA/CPT, accepted on behalf of
Kompania di Tou Korsou (KTK) the delivery of the Damen Stan Tug 4011 “Orca
VI” in the port of Tanjung Perak, Surabaya, Indonesia. After the ceremony the vessel
demonstrated some of her great capacities in the impressive port of Tanjung Perak.
With its massive 70 metric tons of bollard pull and excellent autonomy, the “Orca VI”
is sure to give an important boost to KTK’s capabilities in the international towing and
salvage business. In March 2010, a contract for two Damen ASD Tugs 2810 has
been signed between Mr. Ramirez (Managing Director CPA/CPT) and Damen
Shipyards Group. After delivery of the “KTK Tribon” and “KTK Barakuda” respectively
in the beginning of May and beginning of June 2010, the vessels will operate in Panama, under the responsibility of
KTK Panama, a subsidiary of Kompania di Tou Korsou, Curacao.

                                               In April 2010, the MPV 5212 named “Sosrcem” was delivered by B.V.
                                               Scheepswerf Damen of Gorinchem to the Vietnamese Government. The
                                               ship, a 52.4m x 12.2m x 4.0m Multi Purpose Vessel especially equipped
                                               for oil pollution combat, has been built by Song Thu Shipyard in Danang,
                                               Vietnam. The ship will remain in Danang as flagship of the Central Oilspill
                                               Centre of Vietnam. The vessel is equipped with the same oil sweeping
                                               arms as the most successful oil combat ship “Arca” of the Netherlands
                                               Ministry of Transport and Water Management also built by Damen. The
                                               twin screw “Sosrcem” is powered by a pair of CAT 3512B-DITA diesels
                                               developing a total of 3,344HP at 1,600RPM.

                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Open JSC Leningrad shipyard “Pella” signed the state contract of delivery
of three 25.5m x 8.8m tugs of design 90600 for needs of RF Ministry of
Defense. The Arc 4 ice-classed azimuthing tugboats, which will be powered
by a pair of 746kW main engines and fitted with US-155 rudder props will
have a bollard pull of approx. 25 tonnes. The tugs, which are designed for
harbor and offshore towing and berthing operations, will be delivered in
2010-2011. (Photo of sister-tug).

In March, Bollinger Algiers, L.L.C., and Bollinger Amelia Repair, L.L.C., two Bollinger Shipyards, Inc. companies,
redelivered the double hull asphalt barge “B. No. 235”, a 133,000bbl OPA’90 compliant tank barge and accompanying
tug, “J. George Betz”, a 6,140HP ocean-going tug, back into service for Bouchard Transportation Co., Inc., Melville,
NY as an ATB unit. In an effort to continue upgrading their fleet, Bouchard contracted with Bollinger Shipyards to
upgrade both the tank barge “B. No. 235” and the tug “J. George Betz” to better serve Bouchard’s customer base,
increasing the safety and efficiencies of the barge and tug as an articulated unit. Bollinger’s Executive VP of Repair,
                                                        Ben Bordelon, made the announcement saying, “We are very
                                                        pleased to once again be part of Bouchard’s continued efforts to
                                                        upgrade their fleet. The work schedules of Bollinger Algiers and
                                                        Bollinger Amelia Repair were able to accommodate both upgrades
                                                        concurrently for the strategic conversion of the ‘B. No. 235’ and the
                                                        tug ‘J. George Betz’. These projects enabled Bollinger to capitalize
                                                        on the capabilities of our facilities to produce a quality product,
                                                        which met Bouchard’s schedule in a safe and timely manner. We
                                                        look forward to working with Bouchard on future projects.” The
                                                        Barge “B. No 235” was taken out of service and delivered to
                                                        Bollinger’s Amelia facility to install the Intercon connection system
                                                        and upgrade the barge with a full ballast system. During the
                                                        conversion process, the barge also completed its regulatory
docking and permitting process prior to successfully completing builder’s trials. Returning to full service as an ATB
asphalt capable tank barge, the barge measures 483’ x 80’ x 36’2” without the tug coupled into the notch. At the same
time that the “B. No 235” was taken out of service, the tug was delivered to the Bollinger Algiers facility to install the
Intercon connection system, upgrade the vessels electronics systems as well as complete regulatory docking and
permitting with ABS. When returned to service, the 127’ x 37’ x 20’, 6,140BHP tug will be able to lock into the barge for
safe, efficient sailing as an articulated unit. Morton S. Bouchard, III, President/CEO of Bouchard Affiliates (Bouchard
Transportation Co., Inc. / Bouchard Ocean Services) said, “Bouchard continues to upgrade our fleet to better service
our customers and increase safety and efficiency. The M/V ‘J. George Betz’ and ‘B. No. 235’ conversion to Intercon and
segregated ballast is the first of three upgrades which we hope to complete in the future. I would like to thank the men
and women of Bollinger for another successful project and look forward to future contracts with the Bollinger
companies.” After completing builder’s trials, the vessels departed to take on the first load of product as an ATB unit.

Stadt Sjøtransport AS of Florø, Norway took delivery of their new
Eskort 80 design “Stadt Valiant” from Sanmar Denizcilik of Turkey in
early January of this year. The 33.1m x 12.0m x 5.36m depth (excluding
skeg & thrusters) ASD tug is powered by a pair of Wartsila 6L26s
developing a total of 6,434BHP (4,800kW) to a pair of Rolls Royce US
255-CP azimuthing thrusters producing an 87 tonne bollard pull ahead,
85 tonnes astern and a max pull of abt. 90 tonnes. The ABS +A1, FiFi-1
class tug also has a 250HP bow thruster. Towing gear consists of a
Rolls-Royce TW 2000/500 AW 24 U2 H single drum tow winch forward
with 50 tonne line pull and a Rolls-Royce TW 2500/400 double drum
winch aft with a capacity for 950m 52mm wire plus an 80mt SWL tow
hook. “Stadt Valiant” is also fitted with two 1,200m3/h fire pumps and two
1,200mt/h water / foam monitors. Accommodations are provided for seven in 3-1 and 2-2 berth cabins. “Stadt Valiant”
was the fourth tug of this class built by Sanmar for European operators.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
                                          Construction continues on Crowley Maritime’s new ATB tugs “Legacy” (ex-
                                          Dakota Creek 52) and “Legend” at Dakota Creek Industries shipyard in
                                          Anacortes, Washington. The 148’ x 60’ x 30’ “Legacy” is scheduled to be
                                          coupled by an Intercon system with the 330,000bbl double-hull ocean tank
                                          barge “750-1” being built by VT Halter Marine in Pascagoula, Mississippi.
                                          “Legacy” will be one of the first of it’s kind to be built to ABS R2 classification
                                          which provides a higher
                                          level of redundancy than
                                          found on a standard tanker
                                          or ATB. There is a
bulkhead dividing the tug’s port and starboard engine rooms that
allow the vessel to continue to operate on one engine in the event
of a catastrophic incident, such as a fire in the other engine room.
Tug meets all SOLAS and ABS criteria, and has a foam capable
                                 fire monitor; twin screw Wartsila
                                 12V32 12 cyl. 4SA 320 x 400m
                                 electronically controlled engines
                                 generating a total of 16,320HP; unique propulsion pod housing designed to match the
                                 stern of the barge to the tug hull; full foc’stle design; noise reduction package and other
                                 upgrades to increase both stability and crew comfort. The “750-Class” barges are
                                 45,000 deadweight tons, 600’ in lengths, 105.5’ in beam and 54.4’ in depth with a fully
                                 laden draft of 35’. Each of the barges will have 78% more capacity than Crowley’s
                                 “650-Class” 185,000bbl ATBs plus at 15.1kn will be the fastest ATBs in their class.
                                 “Legacy’s” sister tugs will be the “Legend” / “750-2” and “Liberty” / “750-3”.
On Friday, 26 March, Crowley Maritime Corporation also christened the eighth of 10
new 185,000bbl ATB tank vessels that the company will take delivery of by 2011. The
vessels christened were the 10,728HP twin screw tug “Achievement” and barge “650-8”.
Sure to be no stranger to the Tampa waterfront, the vessel is scheduled to visit the port
once a week as it carries petroleum products for Marathon Oil Corporation.
“Achievement / 650-8” joins other Crowley owned and or managed vessels – ATB “Pride
/ 650-7” and tankers “Coast Range”, “Blue Ridge”, and “Pelican State” all calling Tampa
with loads of ethanol, gasoline or diesel. The vessels, starting with the tankers “Coast
Range” and “Blue Ridge”, have regularly provided safe and reliable petroleum
transportation to the area since 2003. The newest ATB, designed by Crowley’s vessel
construction and naval architecture subsidiary, Vessel Management Services and built
by VT Halter Marine in Mississippi, will be operated by Crowley for Marathon Oil
Corporation under a time charter agreement. Crowley already has seven 185,000bbl and
four 155,000bbl ATBs in the Jones Act trade. “With the introduction of this ATB to the
                               market, we can claim over two million barrels of capacity in the Jones Act ATB trade,”
                               said Rob Grune, senior VP and general manager, petroleum transportation. “We have
                               added 12 vessels since the inception of this program in 2002 and have five more under
                               construction, solidifying our commitment to customers of providing them with safe and
                               reliable petroleum transportation for years to come.” The barge “650-8” was built at
                               Halter's shipyard in Pascagoula, Mississippi, and the “Achievement” at its Moss Point
                               Marine shipyard, in Escatawpa, Mississippi as Hull No. 1982. The “650-Class” barges are
                               27,000dwt, 587’ in length, 74’ in breadth and 40’ in depth. The fully loaded draft is 30’.
                               When coupled for operation the tug and tank vessel measure 689’. The 135’ x 42’ x 21.9’
                               depth tugs meet all SOLAS and ABS +A1, Towing Vessel, +AMS, Unrestricted Service
                               criteria; have a foam capable fire monitor; twin fuel-efficient Wartsila 8L32 diesel engines
                               with Reintjes gears driving Wartsila Ni-Al Bronze controllable pitch props producing a
                               bollard pull of abt. 65.3mt; a noise reduction package; and other upgrades to increase
                               crew comfort. The communication and navigation equipment is among the most
                               technologically advanced in the industry today.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Overseas Shipholding Group, Inc. has taken delivery of the
state-of-the-art 45,556dwt, crude oil AT/B barge “OSG 350” and
12,000BHP tug “OSG Vision” which were specifically designed by
Ocean Tug & Barge Engineering to operate in the lightering
trade in Delaware Bay, offloading large tankers. The “Costwise
Class” AT/B, of which “OSG 350 / OSG Vision” is the first
delivered, represented a wholesale change in design philosophy
for AT/B tugs. Each incorporates features not found on
conventional tugs, and for their size, they are among the most
spacious and ergonomically-designed tugs afloat. The total
tug/barge unit meets IMO Resolution 751 standards for ship
maneuverability. The tug is not only highly maneuverable, but has
independently steerable rudders and independent steering
systems for safety. The 153.4’ x 51.0’ x 37.7’ depth “OSG Vision”
is powered by twin Wartsila 9L32 main engines producing 6,000HP each at 750RPM, LIPS controllable pitch propellers
in high-efficiency kort nozzles and triple shutter rudders. She also features four single and six double-berth ship-sized
crew staterooms all above the 01 deck, above main deck machinery spaces, sound-attenuated machinery mounts and
spaces, 360 degree visibility pilothouse, full SOLAS certification, and an Intercon connection systems. Electrical power
is provided by three 250kW auxiliary and one 250kW emergency Cummins powered generators. Tug capacities, as
designed, include approx. 214,243g HFO, 60,548g MDO, 33,011g potable water and 91,139g ballast water.

Three years ago OSG entered into a definitive agreement to build the new ATBs, which were to be capable of carrying
refined petroleum products as well as crude oil within the U.S. Jones Act market. The tugboats were scheduled to be
constructed at Bender Shipbuilding & Repair Co., Inc. in Mobile, Alabama and barges at constructed at Bender's
affiliated company, Tampa Bay Shipbuilding & Repair Company, with delivery from late 2009 through late 2010. In
March 2009, OSG entered into a termination agreement with Bender, in part because of the vessels’ delivery was
running late. Ownership of the unfinished vessels and all related equipment were transferred to OSG, who removed the
two incomplete ATB's from Bender Shipbuilding's yard in Mobile. OSG awarded contracts to VT Halter Marine to
                                                undertake outfitting and commissioning of the “OSG 350 / OSG Vision”,
                                                and the sister-unit “OSG Horizon” / “OSG 351”. "Delivering these vessels
                                                to an important customer is a top priority for OSG. We selected VT
                                                Halter Marine due to their experience in constructing similar types of
                                                ships and the company's high quality of operations, which extends to the
                                                quality of vessels they have built, the skills and experience of the
                                                shipyard workers and management's commitment to working with us on
                                                this high profile project. OSG is proud to count VT Halter Marine as a
                                                partner in our ATB completion program," said Capt. Robert Johnston Sr.
                                                VP, OSG Ship Management, Inc., Head of OSG U.S. Flag Division.
                                                Measuring 199.65m (655’) by 32m (105’), these ATBs are the largest
ever built by VT Halter Marine. VT Halter Marine, the U.S. operation of ST Engineering's marine arm ST Marine, also
signed a contract with OSG on 1 April to build two 8,000HP ATB tugs worth over US$21 million. Tugs will be built over
16 months at VT Halter's Moss Point Marine yard with deliveries expected in second and third quarters of 2011. These
two 42.8m by 11.6m state-of-the-art tugs will be used to transport refined petroleum products coastwise within the U.S.
and will have all necessary capabilities to operate in full ocean service. "This third contract reaffirms OSG's confidence
in VT Halter Marine's proven capability and extensive experience as a leading designer and builder of ATBs and is a
strong testimony of our partnership with OSG." ~ Chang Cheow Teck, President, ST Marine.

Marcon International has brokered two large ocean tank barges out of the
Delaware Bay lighterage trade in the last 10 years. Maritrans, Inc., later
acquired by OSG, sold the 562’ x 90’ “Ocean 262” (ex-SS City Service Norfolk) in
2001 to U.S. buyers in the Gulf of Mexico. Last year, OSG sold their 36,860ltdw,
double-hull “OSG 300” (ex-M-300, Maritrans 300, Coastal 101, Belcher 101), to
Nigerian buyers for clean fuel storage and coastwise service in West Africa.
Marcon International acted as the sole broker in both sales.
                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
MAN Diesel Spain has been very active within the tug segment
recently, having played a key role in three orders that contract the
company to supply 18 of MAN Diesel L27/38 engines to Boluda
Corporación Marítima, Spain, the international marine group and
leading shipbuilder. The engines are destined for nine newbuilding
tugs; ten engines were already delivered in 2009 with the remainder
due in 2010/2011. The three orders encompass two engines for the
“V.B. Bravo”, owned by Boluda Corporación Marítima through its
subsidiary Auxmasa; twelve engines for six tug boats owned
outright by Boluda Corporación Marítima; and four engines for two
tug boats owned by the Shetland Island Council. As originally
stipulated, all nine tugs will be constructed at Boluda Shipyards -
Unión Naval Valencia in the Port of Valencia, one of the biggest
private shipyards in Spain and part of Boluda Corporación Marítima. MAN Diesel’s L27/38 medium-speed engine in its
eight- and nine-cylinder variants had been chosen as main engine for all nine tug boats on account of its good high-
torque performance characteristics, robust and compact design, characterized by a single, front-end box that
collectively houses LT/HT cooling-water pumps, thermostatic valves, and lube oil pump, cooler and automatic filter.
Boluda Corporación Marítima’s core activity, as it always has been over its history, is tug operation. Its Towage and
Salvage Division maintains a strong position both domestically and internationally with a fleet of over 200 tugs. Typical
tug-boat operations include ship towage, marine safety, assistance in high-seas and fire fighting. Such demanding
                                                     tasks require a highly reliable and efficient main engine, a profile that
                                                     MAN Diesel’s L27/38 engine meets in full. Of the seven tugs bound
                                                     for the Boluda Towage and Salvage fleet, the first, the 108tbp,
                                                     35.46m, FiFi-2, ASD escort tug “VB Bravo”, has already entered
                                                     service. Two others – the 32.85m x 14m x 5.6m, 77tbp Voith
                                                     Schneider tractor tugs “VB Titán” (Hull No. 473) and the “VB Trón”
                                                     (Hull No. 474) – were launched at Boluda-UNV shipyard in October
                                                     2009 and are scheduled to be delivered in April along with the 30.5m
                                                     x 11.0m x 5.8m ASD tugs “VB Campeador” (Hull No. 475) and “VB
                                                     Corsario” (Hull No. 476) which are powered by CAT 3516Cs
                                                     developing a total of 4,700kW (6,300BHP) at 1,800RPM and a bollard
                                                     pull of 82 tonnes. All four of the April delivered tugs are classed
                                                     Bureau Veritas I +Hull +Mach, Tug, FiFi 1 with Water Spray.

“Riverwijs Fiona” departed from Cheoy Lee’s Kowloon shipyard in late January, followed by the final delivery in the
quartet, “Riverwijs Maria” on February 9th. Registered in Freemantle, the vessels set out for Dampier in Western
Australia where they will be put to work, shortly after their arrival. The fuel capacity of almost 100 tonnes required one
fuel stop to complete the delivery trip. The 5,000HP tugs are of all steel construction, and built to Lloyds Register
classification, with the notation + 100A1 Tug, * IWS +LMC, UMS. As with Cheoy Lee’s Z-Tech tugs, and other
RAmparts models in the series, the RAmparts 3000 is designed by
Robert Allan Ltd. Propulsion is by two Niigata 6L28HX diesels
driving Niigata ZP-41 azimuthing thrusters. As well as providing
excellent maneuverability, the system provides a bollard pull of 65
tonnes, and a max free running speed at full load of 12.5 knots. Full
height floor to ceiling windows all around the elevated wheelhouse
provide the visibility required to operate this highly agile vessel.
Kraaljeveld towing winches on the fore and aft decks, and a 65
tonne Mampaey towing hook handle the towing lines. Other systems
include a 1,400m3 per hour external fire fighting system, deployed
via two remote controlled monitors mounted on the wheelhouse roof.
External fire protection is also enhanced by a water curtain system
that blankets the entire vessel when operating near fires. The vessel is operated by a crew of up to 10, with
accommodation on the main and lower deck forward. There is also a fully equipped galley, crew mess, office, work
shop and laundry room. Principal dimensions are 30.80m x 11.00m x 5.50m. In May, Robert Allan, Ltd. will celebrate 80
years of successful ship designs.
                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

                                               Colle Maritime Company, a joint venture between Signet Maritime
                                               Corporation and Colle Towing Company, has been awarded a twenty-
                                               year contract to provide marine support services to Angola LNG Supply
                                               Services (ALSS) in the Port of Pascagoula, Mississippi. The Signet/Colle
                                               joint venture will construct two RAstar 3100 Class Terminal
                                               Support/Escort Tugs to fulfill this important contract. The tugs, designed
                                               by Robert Allan Ltd. of Vancouver, BC, will each provide 80mt of bollard
                                               pull. Construction will commence immediately at Trinity Offshore in
                                               Gulfport, Mississippi with both tugs being built to ABS +A1 Towing and
                                               Escort Service, FiFi 1, +AMS standards. The unique hull form of the
RAstar class, developed exclusively by Robert Allan Ltd. over many years of committed private research and
development, has demonstrated at both model and full scale vastly improved escort performance and sea-keeping
capability in comparison to more conventional standard tug hull shapes. Tests have proven that the RAstar hull
provides roll motion reductions of at least 50% and roll acceleration reductions of at least 60% in comparison to typical
common tug shapes. The benefits that such reductions represent in terms of less stress on and fatigue for the crew are
obvious. The crew of a RAstar tug will stay alert and focused on their work in conditions twice as severe as on most
other tugs of comparable size. The RAstar 3100 tugs designed were exclusively for this Signet-Colle project, measure
30.5m (100.0’), 12.2m (40.0') beam at deck, and have a moulded depth of 5.5m (18.0’). The operating draft is 5.2
meters (17.2’). Main engines comprise a pair of new CAT C175-16 diesel engines, each rated 2,550kW (3,417BHP) at
1,800RPM. These drive a pair of Rolls-Royce US 255 Z-drives, with 2,800mm OD controllable pitch prop. The
combination will deliver 80 tonnes BP ahead and over 75 tonnes astern.

Taking the concept of a "Compact Tug" to new heights of performance, the
first of Class RAstar 2700 tug “Cheradi” was delivered to its Owners,
Rimorchiatori Napoli of Naples by the San Marco Shipyard of La Spezia, Italy
in late September 2009. The adaptation of the unique RAstar hull form to this
26.9m x 13.25m x 5.0m size of hull was a logical progression for the
designers, Robert Allan Ltd. of Vancouver, Canada. As the originators of the
"Compact Tug" concept, and as the developers of the high performance
RAstar hull form, the combination of the two was stimulated by the demands
of this Owner for a very high standard of towing and escort tug but in a tug
which had to be under 28m in length for regulatory reasons. “Cheradi” is the
first in a series of four tugs ordered by this Owner. These new tugs will be used in the coastal ports of Italy served by
                              the Owners. They are classed for both harbor and coastal duty. Tugs were built to RINA
                              Class notation C +Hull, +Mach, Tug, Salvage Tug, Escort Tug, Fi-Fi 1, Water Spraying, Oil
                              Recovery Ship, +AUT-UMS, Unrestricted Navigation. Propulsion comprises a pair of Wärtsilä
                              6L26A2 diesel engines, each rated 2,040kW at 1,000RPM, and each driving a Lips CS250-
                              s/WN-K Z-drive unit with a 2,600mm diameter propeller through a Cardan shafting system.
                              This delivered a Bollard Pull of 76.1 tonnes ahead and 70.7 tonnes astern on trials conducted
                              in late December 2009. A free running speed of 13.5 knots was recorded. This performance
                              was assured as a consequence of an extensive series of model testing undertaken at Vienna
                              Model Basin under the direction of Offshore Research Ltd. of Vancouver on behalf of Robert
                              Allan Ltd. Although model testing of tug designs is rare in this size range, due to the size and
                              power of this tug, as well as a requirement to achieve maximum escort capability, it was
                              considered beneficial to conduct these tests and thus satisfy the shipyards' concerns
                              regarding performance guarantees. The model testing predicts indirect steering forces in
                              excess of 100 tonnes at 10 knots for this design. The RAstar 2700 Class tugs are outfitted for
                              a crew of six persons, in modern and well-equipped accommodations, all above main deck.
                              The main hawser winch is a double drum, hydraulic winch supplied by Romagnoli of Italy.
                              The aft deck is equipped for harbor towage with the fitment of a radial arm tow hook with a 70
tonne load rating. The obligatory anchor is stowed aft, out of the way of the main working deck forward. Electrical power
is provided by a trio of Volvo gensets, 2 x 160eKW, 1 x 90ekW. The tug has a full Fi-Fi 1 rating in accordance with
Class notation requirements. Fire pumps are driven from the front end of the main engines through a Kumera gearbox,
which also drives the main hydraulic pumps, powering the winch.
                             Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Foss Maritime and Cruz Marine partnered to launch the first “King
River” class tug, a shallow draft vessel designed specifically for
remote, extreme environments like the north slope of Alaska,
Canadian Arctic and Russian Far East. Gary Faber, President and
COO of Foss Maritime, lauded the “Dana Cruz” for reflecting both
core competencies and core values of the Foss/Cruz partnership.
Said Faber, "When our customers talk to us about what they need in
places like Alaska or the Russian Far East, we listen. That's why we
reached out to Cruz Marine, another company with extensive
knowledge of extreme environments. The ‘Dana Cruz’ is our answer
to the shallow-draft ports, the hazardous weather and the ice you
encounter in spades working above the Arctic Circle." Said Kevin
Weiss, Director of Marine Ops at Cruz Marine, "Our two companies
bring decades of local Alaska knowledge to the table. We appreciate our Foss partnership because we know the value
                                                      Foss places on innovation. Just look at the challenges Foss
                                                      overcame 200 miles above the Arctic Circle at the Red Dog Mine.
                                                      The ‘Dana Cruz’ is designed with those same challenges in mind."
                                                      Said Faber, "We know what we're up against when we go North.
                                                      Bad weather and ice can limit the shipping season to fewer than
                                                      100 days. There's no margin for error. You have to be extremely
                                                      efficient. That's why we partnered with Cruz Marine to build a tug
                                                      with the ‘Dana Cruz’' capabilities."

            •   Working draft of between three feet nine inches and five feet nine inches;
            •   An hull arrangement and strength members to resist damages due to contact with ice;
            •   Holding tanks for sewage and oily water;
            •   Fuel tank separated from hull with voids for extra margin of safety;
            •   Electric deck and towing winches to eliminate the opportunity for a release of lubricants to the environment;
            •   Hospital grade engine silencers;
            •   An aqua-drive anti-vibration system; and,
            •   Infrared navigation.

The 92’ x 36’ “Dana Cruz” is powered by three low-emission CAT EPA Tier 2 engines. The tug was designed by AG
McIlwain and built at Fred Wahl Marine Construction of Reedsport, Oregon. Built to work in remote, shallow draft
environments, “Dana Cruz” will head north to support the summer ice-free construction season in Western Alaska and
the North Slope. Foss Maritime vessels have supported the oil and gas industry in Alaska since 1929. See also
Marcon’s February 2010 “Tug Market Report” for further information and photo while under construction.
On 15 April, Eregli Shipyard, on the Black Sea in Turkey, launched a new 32m 65
tonne bollard pull tug boat, the first of two ASD tugs in the series. The tug is equipped
with two high speed electronically controlled Caterpillar 3516B-HD engines each rated
at 1,920kW at 1,600RPM and Schottel SRP 1515 CP azimuthing props. Tug measures
32.0m in length, 11.60m in width, 5.36m in depth. The newbuilding Robert Allan Ltd.
Rampart 3200 class tug is classed Bureau Veritas 1 + Hull Mach Salvage Escort Tug
FiFi 1 AUT-UMS Unrestricted Navigation. Two 1,500m3/h fire pumps driven off the
front of each main engine supply the 1,200m3/h foam / water monitors.

In March, Venezuela’s Instituto Nacional de Espacios Acuáticos (INEA) took delivery of the two new Damen
designed tugs, “Venceremos” and “Revolucion” built at the Dutch owned Damex shipyard in Santiago de Cuba. The 85’
“Venceremos” is powered by a pair of 1,750HP main engines and the 72’ “Revolucion” powered by two 1,360HP
engines. According to official Cuban media reports the two tugs, purchased under the Bolivarian Alliance for the
Americas (ALBA) trade and integration agreement, be used in Venezuelan port of Puerto Cabello. A third tug is
reportedly under negotiation.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

                                        The World Steel Association released its short range outlook for 2010 and
                                        2011. Worldsteel forecasts that apparent steel use will increase by 10.7% to
                                        1,241 million mt in 2010 after contracting by -6.7% in ‘09. This represents an
                                        improved figure over the Autumn ‘09 forecast for both 2009 and 2010. With
                                        these projections, world steel demand in 2010 will exceed pre-crisis levels of
                                        2007. In 2011, it is forecast that world steel demand will grow by 5.3% to reach a
                                        historical high of 1,306 mmt. Worldsteel believes that the resilience of the
                                        emerging economies, especially China, has been the critical factor enabling the
                                        earlier than expected recovery of world steel demand. The worldsteel Economics
                                        Committee met in Beijing in March 2010 and its deliberations took place before
                                        impact of increase in raw material prices could be fully considered.

The risk of increased volatility of raw material prices remains a major concern to the steel industry and its customers.
Commenting, Daniel Novegil, Chairman of the worldsteel Economics Committee said, “The general picture is an
improvement on the forecast we issued in October last year. The world steel industry now seems firmly set on a path to
recovery. The emerging economies, who in total maintained positive growth through the crisis, will continue to show
strong growth, driving world steel demand in the future, however the current recovery in the major developed
economies is slower and the projected steel demand for them in 2011 is well below the 2007 level.” “The recovery is
not only earlier but also stronger than expected. It was driven in large part by government stimulus packages and
recent inventory restocking. The real concern will be how post-crisis macroeconomic policies deal with fiscal balancing
and inflationary pressures.” Daniel Novegil concluded.

China’s apparent steel use in 2010 is expected to increase by 6.7% to 579 mmt after the
impressive increase of 24.8% in 2009. The pace of economic growth and steel production
seen in the 1st quarter of 2010 suggests that apparent steel use could be even higher than
this forecast. In 2011, the growth rate will slow to 2.8%, which will bring China’s apparent
steel use to 595 mmt. In 2011, China will account for 45.5% of world apparent steel use,
compared to 48.4% in 2009. India’s steel demand maintained stable growth during the
crisis and is expected to grow by 13.9% and 13.7% in 2010 and 2011 respectively, after
7.7% in 2009. In 2011, India’s apparent steel use will reach 71.6 mmt. In the NAFTA
region, apparent steel use in the US fell by -41.6% in 2009 and recorded 57.4 mmt. With
the recovery in the US economy and stock rebuilding, apparent steel use is expected to
grow by 26.5% in 2010 and then 7.5% to 78.1 mmt in 2011, bringing its apparent steel use
back to the level of 1991. For NAFTA, the level of apparent steel use that is expected in
2011 is similar to that of 1993. The EU economies have seen a fall in apparent steel use of
-35.2% in 2009 with Spain and Italy hardest hit by the collapse of their construction sectors. In 2010, the region will see
an increase of 13.7% in steel demand due to inventory rebuilding and a slight increase in real steel use. In 2011, real
demand will drive the recovery and apparent steel use is expected to grow by 7.9% to reach 145.2 mmt, bringing it
back to the level of 1997. Japan, which experienced a fall in apparent steel use of -31.7% in 2009, will see its steel use
increase by 10.3% in 2010, but in 2011, its steel demand is expected to stagnate with -0.2% growth due to weakening
of its major steel using sectors. This brings Japan’s apparent steel use in 2011 to 58.6 mmt, the level achieved in 1983.
The CIS region was another major victim of the economic crisis due to its heavy dependence on oil revenue and
foreign capital. Apparent steel use in the region fell -28.2% in 2009 with a fall of -41.9% in Ukraine. In 2010, apparent
steel use in the CIS region will grow by 11% and then by 8% in 2011. Turkey, which experienced a -9.4% decline in
apparent steel use in 2009, will see an increase of above 13% in 2009 and 2010. The MENA region continued to record
positive growth in steel use in 2009 despite significant falls in UAE and Saudi Arabia. The region’s better than average
performance, despite the decline in the oil price, is attributable to the strength of Egypt and Iran. The region will
maintain relatively resilient growth in 2010 and 2011 with apparent steel use reaching 68.2 mmt in 2011. (Photo Credit:

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
Lake Oswego, Oregon’s Greenbrier Companies’ revenues for their second
quarter ended February 28, 2010 were $200.0 million, down from $287.1
million in the prior year's second quarter. Net loss was $4.8 million compared
to a net loss of $7.5 million in the prior year's second quarter. New railcar
deliveries in second quarter 2010 were 800 units, compared to 1,300 units in
second quarter ‘09, but Greenbrier anticipates restarting new railcar production
at its Concarril facility in Sahagun, Mexico in the fourth quarter due to
increased demand. Marine backlog at the Gunderson unit was $90 million as
      th                                                      th
of 28 February 2010, compared to $175 million as of 28 February 2009. On
27 February, Gunderston launched the new 485’ x 90’ x 34.8’ ocean dry
cargo barge “EMI 2400” for Express Marine, Inc. of Camden, New Jersey. The 24,000dwt barge is expected to depart
                                                                 the West Coast about 10 June for the U.S. Northeast, with
                                                                 Marcon actively soliciting cargoes for the delivery voyage.
                                                                 William A. Furman, president and CEO of Greenbrier, said,
                                                                 "As anticipated, the second quarter was weaker than our
                                                                 first quarter. Similar to prior years, we expect that the
                                                                 second half of the year will be significantly stronger than the
                                                                 first half." Furman added, "We are currently experiencing
                                                                 early signs of increased activity and demand in all of our
                                                                 business segments. While overall visibility remains limited,
                                                                 we are seeing improvements in railcar loadings, declining
railroad velocity, and declines in the quantity of railcars in storage. Assuming these trends continue, we anticipate a
positive impact on each of our business segments in the second half of 2010." Furman concluded, "We are cautiously
optimistic that the macro economy has begun a modest recovery. Regardless of the path this recovery takes, we
remain focused on several key objectives in 2010. These include improving the operational efficiency of our facilities
while maintaining the flexibility to respond to market demand. Further, we will continue to manage for cash flow and
liquidity, and will work to fully leverage our integrated business model. With these objectives in mind, we believe we are
well positioned to capture new opportunities as economic conditions improve." Based on current industry trends,
Greenbrier expects business visibility in fiscal 2010 to remain limited. Management continues to anticipate that
revenues will be lower in 2010 compared to ‘09. Similar to previous years, financial results for the second half of the
year are anticipated to be significantly stronger than the first half. While the outlook remains cautious in the near term,
Greenbrier continues to be optimistic about the long-term fundamentals that support rail and marine transportation.

Trinity Industries of Dallas, Texas’ revenues for first quarter 2010 were $454.0 million compared with revenues of
$793.5 million for the ’09 quarter. “We were encouraged during the first quarter by the orders we received in our rail,
barge, and structural wind towers businesses that increased their backlogs since year-end, as well as the continued
improvement in the utilization of our railcar lease fleet,” said Timothy R. Wallace, Trinity's Chairman, CEO, and
President. Revenues for the Inland Barge Group were $97.4 million for first quarter 2010, compared to $157.0 million
the first quarter of ‘09. Operating profit for the Inland Barge Group in the first quarter of 2010 was $17.8 million,
compared to $38.9 million. Inland Barge Group received orders worth approx. $140 million during first quarter 2010 and
had a backlog of approx. $360 million as of March 31, 2010 compared to approx. $319 million at December 31, 2009.

                                       STX Europe officially launched its shipyard in Vung Tau on April 28th, 2010, in
                                       connection with the naming of the grand new first vessel. With the investment in
                                       excess of 30 million dollars, located in the heart of Vietnam's growing offshore
                                       operations, the new yard in Vung Tau will strengthen STX`s ability to serve
                                       international customers in the region. Speaking at the launch, Mr. Knut Ola
                                       Tverdal, Chairman of STX Vietnam Offshore Ltd. says “The establishment of the
                                       shipyard and the building of the first vessel were completed ahead of schedule at a
record speed. We started early in January 2007 and I am very pleased to see the result from the Vietnam team who
has managed a challenging project of building a vessel and simultaneously having the yard constructed.” The first
vessel, “Skandi Emerald”, is the first in a series of six advanced 16,000HP AHTSs. “Skandi Emerald”, owned by Aker
DOF Deepwater, will be servicing anchor handling operations and transport general cargo for the offshore industry. At
full operation, STX Vietnam Offshore can reportedly reach a capacity of four medium size vessels per year.

                             Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

The two oldest ATB systems in the world are joined now to provide sales, service and support in the United States for
the ATB systems manufactured by Taisei Engineering of Japan. Since 1972 Taisei Engineering has sold 245 ATB
units worldwide, more than all other ATB manufacturers in the world combined. Their ATB systems are divided into two
series --- 2-pin supporting articulate connection Articouple, similar to those manufactured in the United States, and 3-
pin supporting rigid connection Triofix --- and, though the latter series Triofix is not found in the United States for the
moment, this series, combined with a special hull-design technique developed by Mr. Yamaguchi of Taisei, can realize
much higher speed with smaller engine power with less emission and is expected to make economical contribution to
the ATB operators and ecological contribution to the society at the same time. Mr. Yamaguchi and Richard and Robert
Bludworth were both early pioneers of ocean ATB pushing systems, both starting on opposite sides of the world
developing their designs in the 1960s. Articouple and Trioflex ATB systems are now available with full service support
in the USA by Richard Bludworth and John Cook and their respective organizations Bludworth Marine LLC and
Bludworth Cook Marine Inc.

The Articouple-coupler for 2-point supported articulate connection is simpler in
construction and the wave-excited load acting on the coupler is generally smaller,
and, as the result, the cost is lower. However, it permits free pitching of the pusher
relative to the barge and, accordingly, needs some wider clearance between their
hulls to avoid hitting of the pusher's stem against the wall of stern notch of the
barge. This wide clearance causes heavy eddies which will increase resistance and
affect the running speed seriously. The generation of eddies in the barge stern is the
very reason why the speed of the pusher-barge train is unexceptionally lower than
the speed of a conventional ship of same loading and same engine power. In
addition, the pusher swung by the oscillating barge is subjected to heavy pitching
and, as the result, the articulately connected pusher cannot be a ship comfortable to
the crew on board.

                                           On the contrary, the rigid connection by Triofix 3-point supporting coupler
                                           does not permit any relative motion of the pusher and the clearance between
                                           two hulls can be reduced to the minimum to lower the eddy resistance
                                           remarkably. Therefore, the 3-pin supported rigid connection involves a
                                           possibility of getting a much higher propulsive performance - speed - than the
                                           2-pin supported articulate connection, and this is important particularly when
                                           higher speed is desired in longer routes. Further, absence of relative pitching
                                           assures a same comfortableness to the crew on board as a conventional self-
                                           propelled ship. But, on the other hand, the Triofix-coupler has a greater
                                           number of components and the wave-excited load acting on the coupler is
generally larger and, as the results, the cost is somewhat higher. In addition, the barge with
rigidly connected pusher must have a greater longitudinal strength than a barge with
articulately connected pusher, because the former, in combination with the pusher, will move
as a single body in waves. Thus, the rigidly connected pusher-barge train having a better
operational performance is somewhat more expensive in building cost inevitably. But, if an
excellent propulsive performance can be realized through adopting good hull forms, the
engine power required for getting a same speed can be reduced or a higher speed can be
got with a same engine power, and such an excess performance is often more than
sufficient to cover the difference of the building cost. When running in waves, the characters
of wave-excited loads are much different between 2-pin supported articulate connection and
3-pin supported rigid connection, and the coupler constructions should be adapted to such
different characters of the loads. Further, the coupler load varies with the longitudinal
position of the coupler main bodies on the pusher hull. In 2-point supported articulate
connection, if the coupler position is moved aft to get near amidships, the longitudinal load
component will decrease and the vertical component will increase, and the pitching angle will increase as the coupler
position approaches amidships --- nearer to the centre of gravity. Therefore, 100% advantage is not probable. In 3-pin
supported rigid connection, somewhat similar variations of coupler loads occur.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
                                                       Wärtsilä received several orders for propulsion systems from
                                                       Russia. The most recent contracts include repeat orders for
                                                       integrated electro-propulsion packages for new state-owned
                                                       Multipurpose Salvage Vessels, part of a national program to
                                                       develop Russia’s transportation system over the next five years.
                                                       Last year, Wärtsilä was contracted to deliver an integrated
                                                       electro-propulsion package for a state-owned Multipurpose
                                                       Salvage Vessel being built at Nevsky Shipyard in Schlisselburg,
                                                       close to St Petersburg. Wärtsilä has now received repeat orders
                                                       for similar propulsion packages for two more identical MPSVs.
                                                       The newbuildings were contracted by Nevsky Shipyard in
                                                       accordance with an order placed by Federal State Enterprise
                                                       “Gosmorspassluzhba”. The design was developed by the
Marine Engineering Bureau – Design – SPB and the ships are being built to Russian Maritime Register of Shipping
class. They will have an overall length of 73m, beam of 16.6m and draught of 4.5m. With a service speed of 15kn, oil
recovery capacity of 766cbm and bollard pull of 70 tonnes, they will be used for marine pollution control, salvage and
diving ops, offshore standby & rescue services. Delivery of the first MPSV is scheduled for November 2010. Wärtsilä’s
scope of supply for each MPSV includes four Wärtsilä 20 generating sets, each with an output of 1,370kW, and
medium-voltage electric propulsion (main generators, electric motors, frequency converters, PMS).

Wärtsilä and ABB Turbo Systems are co-operating in a joint program for a new application of two-stage turbo-
charging on large diesel engines. Advanced engine technology, together with two-stage turbo-charging, offers
significant advantages in fuel consumption and emissions. Wärtsilä is focusing on developing advanced engine
technology, which with the turbocharger, is able to reach the highest possible performance and become a cost-effective
commercial solution. ABB Turbo Systems is delivering the turbo-charging technology with defined performance in
terms of airflow, pressure ratios and efficiency. In the design, two turbochargers are arranged in series to generate
increased air pressure, airflow and a superior turbo-charging effect. This results in an efficiency rating of up to 76%,
which is extremely high. Increased air pressure, combined with advanced engine technology, improves engine output
and power density by up to 10%. At the same time, both fuel consumption and CO2 emissions are reduced. Further
emissions reduction can be achieved with additional engine systems or by use of exhaust gas after-treatment. A
precise combination of fuel consumption levels and reductions in CO2 and NOx emissions can be selected through
detailed systems configuration. Intelligent engine control allows optimum operation of advanced engine design over the
load range, and a significant reduction in NOx emissions can be reached. At high altitudes, 2-stage turbo-charging
guarantees engine operational performance by compensating for reduced air density. Significant reductions in fuel
consumption and emissions are the result of extensive testing of the system on the Wärtsilä engine. Wärtsilä and ABB
Turbo Systems are planning to initiate a major pilot project with a customer in the near future. Another driving factor in
development work has been to significantly lower lifecycle costs, and this target has been met. So too has the goal of
lowering NOx emissions. "The conceptual design for the new power plant engine began three years ago," says Mikael
Troberg , Director of Wärtsilä Testing & Performance. "Testing of the concept, and verification of the technology, has
been successfully carried out using four-stroke Wärtsilä 20 and Wärtsilä 32 engines. We see this technology as being a
key for the next generation of Wärtsilä emissions-friendly engines. The technology has been developed for the four-
stroke portfolio, in both marine and power plant applications. The next logical step is the two-stroke engine family for
large vessels, typically as single engine installations." Emissions control plays an increasingly important role today, and
in particular reducing CO2 and NOx levels is high on the agenda. Today’s market is demanding environmentally sound
solutions with competitive lifetime costs. This need continues to pave the way for the introduction of new technologies.

Wärtsilä’s net sales for first quarter 2010 decreased 26% to EUR 922 million (1,241) and order intake fell 8% to EUR
881 million (958). Ole Johansson, President & CEO comments “Our operating environment continues to be demanding.
We see signs of gradual recovery in the global economy, and believe that the lowest point in market demand has been
reached. Yet the shipping industry is far from stable, and the timing and strength of the recovery remains uncertain.
With the Power Plants and Services markets continuing to be healthy, and having initiated restructuring measures to
improve our efficiency and competitiveness in the changing shipping market, we reiterate our prospects for 2010.” Due
to the weakness of the shipbuilding sector Wärtsilä expects net sales to decline by 10-20% in 2010.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Caterpillar, Inc. has increased their 2010 Outlook for sales & revenues and profit. “Economic conditions are definitely
improving, particularly in the world’s developing economies. Industry activity and orders are significantly higher than last
year and are at record levels in some areas. As a result, we are hard at work ramping up production to meet increasing
demand from customers,” said Chairman and CEO Officer Jim Owens. “Despite the recession in 2009, we continued to
invest in our facilities throughout the world, and those investments will position us for success as global growth
continues. We are also seeing strong order activity related to mining and energy, and that should be very positive for
our U.S. exports as the year unfolds,” Owens added. First-quarter profit was $233 million compared with a loss of $112
million in the first quarter of 2009. The improvement in profit was a result of lower manufacturing costs, the absence of
redundancy costs and favorable price realization. “The main driver behind our improved outlook is robust growth in
Asia/Pacific and Latin America and continued improvement in mining and energy globally,” Owens said. “We are
increasing production schedules and expect sales to improve as we move through 2010. We remain highly focused on
execution—the deployment of the Caterpillar Production System using ‘6 Sigma’, tight cost management, efficiently
ramping up production and preparing for Environmental Protection Agency (EPA) Tier 4 emission requirements. We
expect to continue to add employees around the world to support growth and in the United States to support growing
exports. We are confident in the ability of the entire Caterpillar team—our suppliers, employees and dealers—to work
together to meet growing customer demand,” Owens said. First-quarter sales and revenues of $8.238 billion were 11%
lower than the first quarter of 2009. Machinery sales decreased 1%.

Global engine sales were $2.289 billion, a decrease of $879 million, or 28%, from the first quarter of 2009. In North
America, engine sales decreased $298 million, or 28%. Sales for petroleum applications decreased 54%, primarily due
to a decrease in sales of engines used for gas compression and drilling as well as lower turbine sales. Sales for both
reciprocating engines and turbines for electric power applications decreased 40% due to weak economic conditions.
Sales for industrial applications decreased 18% based on substantially lower demand in construction and agricultural
applications. Latin American sales decreased $70 million, or 26%. Sales for petroleum applications decreased 48%
due to lower turbine sales and a slowdown in demand for production power
applications. Sales of electric power applications increased 9% due to modest
industry demand improvement compared with a very weak first quarter in
2009. Engine sales decreased $417 million, or 34%, in Europe, Africa, the
Middle East (EAME) and the Commonwealth of Independent States as sales
for electric power applications decreased 37% due to weak economic
conditions, dealer efforts to reduce inventory and lower turbine sales. Sales for
EAME petroleum applications decreased 43% primarily due to a slowdown in
demand for engines used in production applications and land-based drilling as
well as lower turbine sales. Sales for marine applications decreased 31% due
to weak economic conditions. Sales for industrial applications decreased 15% due to lower demand in construction and
agricultural applications. The relative bright-spot was in the Asia/Pacific region where engine sales decreased $94
million, or 15%. Sales for electric power applications decreased 25% primarily due to reduced demand throughout the
region and fewer projects in India, Australia and New Zealand. Sales for marine applications decreased 16% due to
weak industry demand, partially offset by strong sales for workboat and general cargo vessels. Sales for industrial
applications increased 60% primarily due to increased demand from Original Equipment Manufacturers.

Worldwide economic conditions began to improve in mid-2009, and recent surveys and economic reports indicate the
pace of recovery is accelerating. Caterpillar expect that strong recovery in developing countries will lead to world
economic growth of about 3.5% this year. Key credit spreads are near normal and in ranges consistent with past
recoveries. Loan surveys indicate banks in the major developed economies have begun, or are close to, easing tight
credit standards. Credit demand remains weak in developed economies because businesses have relied on cash flows
to finance initial recoveries in investment or have not yet increased investments. Limited data suggest increased credit
growth in developing economies; bank lending in Brazil and China has been increasing at double-digit percentage
rates. A few countries tightened economic policies but others further lowered interest rates. Overall, economic policies
remain some of the most accommodative in history and should support stronger future growth. By the end of the first
quarter, most metals prices were within 20% of their record highs. This recovery, occurring while industrial production in
most countries was well below past peaks, indicates a need for the metals mining industry to increase production and
capacity. Caterpillar expects copper will average about $3.25 per pound this year. Most energy prices have recovered
over the past year, and a stronger world economy should extend this recovery throughout 2010. Caterpillar assumes
that West Texas intermediate crude oil will average almost $85/bbl this year, and Central Appalachian coal prices will
average more than $55/ton. Both prices should encourage increased production.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
 Developing economies should grow more than 6% this year, benefiting from growth-oriented economic policies, a
  recovery in world trade and favorable commodity prices. Inflation in Asian developing economies appears high enough
  to concern central bankers. Caterpillar expects many countries will tighten monetary policies this year but that interest
  rates will remain well below ‘08 peaks. The Asia/Pacific regional economy should grow more than 7.5% this year.
  China’s loan growth has been above 20%, and property price increases reached 2-year highs. Caterpillar anticipates
  the central bank will slow loan growth into a more normal 15 to 20% range as it becomes more confident the worldwide
  economic recovery is well established. Gradual tightening should allow economic growth in China to average 10.5%
  this year, which would be the fastest growth since ‘07. Major Latin American economies had 6% or higher growth rates
  in fourth quarter ‘09, and early data suggest a strong start to 2010. While central banks likely will increase interest rates
  from record lows, the regional economy should grow at least 4% this year. Construction should increase even faster.
The economies of Africa/Middle East and the CIS should each grow about 4% this year, benefiting from higher metals
  and energy prices. In addition, much lower interest rates than a year earlier in South Africa, Turkey and Russia should
  boost construction. Caterpillar expects developing economies will be able to sustain rapid economic growth this year.

Recoveries in developed economies started slowly, but recent data suggest growth should improve throughout 2010.
 However, Caterpillar expects developed economies in total to grow slightly less than 2.5%, not enough to recoup output
 lost in 2009. In the United States, recent data—manufacturing and nonmanufacturing surveys, retail sales and
 employment—suggest that U.S. economic activity is increasing. Caterpillar’s forecast is for 3.5% economic growth in
                                                   the United States this year. U.S. housing construction got off to a
                                                   disappointing start this year; however, the supply of new homes, either
                                                   under construction or awaiting sale, continues to shrink. Housing
                                                   affordability is near a record high, and an expected recovery in
                                                   employment should revive depressed household formations. Caterpillar
                                                   projects housing starts should average close to 800,000 units this year.
                                                  U.S. nonresidential building construction should decline this year, but
                                                   highway contracting is already rebounding and should be up in 2010.
                                                   Most U.S. mining sectors are in recovery, and output should increase
                                                   this year in response to favorable prices. However, difficulties in
                                                   securing permits could hamper coal production. Caterpillar expects the
                                                   strengthening economy will prompt the U.S. Federal Reserve Bank to
                                                   start withdrawing stimulus in the last half of the year. The Fed Funds
                                                   rate is expected to end the year at 1%. The euro-zone economy grew at
                                                   a slow 0.9% rate in the last half of 2009, but recent surveys suggest
 modest strengthening. Caterpillar’s forecast is that the economy will grow close to 1.5% this year, one of the weakest
 performances in the world. Even though inflation has been below target and unemployment is at a record high, CAT
 expects the European Central Bank will raise interest rates in the last half of 2010 in response to somewhat better
 economic growth. Its target rate is expected to increase by 75 basis points to 1.75%. The Bank of Japan increased
 liquidity in the banking system, and banks eased credit standards. Industrial production increased 31% over the past
 year, recouping more than half of the loss sustained in the worldwide economic recession. Caterpillar assumes interest
 rates will remain near zero this year, and the Japanese economy will grow more than 2%. Caterpillar’s major concern is
 that central banks in the developed economies will be premature in withdrawing stimulus, causing another downturn.
 However, with the year almost one-third finished and no significant actions yet taken, we view the risk of a downturn
 starting this year as low. In addition, high unemployment may limit central banks’ decisions to tighten policies.

Caterpillar is forecasting 2010 sales and revenues to be in a range of $38 to $42 billion. The previous range was an
increase of 10 to 25% from 2009 ($35.6 to $40.5 billion). Improvement from the previous outlook is a result of
improving expectations in Asia/Pacific and Latin America, for mining in most regions of the world and for turbines used
in oil and gas and electric power applications. Key elements of the outlook for 2010 include: At the midpoint of the
revised 2010 sales and revenues range, Caterpillar expect little change in dealer inventories. In 2009, dealers reduced
inventories of new Caterpillar machines and engines by nearly $4 billion. The absence of this reduction will result in
higher sales for Caterpillar in 2010. Robust economic improvement in the developing economies of Asia/Pacific and
Latin America is improving construction spending and increasing end-user demand for Machinery. Growth in the world
economy is driving improved demand for commodities. Higher demand coupled with favorable commodity prices
should be positive for mining-related sales in 2010. Mining-related order activity has remained robust, and Caterpillar
expects to increase production and sales as the year progresses. W hile Machinery sales are expected to increase in
2010, at the midpoint of the outlook range, Engines sales are expected to be about flat. R&D expense is expected to
increase about 25%, primarily to support product development programs related to EPA Tier 4 emissions requirements.

                             Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
Cummins Inc. reported higher sales and improved profits in the first quarter compared to the
same period in ‘09. Gains came on the strength of Cummins’ performance in key international
markets, and cost reductions and productivity gains in manufacturing facilities. Sales of $2.48
billion rose 2% from $2.44 billion in first quarter ‘09, as growth in Cummins’ Components and
Distribution segments slightly more than offset declines in Engine and Power Generation
segments. Net income increased to $149 million from $7 million during the same period in ‘09.
Compared to the fourth quarter ‘09, sales were down 27% due to lower demand in North
America, but EBIT remained strong at 10.7% of sales, compared to the 11.4% reported last quarter, which excluded
restructuring charges. Three of Cummins’ four business segments reported improved profits compared to first quarter
‘09, with only the later-cycle Power Generation business reporting a decline. Cummins’ operational improvements were
most evident in the Engine and Components segments, where gross margins and EBIT improved significantly, while
the Distribution segment continued its strong performance. Engine Sales were $1.42 billion, down 5%, as total on-
highway sales decreased 13% and Industrial sales increased 24%. Construction sales increased 62%; marine engine
sales increased 13%; mining sales increased 28%; oil and gas sales fell 80%. “Our strength in large developing
markets such as China, India and Brazil has given us a significant boost as those economies have continued to recover
from the recession more quickly than other regions,” said Chairman and CEO Tim Solso. Based on first quarter results
and its forecast for the remainder of the year, Cummins increased its sales and EBIT guidance for 2010. Cummins now
expects sales to be $12 billion and to earn an EBIT margin of 10% of sales. Cummins benefitted from stronger demand
in China, India and Brazil as those countries continue recovery from the recession in 2009. Demand for trucks,
construction, mining and distributed power generation equipment strengthened in all three countries – as well as with
European OEM customers that export to China, India and the Middle East, and is expected to continue through 2010.
Cummins reported weaker demand in North America with medium-duty truck and bus, and heavy-duty engine
shipments declining 80% from the same period a year ago – and by approx. 90% from fourth quarter last year. Demand
in the North American on-highway engine markets is expected to remain weak through the end of the second quarter,
before gradually improving the second half of 2010. Joint venture income more than doubled year-over-year to $76
million in the first quarter, largely on increased volume at engine joint ventures in China and India. Cummins expects to
generate positive cash flow in 2010 and is forecasting capital spending of approx. $400 million for the year, an increase
of nearly 30% from ‘09, to fund projects critical to long-term growth.

The U.S. Department of Transportation’s Maritime Administration awarded $14.7 million in grants to help improve
17 small shipyards in 16 states. The funds will help these shipyards become more competitive by purchasing modern
equipment and training workers. “These grants will help modernize small shipyards and strengthen our economy by
making sure we maintain the ability to build and repair ships in the United States,” said U.S. Transportation Secretary
Ray LaHood. “Small shipyards are an important part of our nation’s shipbuilding industry,” said David Matsuda, Acting
Maritime Administrator. “Shipyards on both coasts, the Great Lakes and our inland waterways will be able to increase
productivity and be more competitive as a result of these grants.” The grants, which are part of the Assistance to Small
Shipyards program, will go to shipyards around the country that provide essential services to commercial and
government ships. MARAD received over 160 grant applications requesting $180 million in assistance. The grants
support a vital segment of the America’s maritime economy and promote long-term job creation and retention
opportunities. The following shipyards will receive grants for equipment: Boothbay Harbor Shipyard (Boothbay
Harbor, ME) $360,900 for new wider cradle for 750 ton marine railway; C&G Boat Works (Mobile, AL) $1,199,122 for
new 220 ton crawler crane; Caddell Dry Dock & Repair (Staten Island, NY) $1,162,636 to refurbish drydock;
Chesapeake Shipbuilding (Salisbury, MD) $519,098 for improvements to doors, heaters and air & gas distribution
systems; Detyens Shipyards (Charleston, SC) $922,393 for new tower crane, hydro-blast units & overhead shop
cranes; Diversified Marine Tech (Tampa, FL) $644,425 for 90-ton crane & modification of barge for crane use; Earl
Industries (Portsmouth, VA) $923,496 for laser cutter & two 5-ton bridge cranes; Fraser Shipyards (Superior, WI)
$257,990 for cutting machine & welding equipment; Gulf Craft (Patterson, LA) $1,760,065 for 500-ton travelift crane;
JB Marine Services (St. Louis, MO) $195,000 for bridge crane, ironworker, steel shear & forklift; Marisco (Kapolei, HI)
$1,079,224 for cranes, forklifts, welding machines, compressors & dust collector; Puglia Engineering (Bellingham,
WA) $1,333,267 for floating drydock enhancements, 80-ton rough terrain crane &coating equipment; Sause Bros. dba
Southern Oregon Marine (Coos Bay, OR) $173,749 for water blast system, sandblasting machine & big top shelter;
Southwest Shipyard (Channelview, TX) $1,602,870 for panel line; Thames Shipyard & Repair (New London, CT)
$1,446,000 to widen & lengthen drydock; United States Marine (Gulfport, MS) $476,670 for epoxy oven, composite
freezer & CNC material cutter; and Pacific Fishermen Shipyard & Electric (Seattle, WA) $643,095 for worker training
program, sand blast paint and booths, sand blast grit recovery systems, man lifts and 15-ton crane.
                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

As of 1 May 2010, MarineLog and Tim Colton reported 38 tugs on the order books in the U.S. down 10 from the 48
being built in February 2010.

      Shipbuilder           Location         Type l           Customer          Pennant   Yard #         Name         Description Delivery
 Bollinger Shipyards     Amelia LA        Ocean Tug     Crowley Maritime                           Ocean Wave          10,880 hp   3Q-11
 Bollinger Shipyards     Amelia LA        Ocean Tug     Crowley Maritime                           Ocean Wind          10,880 hp   1Q-12
 C. & G. Boat Works      Bayou La Batre   Tug           Crescent Towing                    116     Lisa Cooper                      2010
 C. & G. Boat Works      Bayou La Batre   Tug           Crescent Towing                    117                                      2010
 C. & G. Boat Works      Bayou La Batre   Tug           Crescent Towing                    118                                      2010
 Chesapeake Shipbldg. Salisbury MD        Tug           Vane Brothers                      94      Quantico Creek      3,000-hp     2010
 Chesapeake Shipbldg. Salisbury MD        Tug           Vane Brothers                      95                          3,000-hp     2010
 Chesapeake Shipbldg. Salisbury MD        Tug           Vane Brothers                      96                          3,000-hp     2011
 Colle Shipyard          Pascagoula MS    Tug           Signet Maritime                    105     Signet Weatherly    3,200-hp    Mar-11
 Dakota Creek Ind.       Anacortes WA     ATB Tug       Crowley Marine                             Legacy              16,320 hp   Nov-11
 Dakota Creek Ind.       Anacortes WA     ATB Tug       Crowley Marine                             Legend              16,320 hp   Jun-12
 Dakota Creek Ind.       Anacortes WA     ATB Tug       Crowley Marine                             Liberty             16,320 hp   Mar-13
 Derecktor Connecticut   Bridgeport CT    Escort Tug    Boston Towing                                                               2010
 Eastern Shipbldg.       Panama City FL   AHT           Harvey Gulf Marine                 884     Harvey Carrier       260 ft.    Jun-10
 Eastern Shipbldg.       Panama City FL   Tug           E. N. Bisso                                Beverly B             96 ft.    Sep-10
 Eastern Shipbldg.       Panama City FL   Tug           E. N. Bisso                                Elizabeth B           96 ft.    Dec-10
 Great Lakes Towing      Cleveland OH     Harbor Tug    Tugz International                                             2,800-hp     2009
 Main Iron Works         Houma LA         Tractor Tug   Bisso Towboat                                                  4,000 hp    Dec-10
 Martinac Shipbldg.      Tacoma WA        Tug           Pacific Tugboat Svcs.   YT 802             Valiant             3,620-hp     2010
 Martinac Shipbldg.      Tacoma WA        Tug           Pacific Tugboat Svcs.   YT 803             Reliant             3,620-hp     2010
 Martinac Shipbldg.      Tacoma WA        Tug           Pacific Tugboat Svcs.   YT 804                                 3,620-hp     2010
 Martinac Shipbldg.      Tacoma WA        Tug           Pacific Tugboat Svcs.   YT 805                                 3,620-hp     2010
 Nichols Bros. Boat      Freeland WA      Tractor Tug   Bay Delta Towing                   166                                      2010
 Raymond & Assoc.        Bayou La Batre   Tug           North Bank Towing                                              6,000 hp     2010
 Raymond & Assoc.        Bayou La Batre   Tug           North Bank Towing                                              6,000 hp     2010
 Thoma-Sea Shipbldrs. Lockport LA         Tug           Penn Maritime                      111                         4,000-hp     2010
 Trinity Offshore        Gulfport MS      Escort Tug    Colle Maritime                                                 6,800 hp     2011
 Trinity Offshore        Gulfport MS      Escort Tug    Colle Maritime                                                 6,800 hp     2012
 VT Halter Marine        Pascagoula MS    ATB Tug       Crowley Marine                    1983     Innovation          9,280 hp    1H 10
 VT Halter Marine        Pascagoula MS    ATB Tug       Crowley Marine                    1984     Vision              9,280 hp    2H 10
 VT Halter Marine        Pascagoula MS    ATB Tug (C)   OSG America                                OSG Horizon                     Jun-10
 VT Halter Marine        Pascagoula MS    ATB Tug       OSG America                                                    8,000 hp    Jun-11
 VT Halter Marine        Pascagoula MS    ATB Tug       OSG America                                                    8,000 hp    Sep-11
 Washburn & Doughty      East Boothbay    Tug           Moran Towing                       97      Lizzie B. Moran     5,100 hp     2010
 Washburn & Doughty      East Boothbay    Tug           Moran Towing                       98      Mary Ann Moran      5,100 hp     2010
 Washburn & Doughty      East Boothbay    Tug           Suderman & Young                   99      Hercules            6,000 hp     2010
 Washburn & Doughty      East Boothbay    Tug           Bay-Houston Towing                 100     Tristan K           6,000 hp     2010
 Western Towboat         Seattle WA       Tug           Western Towboat                    17                          4,200 hp     2010

                               Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

The Economy and the Towing Industry
The economy drives trade and trade obviously drives shipping, which in its own right
can be one good indicator of the economic strength. A lot of reports are being written
about first quarter 2010’s trade statistics being better than in 2009. They definitely
are improving, but I have to admit though that I continue to look over my shoulder to
see if another shoe is going to drop. I am normally very optimistic – sometimes overly
so, but the underlying foundation to the global economy is still very fragile. Even
without any major unexpected events happening, we all will continue to face
challenging times through 2010 and into 2011. According to the International
Monetary Fund, a multispeed global recovery is under way, with some emerging
markets in the lead and major advanced economies growing more slowly. We are
starting to see return to easier global financial conditions and high commodity prices - a situation likely to be sustained
for some time but unlikely to be permanent. Against that external backdrop, recovery in Latin America and Caribbean
region overall is advancing faster than anticipated, but moving at different speeds across countries. IMF’s latest
“Regional Economic Outlook – Western Hemisphere” discusses varying policy challenges that different countries
face as the global recovery proceeds. (Full report can be downloaded from their website). The fragile recovery in most
advanced economies still depends on extraordinary policy stimulus. In the U.S., drag from the global crisis will linger, as
ongoing repair of balance sheets of households and the financial sector, coupled with continued weak labor markets,
keep demand growth low. Risks to U.S. growth outlook appear broadly balanced in 2010, but are tilted downwards in
2011 as the fiscal stimulus winds down. Interest rates of advanced economies will remain low for some time. With
global financial markets already having recovered an appetite for risk, many emerging market countries will be facing
low borrowing costs. At the same time, stronger growth of emerging market economies, particularly in Asia, will support
commodity prices. Higher growth is projected in many commodity exporting countries that are most integrated with
global financial markets. Elsewhere, the upswing is less vibrant, particularly where drag from the slow recovery in
advanced economies is protracted, as in tourism intensive economies. In some countries, slow projected growth
reflects bottlenecks and supply-side constraints, with trend output in some cases contracting.

                                  Extraordinary levels of fiscal and monetary stimulus are supporting a global recovery
                                  from the severe recession that followed the financial crisis. Fiscal expansions in major
                                  countries—averaging about 2% of GDP in ‘09 in advanced G20 countries, and about
                                  2½% of GDP in emerging G20 countries—launched in the first part of ‘09 began to have
                                  their full effects in the second half of 2010. With confidence improving and financial
                                  conditions easing, global trade and manufacturing production recovered strongly, and
                                  commodity prices rebounded since their nadir early ‘09. Commodity prices are projected
                                  to remain high in 2010–11 on limited excess capacity in the sector and on the strong
                                  cyclical position of some key emerging markets. At the same time, signs of a self-
                                  sustaining recovery in private demand in the major economies remain scant.
                                  Consumption growth generally remained muted into 2010. Investment activity started to
pick up in late 2009, but with financial intermediation not fully restored and excess capacity still high, prospects are poor
for a sustained investment boom that would lead the recovery. Advanced economies are expected to register 2%
growth in 2010, following a contraction of 3¼% in ‘09—the slow recovery showing the persistent drag from balance
sheet repairs and weak labor markets. Over the medium term, some permanent output loss is expected as the legacy
of the crisis. But an increasing number of emerging and developing countries are showing signs of strength in early
2010. During the recession, most of these countries avoided domestic financial instability and, where possible within
domestic constraints, deployed their own stimulus to support activity. From mid-‘09, growth in emerging and developing
countries has been spurred by the sharp turnaround in global trade, and some countries have benefited from the
recovery in global commodities prices, particularly for energy and metals. Emerging and developing economies are
anticipated to post 6% growth in 2010, up from about 2% in ‘09, led by strong growth in developing Asia.

Stimulus and the inventory cycle have propelled a recovery in U.S. economic activity. GDP rose by 5.6% (seasonally
adjusted annual rate) in the fourth quarter of ‘09, reflecting acceleration in investment and a slowdown in inventory
destocking (the latter of which contributed more than half of GDP growth). Labor market conditions have begun to
stabilize but remain grim. In March 2010, the unemployment rate stood at 9.7%—still 2% above levels a year ago, and
about 25-year highs. Long-term unemployment and labor underutilization remain close to historical highs.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

A weak labor market will continue to put a damper on the economy for the next couple of years. Nonfarm payroll
employment did rise by 290,000 in April, but the unemployment rate edged up to 9.9%, as the labor force increased
sharply with job gains occurring in manufacturing and professional & business services. In April, the number of
unemployed persons was 15.3 million, up from 15 million in March according to the U.S. Bureau of Labor Statistics..
The rate had been 9.7% for the first 3 months of this year. One reason for the increase was among the unemployed,
the number of reentrants to the labor force rose by 195,000. The number of long-term unemployed (jobless for 27
weeks & over) continued up over the month, reaching 6.7 million. In April,
45.9% of unemployed persons had been jobless for 27 weeks or more. Persons
employed part time for economic reasons (“involuntary part-time workers”) was
about unchanged at 9.2 million. These individuals work part time because their
hours had been cut or because they were unable to find a full-time job. About
2.4 million persons were “marginally attached” to the labor force, compared with
2.1 million a year earlier. These individuals were not in the labor force, wanted
and were available for work, and had looked for a job in the prior 12 months.
They were not counted as unemployed because they had not searched for work
in the 4 weeks preceding the survey. Among marginally attached, there were 1.2 million discouraged workers in April,
up by 457,000 from a year earlier. Discouraged workers are not currently looking for work because they believe no jobs
are available. Since December, nonfarm payroll employment has expanded by 573,000, with 483,000 jobs added in the
private sector. The vast majority of job growth occurred during the last 2 months. Since December, factory employment
has risen by 101,000. Over the month, gains occurred in several durable goods industries, including fabricated metals
(9,000) and machinery (7,000). Employment also grew in nondurable goods manufacturing (14,000). Mining added
7,000 jobs in April, with most of the increase in support activities for mining. Since last October, mining added 39,000
jobs. In April, construction employment edged up 14,000, following an increase of 26,000 in March. Over the month,
nonresidential building and heavy construction added 9,000 jobs each. Temporary help services continued to add jobs
(26,000). Employment in this industry has increased by 330,000 since September 2009 as many companies find it
cheaper to hire “temps” than full-time employees. Employment in transportation & warehousing fell by 20,000. In April,
the average workweek for all employees on private nonfarm payrolls increased by 0.1 hour. Average hourly earnings of
all employees in the private nonfarm sector increased by 1 cent. No wonder then production is up as the average U.S.
worker puts in an extra 0.1 hour per week for that 1 cent.

The U.S. civilian labor force was calculated at 154.72 million in April with 139.46 million employed, 15.26 million
unemployed and 82.61 million not in the labor force. While the official unemployment rate is at 9.9%, if you include the
9.15 million “involuntary part-time workers for economic reasons” and 1.2 million “discouraged workers” who gave up,
the U.S. still has about 25.61 million people, or 16.55% of the U.S. workforce, either unemployed or under-employed
(up from 16.3% last month and 14.8% in March 2009). One out of every six people over 16 years of age on the street
                                              may either be un- or under-employed, and this is just in the U.S. Many
                                              regions and countries report far worse figures. Unemployment is rising
                                              across most of Europe. As of March 2010, the Euro area (16 countries)
                                              reported an unemployment rate of 10%, the same as in February. The
                                              EU27 employment rate was 9.6%, also unchanged. Eurostat estimates
                                              that 23.13 million men and women in the EU27, of whom 15.808 million
                                              were in the Euro area, were unemployed in March 2010. Compared with
                                              February, the number of unemployed increased by 123 000 in the EU27
                                              and by 101 000 in the Euro area. Compared with March ‘09, unemployment
                                              went up by 2.546 million in the EU27 and by 1.389 million in the Euro area.
Among the Member States, the lowest unemployment rates were recorded in the Netherlands (4.1%) and Austria
(4.9%), and the highest rates in Latvia (22.3%) and Spain (19.1%). Countries like Greece, Estonia, Lithuania, Romania
and Turkey have not updated their rates since ‘09. Like the U.S., the European Commission considers an “unemployed
person” as someone not having actively sought employment at some time during the last four weeks. How many
“involuntary part-time workers for economic reasons” and “discouraged workers” are also not included in EU figures?
No wonder the IMF states in the latest “Regional Economic Outlook” that “a self-sustaining recovery in private
demand in the major economies remain scant. Consumption growth generally remained muted into 2010”. Southeast
Asia is seeing better numbers with Malaysia’s Department of Statistics reporting 3.6% unemployed for February,
Statistics Singapore reporting 2.2% in March, Thailand’s average for 2009 at 1.5% and dropping to an unbelievable
1% during the fourth quarter and China reporting 4.2% in March.
                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

After the sharpest decline in more than 70 years, world trade is set to improve in 2010 after a dismal 2009 by growing
9.5% according to World Trade Organization economists. Exports from developed economies are expected to
increase by 7.5% in volume over the course of the year while shipments from the rest of the world (including developing
economies and CIS) should rise by around 11% as the world emerges from recession. This strong expansion will help
recover some, but by no means all, of the ground lost in ‘09 when the global economic crisis sparked a 12.2%
contraction in the volume of global trade - the largest such decline since World War II. Should trade continue to expand
at its current pace, economists predict, it would take another year for trade volumes to surpass the peak level of ‘08.
There remain significant risks that the forecast could be over-optimistic, including the possibility of further increases in
oil prices, appreciation or depreciation of major currencies, and additional adverse developments in financial markets.

According to the “Journal of Commerce”, the number of laid-up container ships above 5,000TEU capacity has fallen
to its lowest level in over 14 months and is expected to fall below 20 by June from a peak of 82 in March 2009. Total
container traffic at the Port of Los Angeles for the first three months of 2010 was 1,648,677.55, up 7.94% over the
same period in 2009 (total CY 2009 TEU were down 14.03% over the previous year). Containers at the nearby Port of
Long Beach were also up 15.9% during the first quarter of 2010, while total dry bulk was off 11.9%, total petro/liquid
bulk down 2.4% and total general cargo improved by 18.6% driven mostly by vehicles being up 104.8% and offset by
steel / breakbulk down 37.9%. Seattle’s YTD total container through-put through March 2010 was up 35.2% over 2009,
while the Port of New York and New Jersey saw an increase of 9.6% in loaded TEUs.

The St. Lawrence Seaway began its 52nd navigation season on an upbeat note the last week of March, forecasting a
10% to 12% increase in tonnage for 2010. The tug / barge “MarineLink Explorer” owned by Upper Lakes Group was in
the midst of transiting the Welland Canal’s Lock 3 as the St. Lawrence Seaway Management Corp. declared the
navigation season open. “MarineLink Explorer” was originally the U.S. built, 3,000 tonne heavy-lift ship “John Henry”
with two 219 tonne heavy lift derricks. After being laid-up for many years, the vessel was re-activated as a barge, using
the pusher tug “Commodore Straits” for propulsion, but as she develops her unique market niche, there may be plans
to re-activate as a self-powered ship. Total Seaway cargo volume for
2009 amounted to 30.7 million tonnes, the lowest volume witnessed
since the early 1960s. The 25% decrease in cargo volume
compared to ‘08 is attributed to the depth of the recession, which
sharply curtailed movements of iron ore and steel on the waterway.
For 2010, the Seaway is projecting a rebound in tonnage volume to
34 million tonnes. “We do not harbor any illusions as to the
challenges that await us” noted Richard Corfe, SLSMC President
and CEO, speaking at the opening ceremonies. “While steel production is rebounding somewhat in 2010, we do not
anticipate iron ore and steel product volumes will regain their historic highs at any point in the near future. This
realization leads us to conclude that the Seaway must redouble its efforts to both retain its current users and diversify
its client base.” In a quest to retain current users and make Seaway transits more productive, the Seaway is testing
vessel transits at a deeper draft within existing channels. Utilizing advanced software, satellite navigation, and high
resolution charts of the channel bottom, some vessels are being permitted to transit at a draft of 26’9” on a trial basis.
By this means, vessels are able to carry more tonnage, further enhancing maritime transportation’s efficiency and low
carbon footprint. Recognizing that marine transportation plays an important but seldom understood role in Canada and
the U.S., the Seaway Corporations are joining with major players within the marine trade to raise awareness with
governments, media, and residents alike under the caption of “Marine Delivers”. The objective of “Marine Delivers” is to
ensure that issues related to marine transportation are viewed within a full and balanced context. Marine transportation
continues to be the most fuel efficient mode of transportation, having the lowest total greenhouse gas emissions per
tonne-mile. Combined with the opportunity to lessen congestion on crowded land routes, moving more cargo via the
marine highway provides a range of green dividends. From January to April 2010, the Seaway has seen an increase in
cargo shipped through the Seaway system, compared to the same period last year. Total cargo shipments are up 18%
to 3,654,000 tonnes in the first part of 2010. Of particular note is the 127% increase in iron ore shipments destined for
steel manufacturers in the Great Lakes’ region. "These numbers reflect the integral role that the marine shipping
industry plays in North America’s emerging economic recovery – especially in the manufacturing sector,” said Richard
Corfe, President and CEO of the St. Lawrence Seaway Management Corporation, operator of the Canadian portion of
the Seaway system. “It is apparent that the manufacturing industry is on the upswing and driving demand for
commodities such as iron ore to make steel, which in turn becomes consumer goods such as automobiles.”
                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

                             After Singapore’s PSA International Pte. Ltd. container through-put for 2009 represented
                             a decline of 9.9% over 2008, with PSA Singapore contributing 25.14 million TEUs (-13.1%)
                             and PSA terminals outside of Singapore handling 31.78 million TEUs (-7.1%), Singapore
                             container volumes improved 14.2% from 5.86 million to 6.69 million TEUs for the first three
                             months of the respective years……Container volumes and a revival in local steel and
chemicals production helped leading French cargo port Marseilles Fos to total
throughput of almost 21.5 million tonnes (MT) in the first quarter, a 3% increase on
January-March last year. Container volumes rose 17% to 245,029TEU, marked by a
31% jump to 63,933TEU in the Marseilles harbor area’s mainly intra-Mediterranean
traffic. Container tonnage was up 20% at 2.42MT and saw general cargo rise 18% to
3.8MT, with ro-ro contributing 0.9MT (-1%) and conventional trades soaring 52% to
0.53MT on the back of renewed demand for steel products. A 154% increase in raw materials for the steel industry –
which typically represent 60% of dry bulks traffic - drove the sector to 2.72MT and a 70% improvement on Q1 2009.
Meanwhile the chemicals industry underpinned a 47% rise in liquid bulks, where the 0.89MT total included 0.25MT
(+31%) in the thriving biofuels market. The oil sector was the only main category in decline, down 9% for the period on
14MT in a reflection of current difficulties in the French refining industry….Throughput in the Port of Rotterdam has
increased sharply. In the first quarter of this year, 107 million tonnes of goods were handled, 14% more than in the
                         same period of 2009. Most types of goods were up: iron ore and scrap (+77%), other dry bulk
                         (+32%), mineral oil products (+30%), containers (+21%), other liquid bulk (+7%), roll on/roll off
                         (+8%). Throughput figures for agribulk (-32%) and coal were down (-17%) and those for other
                         general cargo and crude oil remained virtually unchanged. Hans Smits, Port of Rotterdam
                         Authority CEO: “The recovery in comparison with 2009 is very marked, but I prefer to compare it
to 2008. That was a top year and up to now we are getting close to it. I’m remaining non-committal though because
consumers are still reserved and governments are making massive cuts. The growth will level off. The question is, will
the port be able to make up for last year’s 8% decline this year in one go. That would be a
wonderful achievement.”....After the British Columbia’s Port Metro Vancouver 2009 year-end
cargo statistics report showed a decline in total tonnage of 11% compared to 2008, they too are
showing an improvement during the first quarter of 2010. Container traffic was up 7% from
491,519TEUs to 524,778, as tonnage increased 7.1% from 4,328,322 during the first quarter of
2009 to 4,636,760 tonnes, while breakbulk was up 42.4%, autos up 17.1% and drybulk up 42.4%.
Liquid bulk though was down 11.9% from 2,559,382 tonnes to 2,253,655 tonnes….DP World has
seen continued signs of a return to container volume growth around the world during the first quarter of 2010. It is
                                however, too early to confirm sustainability, as the economy and global trade patterns
                                remain somewhat unpredictable, impacting traders and their shipping requirements.
                                Volumes in the first quarter grew by 6% to 6.3 million TEU, or on a like for like basis 9%,
                                driven primarily by growth in India Subcontinent and Australia as well as some volume
growth returning to European ports. Taking into account the strong performance in the region early in 2009, the UAE
has had an encouraging start to 2010 with volume growth of 1% growth over the same period last year handling 2.6
million TEU.

Under U.S. Federal law, vessel operators must report domestic
waterborne commercial movements to the U.S. Army Corps of
Engineers. Vessel types include dry cargo ships & tankers, barges
(loaded & empty), towboats (with or without barges in tow), tug, crew &
supply boats to offshore locations and newly constructed vessels from
shipyards to point of delivery. Vessels idle during the monthly reporting
period are also reported. Although most of the figures relate to the
inland river system and pushboats vs. tugs, it also provides a good
indicator of trade. March 2010’s 40.6 million tons of all commodities
moved on internal U.S. Waterways was the highest tonnage for the
month since 2007 and April’s tonnage showed a 6.5% improvement
over 2009. Petroleum and Chemical tonnages were up 22% over the
March 2010 and up 25.3% over April 2009. Let’s hope we see this
improvement in tonnages continue through the remainder of 2010.
                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Moore Stephens “Shipping Confidence Survey Report” conducted in February 2010
indicates that overall confidence levels and the likelihood of making a major investment
over the next year have risen to their highest levels for fifteen months. On a scale of 1 to
10, the average confidence level expressed by respondents in the markets which they
operate was 5.9, compared to 5.7 in November 2009’s survey. Ship managers expressed
the most significant increase in confidence, followed by owners & charterers, while brokers
were the only category in which confidence dropped.

Expectations on part of respondents of making a major investment or significant
development over the next twelve months were up overall to its highest level since May
2008, at 5.3 out of a possible maximum of 10.0. Managers recorded the highest level of
expectation, their scores rising from 5.0 to 5.7, while charterers and owners also reported
increased expectations. Brokers’ expectations, Marcon included, fell from 4.7 to 4.5.

For the fifth survey in succession, respondents identified demand trends as the single most important factor likely to
affect their business performance over the coming year, although it was noticeable that both managers and charterers
considered it of less importance than at the time of the previous survey. Once again, competition and the cost of
                                            finance figured as the two other most significant factors likely to affect the
                                            performance of respondents overall. Tonnage supply and operating costs
                                            continue to assume increasing importance in the thinking of respondents
                                            over the life of the survey to date. Owners, charterers, managers and
                                            brokers (including Marcon), all expected finance costs to rise over the next
                                            twelve months, the overall figure of all respondents in this regard rising five
                                            percent from 48% to 53%, its highest level since October 2008. More
                                            respondents in Europe and North America expected an increase in costs,
                                            while expectations decreased in Asia and Latin America.

Bunker Prices Worldwide
According to the U.S. Bureau of Labor Statistics, the Consumer Price
Index for All Urban Consumers (less food & energy) in the U.S.
increased only 1% in March and 2.3% (before seasonal adjustment)
over the previous 12 months. Energy commodities such as gasoline
(all types) and fuel oil rose 41.4% and 27.2% respectively over that
period. The price I pay at the pump for gasoline to fill my car continues
to climb. This is also the same with the prices of marine diesel and
marine gas oil. As usual, nothing stays the same and we are having to
modify our report on distillate prices due to the decline in usage of
MDO as many operators make the change to lower sulphur MGO due
to emissions concerns. As a matter of fact, the active MDO market in
Rotterdam disappeared in early 2010 due to changes in sulphur
legislation minimizing the demand. We are transitioning over to MGO
prices with the exception of Houston where the distillate market
happens to be all MDO. In March, MDO prices were US$ 653.00/mt in Houston, US$ 611.00/mt in Rotterdam and US$
                                                  648.50 in Singapore – levels we had not seen since October /
                                                  November 2008 when prices were plummeting from their Summer 2008
                                                  peak of over US$ 1,100/mt towards their February – March 2009 lows
                                                  of US$ 368 – 454/mt. As of 26 April, prices for MDO were up to US$
                                                  690/mt in Houston, US$ 730/mt in Rotterdam and US$ 719 in
                                                  Singapore. As of 12 May, MGO was US$ 698/mt in Singapore, US$
                                                  692.50 in Rotterdam, US$ 732 in Fujairah, while MDO fell to US$
                                                  684/mt in Singapore and US$ 682/mt in Houston.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Kirby Corporation of Houston, Texas paid an average of US$ 2.14 per U.S. gallon, or sixteen cents more for fuel
consumed by their 224 inland river towboats operated during the first quarter of 2010, compared to fourth quarter 2009,
and fifty-eight cents per gallon more than during first quarter 2009. On the U.S. West Coast, Foss Maritime reported
the average weekly prices for ultra-low sulfur diesel (OPIS contract + 3 cents/gallon) fell slightly on Friday 7 May over
the previous week. Operators in the Pacific Northwest paid from US$ 2.42 – US$ 2.45 per gallon, while in California
prices ranged from US$ 2.40 in San Francisco to US$ 2.43 per gallon in San Diego.
                               According to International Energy Agency’s 12 May 2010 “Oil Market Report”, after
                               crude oil futures hit their 18-month highs in early April, with expectations for an
                               accelerating economic recovery, crude prices fell by over $10/bbl in early-May, the
                               biggest weekly decline in 18 months amid an evolving Eurozone debt crisis and sell-off in
                               global equity markets. Subsequent moves by EU finance ministers to guarantee liquidity
for vulnerable economies saw partial recovery, with WTI futures recently trading at $76/bbl and ICE Brent at $79.50/bbl.
Global oil demand was revised down by 190 kb/d on average for 2009 and 2010. As of Wednesday, 12 May ICE Brent
Crude Futures for low-sulphur “sweet” crude oils were back up at US$ 81.27/bbl, trading over US$4.00/bbl higher than
WTI, the widest premium since 14 August. The cost of crude oil has been constantly bouncing around, losing a little
one day and then gaining a little the next due to mixed signals in supply and demand. As the numbers keep bouncing a
few cents up or down, the one thing you can count on are continuing headlines boldly announcing the latest change.
The U.S. Energy Information Administration in their 11 May 2010 “Short-Term Energy Outlook” projects that U.S.
GDP will grow by 3.0% and world real oil-consumption-weighted GDP will increase by 3.6% in 2010, both of which are
0.2% higher than in the previous Outlook. The 2011 forecast for real GDP growth is at 2.9% and 3.7% for the United
States and the world, respectively. The more optimistic economic growth forecasts lead to an increase of about $2 per
barrel in EIA's projections for West Texas Intermediate (WTI) crude oil spot prices compared with the prior Outlook.
EIA expects WTI prices to average about $84 per barrel during the second half of this year, rising to $87 by the end of
next year. Energy price forecasts are highly uncertain, as history has shown. Prices for near-term futures options
contracts suggest that the market attaches significant likelihood to the movement of prices over a wide range within a
relatively short period. To date, energy production, shipments, and prices have not been significantly affected by the oil
spill following the April 20 explosion aboard the Deepwater Horizon drilling rig and its subsequent loss in the Gulf of
Mexico, 50 miles off the Louisiana coast. EIA and other offices in the Department of Energy are closely monitoring the
situation and its effects on the energy sector. While
press reports about the Deepwater Horizon oil spill
have arrived continuously since the incident,
markets are focusing more on inventories and
economic activity than on any potential for spill-
related transportation disruptions. Following a 1.5-
percentage-point increase in July 2010 implied
volatility a few days after the sinking of the drilling rig
on April 22, the futures market resumed its
downward trajectory in volatility. For the 5 days
ending May 7, July 2010 WTI futures contracts were
trading at an average of $83.32 per barrel. With
implied volatility for the July 2010 contract averaging
33.2 percent for those same 5 days, the lower and
upper limits of the 95% confidence interval were $67
and $103 per barrel, respectively.

I expect to see higher marine diesel and gasoline prices over the second half of this year and on into 2011. While I
doubt that we will see US$ 100/bbl for crude oil by the end of this year, I would not be surprised to see ICE Brent prices
hitting US$ 90/bbl during the fourth quarter of 2010.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Colorado State University Hurricane Forecast
The Colorado State University forecast team predicts an above-average
2010 Atlantic basin hurricane season based on the premise that El Nino
conditions will dissipate by this summer and that anomalously warm
tropical Atlantic sea surface temperatures will persist. The team predicts        2010 Atlantic Basin
15 named storms to form in the Atlantic basin between June 1 and Nov.
30 with eight expected to be hurricanes and four developing into major
                                                                                  Hurricane Forecast
hurricanes (Saffir/Simpson category 3-4-5) with sustained winds of 111
mph or greater. Long-term averages are 9.6 named storms, 5.9
hurricanes and 2.3 major hurricanes per year. “We expect current
moderate El Nino conditions to transition to neutral conditions by this
year’s hurricane season,” said Phil Klotzbach, lead forecaster on the
CSU Hurricane Forecast Team. “The dissipating El Nino, along with the
expected anomalously warm Atlantic ocean sea surface temperatures,
will lead to favorable dynamic and thermodynamic conditions for hurricane formation and intensification.” The 2010
forecast marks 27 years of hurricane forecasting at Colorado State, led by William Gray. The hurricane forecast team
makes its predictions based on 58 years of historical data. “Based on our latest forecast, the probability of a major
hurricane making landfall along the U.S. coastline is 69 percent compared with the last-century average of 52 percent,”
Gray said. “While patterns may change before the start of hurricane season, we believe current conditions warrant
concern for an above-average season.”

                                                 Information obtained through March 2010 indicates that the 2010 Atlantic
                                                 hurricane season will have significantly more activity than the average 1950-
                                                 2000 season. The CSU team estimates that 2010 will have about 8
                                                 hurricanes (average is 5.9), 15 named storms (average is 9.6), 75 named
                                                 storm days (average is 49.1), 35 hurricane days (average is 24.5), 4 major
                                                 (Category 3-4-5) hurricanes (average is 2.3) and 10 major hurricane days
                                                 (average is 5.0). The probability of U.S. major hurricane landfall is estimated
                                                 to be about 130% of the long-period average. CSU expects Atlantic basin
                                                 Net Tropical Cyclone (NTC) activity in 2010 to be approximately 160% of the
                                                 long-term average. CSU has increased their seasonal forecast from the mid-
                                                 point of their early December forecast.

Estimated probability (expressed in percent) of one or more landfalling tropical storms (TS), category 1-2 hurricanes
(HUR), category 3-4-5 hurricanes, total hurricanes and named storms along the entire U.S. coastline, along the Gulf
Coast (Regions 1-4), and along the Florida Peninsula and the East Coast (Regions 5-11) for 2010. Probabilities of a
tropical storm, hurricane and major hurricane tracking into the Caribbean are also provided. The long-term mean
annual probability of one or more landfalling systems during the last 100 years is given in parentheses.

                                                                 Category 1-2     Category 3-4-5        All       Named
                        Region                         TS           HUR               HUR              HUR        Storms
        Entire U.S. (Regions 1-11)                 92% (79%)       84% (68%)        69% (52%)        95% (84%)   99% (97%)
        Gulf Coast (Regions 1-4)                   76% (59%)       59% (42%)        44% (30%)        77% (60%)   94% (83%)
        Florida plus East Coast (Regions 5-11)     67% (50%)       60% (44%)        45% (31%)        78% (61%)   93% (81%)
        Caribbean (10-20°N, 60-88°W)               94% (82%)       74% (57%)        58% (42%)        89% (75%)   99% (96%)

CSU will be issuing seasonal updates of their 2010 Atlantic basin hurricane forecasts on Wednesday 2nd June and
Wednesday 4th August. They will also be issuing two-week forecasts for Atlantic TC activity during the climatological
peak of the season from August-October. A verification and discussion of all 2010 forecasts will be issued in late
November 2010. The first seasonal hurricane forecast for the 2011 hurricane season will be issued in early December
2010. All of these forecasts will be available on the web at:

                                Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Recent News – North America
U.S. Transportation Secretary Ray LaHood unveiled a new initiative to move more
cargo on the water rather than on crowded U.S. highways. Under the “America’s
Marine Highway” program, the Department’s Maritime Administration will help identify
rivers and coastal routes that could carry cargo efficiently, bypassing congested roads
around busy ports and reducing greenhouse gases. “For too long, we’ve overlooked
the economic and environmental benefits that our waterways and domestic seaports
offer as a means of moving freight in this country,” said Secretary LaHood, speaking to
transportation professionals at the 7th Annual North American Marine Highways and
Logistics Conference in Baltimore, MD. “Moving goods on the water has many
advantages: It reduces air pollution. It can help reduce gridlock by getting trucks off our
busy surface corridors.” Under the new regulation, regional transportation officials will
be able to apply to have specific transportation corridors – and even individual projects—designated by the Department
of Transportation as a marine highway if they meet certain criteria. Once designated, these projects will receive
preferential treatment for any future federal assistance from the department or MARAD. “There are many places in our
country where expanded use of marine transportation just makes sense,” said David Matsuda, Acting Administrator of
the Maritime Administration. “It has so much potential to help our nation in many ways: reduced gridlock and
greenhouse gases and more jobs for skilled mariners and shipbuilders.” The Marine Highway initiative stems from a
2007 law requiring the Secretary of Transportation to “establish a short sea transportation program and designate short
sea transportation projects to mitigate surface congestion.” Earlier this year, Secretary LaHood announced $58 million
in grants for projects to support the start-up or expansion of Marine Highways services, awarded through the
Department’s TIGER grants program. Congress has also set aside an additional $7 million in grants which MARAD will
award later this year.

                                                   Marine Highway Legislation – 111th Congress
  SUBJECT       BILL      DATE         TITLE                     SPONSOR               SUMMARY                              STATUS
  Marine Highway Programs
  SST           S. 1308   6/19/09      Maritime Administration   Sen. Lautenberg (D-   Sec. 12 creates a short sea          7/8/09 Reported by Senate
  Program                              Authorization Act of      NJ) and 5 co-         transportation grants program “to    Commerce, Science &
                                       2010                      sponsors              implement projects or components     Transp. Committee; 7/23/09
                                                                                       of a project” selected by the        added as SA 1797 to S. 1390,
                                                                                       Secretary through the short sea      DOD Auth.; Passed Senate
                                                                                       transportation (AMH) program (PL     87-7; Conference Report H.
                                                                                       110-140); no specific dollar         Rpt. 111-288; 10/28/09
                                                                                       authorization; non-Federal cost      signed into law, PL 111-84
                                                                                       share is at least 20%.
  Harbor Maintenance Tax
  National      HR 528    1/14/09      Short Sea Shipping Act    Rep. McHugh (R-NY)    Waives HMT on non-bulk cargo         Referred to Ways & Means
  Exemption                            of 2009                   and 13 co-sponsors    between US ports and on              Committee
                                                                                       international cargo in the Great
                                                                                       Lakes; includes Nova Scotia as
                                                                                       eastern boundary of Great Lakes-
                                                                                       St. Lawrence Seaway System
  National      HR 638    1/22/09      Short Sea Shipping        Rep. Cummings (D-     Waives HMT on domestic               Referred to Ways & Means
  Exemption                            Promotion Act of 2007     MD)                   intermodal cargo between US ports    Committee
                                                                                       and on international cargo in the
                                                                                       Great Lakes
  National      HR 3486   7/31/09      Short Sea Shipping Act    Rep. Higgins (D-NY)   Identical to HR 528 (McHugh)         Referred to Ways & Means
  Exemption                            of 2009                   and 42 co-sponsors                                         Committee
  National      S. 551    3/9/09       (none)                    Sen. Lautenberg (D-   Waives HMT on non-bulk               Referred to Finance
  Exemption                                                      NJ) and 5 co-         commercial cargo in the Great        Committee; scored as
                                                                 sponsors              Lakes/StLSW system and, with         revenue effect of $2M
                                                                                       respect to domestic cargo, between
                                                                                       U.S. ports on the mainland
  Great Lakes   S. 1509   7/23/09      Great Lakes Short Sea     Sen. Stabenow (D-     Waives HMT on domestic and           CBO scored as less than
  Exemption                            Shipping Enhancement      MI) and 2 co-         international “other than bulk”      $500,000 revenue effect
                                       Act                       sponsors              commercial cargo in the Great
                                                                                       Lakes and StLSW system
                                                                                                                                       Credit: PHB Public Affairs

                                   Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Following the current economic slowdown, experts project that cargoes moving through U.S. ports will return to pre-
recession levels. In fact, freight tonnage of all types, including exports, imports, and domestic shipments, is expected to
grow 73% by 2035 from 2008 levels ["Freight Facts and Figures 2009”, U.S. DoT, Federal Highway Administration,
Office of Freight Management and Operations; November 2009]. Development of a capable, cost-effective, safe and
resilient transportation system is essential to handling the movement of this cargo in a manner that is efficient with
respect to cost, energy usage, and environmental consequences. Since nearly all international cargoes move along our
surface transportation corridors to access or depart from seaports, which are major gateways for commerce, getting
                                                           such cargoes to and from the major seaports could involve more
                                                           usage of marine corridors to and from smaller and medium-
                                                           sized maritime ports. Challenges faced by our nation’s
                                                           transportation planners and policymakers involve making better
                                                           use of existing infrastructure, addressing the need for more
                                                           capacity in our freight corridors, and reducing the environmental
                                                           impacts of transportation. In recent years, it has become
                                                           increasingly evident that the Nation's existing road and rail
                                                           infrastructure cannot adequately meet future transportation
                                                           needs. Land-based infrastructure expansion opportunities are
                                                           limited in many critical bottleneck areas due to geography or
                                                           very high right-of-way acquisition costs. This is particularly
                                                           severe in urban areas where there are additional concerns about
                                                           emissions from transportation sources. Investments in additional
infrastructure, particularly highways, must consider the full costs to society of more greenhouse gas emissions and
pollutants and, potentially, the need to pay for such emissions in future transportation fees. Accordingly, new road and
rail investments may not be feasible, desirable, or cost-beneficial in many instances. The cost of expanding our existing
land-based transportation systems, along with transportation efficiency and environmental concerns, has caused many
policymakers to re-focus on the underutilized transportation capacity of the Nation’s waterways. The Marine Highways,
consisting of more than 25,000 miles of inland, intracoastal, and coastal waterways, have considerable room for
expansion. In fact, while the inland river system, Great Lakes and coastal fleets still move a billion metric tons of cargo
each year, less than 4% of the Nation’s domestic freight (by volume) now moves by water. This is down from 1957
levels, when over 31% moved by water.

The American Waterways Operators, the national trade
association for the tugboat, towboat and barge industry in the
United States, hails the decision yesterday by the U.S. District
Court, Massachusetts District, to grant Summary Judgment
against a 2004 Massachusetts oil spill law, declaring it null and
void. The U.S. Department of Justice sued the Commonwealth
over the constitutionality of the law enacted in response to a
2003 accidental tank barge oil spill in Buzzards Bay. The
decision affirms the 2008 recommendation of the Magistrate
Judge that Massachusetts acted unconstitutionally in enacting
the 2004 law that regulated the crewing and operation of towing
and tank vessels, areas reserved to the Federal Government,
specifically the U.S. Coast Guard. This action by the District Court upholds the longstanding principle of Federal
preemption for interstate commerce and the exclusive authority of the Coast Guard over these and other navigational
safety issues. In ruling, Judge Douglas P. Woodlock asserted, “In the final analysis, the law of preemption – well
charted by the Magistrate Judge in his successive Reports and Recommendations – leaves the last word under
Federal law regarding the formulation of regulations to control vessel traffic, to enhance vessel safety and to decrease
environmental hazards in Buzzards Bay to the U.S. Coast Guard. Congress has explicitly authorized the Coast Guard
to do so through its rulemaking process.” AWO President and CEO Thomas Allegretti pointed out the benefits to
maritime safety of the ruling saying, “Federal law provides a consistent regulatory framework that helps ensure a safe
operation environment for interstate commerce by preventing a confusing set of different situational rules dependent on
location. A Regulated Navigation Area (RNA) enacted by the Coast Guard established special safety rules for vessels
operating in the area, and safety statistics show that the RNA is working well. This decision puts the safety and
environmental protection of U.S. waters squarely under the appropriate authority of the U.S. Coast Guard.”

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

The historic tug “Comanche”, which towed battle-damaged ships to safety for the U.S.
Navy during World War II and later chased down Caribbean pirates and outlaw fishing
boats as a Coast Guard cutter, is spending the winter in fresh water courtesy of Foss
Maritime at Foss headquarters. The “Comanche”, originally known as the “ATA 202”
during its early Navy service, was commissioned Dec. 8, 1944, after construction at
Gulfport Boiler & Welding Works in Port Arthur, Texas. World War II service, which earned
the tug a battle star, included towing disabled ships from the Okinawa theater of battle to
Navy facilities for repair. After the war, the ship was re-named the “Wampanoag” and
served the Navy in both Southern California and Texas before being assigned to the Coast
Guard and renamed “Comanche”. Highlights of its Coast Guard career included law
enforcement patrols in both the Atlantic and Pacific. In the early 1970s, the cutter “Comanche” issued the first notice of
violation ever given to a foreign vessel for fishing in U.S. territorial waters following enactment of the Magnuson
Fisheries Management Act. The “Comanche” was decommissioned in 1980 and sat idle for a decade before being
purchased for commercial service based on Puget Sound. The tug was donated to the foundation in October 2007. The
                                                 challenges of maintaining historic ships are well known, and Peterson said
                                                 success depends upon the condition of the vessel and the amount of
                                                 interest in it. The “Comanche”, while it is in need of a bit of paint, is fully
                                                 operational and came from Tacoma to Seattle under its own power. And it
                                                 came to the foundation with about 13,500 spare parts. “We don’t like to
                                                 buy stuff, because usually right after we buy it, we find it,” said Peterson,
                                                 who works as an instructor in Military College Programs for Pierce College
                                                 at the Army’s Fort Lewis and McChord Air Force Base, both near Tacoma.
                                                 As for support, Peterson said numerous veterans in the Puget Sound area
                                                 served on the “Comanche” and about 100 volunteers pitch in to help keep
                                                 it shipshape.

Foss Maritime’s twin screw, 1,700HP tug “Halle Foss” (ex-Astoria, Demarco XII) and the barge “185-C3” were hard at
work on Northern California’s Humboldt Bay in February, delivering ten generators weighing up to about 675,000
pounds each, and ten drive motors at about 176,000 pounds to a new Pacific Gas & Electric power plant. Foss moved
the generators and natural gas-powered engines,
manufactured by Finland-based Wartsila
Corporation, in 15 trips from the Snyder Dock in
Eureka about six miles across the bay to the site of
the power plant. Director of Tides posed the biggest
challenge for the timing of the loading and unloading
operations. Crews used large, six-inch ballast pumps
to keep the barge level with the dock as the big pieces
of cargo were rolled aboard on trailers. Near the
power plant, the tides were used for a controlled grounding on the shoreside end of the barge as the engines and
generators were offloaded over ramps. PG&E’s Humboldt Bay Generating Station is just south of Eureka near the
mouth of the bay. An older fossil fuel plant and a nuclear plant on the site are being dismantled.

“The Case of the Missing Tug” - the appropriately named “The Privateer” (ex-Justine McAllister, Esso Maine, Esso
Tug No 10) disappeared from her berth, less than one week after she was towed into the Claremont Terminal on
Pelican Passage in New Jersey for scrapping – and not due to workers wielding cutting torches. The 103’ x 25.2’ x
10.8’ single screw tug was originally built in 1951 by Gulfport Shipbuilding Corp. of Port Arthur, Texas. McAllister
Towing and Transportation sold her to the State of NY State University of NY Maritime College (SUNY) of Fort
Schuyler, NY in 2004 for US$ 1.00 as a training tug. After sitting around for a couple of years at the college, the tug was
finally sold for scrap, engine room spaces opened up, stripped of machinery and finally towed to Claremont to be
broken up when she vanished.

                             Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

                                          On Saturday, 3 April, the ATB tug “Corpus Christi” experienced problems
                                          with the mechanical locking pins that connected the tug to their barge
                                          “Petrochem Supplier” after a failure in the lubricating system for the
                                          hydraulics caused the pin system to overheat. The unit was transiting the
                                          Oregon coast enroute from Anacortes, Washington to Long Beach, California
                                          in rough weather when a wave shut down an emergency generator and
                                          electrical power buss energizing the lubricating system. The tug and barge
turned back intending to enter the Columbia River for repairs. The northern coasts of Oregon and Washington were
experiencing a severe storm with 20’ ocean swells and sustained winds of 30kn gusting to 40kn. The barge was loaded
with a cargo of approx. 150,000bbl of vacuum gas oil (VGO), a heavy residual fuel from refining. Vessel owners, U.S.
Shipping, coordinated with the Washington State Department of Ecology to have the 7,200HP state-funded
emergency response tug “Hunter” operated by Crowley Maritime rendezvous with the “Corpus Christi” about 40 miles
southwest of the Columbia River entrance. Neither the tug or the barge were in danger and there was no pollution. After
standing by through the night, there were no signs of improvement in the weather for the next few days, the ATB was
prevented by the weather conditions from crossing the Columbia River bar into the river. The “Hunter” then escorted
the “Corpus Christi” and “Petrochem Supplier” back up the coast towards Port Angeles in the Straits of Juan de Fuca
for inspection and repairs, swapping out with the Crowley tug “Valor” off Neah Bay. The vessels arrived safely in Port
Angeles on Monday 5 April in the early morning hours. The day earlier the U.S. Coast Guard had to close a number of
the river bars including the Columbia River due to hazardous conditions as strong winds and heavy surf were forecast
over the next several days, causing up to 70mph winds off the Neah Bay coast. The 144’ ATB Tug “Corpus Christi” was
built in 2009 by Eastern Shipbuilding Group and the 491.8’ x 72’ x 41’ double-hull “Petrochem Supplier” by Bay
Shipbuilding of Surgeon Bay, Wisconsin. The ATB is one of three sisters owned and operated by U.S. Shipping.

Seacor Holdings Inc.’s net income for the quarter ended
March 31, 2010 was $3.6 million on operating revenues of
$394.6 million. For the quarter ended March 31, 2009, net
income attributable to Seacor Holdings Inc. was $53.0 million
on operating revenues of $399.5 million. For the preceding
quarter ended December 31, 2009, net income attributable to Seacor Holdings Inc. was $22.2 million on operating
revenues of $476.5 million. During the preceding quarter, Seacor called and settled all of its outstanding 2.875%
Convertible Senior Debentures due 2024 resulting in a debt extinguishment loss of $6.1 million, net of tax.

Marine Transportation Services reported an operating loss in the first quarter of $2.8 million on operating revenues of
$19.5 million compared with operating income of $0.9 million on operating revenues of $20.5 million in the preceding
quarter. The decrease in operating income was primarily due to a $3.6 million increase in drydocking expenses. During
the first quarter, two of Seacor’s tankers underwent regulatory drydockings, one of which was completed during the
quarter and the other being completed in April. A third tanker had a 5-day handover drydocking in January before
commencing a long-term bareboat charter. The remaining drydocking program for 2010 consists of two drydockings in
the third quarter; one regulatory and the other a short handover for a tanker prior to commencing a long-term bareboat
charter. As of March 31, 2010, three of the Company's eight tankers were operating under long-term bareboat charters,
four were operating under time charters and one was operating in the spot market. Excluding the impact of gains on
asset dispositions, operating income was $7.7 million lower in the first quarter primarily due to softer freight rates in
response to continuing weak demand for non-grain shipments, difficult weather-related operating conditions in January
and February, and decreased freight loadings as seasonal harvest activity wound down.

                                                 Harbor and Offshore Towing Services’ operating income in the first
                                                 quarter was $2.7 million on operating revenues of $17.4 million
                                                 compared with operating income of $0.1 million on operating revenues
                                                 of $16.2 million in the preceding quarter. The improvement in operating
                                                 income was primarily due to an 9.5% increase in the number of harbor
                                                 jobs and lower regulatory docking costs. As of 31 March 2010, Seacor
                                                 Holdings’ Harbor & Offshore Towing Services division operated 31
                                                 harbor and offshore tugs plus six ocean liquid tank barges.

                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

K-Sea Transportation Partners of New York reported an operating loss of $5.3 million, and EBITDA of $9.1 million,
for the third quarter fiscal 2010. President & CEO Timothy J. Casey commented, "The decline in U.S. refinery utilization
we reported in our late-January press release continued through February. As a result, our third fiscal quarter vessel
utilization fell to 71%, a level not seen by us in 20 years, and versus 80% in the immediately preceding quarter and
84% in the comparable quarter last year. With a significantly high drydocking quarter and the fact that our third fiscal
quarter generally experiences a winter slowdown in the Alaskan and Great Lakes markets, the impact on our EBITDA
was exacerbated. Utilization of U.S. refinery operable capacity appears to have hit a near-term bottom of 77.7% at the
end of January, and has rebounded to over 85% in the most recently reported week. Average refinery utilization in
March was 81.3%, and our vessel utilization and operating results in March
experienced a noticeable improvement from January and February. We continue to
believe our high quality fleet and service capability will benefit K-Sea meaningfully
as the refined petroleum products markets strengthen. As we stated in January, we
have continued to reduce costs, streamline operations, rationalize assets, and use
available capacity to enter adjacent markets, and we are achieving tangible
progress on all fronts. We have reached agreements in principle to sell several
assets and are in various stages of negotiation on several additional asset sales.
We are working through the unfortunate confluence of a severe drop in demand at
a time when vessel capacity is coming off a peak caused by a combination of new,
double-hull deliveries and the slow phase-out of single-hull equipment. As we have mentioned several times over the
past six months, single-hull vessels are all but economically obsolete and we believe should be eliminated from the
market by the end of 2011, regardless of their mandated retirement age. As demand for our services rebounds, albeit
slowly initially, and the amount of available industry vessel capacity comes into balance, a more normal and profitable
operating environment should prevail. We foresee this taking place over the next 12-18 months. The Company believes
it currently is in full compliance with all provisions of its debt and lease agreements. While the company expects to pay
when due all future debt and lease obligations, the Company expects it will not be in compliance with all its financial
covenants in certain of these agreements as of the end of its current fiscal year ending June 30, 2010 and has
commenced discussions toward amending these covenants."

For the three months ended March 31, 2010, K-Sea reported an operating loss of $5.3 million, a decrease of $14.2
million, compared to $8.9 million of operating income for the three months ended March 31, 2009. EBITDA decreased
by $13.3 million, or 59%, to $9.1 million for the three months, compared to $22.4 million for quarter ended March 31,
2009. The decrease in EBITDA resulted from a $17.3 million decrease in revenue, net of voyage expenses, which is
attributable to fewer working days due to the retirement of a majority of K-Sea’s single-hull vessels and an overall
reduction in net utilization mainly relating to expiring contracts and having to employ vessels in the spot market. Net
utilization for the three months ended March 31, 2010 was also negatively affected by a significantly higher-than-normal
drydocking quarter, in which K-Sea lost 320 working days (278 coastwise days) due to shipyard as compared to 193
shipyard days in third quarter fiscal ‘09. This decrease was partially offset by a $3.4 million reduction in vessel operating
expenses. Net loss for the three months ended March 31, 2010 was $11.4 million, a decrease of $15.3 million
compared to net income of $3.9 million for the three months ended March 31, 2010. The decrease was primarily a
result of the $14.2 million decrease in operating income.

                                 K-Sea Transportation Quarterly Supplemental Operating Statistics
                               2010                     2009                                      2008                       2007

                              31-Mar    31-Dec    30-Sep    30-Jun      31-Mar    31-Dec    30-Sep    30-Jun      31-Mar    31-Dec
            Local Trade
            Avg. Daily Rate    $7,280    $7,385    $7,210      $7,294    $8,067    $7,493    $7,219      $7,439    $7,185    $6,759
            Net Utilization      73%       76%       80%         77%       80%       83%       81%         82%       81%       81%
            Coastwise Trade
            Avg. Daily Rate   $13,440   $13,290   $12,509   $13,862     $13,865   $13,151   $13,027   $14,129     $13,784   $13,556
            Net Utilization      71%       81%       89%         85%       85%       91%       89%         88%       82%       89%
            Total Fleet
            Avg. Daily Rate   $11,259   $11,307   $10,791   $11,740     $11,979   $11,334   $11,093   $11,784     $11,399   $11,225
            Net Utilization      71%       80%       86%       82%         84%       88%       87%       85%         81%       86%

                              Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Hornbeck Offshore Services’ first quarter 2010 revenues
decreased 21.4% to $86.2 million compared to $109.6 million for
first quarter ‘09 and decreased 2.4% compared to $88.3 million
for fourth quarter ‘09. Operating income was $15.7 million, or 18.2% of revenues, for the first quarter of 2010 compared
to $45.4 million, or 41.4% of revenues, for the prior-year quarter; and $24.2 million, or 27.4% of revenues, for fourth
quarter ‘09. Net income for the first quarter of 2010 was $2.6 million, compared to $27.1 million and $9.3 million for the
respective prior periods. EBITDA for the first quarter of 2010 was $33.5 million compared to first quarter ‘09 EBITDA of
$60.3 million and fourth quarter ‘09 EBITDA of $41.2 million. The year-over-year decrease in revenues, operating
income and EBITDA was primarily due to a substantial decline in fleetwide average dayrates and utilization for both of
Hornbeck’s segments. Included in first quarter 2010 results was a $0.5 million gain on the sale of one conventional
OSVs for net cash proceeds of $1.3 million compared to a $0.2 million gain on the sale of an older, lower horsepower
tug in the first quarter of 2009.

                                         Revenues from the Downstream segment of $9.6 million for the first quarter of
                                         2010 decreased by $9.5 million, or 49.7%, compared to $19.1 million for the
                                         same period in ‘09, but were in-line with the sequential quarter. Downstream
                                         revenues were unfavorably impacted by continued lower demand since the
                                         year-ago period for Hornbeck’s ocean-going tug and tank barge equipment,
                                         which was primarily driven by soft market conditions and, to a lesser extent, the
                                         OPA 90 retirement of one of its larger, single-hulled tank barges in June 2009.
                                         These conditions resulted in the stacking of all of Hornbeck’s single-hulled tank
                                         barges on various dates since the second quarter of 2008. Hornbeck Offshore’s
                                         double-hulled tank barge average
dayrates were $15,816 for the first quarter of 2010 compared to $20,406 for
the same period in 2009. Utilization for the double-hulled tank barge fleet
was 75.1% for the first quarter of 2010 compared to 80.0% for the same
period in 2009. The year-over-year decrease in Hornbeck’s double-hulled
tank barge dayrates and utilization was the result of the continued decline in
market demand for petroleum products in the U.S. as a result of the current
economic slowdown and an estimated 1.1 million-barrel increase in industry-
wide newbuild double-hulled tank barge capacity during 2009.

                                            Hornbeck Tug & Tank Barge Quarterly Utilization and Day Rates
                             2010                             2009                                         2008                      2007
                            31-Mar          31-Dec     30-Sep      30-Jun   31-Mar       31-Dec     30-Sep      30-Jun    31-Mar    31-Dec
   No. Tank Barges                  9             9          9        19.8       20            21         21         21      20.3      19.5
   Fleet Cap. (bbl)             884.6         884.6      884.6     1,616.0  1,633.4       1,745.3   1,745.3     1,745.3   1,696.2   1,647.4
   Barge Size (bbl)            98,291        98,291     98,291      81,430   81,671        83,107    83,107      83,107    83,436    83,787
   Utilization                 75.1%        71.50%     67.60%      44.30%   56.70%       59.40%     53.70%      61.30%    85.60%    87.10%
   Avg. Dayrate               $15,816       $16,210   $28,503     $17,784  $18,695       $18,507    $20,283    $21,789    $19,059   $18,455
        Note: As of 9/30/09, above only includes the double-hulled tank barges. All single-hulled tank barges have been
        stacked and excluded from above computations.

Hornbeck expects total EBITDA for fiscal 2010 to range between $160.0 million and $200.0 million. The 2010
Downstream guidance reflects an active operating fleet comprised solely of nine double-hulled tank barges and ten
ocean-going tugs for the fiscal year 2010. These vessels are projected to contribute EBITDA in the range of 3% to 6%
of the mid-point of the company-wide fiscal 2010 guidance range compared to approximately 8% of Hornbeck’s actual
EBITDA for fiscal 2009.

Hornbeck will consider stacking one or more double-hulled barges and additional tugs in its Downstream segment
during 2010, if necessary, to deter further operating margin declines.

                                    Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

                                Kirby Corporation of Houston, Texas had net earnings for the first quarter ended March
                                31, 2010 of $24.7 million compared with $28.0 million for the 2009 first quarter. Both the
                                2010 and 2009 first quarter net earnings included a charge for retirements and shore
                                staff reductions of $4.1 million before taxes, and $4.0 million respectively. Consolidated
                                revenues for the 2010 first quarter were $268.3 million compared with revenues of
                                $277.7 million reported for the 2009 first quarter. Joe Pyne, Kirby’s CEO commented,
                                “Our 2010 first quarter results reflected higher business levels in our marine
transportation segment when compared with the majority of 2009. While we do believe that the higher demand and
resulting higher equipment utilization was the result of improved petrochemical production, the improvement was also
driven by plant outages. During the month of April, the improved demand has continued; however, time will tell if this
improvement is sustainable. Our diesel engine services segment experienced seasonal improvement in its medium-
speed marine market, along with a continued stable power generation market.”

Mr. Pyne further commented, “During 2009, with lower business levels, we focused our attention on operating as
prudently and efficiently as possible and reducing our costs. Our cost reductions were consistent with our forecast of
sustainable business levels and also improvements in customer service levels and key processes. In early January
2010, we continued our cost reduction initiatives by further reducing our marine transportation and corporate shore
staffs, taking a $4.1 million before taxes, or $.05 per share, charge. The 2009 first quarter results also included a shore
staff reduction charge of $4.0 million before taxes, or $.05 per share. Since our peak headcount in October 2008, we
have reduced our shore staff by 22% through retirements, staff reductions and attrition.” Marine transportation
revenues for the 2010 first quarter were relatively constant with the 2009 first quarter. However, operating income
declined 8% when compared with the 2009 first quarter. Marine transportation segment revenues for the 2010 first
quarter reflected an improvement in tank barge demand driving higher equipment utilization in the majority of its
markets due to higher volumes from petrochemical customers, as well as supply chain disruptions caused by plant
turnarounds and unscheduled plant maintenance. Diesel fuel prices for the 2010 first quarter increased 37% compared
with the 2009 first quarter, thereby positively impacting marine transportation revenues. Offsetting the improved
demand and higher equipment utilization was the negative impact of lower term contract and spot contract rates
negotiated throughout 2009 due to recessionary pressure and resulting industry-wide lower demand. The marine
transportation segment’s operating margin was 19.3% compared with 21.1% for the first quarter of 2009, a reflection of
lower term contract and spot contract rates, and more difficult operating conditions that required additional horsepower,
partially offset by the cost reduction initiatives implemented during 2009 and the 2010 first quarter. Excluding the 2010
and 2009 first quarter retirement and staff reduction charges, the marine transportation operating margin for the 2010
and 2009 first quarters were 20.5% and 22.3%, respectively.

Commenting on the 2010 second quarter and full year market outlook and guidance, Mr. Pyne said, “Our earnings
guidance for the 2010 second quarter is $.52 to $.57 per share, reflecting a 10% to 17% decrease compared with $.63
per share reported for the 2009 second quarter. For the 2010 year, we are raising our low-end earnings per share
guidance to $2.00 from $1.85 and maintaining our high-end guidance of $2.20. Our second quarter guidance reflects
improved operating conditions compared with typical winter weather conditions for the first quarter. Our revised $2.00
low-end guidance assumes volumes will remain stable for the remainder of 2010 and term contract and spot contract
pricing will remain at current levels. Our $2.20 high-end guidance assumes an improvement in volumes as the year
progresses, some reduction in current excess tank barge capacity, leading to some improvement in term contract and
spot contract pricing. Our guidance assumes our diesel engine services segment will continue to face challenges, with
some improvement in service levels in the latter part of 2010. We are maintaining our 2010 capital spending guidance
range of $125 to $135 million, including approximately $60 million for the construction of 58 new tank barges and
completing the construction of three new towboats.”

Commenting on the financial condition of Kirby, Mr. Pyne stated, “Our balance sheet remains exceptionally strong with
cash on hand of $121 million at March 31, only $200 million of senior notes outstanding, an undrawn $250 million
revolving line of credit, and a debt-to-capitalization ratio of 15.6%. In March 2010, Standard & Poor’s raised its
investment grade rating on Kirby’s debt to A- from BBB. Clearly, our strong balance sheet and undrawn revolving line of
credit gives us the ability to take advantage of any synergistic acquisition opportunities in our marine transportation and
diesel engine services segments that may come our way.” Kirby operates inland tank barges and towing vessels,
transporting petrochemicals, black oil products, refined petroleum products and agricultural chemicals throughout the
United States’ inland waterway system plus owns and operates four ocean-going barge and tug units transporting dry-
bulk commodities in United States coastwise trade.
                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Recent News – Latin America
Heerema Marine Contractors contracted Fairmount Marine’s 75m x 18m,
16,320BHP AHT “Fairmount Alpine” for the towage of and assisting duties to the
154m x 137m x 11.5 – 28.2m draft, semi-submersible deep water construction /
crane vessel “Balder”. First SSCV “Balder” will be towed from Mexico to Trinidad.
At Trinidad, the 205 tonne bollard pull tug “Fairmount Alpine” will assist SSCV
“Balder” during her stay there. Afterwards, the convoy will depart towards Angola.

Foss Maritime of Seattle employed their two largest and most powerful ocean-going tugs, the “Corbin Foss” (ex-Sun
Voyager, Odyssea Voyager, Mildred W) and “Lauren Foss” (ex-Odyssea Quest, Deborah W) over the winter in Mexico,
facing challenging weather while ferrying enormous components of oil production platforms to seven offshore
construction sites. The customer was Dutch offshore installation company Heerema Marine Contractors, which is
building the seven platforms for PEMEX, the Mexican national oil company. The identical 150’ x 40’, 8,200HP Foss
tugs were picking up the platform components, the jackets and topsides at fabrication sites in the east coast ports of
Tuxpan and Tampico. The tugs towed the components on Heerema chartered barges about 300 and 360 miles,
                                              respectively, to Heerema’s deep water construction vessel “Balder”. The
                                              platforms are being erected at Cantarell Field, about 70 miles offshore
                                              from Ciudad del Carmen, on the northwest side of the Yucatan Peninsula.
                                              “This is definitely a bright spot for us when other markets are down,” said
                                              Mike Lauer, manager of business development, Foss Global Services.
                                              And referring to Heerema, he added, “It’s also with an important, new,
                                              long-term customer.” Capt. Jim Van Wormer, Foss marine transportation
                                              operations manager, gave credit to the tug crews for operating skillfully
                                              and safely in sometimes difficult circumstances. “They’re landing barges
                                              alongside of the ship and staying on the towline while the units are
                                              unloaded in only about 120 feet of water,” Van Wormer said. “They have
                                              to hover out front and keep the tow wire off the bottom so it won’t foul on
anything.” He explained that because of the construction work associated with the oil development, there are many
obstructions on the bottom that could snag the towlines. After the platform components are lifted onto the ship, the tugs
haul the barges back to port. The largest of the platform components are 52 meters tall, weigh 537 metric tons, and are
lifted from the barge with two heavy-duty shipboard cranes. Van Wormer said the weather also can be challenging.
“They have been working in winter and a lot of cold fronts move through. The seas can go from four to six feet to 18
feet in a matter of hours, and the seas are short and choppy.”

Harms Bergung Transport’s 24,500BHP, 74.3m x 18.5m x 9.5m, 280 ton bollard
pull AHT “Uranus” is towing the 244’ x 244’ F7G ExD Millenium class semi-
submersible drilling rig “Petrorig III” from Singapore to Veracruz in Mexico. The
towage commenced on 10 April 2010 and due to arrive in Mexico in June 2010.
“Petrorig III”, built by Jurong Shipyard Pte. Ltd. in Singapore, was sold at auction in
December 2009 to Mexico’s Grupo “R” for US$ 560 million, the upper end of price
expectations. She was the last of three semi-submersible drilling rigs ordered by
Petromena of Norway from Jurong. (See also page 47 for the tow of ex-Petrorig II).

Alberto Alemán Zubieta, administrator/CEO of the Panama Canal Authority (ACP), discussed the future of Panama
as the transportation and logistics hub of the Americas. He also shared the benefits of an expanded Panama Canal to
the shipping industry and international trade at the "Panama Business Forum: Making investments work in a post-
recession world," held on 5 May in Panama City. During the forum, which covered global commerce, trade and
transportation, Mr. Alemán Zubieta also underscored that Panama is building a new Canal to maximize its geographic
position. "There are many opportunities to capture the value of our location, particularly by investing in logistics and
infrastructure," said Mr. Alemán Zubieta. He added, "Panama offers something very unique to world commerce. It is a
port with terminals in two oceans." He also spoke about how the Panama Canal is at the center of all this development
and the ports on both ends of the Canal, including its network of services such as rail and roads, all contribute to
building a solid foundation for Panama which is fast becoming Latin America's regional hub.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Recent News – Europe and Mediterranean
                              The 1983 built, 18,607mtdw bulker “Theodore Jr.”, loaded with 17,700 tonnes of
                              phosphates, suffered an engine room explosion and fire onboard Friday 19 March
                              2010. The Panamanian flag, 147.9m x 23.1m ship was 24nm east-northeast of Ceuta
                              and transiting the Straits of Gibraltar when the fire got out of control and she radioed for
                              help. Remolsucar’s 60m “Sucar Doce” (ex-Smit-Lloyd 32), “Sertosa Dieciseis”(?), and
                              Sasemar’s 56m government tug “Luz de Mar” went to her assistance. The 21 man
                              crew were successfully evacuated by a Spanish maritime rescue helicopter with no
                              injuries reported and the fire was eventually extinguished. Five Ocean Salvage’s
                              42.6m, 7,200HP tug “Med Foss” (ex-Varius, Lady Laura, Stril Poseidon, Hinna Senior,
Lunde Senior) was contracted to tow the “Theodore Jr.” to a shipyard in Piraeus, Greece for repair.
On Tuesday 30 March, Tsavliris Group towed the laid-up 130.6m x 19.2m, 10,417GRT passenger cruise vessel
“Ocean Majesty” from the Piraeus passenger terminal to Chalkis Shipyard using their 80mt bollard pull salvage tug
“Megas Alexandros” (ex-Tito Neri), arriving the next day......On the 22nd February 2010, Tsavliris Salvage dispatched
their 10,000HP salvage tug “Tsavliris Hellas” (ex-Zouros Hellas, Magdalen Sea, eSalvor General, Abeille Normandie)
from her Ponta Delgada, Azores Islands salvage station, to the assistance of the
14,240dwt, pallet carrier/side loader cargo vessel “Margit Gorthon” laden with
about 10,000 metric tonnes of wood pulp / brown “kraft”, immobilized about 900
nautical miles North West of Azores, due to ingress of water in engine room,
resulting in black out. During the voyage from Ponta Delgada to the casualty’s
position “Tsavliris Hellas” encountered adverse weather conditions with gale
force winds, high seas and heavy swell of up to 6 metres. “Tsavliris Hellas”
arrived at the scene of the casualty on the 28th February 2010. Emergency
towing lights were installed on board and the vessel was supplied with
provisions. On the same day the towage began towards El Ferrol, North West
Spain. From the 2nd until the 6th March, the convoy encountered gale force winds, very high seas and heavy swells,
resulting in heavy rolling and pitching of the tug and tow. On the morning of 8th March, the steel wire pennant parted,
and attempts to reconnect commenced immediately. However, due to prevailing long swells, attempts were aborted.
On the 9th March, swell eased and tow connection was re-established. Towage to El-Ferrol resumed and the convoy
arrived safely on the 17th March. All necessary arrangements were made by the salvors, for the casualty to proceed,
with the assistance of port tug, to Navantia repair yard for repairs. The same day, our dispatched salvage team
commenced the dewatering of the engine room and the pollutants were transferred into MARPOL trucks for disposal.
Dewatering was completed on the morning of 17th March, and the vessel was safely delivered to owners.

                                    Les Abeilles’ 209 tonne bollard pull salvage tug “Abeille Bourbon” went to the
                                    assistance of the 3,683dwt, 87.9m x 12.8m general cargo ship “Kruckau” Friday
                                    morning, 19 March. The 2003 built Antigua and Barbudan flagged cargo ship,
                                    enroute from the U.K. to Bilbao with a cargo of steel, had suffered engine
                                    problems the evening before while 50km southwest of Ushant . After the crew
                                    was unable to make necessary engine repairs and 35km off Ushant, they
                                    requested assistance and the 80m, 21,740HP “Abeille Bourbon” got underway at
                                    1500 hours and was alongside two hours later to tow the “Kruckau” into Brest,
                                    arriving just before midnight. Under contract with the National Navy since 1976
                                    through its Les Abeilles subsidiary, Bourbon ensures the protection of the 3,120
km of exposed French coastline and is responsible for prevention and protection of the marine environment
Reportedly the tug “Bugskiy” capsized in the Seaport of Nikolaev on Tuesday 4 May
while assisting the large Russian Navy amphibious landing ship “Yamal”. The tug was
aft of the ship, attached by a stern line when reportedly the tug’s bow was pulled under.
The three crew were saved and the tug was later towed to a local berth where she will
be refloated by a crane barge.

                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

In April, the U.K. Marine Accident Investigation Branch
issued a report on the investigation into the loss of the tug
“Ijsselstroom” in Peterhead on 14 June 2009. “The sole
objective of the investigation of an accident under the
Merchant Shipping (Accident Reporting and Investigation)
Regulations 2005 shall be the prevention of future accidents
through the ascertainment of its causes and circumstances. It
shall not be the purpose of an investigation to determine
liability nor, except so far as is necessary to achieve its
objective, to apportion blame.” The report is not written with
litigation in mind and, pursuant to Merchant Shipping (Accident
Reporting & Investigation) Regulations, shall be inadmissible
in any judicial proceedings whose purpose, or one of whose
purposes is to attribute or apportion liability or blame.

In January 2009, a joint venture between Westminster Dredging Company Ltd (WDC) and R J McLeod was awarded
the construction contract for the redevelopment of the Smith Embankment area of Peterhead port. The project included
the construction of a 200m long all weather deep water berth and the reclamation of 13,000 square meters of adjacent
land. The first phase of the development was the dredging of the approaches to the new quay and the construction of
an 85m long extension to the Albert Quay breakwater. To construct the breakwater extension, small barges of stone
were to be loaded on the south breakwater and towed across to the Albert Quay. Larger rocks would be used for the
final stages of construction. Unavailable locally, these large rocks would be shipped by barge from Sweden.

Tug “Ijsselstroom” was chartered by WDC as a general workboat/tug, and was mainly used to move small barges
                                       carrying stone from the south breakwater to the construction site. WDC had
                                       used “Ijsselstroom” before, and when contracting in tugs to work on the Smith
                                       Embankment project the project manager specifically requested that Owners
                                       supply her on this occasion. Because of this previous relationship and the
                                       project manager’s familiarity with the tug, Owners did not deem it necessary to
                                       obtain precise details of the work that “Ijsselstroom” would be required to
                                       perform. WDC contracted Kittilsen Shipping of Norway to transport 30,000
                                       tonnes of rock from Sweden to Peterhead. This was to be done in six
                                       shipments of 5,000 tonnes each, spread over several weeks. The rocks were
                                       carried on “Tak Boa 1”, a 73m long barge with a beam of 24m. The first three
deliveries of rock were towed from Sweden by the tug “Boa Siw”, a 286GRT azimuth stern drive tug. The delivery on 14
June was towed by “Lucas”, a conventional, single shaft tug of 277GRT.

“Lucas” and “Tak Boa 1” left Sweden during the evening of 9
June 2009. The master’s only instruction was to take the barge
to Peterhead pilot station, with no arrival time specified. The
passage was largely uneventful except for a period of 36 hours
of force 6 winds that forced the master to reduce speed. As the
weather improved he was able to give Peterhead an ETA of
0300 on 14 June 2009, but did not specify whether this was UTC
or BST. Later, the master was advised by Peterhead Port
Control (PPC) to embark the pilot at 0317 in order to conduct the
approach at slack water. He assumed this time was UTC. In
fact, the pilot had left instructions with PPC that he was to board
“Lucas” at 0317 BST in order to make slack water at the
entrance 1 hour later at 0417 BST. Conditions for the arrival were favorable. Winds were light at 1 to 4 knots, the sea
was calm with a low swell and visibility was good. Civil twilight occurred at 0250 and sunrise at 0352. The tidal stream
was near neaps and the pilot had calculated that the high water slack would occur at 0417.

                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
The pilot had been told of “Tak Boa 1’s” arrival 2 or 3 days earlier, and left PPC written details of the time of slack
water, time that he wanted to board tug “Lucas” 2 miles off the harbor entrance, and approx. time he wanted to be
called by the port controller. The pilot left no other instructions and had no direct contact with either “Ijsselstroom” or
“Lucas”. Pilot was contacted by port control at 0300, nearly 1 hour later than expected. However, since the weather was
                                                  reported good, and the pilot knew that the tidal stream was near neaps,
                                                  he was satisfied that an entry could be made. He was further reassured
                                                  because he had been pilot on a previous entry of the barge with
                                                  “Ijsselstroom” acting as stern tug, when conditions were slightly worse
                                                  and passage through the breakwater had been successfully conducted 20
                                                  minutes after slack water. “Lucas” continued to head for the pilot boarding
                                                  position at 6kn and shortened her towing wire from 200m to 50m. WDC
                                                  instructed “Ijsselstroom’s” skipper to act as stern tug the previous
                                                  afternoon, and at around 0330 the tug left her berth on the southern
                                                  breakwater to meet “Lucas”. At 0345, “Marineco India”, a second
workboat left her berth to assist with the entry. It was intended that two of “Marineco India’s” crew would transfer to the
barge to make fast the towing wire sent across from “Ijsselstroom”. At 0355, the pilot boarded “Lucas”. He had a brief
exchange with the master, during which time he identified that it was the master’s first call to Peterhead. The pilot
described the southerly set experienced out at sea and counter-current which would set north as they closed to within
0.5 mile of the entrance. The pilot informed the master that, once inside and clear of any set, they would stop tug and
tow to discuss berthing.

At 0406, and now 2.3nm from the breakwaters, “Ijsselstroom’s” skipper called Lucas by VHF to ask if it was possible to
slow to a max of 2kn so that “Marineco India” could put two men on the barge and connect “Ijsselstroom”. The pilot
rejected this request and informed Ijsselstroom’s skipper that he wanted to get as close as possible to the harbor
before reducing speed. “Ijsselstroom’s” skipper acknowledged this intention. At 0407 the pilot informed PPC of intention
to maintain present course and speed until closer to the entrance. PPC approved the plan. At 0428 the pilot contacted
“Marineco India” to ask if she was going to act as stern tug. “Marineco India’s” skipper informed the pilot that
“Ijsselstroom”. would be the stern tug and “Marineco India’s” crew would be on the barge making her fast. Rocks
blocked the pilot’s view of the aft end of the barge, so he called “Ijsselstroom”. to see if she had already made fast.
Once it was established that “Ijsselstroom” had not made fast, the pilot informed her skipper that he was about to
reduce speed. “Ijsselstroom’s” skipper again requested that “Lucas” reduce speed to 2kn while his vessel was being
connected to “Tak Boa 1”. At 0430 “Lucas” and tow were 8 cables from the entrance
to Peterhead Bay. The pilot informed “Ijsselstroom”. that he was reducing “Lucas’s”
speed. “Ijsselstroom’s” skipper acknowledged and replied that he would start to make
fast. He then maneuvered “Ijsselstroom’s” stern to the barge and the tug’s towing
wire was passed to “Tak Boa 1”. “Ijsselstroom” was conned from a swivel chair that
could be locked in a forward or stern facing position. “Ijsselstroom’s” skipper had
placed the chair in the normal forward facing position as he followed “Lucas” and
“Tak Boa 1” towards the entrance to Peterhead. Once the skipper had maneuvered
his vessel’s stern towards the barge, he swiveled the chair to face astern. The
skipper approached the barge with “Ijsselstroom’s” rudder amidships and used only
differential power on the two engines to maintain position and heading. Once in position, “Ijsselstroom’s” crew passed
the towing line over the stern to men waiting on “Tak Boa 1” and the eye was placed on the barge’s centre line bitts.
The skipper then veered approx. 30m of towing line by leaning across to the cradled winch controls (now on his left
side) and using his right hand while his left hand controlled the engines when necessary. Once the skipper was
satisfied that the towing line was made fast and that tug’s heading was steady, he swiveled the chair back to the
forward facing position. “Ijsselstroom’s” skipper remained with his chair facing forward for the remainder of the towing
operation as his tug gathered sternway. At 0434, he informed the pilot on “Lucas” that “Ijsselstroom” had been made
fast to the barge. The pilot informed the skipper that he intended to increase speed and proceed into the harbor. They
agreed that, once in the harbor, both towlines would be shortened before the barge was maneuvered onto her berth.
The pilot instructed “Ijsselstroom’s” skipper to maintain position astern of the barge until inside the harbor. The skipper
acknowledged. As the barge was towed towards the harbor, “Ijsselstroom’s” skipper frequently looked over his left and
right shoulders to monitor his position relative to the barge. He adjusted her position using differential power on her
engines and occasional minor rudder movements to keep the tug in line with the barge while running astern.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
                                At 0437, “Ijsselstroom’s” skipper contacted the pilot on “Lucas” and urged him to “please
                                take it easy otherwise I can’t hold on”. The pilot responded immediately by informing the
                                skipper that he was slowing down, which he quickly confirmed twice more before advising
                                the skipper that “Lucas” was proceeding at “slow ahead”. This was acknowledged by the
                                skipper on “Ijsselstroom”, and there was no further communication between the two
                                vessels. At 0440 “Marineco India’s” skipper interrupted some unconnected port radio
                                traffic to tell the pilot to stop towing as “Ijsselstroom” had nearly capsized. The pilot
                                reduced speed immediately but, shortly afterwards, “Marineco India’s” skipper confirmed
                                that the stern tug capsized. At this time, “Ijsselstroom” was approx. 4 cables southeast of
                                the harbor entrance.

“Ijsselstroom” capsized to starboard to around 90º for a few seconds before returning to an angle of approx. 30º, but
with the aft deck submerged. “Ijsselstroom’s” two crew were on the open deck aft of the wheelhouse at the time of the
incident; both wearing lifejackets. They were quickly recovered from the water by the crew of the pilot boat still in the
area. “Ijsselstroom’s” skipper was in the wheelhouse, and as the tug sank by the stern he was unable to exit through
the aft door. However, he was able to climb through the port forward window of the wheelhouse. Having recovered the
two men in the water, the pilot boat made its way to “Ijsselstroom”, which by then was lying vertically in the water with
stern fully submerged and bow pointing up. The skipper was found standing on the now horizontal wheelhouse front,
and was able to step off into the waiting boat. He was not wearing a lifejacket. Within 2 minutes of the accident,
Aberdeen Coastguard called for assistance from any vessel in the area. Although several vessels responded, prompt
actions of the pilot vessel meant that no assistance was required. At 0452 the pilot vessel’s coxswain reported that
“Ijsselstroom’s” crew had all been recovered. Meanwhile, “Lucas” was committed to the approach into Peterhead Bay.
As she passed the breakwater the master turned to port in order to stop the “Tak Boa 1” drifting into Albert Quay. Now
without assistance of a stern tug to check the barge’s speed, the weight on the tow wire proved too much and it parted
leaving the barge to drift free. The pilot called port control to ask for the harbor workboat “Ugie Runner” to assist, but
“Marineco India” was on scene faster and able to assist connecting “Tak Boa 1” back to “Lucas” using their emergency
towing wire. The three vessels eventually maneuvered the barge alongside the north breakwater.

The investigation identified a number of factors that contributed to the accident, including:
    •   Owners relied too heavily on individual knowledge and experience of its skippers to carry out a safe operation and did not
        have a formal staff training program. Skippers’ knowledge & experience were never assessed.
    •   For a conventional tug, towing over the stern, while running astern, is an inherently unstable mode of operation.
    •   Tow speed was too high to replicate earlier, successful entries using “Ijsselstroom” as stern tug.
    •   Lack of a bridle wire or gob rope meant there was no physical safety device to prevent “Ijsselstroom” from girting when
        directional control of the tug was lost.
    •   “Ijsselstroom’s” skipper had not been trained in the use of the emergency brake lift control, had not tested it or witnessed
        its effect, and did not operate it when the tug got into difficulties.
    •   The pilot had not adhered to the port’s procedures regarding risk assessments prior to the arrival of “Tak Boa 1”.
        Specifically, he had not discussed the barge entry with the skipper of “Ijsselstroom” and had no knowledge of the skipper’s
        intended towing method or operational limitations.
    •   The Peterhead Port Authority’s Safety Management System had some inaccuracies that were not identified in the annual
        review and which could have prompted the pilot to select a more suitable tug for the task.

Recommendations were made to Owners to introduce a training program for its skippers,
review the suitability of tugs for the tasks in which they may be involved and introduce the use
of risk assessments and briefings as a standard operating procedure. Peterhead Port
Authority was recommended to audit actual working practices against those laid down in its
SMS and to ensure that the operational limitations and working practices are understood
when non Peterhead Port Authority tugs are working in the harbor. The British Tugowners
Association and the UK port authorities were recommended to promulgate lessons learned
from this accident to their members. “Ijsselstroom” was salvaged by GPS Marine
Contractors / GPS Marine Services BV about one month later using their 400 ton lift
capacity floating sheerlegs “GPS Apollo” with the assistance of tug “Napia” and has since
been renamed “Zephyrus”. The tug is now operating under Mammoet’s colors.
                             Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
The European Union’s Directorate General for Mobility and Transport held 2010's first Short Sea Shipping and
                                                       th  th
Motorways of the Sea Focal Points Meeting on 18 /19 March in Brussels. It was attended by representatives of 17
EU Member States, two candidate countries (Republic of Turkey and Croatia Republic), as well as Norway and Iceland.
Debate was structured around relevant EU policy issues, overview of the major
present and future policy initiatives at EU level was presented; greening of intra-EU
maritime transport (low carbon shipping related issues), LNG - the new fuel for
Short Sea Shipping, and Annex VI of MARPOL Convention, as well as the E-
Maritime initiative and Motorways of the Sea. The meeting discussions form a
basis for further developments and follow up by the Commission services in the
area of "Green and Smart Short Sea Shipping". It confirmed the interest and
commitment of participants to go further and identify best possible actions as to
promote and ensure development of sustainable short-sea shipping. For Europe,
maritime transport has been a catalyst of economic development and prosperity
throughout history. Maritime Transport enables trade and contacts between all European nations. It ensures the
security of supply of energy, food and commodities and provides the main vehicle for European imports and exports to
the rest of the world. Almost 90% of EU external freight trade is seaborne. Short sea shipping represents 40% of intra-
EU exchanges in terms of ton-kilometers. The quality of life on islands and in peripheral maritime regions depends on
good maritime transport services. Each year, more than 400 million passengers embark and disembark in European
ports. Overall, maritime industries are an important source of employment and income. The European Commission's
objective is to protect Europe with strict safety rules preventing sub-standard shipping, reducing risk of serious maritime
accidents and minimizing the environmental impact of maritime transport. The Commission recently updated its
strategic goals and recommendations for the EU Maritime Transport Policy until 2018.
                                        On 19 March at 2013, the 224m, Panama flagged, 71,617dwt vessel “Giant
                                        Pescadores” lost maneuverability in front of Bebek Bay during her south-north
                                        passage of Istanbul Strait. In the meantime, all vessels which followed “Giant
                                        Pescadores” were warned by Istanbul VTS Center. At the same time, the vessel
                                        “Bora” collided with “Giant Pescadores” and tanker “Alicudi-M” safely continued
                                        her passage. As a result of collision, “Bora” and “Giant Pescadores” were
                                        damaged. “Bora” drifted and contacted to the land in front of the Rumeli Fortress
                                        and her bulbous bow was damaged. In order to provide the safety of navigation,
                                        life, property and protect marine environment, Turkish Coastal Safety tugs
“Kurtarma 1”, “Kurtarma 3”, “Kurtarma 5” and two SAR boats were dispatched by Đstanbul VTS. As a result of the
Salvage-Assistance Service rendered, “Giant Pescadores”, which had no possibility to be salved in her location by her
own means was secured and anchored in Ahırkapı A3 Anchor Region. “Bora” anchored in the Ahırkapı A4 Anchor
Region with her own means…Five days later on 24 March at 2352, the 121m, 7,929mt Syrian flagged vessel “Hafez”
with 7,570mt cargo of steel products on board lost engine power in front of Istinye in the Istanbul Straits. Tugs
“Kurtarma 3” and two SAR boats were immediately sent to the place of incident by Istanbul VTS. Although “Hafez”
corrected the failure before the arrival of the “Kurtarma 3”, the tug escorted her to Büyükdere. However, on 25 March,
“Hafez” declared that she had a rudder failure. Upon receiving this notice, tug
“Kurtarma 1” was dispatched. “Hafez’s” vessel was stopped, she was not under
control and drifting towards Beykoz. As a result of Salvage-Assistance Service
rendered by the “Kurtarma 3”, the ship was secured and anchored to Büyükdere at
0155. No pollution and loss of life reported…After receiving notice about running
aground of the 85m x 12m, 2,858dwt Turkish flagged dry cargo “Mehmet Akın” on 9
April at about 0900, Gemi Kurtaran’s vessel and the “Kıyı Emniyeti-10” SAR Boat were sent to the incident. By 1300, a
Salvage Assistance Agreement was signed with the master of the damaged vessel and rescue operations started. The
“Mehmet Akin” was refloated and saved by 2050 that day….On 24 April at 1720, the South Korean flagged 26,069dwt
bulk carrier “Hanaro Melody” loaded with 24,800mt soda ash suffered an engine failure 8 miles off Gelibolu while she
was passing through Marmara Sea from North to South. Tug “Kurtarma 2” was immediately dispatched by Canakkale
VTS. As a result of Salvage Assistance Service rendered, the 171m x 25m “Hanaro Melody” was secured.

                              Harms Bergung’s 48.8m x 13.8m, 8,078BHP, 100 ton bollard pull AHT “Pegasus”
                              successfully towed a hull through the Bosphorus from Tulcea to Tomrefjord in Norway.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
It may be old news, but it is good news with a lot of miles
under tow. Throughout ‘09, Netherlands-based International
Towage Contractor’s tugs have been active in towing four
large transportation barges loaded with inland vessels from
China to Rotterdam. Four large transport barges all loaded
with new building inland waterway vessels arrived at
Rotterdam for different principals. “Sumatras”, towing barge “H
405” was first, followed by “Simoon” with barge “UR 96”. The 9,000BHP, 72.4m “Sable Cape” (ex-Hyundai T No. 101,
Chung Ryong No.1, Hoko Maru No.6 sold last month and renamed “Salvage Ace”) started towages with barges “Veka
Medium Foot 2” and “H 331”, both towages were completed by “Sumatras”. In total 39 hulls were delivered after 57,000
tow miles. The 110 ton bollard pull “Sable Cape” started off with barge “H-405”. The departure from Shanghai was
originally to take place early 2008, but delays in construction made rescheduling to a late November 2008 departure
necessary. The 122m x 36.5m Heerema barge was loaded with twelve river barges of totally 10,300 tons under
supervision by Marine. Warranty Surveyors Bureau Vogtschmidt. During the last days of 2008, Port Louis, Mauritius
was called for bunkers and some voyage repairs. It was decided that “Sable Cape” would tow the barge to offshore
Durban where AHTS “Ark Cath”, chartered by ITC, would take over the barge for onward towage. At request of MWS
Bernt Vogtschmidt, ITC Captain Lyapchenko and bosun Sinoc joined the 67m x 16m, 2008 built AHTS “Ark Cath”. The
                                                 10,880BHP vessel made a smooth Cape voyage and towed barge “H
                                                 405” to a location near Abidjan, where mid February the relay was
                                                 continued by 55m, 8,200BHP tug “Sumatras” for the final leg. A deep
                                                 depression in the Bay of Biscay caused some further delay but mid
                                                 March 2009, Capt Peter Weinberg and his crew delivered the barge with
                                                 its cargo safely in Rotterdam. The contract was fixed through Offshore
                                                 Shipbrokers Ltd. in London with Heerema. After prolonged negotiations
with Veka Shipbuilding BV through brokers LKL Oceantrade BV, “Simoon”, sister to “Sumatras, sailed in January
2009 from Dalian, China towing barge “UR 96” loaded with ten new building hulls in four layers. Loading and sea
fastenings were supervised by Ha-Ce Marine Woerkom Nobels Ten Veen BV, giving the enterprise a strong Dutch
flavor, although the “UR 96”, which was also brand new, is owned by Ugland of Norway. Two days after sailing the
transport ran into stormy weather force seven Beaufort, but from the North West, with a swell of 4 meters. Although the
tug had been fully bunkered at Hong Kong prior departure, a call offshore Singapore was made
to top up with bunkers. For the same purpose Captain Paul Mengelder called OPL Port Louis,
to make sure that the tug was well in the water during the passage of Cape of Good Hope.
Again the transport ran into stormy weather, force eight and again swell was building up to 4 –
5 meters. And also here the wind came from behind and the convoy did not lose any speed.
Offshore Walvis Bay, Captain Kuznetsov relieved Captain Mengelder for the final 6,000 miles
to Rotterdam. For the third time fuel was lifted offshore, now at Dakar and mid April the
Rotterdam Maaspilot was reached after a long 15,500 miles towage like clockwork without any
call into a port. Ugland’s Mr. Oyvind Aasland was pleased to have the “UR 96” in time available
again for their next pre-contracted project. Mid August 2009, “Sumatras” again delivered a fully transport barge fully
loaded with hulls in Rotterdam. This time it was “Veka Medium Foot 2” loaded with three layers of hulls, totaling 5,500
tons. Contracting party was again Veka Shipbuilding, broker Joop Keesmaat of Landfall with Braemar Falconer acting
as Marine Warranty Surveyors. The towage started at Shanghai mid May and was routed via Panama Canal instead of
the usual Cape of Good Hope voyages. The 100m x 26m size of the barge allowed transit through the Panama locks
and the starting tug “Sable Cape” with its 1,500 tons fuel capacity, had no problem with a non-stop Pacific crossing.
After passing Japan, Captain Kuznetsov went for the favorable conditions at 42 degrees latitude till the American West
coast before proceeding south again. Balboa was reached after averaging 8,2 knots. Routing advises by Meteo Consult
assisted in avoiding approaching depressions. The Panama Canal Authorities required to make arrangements for the
pilots and linesmen onboard the barge, and for protection of the protrusion of the cargo at the stern of the barge. A
combined effort by ITC’s Captain Jan Kikkers, Landfall’s Joop Keesmaat and Veka’s Jan Versluis and Jan Willem
Schöningh, who all travelled to Balboa, resulting in an arrangement acceptable for the Panama Canal Authority and
“Sable Cape” was allowed to start the first transit ever of the Panama Canal by a barge loaded with hulls. At Cristobal,
the tow was to be continued by ITC’s “Sumatras”, which has delivered its tow crane barge “Bisso 450” at New Orleans.
“Sable Cape” proceeded to Talcahuano in Chile for the escort voyage of 106,000 dwt tanker “HS Elektra” to China.
After survey and approval by Breamar Falconer, “Sumatras” continued the towage three weeks after arrival of “Veka
Medium Foot 2” at Balboa. Rotterdam was reached one month later after a smooth 5,500 towing miles and floating
sheerlegs could start discharging the cargo from the barge.

                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

                           Mid October 2009 ITC’s tug “Sable Cape” departed for the third time within one year from
                           Shanghai with a fully loaded barge in tow. This time the Hirers were Hapo International
                           Barges BV, brokers Offshore Shipbrokers Ltd and the cargo onboard the 100m x 33m barge “H
                           331” consisted of 11 inland water vessels with a total weight of 7,800 tons. Bureau Vogtschmidt
                           issued the towage certificate. Prior to departure, the tug was fully bunkered at Hong Kong and
first port of call Port Louis at Mauritius was reached in 30 days, benefitting from a strong ESE-ly wind, at an average
speed of 7 knots. In spite of the local summer, the convoy did encounter force 7 winds during the Cape passage, but
again from a favorable direction. Offshore Angola additional fuel was lifted from shuttle tanker “Topaz”. From Dakar the
weather and sea conditions changed and for the last 3,000 miles the tow faced almost continuously NNW-ly winds
force 7/8 Beaufort with a swell of 4 m causing the barge to yaw behind the tug with heavy pitching and rolling. With a
deep depression approaching, it was decided in consultation with MWS Bernt Vogtschmidt to seek shelter in the Bay of
Cadiz and await the depression to pass, before navigating along the Portuguese coastline into the Bay of Biscay. The
convoy headed for the Bay of Falmouth to lift low sulphur fuel to enter North European waters, but on arrival it was
decided to hand over the barge to tug “Sumatras” which was at salvage station. In the third week of January 2010, the
“Sumatras” towed for the third time in one year a barge loaded with inland vessel up the Rotterdam New Waterway.

The A.P. Moller – Maersk Group reported overall revenues of DKK 71,019 million (US$
13,200 million) for the first quarter of 2010, up 13% (DKK) or 20% (USD) from first quarter
2009. Profit for the period was DKK 3,440 million or USD 639 million compared to losses of
DKK 2,132 million / USD 373 million for the same periods. The revenue for the periods in USD
increased by 20%, primarily as result of higher oil prices and increasing freight rates and
volumes in the container activities. “Markets have improved, and our efforts are paying off. We
expect an improved result compared to earlier expectations of a modest profit, mainly because
of the recovery in our container business, which is now expected to post a profit in 2010. Due
to the development in the global economy, especially in the second half of the year, there is still uncertainty in how the
volumes and the rates will develop the rest of the year. But we will continue to improve our competitiveness, and we are
ready to seize opportunities that arise in the wake of the crisis,” says CEO Nils S. Andersen. The average oil price was
USD 76 per barrel in the first quarter of 2010, compared to USD 45 per barrel in the first quarter of 2009. The Group’s
                                share of oil and gas production in the first quarter 2010 was 20% below the first quarter of
                                2009, mainly due to a lower share in Qatar. The result in the first quarter was positively
                                affected by lower exploration costs than in the same period of 2009. A.P. Moller - Maersk
                                Group revenues for tankers, offshore and other shipping activities for the first quarter of
                                2010 were DKK 7,512 million (USD 1,395 million) up from DKK 7,347 million (USD 1,286
                                million) in first quarter 2009. In the first quarter of 2010, Svitzer remained negatively
                                affected by low activity in the port towage market, while Svitzer’s other markets saw
                                slightly increasing demand. The market for anchor handling and supply vessels stabilized
                                during the first quarter with slightly increasing activity and rates. The addition of new
vessels led to continued pressure on rates, however. Maersk Supply Service has considerable contract coverage in
2010, although a number of vessels are employed in the spot market. In the first quarter, Maersk Supply Service took
delivery of an anchor handling vessel, while another three vessels are expected to be delivered in 2010. Segment result
was USD 60 million in the first quarter of 2010, compared to USD 68 million in the same period of 2009.

2010 started better than expected and overall expectations for the A.P. Moller - Maersk Group are thus a profit for 2010
– an improvement compared to the previous statement on 4 March 2010 of a modest profit. Cash flow from operating
activities is expected to be significantly above that of 2009, and cash flow used for capital expenditure is expected to be
significantly below - unchanged compared to previous statement. The outlook for 2010 is subject to considerable
uncertainty, not least due to developments in the USD exchange rate, oil prices and in the global economy, especially
in the second half year 2010, where national economic stimulus packages are expected to be discontinued on a
number of important markets for the container shipping activities. Specific uncertainties relate to development in the
container market, including freight rates, transported volumes and the level of vessels taken out of service. As
mentioned in the annual report 2009, uncertainties also relate to the valuation of the Group’s intangible assets and
property, plant and equipment.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
In the first quarter of 2010, Royal Boskalis Westminster N.V. booked revenue that was slightly
down on the same period in 2009. The utilization rate of the fleet was good, with the hopper
fleet continuing to be deployed intensively. Due to repairs, the utilization rate for the cutters was
lower than in the same period last year. In recent months, Boskalis has acquired contracts
spread across the various market segments and regions. In the Netherlands, several sand
replenishment contracts were acquired related to coastal protection along the Dutch coast. In
Germany, contracts acquired included oil- and gas-related projects, as well as a number of port
maintenance works. Compared to the same period last year, the order intake level for the early
months of 2010 was higher. Historically, the level of incoming orders in the first six months of
the year is less than a third of the annual order intake. Smit revenue was down slightly in the
first quarter compared to revenue in 2009, excluding last year's income from the settlement for the "Thunderhorse". On
the basis of a 28% shareholding in the first quarter of 2010, the Smit results were accounted for as 'result in associated
companies' and therefore Smit revenue was not consolidated in the first quarter. The performance of the Smit divisions
is mixed, with the Harbor Towage Division performing better as a result of the cautious recovery in world trade.
                                 Developments within the Terminal Division and Salvage Division were stable whilst there
                                 was a decline in the activity level within the Transport & Heavy Lift Division. From the
                                 second quarter onwards, Smit earnings will be consolidated in the Boskalis results.
                                 Boskalis' strong cash position was virtually unchanged at the end of the first quarter with
                                 respect to year-end 2009. A sizable share of this cash has since been used for the partial
                                 financing of the offer for Smit Internationale N.V. On 27 March, Boskalis accepted the
                                 offer for all outstanding Smit shares. Boskalis now holds more than 98% of the shares.
                                 Smit Internationale was delisted on 4 May and a buy-out procedure has now been
initiated for Boskalis to acquire the outstanding shares. Preparations were launched recently for the integration of the
two organizations. In joint consultation, a general approach has been initiated targeting specific areas of the integration.
There is a lot of enthusiasm at the two companies about the opportunities afforded by the merger. Boskalis has a
strong and broadly spread order book, and it expects a well utilized fleet in 2010. Given the project-based nature of
work, Boskalis is unable at this point in time to provide a quantitative forecast for 2010. Boskalis does, however,
anticipate that 2010 net profit will be lower than the level achieved in 2009, disregarding the effects of the merger with
Smit. Boskalis will announce the half-year figures for 2010 on 19 August this year.

African News
The U.S. Maritime Administration issued advisories to U.S. ships in the waters
off the Horn of Africa and the Indian Ocean. The warnings advise that pirate
activity could increase between now and May, due to the end of the Northeast
monsoon season and increased range of recent pirate attacks. “These
warnings must be taken seriously, as pirates continue to put our ships and
crews at risk, even one year after the Maersk Alabama incident,” said David T.
Matsuda, Acting Maritime Administrator. “Mariners must be vigilant and
prepare for potential attacks when in the region.” With the end of monsoon
season, calmer weather and seas create a greater opportunity for pirates to
operate their skiffs further away from shore and larger base ships. This area of
activity expanded to more than 1,000 nautical miles off the Horn of Africa into
the Indian Ocean. As of 21 April, Somali pirates were responsible for 35 of 67 piracy incidents reported worldwide
during the first quarter of the year according to the ICC International Maritime Bureau, and numbers keep rising. The
east and south coasts of Somalia recorded 18 incidents including five vessels hijacked and 11 fired upon in the first
quarter. Within the Gulf of Aden and in the adjacent Red and Arabian Seas 17 incidents were reported, including the
hijacking of four vessels, compared with 41 incidents, including five hijacked vessels, in the first quarter of 2009.

Portuaria do Lobito of Angola took delivery of the 30m x 10.6m x 4.9m draft, 5,438HP twin screw tug “Kalay”,
powered by a pair of MTU 16V4000M61s developing 2,000kW each at 1,800RPM. Tug was built by Francisco
Cardama, SA of Vigo, Spain at a reported cost of about Euro 7 million. The Port of Lobito is on the southern half of the
Angolese coast in the bay of Lobito. It’s a natural harbor whose exceptional conditions of shelter are the result of a reef
closing the bay. The Port of Lobito is one of the main ports, not only in Angola, but also on the west coast of Africa.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Asia, South Pacific and the Far East
So far in 2010, tugs operating in Southeast Asia have found themselves to
be targets for hijacking and robbery with four tugs reporting incidents. The
Singapore-registered tug “PU-2007”, with her name painted over to “Mega
1”, was found by the Singapore navy at the entrance of Singapore Strait,
north of Horsburgh Lighthouse, three days after she was highjacked along
with her barge. All nine crew on board at the time of the hijacking were
found safe after hijackers abandoned the tug. The barge had been found
the day after the hijacking, abandoned east-northeast of Kuantan by the
Malaysia Maritime Enforcement Agency. The incident began on 19 April
2010 at 2328LMT, as the 95’ x 29.5’ “PU 2007”, was towing barge “PU
3316” and activated its SSAS while underway at 4º 25.51’N, 104º 18.92’E
(approx. 57nm northeast of Kuantan, Malaysia). The alert came on every 30 minutes thereafter. The 2,060HP tug
departed Kintap, South Kalimantan, Indonesia and was heading towards the Gulf of Thailand to Sriracha port to
discharge cargo. Suspecting that “PU 207” was hijacked, her owner reported to Singapore’s Port Operational & Control
                                                                             Center (POCC), which is also ReCAPP
                                                                             (Regional Cooperation Agreement on
                                                                             Combating Piracy & Armed Robbery against
                                                                             Ships in Asia) Focal Point (Singapore), and
                                                                             ReCAAP ISC. The tug deviated from its
                                                                             planned course and was about 91nm east-
                                                                             northeast of Kuantan, and heading easterly
                                                                             at about 3.8kn towards Philippines /
                                                                             Kalimantan. Owners kept a close watch over
                                                                             her getting their other tugs in the vicinity to
                                                                             try and establish contact. This was the
                                                                             second tug hijacking in the vicinity this year.
                                                                             The first involved tug “Asta” towing barge
                                                                             “Callista” on 6 February. Similar to
                                                                             hijacking of “PU 2007”, “Asta” also deviated
                                                                             from its planned course and headed
                                                                             northeasterly towards the Philippines.

Less than a week after “PU 2007” was found, another Pan-United tug was also involved in an incident in the area. On
27 April, at 2138LMT, their Singapore-flag “PU 2402” activated the SSAS at 4º 44.16’N, 103º58.06’E (approx. 78nm
off Kuantan, Malaysia). “PU 2402”, towing “PU 3309” laden with coal, departed Sungai Serongga, South Kalimantan on
12 April for Mahachai, Thailand. Seven robbers came along the port side of the
tug in a small boat. Six robbers boarded the tug while one, armed with a parang
(long knife), waited in the small boat. One robber threatened the tug’s master with
a pistol. The master managed to activate the ship’s SSAS, but it was disabled by
the robber. All nine crew were led to the master’s cabin with their hands tied. One
by one, the crew was threatened with machetes as robbers demanded that all cash
and valuables be handed over. The entire episode was over in about 30 minutes.
The robbers left, taking with them cash, a laptop computer and the crew’s mobile
phones. The master managed to free himself and untie the rest of his crew. Pan-
United’s Company Security Officer attempted to establish contact, but failed. He
reported the incident to Singapore’s POCC and ReCAAP Focal Point, who submitted a report to all ReCAAP Focal
Points, plus informed the Republic of Singapore Navy and MRCC Putra Jaya. “PU 2402” was heading northerly at abt.
3kn and Malaysia’s Maritime Enforcement Agency immediately dispatched a vessel. “PU 2402” was intercepted and
boarded at approx. 14.5nm northeast of Pulau Tenggol at about 0125 on Wednesday 28 April. The crew was safe and
the robbers had already left. The tug was subsequently escorted to Dungun, Terengganu for investigation and Owner’s
established contact with the master at about 0251 hours through another of their tugs, the “PU 2406” which was in the
vicinity. ReCAAP encourages all ships transiting through the area to be vigilant and look out for suspicious boats in the
vicinity. In the event of boarding, ReCAAP ISC urges ship masters to report to the nearest coastal State and flag State
immediately so that authorities are able to dispatch assets to the location and arrest the culprits.
                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

                                                The same day that the “PU-2402” was boarded and robbed, the 31.0m x
                                                9.0m x 4.0m depth Malaysian flag tug “Atlantic 3”, towing the empty deck
                                                barge “Atlantic 5”, departed Tanjung Ayam, Johor, Malaysia for Kintap,
                                                South Kalimantan, Indonesia after a stop to replenish fuel and fresh water.
                                                Only about six hours later, at about 1726 hours on Tuesday, 27 April, the
                                                shipping company lost contact with the tug and her nine crew. The last
                                                known position of the 2,000HP “Atlantic 3” and barge was at 1º 12.8’N,
                                                104º 45.92’E, approx. 11nm east of Pulau Bintan, Indonesia. The tug and
                                                barge were scheduled to transit through Pulau Bintan, Indonesia between
                                                                 th                           th
                                                midnight of 27 April and the morning of 28 April. “Atlantic 5” was instead
                                                boarded by seven pirates armed with a gun and machete during the night
                                                of Tuesday April 27 . The crew were bound, blindfolded and locked in one
of the tug’s cabins, only being allowed out for toilet breaks and their money and personal belongings, including shoes
and socks, were stolen. The shipping company reported the incident to POCC and ReCAAP ISC on Thursday 29
April, which initiated both a broadcast on NAVTEX about the missing tug and barge and alerted Malaysian and
Indonesian maritime authorities and the Philippine Coast Guard. ReCAAP ISC urges vessels in the vicinity to lookout
for the “Atlantic 3” and “Atlantic 5” and report all sightings. “Atlantic 3”, homeported out of Kuching, Malaysia, was built
in 2007 by Celtug Services Shipyard Sdn Bhd. in Sibu, powered by a pair
of Yanmar 6RY17P-GV diesels and classed with NK. Luckily the tug’s
captain and crew were found in reasonably good physical health, but
fatigued, near the Spratly Islands in the South China Sea on Wednesday
5 May by the Vietnamese Navy. The crew had been in a liferaft since
Sunday night, 2 May, when they were cast adrift with only the clothes
on their backs. The liferaft was more than 1,000km from their last
reported position near southern Borneo when their emergency beacon
was detected by the Navy. Owners have requested Interpol to assist in
locating the tug and barge, valued at RM 11 million (abt. US$ 3.376
million) which are still missing. The crew are awaiting completion of
necessary formalities allowing them to return home.

                          Fairmount Marine’s 75m, 205 tonne bollard pull AHT “Fairmount Summit” was contracted in
                          March by Diamond Offshore for the move of 244’ x 244’, 6 Generation, F&G ExD
                          Millennium design DP Semi-submersible drilling rig “Ocean Valor” (formerly the “PetroRig II”)
                          in 2009 at Jurong Pte. Ltd. in Singapore. After confirmation of the contract, “Fairmount
                          Summit” started mobilizing immediately out of West Africa towards Singapore. SSDR “Ocean
                          Valor” is being towed together with Harms Bergung Transport’s 65m, 219 tonne bollard pull
                          AHT tug “Janus” from Singapore to Macae, Brazil. The convoy departed the second week of
                          March and expected to arrive in Brazil the end of May / beginning of June. After first
                          contracting the “Fairmount Sherpa” for moving SSDR “Ocean Courage” from the U.S. to
                          Brazil, this is the second contract in a row for Diamond Offshore.

For the Second Quarter ended 31 December 2009 (2QFY10), Jaya Holdings Limited of Singapore, and together with
its subsidiaries, reported consolidated revenue of S$ 102.7 million or 172% higher than that of the previous
corresponding quarter (2QFY09). The Jaya’s shipbuilding division recorded higher revenue of $88.1 million, or 536%
higher than that of 2QFY09. Five vessels were completed and sold compared to none sold in 2QFY09. Jaya’s
chartering division reported a 38% drop in revenue to $14.6 million due to lower fleet utilization of 73% compared to
87% in 2QFY09 and a smaller fleet size. The decrease in fleet utilization is partially offset by the improved average
daily vessel charter rate. This higher average daily vessel charter rate was achieved due to better fleet composition and
higher charter rates for some of the vessels which were contracted for earlier under stronger market conditions. The
chartering market continues to be soft. Jaya is facing stiffer competition in securing charter contracts, which is made
more challenging when its charter fleet is expected to grow with new vessels coming on line. However, over the past 6
months, Jaya has seen an increase in buyer enquiries. The recent rise and increased stability in the oil prices could
provide support to increased exploration and production spending, which could add to demand.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

Featured ASD & Tractor Tugs For Charter / Employment Direct From Owners
File: TG83114 Tug - Azimuthing - 114.0’ loa x 45.9’ beam x 19.7’ depth x 18.04’ loaded draft. Built: 2009 at Astilleros
Gondan S.A., Spain. Italian flag. GRT: 733. Class: RINA C +Hull +Mach, Tug, Unrestricted Nav Aut-Ums, Oil Rec Ship,
FiFi: 2, Water Spraying, Salvage Tug, Escort Tug, IW, Sys-Neq 1. Deadweight: 620 mt. FO: 301m3 FW: 69m3 Crane:
1 - 1.8T @ 18.3m. Winch: 1 - 250mt Brake; 1 - 420mt Brake; 2 -100T hook. Stern Roller. 2 x MAN 9L27/38 total
8,300BHP. Schottel props. Bowthruster. 204BHP. Bollard Pull: 105MT. Speed about 11-13kn Pump(s): 2 -200m3/hr
(moveable); 2 - 3749m3/h (Fire). Genset(s): 2 - 150kW / MAN / 190kVA / 380v / 50Hz; 1 - 60kW / MAN / 75kWA.
Firefighting: FiFi2 2 - monitor(water) 3600m3/hr, 1 - monitor(Foam) 600m3/hr. Quarters: 2-1, 2-2, 1-4. Air conditioned.
Galley. Passengers: 1-2; + 5 bunks. Steering BP 120mt at 10 knots. May be developed for employment through
February 2011 when starts a long-term job. Inspection: Europe.

File: TG72128 / TG72127 Tugs - Azimuthing (2 each) - 128.0’ x 42.0’ x 19.0’ depth. Built: 2009 at Astilleros Armon,
Spain. GRT: 800 BV I + Hull + Mach + AUT UMS, Tug, FI-FI1, Water Spraying, Unrestricted Navigation, Ice 1C. 50T
deck cargo on 100m2 clear deck. FO: 438m3 FW: 63m3 Windlass: 2 - Pull 10T, Brake 50T. Crane: Deck Crane
PK32080 SWL 12.2m/2T. Winch: 1 - Stern winch; 1 - Bow winch. Wire Capacity: 1200m x 54mm / 400m x 54mm.
Stern Roller. 2 x ABC total 7,200BHP at 1000RPM. FPP Schottel SRP2020 props. Range: 24 days Bowthruster.
200kW. Bollard Pull: 85T. Speed about 14kn Genset(s): 2 - 310kW / Volvo; 1 - 116kW / Volvo. Brusselle Winch Fore:
Hydraulic driven combined anchor windlass towing winch Model M 255/ASLH200.59/1S-2-2. Split drum with 180m
Dyneema. Pull 1st layer 800kn, Brake 2000kn. Each Drum cap 54mm, 400m. Brusselle Winch Aft: Hydraulic driven
waterfall anchor handling towing winch Model M 256 SLH250.123/2-1-1. Karmoy Hydraulic Towing Pins Typ 130853
SWL 160T. Karmoy Shark Jaw SWL 200T.

File: TG72109 / TG72108 Tugs - Azimuthing (2 each) - 108.6’ x 42.0’ x 17.6’ depth x 19.00’ loaded draft. Built:
2009/2010 at Gebr. Kooiman; Zwijndrecht. GL. on 7m x 9m clear deck. FO: 210,000L FW: 40,000L BW: 99,000L
Crane: 40T/m. Winch: Ridderinkhoff 250T brake fore & aft + tugger. Wire Capacity: 800m 56mm aft. Stern Roller. 2 x
ABC 12DZC total 7,200BHP at 1000RPM. Wartsila / Lips 275 CP azimuth props. Bowthruster. 280HP. Bollard Pull:
83mt. Speed about 13.5kn max Genset(s): 2 - 250kW / Scania 50Hz. Firefighting: FiFi 1. 2 - 1,400m3/hr @ 120m. 7
berths. Deep sea, FiFi 1, escort, port & terminal tug. 120mt tow pins & stoppers. Air draft 21m. Europe. Delivery: June

File: TG54123 Tug - Azimuthing - 122.8’ x 36.1’ x 18.0’ depth x 15.60’ loaded draft. Built: 1987 at Scheepswerft de
Waal. Panama flag. GRT: 600. ABS +A1 Towing Service, FiFi “1” +AMS (Last DD 02/04). Deadweight: 358 mt. on
47.6’x24.3’ deck. FW: 64MT Windlass: Winch Cap: 750m x 52mm. Winch: Bodewes double drum / AH. Wire Capacity:
1,200m x 52m; 800m x 52mm. 2 x Wartsila 12V2200 total 5,400BHP. Schottel CPP props. Bowthruster. 630hp. Bollard
Pull: 61T. Speed about 13kn Genset(s): 2-125kw 880/220AC. 2 - monitors; 3,000cbm/hr. total. Quarters: 7.
Passengers: 6. Karmoy fork and towing pins fitted. Reverse “tractor” tug. Anchor handling. Mid East.

File: TG50081 Tug - Azimuthing - 82.0’ x 36.7’ x 17.2’ depth x 14.59’ loaded draft. Built: 2009 at Astilleros Armon S.A;
Navia, Spain. GRT: 308 BV. 2 x ABC 8MDZC total 5,000BHP at 1000RPM. 2 - Schottel prop(s). Bollard Pull: 64T.
Speed about 12.3kn Genset(s): 2 - 160kW / Scania D995M. ASD, open stern tug. Baltic.

File: TG45115 TG45116 Tug - Azimuthing - 114.0’ x 35.4’ x 18.7’ depth x 16.40’ loaded draft. Built: 1998 at C.N. San
Domingo S.A; Vigo, Spain. GRT: 496. GL + 100A5. M.E. “Tug” + MC E Aut. Deadweight: 1,317 FO: 220m3 Winch: 2
Ulstein Brattvaag SL50 + Seebeck 55mt tow hook. Wire Capacity: 1400/1400m. 2 x Deutz SBV8M628 total 4,500BHP.
Schottel/SRP 1212 props. Bowthruster. Bollard Pull: 55T. Speed about 13.5kn free Genset(s): 1 - Deutz, 2 - MAN. No
FiFi. Tug periodically open for employment. Call for information on rates & availability. Fully equipped for Harbor
Assistance, escorting, terminal OPS, Coastal Towage & salvage. Northern Europe.

File: TG45001 Tug - Azimuthing - 101.1’ x 33.5’ x 15.7’ depth x 15.40’ loaded draft. Built: 2001 at Damen, Shipyards;
Holland. Polish flag. GRT: 313. PRS KM Tug L4 International. Crane: 1 - 6T. Winch: Fore & Aft Towing winches.
Remote release tow hook aft. 2 x CAT 3516B total 4,500BHP. Aquamaster prop(s). Bollard Pull: 55T. Speed about
13.2kn max Pump(s): 2 - 20m3/hr. Genset(s): 2 - 85kW, 50Hz AC. Firefighting: 2 - Foam monitors. Air conditioned.
Foam generator with capacity of 600m3/hr. Damen 3110 Class tug. Europe. Prompt.

                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
File: TG44111 / TG44106 Tugs - Azimuthing (2 each) - 105.0’ x 34.0’ x 17.1’ depth. Built: 1999 at Marco Seattle; U.S.
flag. GRT: 158. ABS Loadline. FO: 98,896g Winch: D/D Burrard HJD aft, Burrard HE fwd, both bridge controlled. Wire
Capacity: 2,000’ 2.25” / 2,200’ 2”. Stern Roller 2 x CAT 3516B total 4,400BHP at 1600RPM. 2 - Ulstein 1650H 94.5”
props. Bollard Pull: 70T. Speed about 13.5kn. Pump(s): 1,200gpm FiFi. Genset(s): 2 - 105kW. FiFi monitor. Foam -
1,200g. Smith Berger tow pin / stern roller and hold down hook + H bitt. U.S. Gulf Coast.

File: TG40109 Tug - Azimuthing - 104.0’ x 36.0’ x 17.0’ depth. Built: 2003 at Thoma-Sea Boat Bldrs, LA. U.S. flag.
GRT: 186. ABS Loadline (exp 14 Feb 2013). FO: 80,000g. FW: 6,000g Windlass: Markey TES-32. Winch: Markey
single drum towing winch. 2 x Cummins QSK60M total 4,400BHP at 1800RPM. Rolls Royce A3 stern drive gear(s).
Aquamaster US-205 84.6x78.6” prop(s). Speed about 11kt. Free Genset(s): 2 - 95kW / Cummins Onan. Quarters: 6.
Air conditioned. Galley. 107,000lbs ahead / 97.760lbs astern bollard pull. U.S. Gulf Coast.

File: TG40095 Tug - Azimuthing - 95.5’ x 32.0’ x 15.8’ x 11.50’ loaded draft. Built: 1996 at Trinity Marine; Lockport,
LA. U.S. flag. GRT: 99. ABS +A1 Towing Service (FiFi), AMS, Ice Class C. Drydocked 3/09. FO: 34,359g. Winch:
Almon Johnson double forward (650) & single aft (650). Wire Capacity: 2,000’ 2” aft. 2 x CAT 3516BTA total 4,000BHP
at 1600RPM. Ulstein 1650H 86”x80” props. Bollard Pull: 56.25ST. Speed about 14kn free Genset(s): 1 - 99kW /
CAT3406; 1 - 99kW / CAT3304. 3000gpm fire pump & 2 monitors with foam. Quarters: 8 crew. Air conditioned. Galley.
Jensen Maritime Design. Escort, FiFi, Oil Rec, Shipdocking, Harbor, Coastal & Ocean Tug. Caribbean.

File: TG36071 Tug - Azimuthing - 90.9’ x 32.1’ x 16.1’ depth x 13.20’ loaded draft. Built: 2007. St. Vincent flag. GRT:
318. ABS + A1 Towing Vessel + AMS Unrestricted Service. FO: 160m3 FW: 30m3 Windlass: Elect. Hyd. combo single
drum. Crane: 1T @ 6m knuckle boom. Winch: 140mt brake single drum aft + disc type quick release hook. Wire
Capacity: 600m x 2mm. 2 x Yanmar total 3,600BHP. Schottel props. Range @ 3,000nm towing at 6kn Bollard Pull:
50mt. Speed abt. 12kn max. 1,500m3/hr fire pump. Genset(s): 2-99kW. 2 - 600m3/hr water-foam monitors. Quarters: 8
in 2-1,2-2,1-4 berth. Periodically open for employment. Call for availability & rate ideas. U.K..

Featured Tugs For Sale Direct From Owners
                                              File: SU27972 DP-2, Ice Class 1A Supply Boat - AHTS - 279.5’ x 72.2’
                                              x 29.5’ depth x 24.92’ loaded draft. Built: 2011. DNV +A1, Ice 1A,
                                              Dynpos-Autr Naut-OSV(A), E0, Comf-V(3), T-MON, DK(+), HL(2.8)SF,
                                              BIS, FiFi-1. Deadweight: 4,500mt. 2,500MT deck cargo on 750m2 deck.
                                              eck Load: 10-15mt/m2. FO: 2,160m3 FW: 1,245m3 DW: 1,600m3 BW:
                                              2,690m3 Dry Bulk: 220m3. Liq. Mud: 950m3. Winch: Double drum
                                              hydraulic RRMBrattvaag 400T waterfall. ire Capacity: 2,550m/4,000m
                                              76mm. Stern Roller. 2 x Wartsila 12V32 total 16,000BHP at 750RPM. CP
props in korts. Stern Thrusters: 2 - 13T CPP. Bowthrusters. 2-19T CPP. Bollard Pull: 200MT. Speed abt. 16kn.
Pump(s): FO 2-250m3/h. FW 2-250m3/h. DW/BW 2-250m3/h. L.Mud 2-100m3/h. Oil.Rec: 5-125m3/h. 2-2400m3/hr
(fire). Genset(s): 2-790kW; 1-440kW; 2-2300kW shaft; 440vAC 60H/ ph. Firefighting: Monitor water/foam 1-
1200/300m3/hr,1-1200m3/hr, Watercurtain. Quarters: 45 (13-1, 12-2, 2-4). VS-4622 Clean Design, Ice 1A, 16,000BHP
FiFi 1 AHTS. 4x166m3 rig chain lockers. 2-24mt tugger winches. 2-13.9mt capstans. Secondary drum capacity
1,600mm 8” dia. synthetic. Rope reel. 2 sets each 800mt max shark jaws & tow pins suitable for 400mt bollard pull.
Under construction. Owners willing to expedite construction & make modifications, subject to technical feasibility,
according to firm buyer’s requirements. Kongsberg DP-2 with DPS, HiPAP-500 & Fanbeam. Southeast Asia.

File: TG84002 Tug - Twin Screw - 154.7’ x 40.6’ x 19.7’ depth. Built: 1977 at
Odense SY; Lindo, Denmark. Vanuatu flag. GRT: 762. ABS (formerly LR +100A1
Tug Ice Class 1A). Deadweight: 569 lt. 135T deck cargo on 69.1’x28.5’ clear deck.
FO: 173,700g FW: 15,000g DW: 65,800g. Winch: Hydraulic Braatvaag double drum
+ tugger & capstan. Wire Capacity: 1000m 64mm. Stern Roller 2 x MAK 12M453AK
total 8,400BHP. Lips 114” CPP props in korts. 10,500nm range. Bowthruster. 300HP.
Bollard Pull: 100T. Speed about 10-12kn on 290-390g/hr. Genset(s): 3 - 178kW
380vac 50hz. Quarters: 12 in single cabins. Air conditioned. Open stern. Triplex shark jaw. Rig chain locker. As brokers
only, try best reasonable cash offers “as is, where is” after inspection. U.S. Gulf Coast.

                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

File: TG75140 Tug - Twin Screw - 140.2’ x 40.0’ x 23.3’ depth x 21.32’ loaded draft Built: 1976 at Bolsones Verft;
Norway. Rebuilt: 2002. Singapore flag. GRT: 1,030.BV. 125MT deck cargo on 57’x29.8’ clear deck. FO: 600m3 DW:
923m3. Winch: Waterfall double drum 250T brake (Brattvaag). Wire Capacity: 1000m 57mm. Stern Roller 2 x Polar
Nohab F216V total 7,500BHP. CPP Liaaen props in kort nozzles. Becker rudders Bowthruster. 600BHP. Bollard Pull:
98MT. Speed about 12/14.5kn. Genset(s): 2-230kVA. Firefighting: 2-800m3/h water monitors. Quarters: 17 in 13
cabins. Air conditioned. Galley. Hospital to Class 2 standards. Anchor handling tug. Fitted with Karm fork & hydraulic
towing pins. Southeast Asia.

                            File: TG74146 Tug - Twin Screw - 146.0’ x 40.0’ x 20.5’ depth. Built: 1976 D.M. Kremer
                            Sohn; Germany. Belize flag. GRT: 823. ABS +A1, +AMS exp. 30 Nov 2010. 170T deck cargo
                            on 50’x18’ clear deck. FO: 167,462g DW: 13,713g. Winch: Surken Bodewes double drum
                            +tugger. Wire Capacity: 5640’x2.5”. Stern Roller. 2 x B&W 14U28L4 total 7,420BHP. Kiypers
                            3.88:1 gears. CPP props in kort nozzles. Bowthruster. 450HP. Bollard Pull: 100MT. Speed
                            about 14kn Genset(s): 3 - 220kW / GM12V-71; 1 - 80kW / GM4-71, 400v, 60Hz AC.
                            Quarters: 16 crew (4-1, 4-2, 1-4). Air conditioned. Galley. Passengers: 4. Call for inspection
and further details. Shark jaw, open stern. Ecourage clean, cash offers after inspection. Mid East.

File: TG70092 Tug - Azimuthing - 92.8’ x 39.4’ x 17.2’ depth x 19.50’ loaded draft. Built:
2010 Singapore. GL +100A5 M Tug Mach +MC AUT FiFi 1. FO: 80m3 FW: 20m3. Crane:
Hydraulic 10tm + boat davit. Winch: Hydraulic 200T brake fore & aft 30mt @ 0-15m/min.
Wire Capacity: 450m x 56mm or 250m Dynema. 3 x ABC 8DZC total 7,100BHP. 2300mm
CP SRP-1215 Schottel props. Bollard pull of not less than 94T ahead & astern / max not less
then 104mt. Speed about 12kn free Genset(s): 2-120kW & 1-25kW. 2 - 1,200m3/h remote
monitors. 300m3/h spray. Quarters: 6 persons in 2-1 & 2-2. Air conditioned. Two sister-tugs
available for bareboat charter, or time charter to qualified operators. Although not officially for sale, we may develop on
a p&c basis for outright cash sale. Tugs excellent for port or terminal work. Southeast Asia.

                            File: TG62135 Tug - Twin Screw - 149.0’ x 40.0’ x 22.2’ depth x 18.00’ loaded draft. Built:
                           1976 at Halter Marine. U.S. flag. GRT: 198. ABS Loadline exp Nov 28, 2012. FO: 240,000g
                           FW: 14,975g. Winch: Intercon double drum. Wire Capacity: 4,000’ x 2.25”. 2 x Alco 16-251F
                           total 6,200BHP at 900RPM. 2 speed - Lufkin 5.95:1 gears. FPP - 4 blade 144” x 105” props.
                           Bowthruster. Bollard Pull: 70T. Speed about 13kn Genset(s): 2 - 150kW. Quarters: 15 in 8
                           cabins. Raised foc’stle bow. Sold to present owner through Marcon.

File: TG60131 Tug - Twin Screw - 135.0’ x 36.1’ x 19.0’ depth x 18.45’ loaded draft. Built: 1971 at Main Iron Works;
Houma, LA. Rebuilt: 1992. U.S. flag. GRT: 224. ABS +A1 Towing Service +AMS. Unrestricted Service thru 11/2010.
(Lay up status.). FO: 63,510g FW: 2,146g DW: 12,844g BW: 40,794g Winch: Markey TDS-36. 2 x EMD 16-645E7 total
5,750BHP. Falk 3548 gears. Fixed Pitch 150” x 95” props. Bollard Pull: 60T. Speed about 10.8kn free on 5,814g/day.
Genset(s): 2 - 99kW. ATB tug with upper pilothouse. Height of eye 31.0’ / 54.8’ lower / upper pilothouse. Intercon
coupler system. Previously operating with 29,000dwt barge. U.S. East Coast.

File: TG59117 / TG57128 ATB Tugs - Single Screw (2 each)- 128.0’ x 36.1’ x 15.7’ depth.
Built: 1981 at McDermott. U.S. flag. GRT: 273. ABS +A1, Towing Service, +AMS, +ABCU.
FO: 83,600g FW: 8,929g 2 x EMD 16-645E7B total 5,750BHP. CPP 12’ 6” dia prop in
steering kort nozzle. Genset(s): 2 - 210kW / 1 - 55kW. Intercon ATB system installed 1997.
Matched with 180,000bbl barge TB99473 / TB99472. Tug partial double hull. Upper
pilothouse 51.35” height of eye. Marcon sold to present owners. U.S. Gulf Coast.

File: TG57151 Tug - Twin Screw - 150.0’ x 40.0’ x 22.0’ depth Built: 1974 at Halter Marine. U.S. flag. GRT: 198 ABS
+A1, Ice Class C, +AMS. Surveys overdue. 150LT deck cargo FO: 224,522g FW: 15,967g DW: 59,781g. Winch:
Intercon 79070 D/D WF + tugger. Wire Capacity: 3,000’ 2.25”. Stern Roller 2 x EMD 16-645E5 total 5,750. Reintjes 5:1
gears. 4 blade 120”x124.8” props in korts. Bowthruster. Bollard Pull: 81ST. Speed about 13kn max free on 279g/hr.
Genset(s): 2 - 125kW 440v 60Hz / DD8V71. Quarters: 1-1, 7-2 man. Air conditioned. U.S. Gulf Coast.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

File: TG57139 Tug - Twin Screw - 138.7’ x 36.5’ x 18.9’ depth x 15.30’ loaded draft. Built: 1974 at D.W. Kremer Sohn
Gmbh; Germany. Panama flag. GRT: 600. BV class. FO: 300MT FW: 105MT BW: 118.3m3. Winch: Double Drum
Norwinch hydraulic. Wire Capacity: 850m 52mm. 2 x MAK 8M452AK total 5,000BHP. CPP props in korts. Speed 10kn
econ. Bowthruster. 350HP. Bollard Pull: 65T. Genset(s): 2 - 150kW / Volvo, 1 - 180kW / Volvo, 220v, 50Hz.
Firefighting: Fifi. 300lpm. 4 monitors. Quarters: 3-1, 7-2 berth. Ocean going anchor handling tug. Range 7000nm. Sale
“as is, where is”. Mid East.

                         File: TG51517 / TG51516 Tugs - Twin Screw (2 each) - 164.0’ x 43.3’ x 17.1’ depth x 14.80’
                         loaded draft. Built: 2010 Nanjing East Star Shipbldg; China. Singapore flag. GRT: 1,050. BV
                         +1 *Hull, *Mach. FiFi Ship / Supply Vessel / AHT. Deadweight: 800 mt. 20m x 10m clear deck.
                         Wood sheathed aft deck. FO: 600m3 FW: 215m3. Crane: Winch: El/hyd double drum
                         waterfall 200T brake. Hydraulic 200mt SWL tow pins & shark jaws. 2 - 5T capstans. 2 - 10T
tuggers. 2 x CAT 3516B total 5,150BHP. 7:1 gears. erg CPP 4-blade mang-bronze props in kort nozzles. Endurance @
12,000nm at 12.5kn. Bowthruster. 350kW. Bollard Pull: 60mt. Speed about 12.5kn. 1,500m3/hr fire pump. Genset(s): 3
- 300kW / Cummins 380vAC 3Ph 50Hz. Firefighting: Foam 14m3. 2 - 1,200m3/m @ 120m foam / water monitors.
Quarters: Total 34 persons. Full fendering. Sale or charter. Southeast Asia.

File: TG51107 / TG51108 / TG51106 Tugs - Azimuthing (3 each) - 105.0’ x 38.0’ x 17.6’ depth x 13.74’ loaded draft.
Built: 2010 Istanbul, Turkey. GRT: 490. BV 1 + Hull Mach Salvage Escort Tug FiFi 1 AUT-UMS Unrest Nav. FO:
155,000L. FW: 44,000L BW: 32,000L. Winch: 130T brake; 2 - 15T tugger; 65T tow hook. Wire Capacity: 700m x
52mm. 2 x CAT 3516B HD total 5,145BHP at 1600RPM. LIPS props. Bowthruster. 268hp. Bollard Pull: 63T. Speed
about 13kn free. Genset(s): 2 - 250kW / CAT C9 DITA / 440v 60Hz 3ph; 1 - 76kW. FiFi 1: Waterspray curtain;
Water/foam monitor 1200m3/hr|300m3/hr. Quarters: 10 - 12 man. Air conditioned. Galley. Robert Allen Rampart 3200
ASD design. Delivery: Prompt thru July 2010.

File: TG50139 Tug - Azimuthing - 117.1’x 37.7’ x 18.4’ depth x 15.90’ loaded draft. Built: 2011.
RINA I +Hull +Mach / FiFi Ship 1 / Water Spray / Unrestricted Nav / AUT-UMS. FO: 313.1m3 LO:
5.0m3 FW: 48.8m3 BW: @55.8m3. Windlass: Hydraulic combo fore winch. Crane: Palfinger hyd
2,960kg @ 4m. Winch: Double drum hydraulic aft + 70T SWL tow hook & tow pins. Wire Capacity:
2 - 750m 52mm. Stern Roller. 2 x ABC 8DZC total 5,095BHP at 1000RPM. Schottel 1515 CP
2,600mm dia props. Bowthruster. 150kW. Bollard Pull: @65mt. Speed about @13kn trial on
14mt/day. Pump(s): Bilge / Ballast: 40m/hr. Fire / GS: 40m/hr. Genset(s): 3 - 126kW. Firefighting:
Foam 17.4m3. 2 - 1400m3/hr pumps. 2 - Skum water / foam monitors. Quarters: 3-1,1-2,2-4 berth
cabins. Air conditioned. Newbuilding multipurpose ASD tug. Steel hull almost completed. Two sister tugs previously
delivered. Endurance @22 days. Range @ 2,000nm at @ 6kn towing speed. Curtain type water spray. 4.25m work /
rescue boat. Full fendering. Oil dispersant booms. Mediterranean. Delivery: 9 months.

                                 File: TG50134 Tug - Twin Screw - 134.6’ 32.8’ x 17.9’ depth x 15.25’ loaded draft.
                                Built: 1977 at Cantiere Morini Ancona; Italy. GRT: 539. RINA 100A1 1* Fifi 1 exp Oct
                                2010. 60T deck cargo on 9.6mx4.1m deck. FO: 260m3 FW: 40T. Capstan; 2 - 3T
                                @6.7m. DD tow winch (Norwinch). Wire Capacity: 700m @ 51mm. Stern Roller. 2 x
                                MAK 6M453AK total 5,000BHP. CPP Fixed props in kort nozzles. Bowthruster. 350hp.
                                Bollard Pull: 72T. Genset(s): 3 - 160kVA 50Hz; 1 - 120kVA Volvo. Firefighting: 2 -
                                1500m3/h / Kvaerner pumps; 2 - 1200m3/hr / Silvanimon. Quarters: 22 (4-1, 3-2, 3-4).
                                Anchor handling tug. 70T tow hook. Fifi upgraded in ‘95. Mid East.

File: TG50117 Tug - Azimuthing - 105.0’ x 38.0’ x 17.5’ depth x 18.72’ loaded draft.
Built: 2010 at Chinese Yard. Singapore flag. ABS +A1 (E) +AMS. FO: 211m3 FW:
162m3. Windlass: elec/hyd Hawser (150mt). Crane: 1T @ 5m. Winch: 1 - 65T (SWL)
towing hook. 2 x CAT 3516B total 5,000BHP at 1600RPM. Bollard Pull: 60T. Speed
about 13kn Pump(s): 1 - 1,400m3/hr FiFi (PTO from ME). Genset(s): 2 - 136kW 415v,
3Ph, 50Hz. Firefighting: 2 - 600m3/hr remote monitors. Quarters: 10 berths. Air
conditioned. Galley. Ramparts 3200 design. Far East.

                          Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
                             File: TG48001 Tug - Twin Screw - 127.6’ . x 32.1’ x 10.9’ depth x 15.5’ loaded draft.
                             Built: 1967 at Burton Shipyard. U.S. flag. GRT: 178. Loadline allowed to lapse. Winch:
                             Double drum Almon Johnson. Wire Capacity: 2100’ x 2”. 2 x EMD 16-645E5 total
                             5,750BHP. Philadelphia 4.09:1 gears. 115”x81” props. epowered 1999. Bollard Pull: 77T.
                             Genset(s): 2 - 75kW. Operational, but engines & gears require overhaul. Ballast tanks
                             need steel. Gaugings required. try best offers. U.S. East Coast. Price: $1,000,000.

File: TG44154 Tug - Twin Screw - 154.2’ x 42.0’ x 15.9’ depth x 13.10’ loaded draft. Built: 2010 at China. BV class.
FO: 590m3 FW: 190m3 . Stern Roller 2 x total 4,400BHP. Bollard Pull: 50mt. Speed about 12kn Quarters: 26. Air
conditioned. Galley. Anchor handling tug. 25 day endurance. Far East. Delivery: June 2010.

File: TG44144 Tug - Twin Screw - 124.6’ x 35.4’ x 16.4’ depth x 13.10’ loaded draft.
Built: 2010 Malaysian Shipyard. BV class. Winch: Double drum waterfall 150T SWL.
Stern Roller. 2 x Cummins QSK 60-M total 4,400BHP. Reintjes 6.44:1 gears. 4-blade
FPP in korts. Bowthruster. Bollard Pull: 53mt. Speed about 12kn Pump(s): Bilge &
Ballast 35m3/hr; GS & Fire 35m3/hr; FO 20m3/hr; FW 20m3/hr. Genset(s): 2 -
250kW / Cummins QSM 11D(M) 415vAC 3Ph 50Hz. Firefighting: Emergency Pump
25m3/hr. 2 - 600m3/hr monitors. 1,400m3/hr pump. Quarters: 2-1,1-2,3-4 berth
cabins. Air conditioned. Galley. 1 - 10T tugger winch. 1 - 5T capstan. 150T SWL shark jaw & tow pins. 75mm thick
hardwood on aft deck. Water spray system around wheelhouse. Southeast Asia. Delivery: October 2010.

                                 File: TG44135 Tug - Twin Screw - 135.8’ x 34.4’ x 17.4’ depth x 14.40’ loaded draft.
                                 Built: 1977 at Jonker & Stans; Holland. BV I 3/3 E +Tug Deepsea AUTO-OS. Special
                                 Survey completed ‘08. 50’x30’ deck. FO: 503MT. Winch: Single Drum hydraulic
                                 Ysselwerf. Wire Capacity: 3600’ x 2”. Stern Roller. 2 x Alco 12-251F total 4,460BHP. L
                                 & S 3.9:1 gears. Seffle CP stainless props in korts. Range 7,200 mi. Bowthruster.
                                 208hp. Bollard Pull: 63.6MT. Speed about 10kn on 150g/hr. Genset(s): 1 - 288kVA, 1 -
                                 96kVA/CAT 440vAC 60Hz. 500gpm fifi. Quarters: 13 in 9 cabins. Raised foredeck. Tow
pins. H-bitt aft of winch. New compressors & fire monitors (1996). Vessel finished class renewal, drydocking, rebuild of
CPP system in early 2008. For sale or charter. Marcon sold to current Owner. Caribbean.

File: TG44129 Tugs - Twin Screw (2 each) - 118.1’ x 35.4’ x 16.4’ depth x 13.10’ loaded
draft. Built: 2010. BV I +Hull, +Mach Tug Unrestricted Navigation. FO: 320m3 FW: 150m3.
Winch: Elec/hyd double drum w/f. 10T tugger. 5T capstan. Wire Capacity: 750m 42mm.
Stern Roller. 2 x Cummins QSK60M total 4,400BHP. Reintjes 6.44:1 gears. 2400mm Fixed
Pitch props in korts. Bollard pull astern up to 48mt. Bowthruster. 3T. Bollard Pull: 53MT.
Speed about up to 12kn Pump(s): 1200m3/h fire pump. Genset(s): 2 - 240kW / Cummins
SF240GFM. Firefighting: 1/2 FiFi system. 2 - 600m3/h Skum monitors. Quarters: 16 persons.
Air conditioned. Galley. Anchor handling utility tug. 150T SWL shark jaw & towing pins. Far East.

                              File: TG44110 Tug - Twin Screw - 110.0’ x 34.0’ x 16.0’ depth. Built: 1999 at C&G Boat
                             Works. U.S. flag. GRT: 149. ABS +A1, Towing, Great Lakes, +AMS. ABS Great Lakes
                             Loadline. FO: 70,000g. Winch: Smatco 66 DAW double drum. 2 x CAT 3516B total
                             4,500BHP. Reintjes 7:1 gears. 99” Kaplan FP stainless props on Stainless shafts in korts.
                             Repowered 2000. Speed about 10kn. Genset(s): 2-99kW. 4 flanking rudders. Designed
                             for notch towing/work. May be developed for sale en-bloc or separate with HB39071.
Further details on request. Upper house height of eye 44.5’. Lower house height of eye 27’. U.S. Great Lakes.

File: TG44073 / TG44072 Tugs - Azimuthing (2 each) - 98.4’ x 35.4’ x 17.7’ depth x 11.81’
loaded draft. Built: 2008 China. GRT: 469. BV1 + Hull + Mach, Salvage Tug / Utility Boat / FiFi I
Unrestricted Nav. FO: 250m3 FW: 110m3 Crane: 8mt@2m. Winch: 1-Electro Hyd Tow winch
100mt; Electro Hyd Anchor & Tow winch 80mt. 2 x Cummins QSK60M total 4,400BHP.
Aquamaster props. Bowthruster. Genset(s): 3-116kW / Perkins 400V 50Hz. Quarters: 2-1,2-2,2-4
cabins. Bollard pull ahead 66.5mt & 63.6mt astern. Southeast Asia. Delivery: 30 Days.

                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
File: TG43123 Tug - Twin Screw - 124.0’ x 33.1’ x 19.9’ depth x 18.00’ loaded draft. Built: 1967 at Gulfport Shipbldng;
Port Arthur, TX. U.S. flag. GRT: 194. ABS +A1 Towing, +AMS. FO: 70,378g FW: 2,467g Winch: Markey TYS-36 single
drum. Wire Capacity: 2200’ x 2.25”. 2 x EMD 12-645E5 total 4,300BHP. Falk 4.27:1 gears. Genset(s): 2 - 125kW /
GM8V71. Quarters: 8 in 7 staterooms. Galley. Elevated pilot house & raised foc’stle bow. 70.3’ highest fixed point. 45’
height of eye. Previously handled 19,2000stdw bulk barge. U.S. East Coast.

                           File: TG43115 Tug - Twin Screw - 114.1’ x 32.0’ x 17.0’ depth x 12.00’ loaded draft. Built:
                           1982 Jakobson Shipyard; Oyster Bay, NY. Rebuilt: 1997. U.S. flag. GRT: 298. ABS International
                           Loadline. ABS +A1, Towing service, +AMS. Class valid thru 9/2012. FO: 52,000g Winch: Almon
                           Johnson 229 single drum. Wire Capacity: 2.0” x 2,000’. 2 x EMD 12-645E5 total 4,300BHP.
                           Falk 3.75:1 gears. 115” x 67” 3 blade SS props on 9.25” x 34.2’ shafts. Genset(s): 2 - 125kW.
                           Foam/Fire Monitor. Quarters: 2-1, 4-2 cabins. Coastwise tug. Tow bar with rollers. Height of eye
                           (Lower house = 30’, higher house 45’ eye). Ballast tanks like new, only used in freshwater. Will
sell individually or with hopper barge HB34070. U.S. Southeast.

File: TG42120 Tug - Single Screw - 120.7’ x 27.9’ x 13.1’ depth. Built: 1957 Ast. Barreras,
Spain. Rebuilt: 1990. GRT: 312. Class GL. FO: 123m3. Winch: 65T hook & 2 speed winch. 1
x Pielstick 12PA6V280 4,200BHP. 4.55:1 gear. Kamewa CPP prop. Cruising range: 4000mi.
Repowered in 2001 Bowthruster. 250BHP. Bollard Pull: 47.6T. Speed about 14kn max.
Genset(s): 2- 180kW; 1 - 80kW 380v/220v. Monitors & 100HP fire pump. Quarters: 18 in 9
double cabins. Reportedly good condition. Europe.

                                     File: TG40124 Tug - Twin Screw - 124.0’ x 31.5’ x 15.8’ depth. Built: 1966 Nolty J.
                                     Theriot; Golden Meadow. Rebuilt: 2007. U.S. flag. ABS International Loadline exp.
                                     June 2012. Winch: Almon Johnson Single Drum +pendant drum. Wire Capacity:
                                     2,600’ 2.25”. Hydraulic pins. 2 x EMD 16-645E total 3,900BHP. Overhauled ‘07.
                                     Falk 4.07:1 gears. 96”x109” 4-blade stainless props on 11” shafts in Nautican
                                     nozzles. Quad rudder system. Repowered 91. 8/07 “Tier I” compliant (via add-on
                                     kit). Bollard Pull: 66ST. Speed about 12kn Genset(s): 2-85kW. Major top to bottom
                                     overhaul in ‘07, plus upgraded to EPA Tier I. U.S. West Coast.

File: TG40102 Tug - Azimuthing - 102.1’ x 33.3’ x 17.1’ depth x 14.8’ loaded draft.
Built: 1993 Detlef Hegemann; Germany. GRT: 350. RINA +100A 1.1 Mn Re Salv Nav.,
FiFi 1, I.C. FO: 194m3 Winch: Double drum stern. Single drum - fwd. 50T hook. 2 x
Deutz SBV8M628 total 4,000BHP. Schottel SRP1212 CPP props. Bowthruster. 200
HP. Bollard Pull: 50T. 2 Fifi monitors. Foam plant. Fifi I/2400m3 @ 130m. Firefighting
harbor tug. Not officially for sale, but may be developed. Caribbean.

                               File: TG40022 Tug - Twin Screw - 109.0’ x 31.0’ x 14.0’ depth. Built: 1975 at Tollycraft,
                              New Orleans. U.S. flag. GRT: 198. ABS +A1 Towing Service, +AMS. FO: 83,302G.
                              Winch: Markey. Wire Capacity: 2,000’ 2”. Stern Roller. 2 x EMD 16-645E6 total
                              4,000BHP. Falk 5:1 gears. 4-blade high efficiency 100x76” props. Genset(s): 2 - 99kW /
                              GM6-71. Quarters: 10 in 5 cabins. Upper pilothouse. Molded “D” fendering system. U.S.
                              Gulf Coast.

File: TG39498 Tug - Single Screw - 98.9’ x 29.5’ x 18.5’ depth x 13.30’ loaded draft. Built: 1989 at Teraoka Shipyard;
Japan. St. Vincent flag. GRT: 458. CCS (formerly NKK). FO: 174.9m3 FW: 27.3m3 BW: 123.3m3
1 x Daihatsu 6DLM-40 3,945BHP at 500RPM. FPP prop. Genset(s): 2-100kW AC. Quarters: 10 persons. Air
conditioned. Galley. Pusher tug with 8,000DWT bulk barge. See file HB34677. Mid East.

File: TG39151 Tug - Twin Screw - 103.0’ x 30.1’ x 13.6’ depth. Built: 1979 Chromalloy
American Corp. U.S. flag. GRT: 182. ABS Loadline. FO: 40,000g FW: 14,700g Winch: HBL
AS32D single drum. 2 x EMD 16-645E2 total 3,900BHP. Falk 2.5:1 gears. 86” x 56” props.
Bollard Pull: 32T. Air conditioned. Galley. Harbor tug. U.S. Gulf Coast.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
                                File: TG39140 Tug - Twin Screw - 125.0’ x 34.0’ x 17.0’ depth. Built: 1976 at Quality
                                Shipyard. U.S. flag. GRT: 192. ABS +A1 +AMS Towing (renewed ‘06). FO: 126,200g.
                                Winch: Double drum side-by-side. Wire Capacity: 6,600’ x 2”. Stern Roller. 2 x EMD 12-
                                645E6 total 3,000BHP. 4 blade 114” x 114” props in nozzles. Bollard Pull: 49T.
                                Genset(s): 2 - 99kW 440v. Owner inviting offers. West Africa.

File: TG39117 Tug - Twin Screw - 115.0’ x 34.0’ x 16.3’ depth. Built: 1982 at Bay
Shipbldg.; Sturgeon Bay, WI. U.S. flag. GRT: 293. ABS +A1 Towing Service, Great
Lakes, +AMS, +ACCU. FO: 65,800g Winch: Markey TDS-32. Wire Capacity: 2,200’
2”. 2 x EMD 16-645E6 total 3,900BHP. Falk 4.957:1 gears. 120” FP props.
Genset(s): 2 - 175kW; 1 - 55kW. 1 - 500g/min monitor. Works with TB70414.
Exclusively in our hands for sale or long term charter. Fresh water service since
newbuild. Presently laid up / winterized. U.S. Great Lakes.

File: TG39109 Tug - Twin Screw - 105.0’ x 30.2’ x 17.0’ depth x 16.00’ loaded draft. Built: 1967 at Gulfport SB; Port
Arthur, TX. Rebuilt: 1989. U.S. flag. GRT: 298 ABS +A1 (disc.). FO: 140,000g FW: 2,500g DW: 10,000g Winch: Almon
Johnson single drum. Wire Capacity: 2400’ 2 1/4”. 2 x EMD 16-645E2 total 3,900BHP at 900RPM. Falk 4.957:1 gears.
129” x 94” 4 blade stainless props. Speed about 13kn Genset(s): 1 - 100;1 - 75kW/GM 6-71’s. Quarters: 10 in 5 cabins.
Air conditioned. Galley. Although not officially on the market, we may be able to develop on private & confidential basis.
U.S. East Coast.

                       File: TG39020 Tug - Single Screw - 123.0’ x 30.0’ x 15.0’ depth x 15.40’ loaded draft. Built:
                       1944 at Tampa Marine Corp.; Rebuilt: 1966. U.S. flag. GRT: 298. Last drydocked 2/2008. FO:
                       65,000g FW: 6,000g Bow winch. Crane: 2,000# Daybrook. Winch: Single drum. 2 x EMD 16-
                       645 total 3,900BHP. 4 blade 114” Kamewa CPP prop. Bollard Pull: 47T. Genset(s): 2-100kW.
                       Converted in 1966. Economical long haul ocean tug. U.S. Northwest.

 File: TG38128 / TG38127 Tugs - Twin Screw (2 each) - 125.0’ x 34.8’ x 16.1’. Built:
2008 Weihai Xinghai; China. BV 1 Hull Mach Tug Unrestricted Nav. 14.8m x 8.4m
deck. FO: 400m3 FW: 115m3. Winch: Double drum waterfall 130MT brake; 2 -
tuggers. Stern Roller. 2 x Mitsubishi S16R MPTK total 3,800BHP. Reintjes 5.75:1
gears. Kort nozzles. Endurance: 9,600nm. Bowthruster. 200kW. Bollard Pull: 52.2MT.
Genset(s): 2-220kW; 1-100kW Cummins. Quarters: 18. Power jaw: 150T SWL for rope
50-75mm. Tow pin: 150T SWL. Southeast Asia.

                         File: TG38123 Tug - Twin Screw - 122.2’ x 32.8’ x 17.7’ depth. Built: 1978 Hall Russell;
                         Scotland. St. Vincent flag. LR +100A1 Tug, +LMC. Special Survey & drydocking 05/08.
                         17mx8.5m clear deck. FO: 130MT. Winch: Single drum deepsea hydraulic + Clyde tow hook
                         45T. Wire Capacity: 750m 48mm. Stern Roller. 2 x Ruston 12RK3CM total 3,800BHP. Liaaen
                         CP props in steering nozzles. Range 10 days. Bowthruster. 100 hp. Bollard Pull: 54T. Speed
                         about 14kn max Genset(s): 2 - 80kW; 1-78kW. 2-fire pumps. 3-monitors. 11mT dispersant &
                         40mT foam. Sale “as is, where is”. Reportedly good condition. South Africa.

File: TG38106 Tug - Twin Screw - 110.0’ x 32.4’ x 14.0’ depth. Built: 1970 at Main
Iron Works. U.S. flag. GRT: 190. ABS +A-1, Loadline. FO: 55,135G FW: 2,055G
DW: 32,351g BW: 21,225G Winch: Markey single drum. Wire Capacity: 2000’ x
2.125”. 2 x EMD 16-645E2 total 3,900BHP. Falk 3.89:1 gears. Bollard Pull: 47.7ST.
Speed about 8.5-10kn on 80-95G/h. Genset(s): 2 - 60kW / GM6-71 480v 60Hz 3ph.
Firefighting: 2700G/min. Raised pilot house. U.S. Gulf Coast.

                    File: TG37124 Tug - Twin Screw - 124.7’ x 34.8’ x 16.1’ depth x 13.50’ loaded draft. Built: 2007 at
                    Weihai Machinery. Singapore flag. GRT: 488 NRT: 146 BV. Deadweight: 450 2 x Mitsubishi s16R-
                    MPTK total 3,752BHP. Reduction gear(s). FPP prop(s). Speed about 12.5kn Genset(s): 2 - 200kW
                    / 50ac. Southeast Asia.

                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
File: TG36164 Tug - Twin Screw - 137.1’ x 32.8’ x 15.1’ depth. Built: 2009 at Pacific
Ocean Eng. Singapore flag. GRT: 573 ABS +A1 Towing Vessel, Offshore Support AH (E),
+AMS. 130m2 deck. FO: 250m3 FW: 110m3 Winch: Double Drum W/F; 5T tugger. Wire
Capacity: 2 - 750m x 48mm. 2 x Yanmar 8N21A-3N total 3,600BHP at 900RPM. Yanmar
3.03:1 gears. FP props in kort nozzles. Bowthruster. 3.6T. Bollard Pull: 47T. 2 - monitors
1,200m3/hr. Tow pins / shark jaws. 100T SWL. Southeast Asia.

                            File: TG36158 Tug - Twin Screw - 121.3’ x 37.4’ x 16.2’ depth. Built: 2007 Indonesia.
                            Singapore flag. GRT: 469. GL + 100A5 + MC, Tug. FO: 350m3. Winch: Double Drum
                            Waterfall; 2 - 10mt tuggers. Wire Capacity: 2 - 800m x 42mm. 2 x Yanmar 8N21A-EN total
                            3,600BHP at 900RPM. 3.03:1 gears. Twin Kaplan props in kort nozzles. Endurance @
                            36days; Range @ 9936 miles. Bowthruster. 3mt. Bollard Pull: 43T. Speed about 11.5kn
                            Genset(s): 3 - 250kW. Firefighting: 1 - pump 1,200m3/hr; 2 - monitors 1,000L/min @
                            100m. Tow pins & shark jaws 100T. 2 units available. Southeast Asia.

File: TG35032 Tug - Twin Screw - 146.3’ x 32.8’ x 16.8’ depth x 14.67’ draft.
Built: 1977 Imai Iwagi; Japan. Rebuilt: 1993. Panama flag. GRT: 571. BV + I
3/3 Deep Sea Tug, MC exp 2013. 200MT on 1,200ft2 deck. FO: 315.83m3
FW: 70.64m3 BW: 171.24m3. 2 x Niigata 6MG28BX total 3,500BHP. FP props
in nozzles. Bowthruster. 350 hp. Bollard Pull: 42T. Genset(s): 140kVA.
Firefighting: 3 - Foam/water @ 925g/min each. Quarters: 10 crew. Mid East.

                              File: TG34143 Tug - Single Screw - 143. x 33’ x 16.0’ depth. Built: 1945 at Marietta Mfg.
                              Rebuilt: 2008. U.S. flag. GRT: 593. ABS Int’l Loadline (exp Mar 9, 2010). FO: 118,000g
                              FW: 2,500g Winch: Almon Johnson Single Drum (229SE5) / 2 - Beebe face winches.
                              Wire Capacity: 1800’ x 2”. 2 x Fairbanks Morse 38D8-1/8 total 3,400BHP. Lufkin 4.25:1
                              gear. 4 blade bronze prop. Speed about 15kts Genset(s): 2 - 100KW/GM6 - 71. Quarters:
                              2-single, 5-double. Air conditioned. Galley. Ice strengthened hull. Upper pilothouse.
Operated mostly in fresh water. Fitted with JAK ATB linkage system. Working file TB51360. Vessel specifications are
believed to be accurate, but not guaranteed, and all bidders must satisfy themselves as to the specifications,
seaworthiness and other factors prior to sale. All vessels sold “as is, where is”, with all faults. Can be inspected by
arrangement. As brokers only, we welcome any serious buyer. U.S. Great Lakes.

File: TG34109 Tug - Twin Screw - 118.0’ x 31.0’ x 12.0’ depth x 16.00’ loaded draft. Built:
1965 at Southern SB. U.S. flag. GRT: 299. ABS +A-1 +AMS lapsed voluntarily. FO: 64,046g
Vertical capstan + H-bitt. 2 x EMD 16-645C total 3,900BHP. Overhaul: 2006. Lufkin 6.027:1
gears. 144”x 94” props in nozzles. EPA Tier 1 rated ME’s / Repowered 1991. Bollard Pull:
111,300#. Genset(s): 2 - 99kW. Quarters: Bollard pull astern @ 71,900lbs. Reportedly good
condition. U.S. Gulf Coast.

                            File: TG33495 / TG33494 / TG33092 Tugs - Azimuthing (3 each) - 94.6’ x 34.0’ x 12.5’
                            depth x 17.70’ draft. Built: 1982 / 1982 / 1985 at Valley Shipbldg; Texas. Bahamas flag.
                            GRT: 302. ABS +A1 Towing Service. FO: 292m3. Winch: Intercon SD-200 single drum.
                            Wire Capacity: 508m x 52mm; 175m x 44mm. 2 x B&W 7S28LU7 total 3,340BHP at
                            750RPM. Niigata Z-pellers forward of amidships. Bollard Pull: 52mt. Speed about 11.5kn.
                            Genset(s): 2 - 135kW / CAT3306. Firefighting: 225m3/hr pump + 1 monitor. Quarters: 6
                            persons / 3 cabins. Air conditioned. Galley. One or more may be developed. Europe.

File: TG33083 Tug - Azimuthing - 80.0’ x 30.0’ x 13.3’ depth x 14.50’ loaded draft. Built:
2010. GRT: 247 RINA C +Hull & Mach, Unrestricted Nav Tug, MARPOL. FO: 74,000L. Rolls
Royce Rauma Brattvaag hydraulic winches fore & aft. 2 x CAT 3512BTA total 3,300BHP.
Rolls Royce US-155 FP props. Bollard Pull: 45T. Skum hand wheeled monitor. Quarters: 6
crew. Air conditioned. Galley. High-spec, compact, Robert Allan Ltd., Canada ASD assist tug.
Steel hull / aluminum wheelhouse. Although not officially on the market we may be able to
develop for charter or sale on a private & confidential basis. Mediterranean.
                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

                           File: TG33082 Tug - Azimuthing - 80.0’ x 30.0’ x 13.3’ depth x 14.50’ loaded draft. Built:
                           2008. German flag. GRT: 200. RINA C +Hull & Mach, Unrestricted Nav, Tug, MARPOL.
                           Brattvaag Rauma winches fore & aft. 2 x CAT 3512BTA total 3,320BHP. US-155 FP props.
                           47mt bollard pull astern. Bollard Pull: 50mt. Skum hand wheeled monitor. Quarters: 6 crew.
                           High-spec, compact, Robert Allan ASD tug. Steel hull / aluminum house. Altho not officially
                           on the market, we may be able to develop on a private & confidential basis. No. Europe.

File: TG32194 / TG32193 Tugs - Twin Screw (2 each) - 105.3’ x 29.5’ x 13.8’ depth x
11.48’ loaded draft. Built: 2010 at Hung Seng Shipbldg.; Malayasia. GRT: 296. NKK
Unrestricted. FO: 201T. Winch: 100T brake; 40T tow hook SWL. Wire Capacity: 650m x
44mm. 2 x Cummins KTA50M2 total 3,200BHP. Twin Disc 6.0:1 gears. FP props in
nozzles. Bollard Pull: 40mt. Genset(s): 2 - 78kW / Cummins 1 - 50kW / Yanmar.
Quarters: 15. Air conditioned. All 3 Gensets synchronized to handle seamless and
uninterrupted load transfer. Sister tug achieved 45 tonnes pull. Southeast Asia.

File: TG32169 Tug - Twin Screw - 105.0’ x 30.2’ x 14.8’ depth. Built: 2008 at Wuhu Dajiang. Singapore flag. GRT:
278. BV Class Unrestricted Nav. 2 x Cummins KTA50-M2 total 3,200BHP at 1800RPM. Bowthruster. Bollard Pull:
42.5T. Genset(s): 2 - 100kW / Cummins. Quarters: 10. Southeast Asia.

                                     File: TG32166 Ice Breaking Tug - Single Screw - 118.1’ x 32.8’ x 19.7’ depth x
                                     17.40’ loaded draft. Built: 1970 P. Hoivold; Norway. Panama flag. GRT: 515. DNV
                                     +1A1 Tug, Ice 1A, EO. Special Survey due Jan 2013. FO: 280m3. Crane: 2T 72T
                                     Seebeck hook; 30T winch. 1 x MAK 8M551AK total 3,200BHP. Overhauled: 2008.
                                     Hjelset CPP 4-blade prop. Bowthruster. 425HP. Bollard Pull: 34T. Speed about 11-
                                     13kn. Genset(s): 2 - 115kW; 1 - 12kW. 360m3/hr fire pump; 2 fire monitors on aft
                                     mast; Quarters: 10 single, 1 double. Northern Europe.

File: TG32095 Tug - Twin Screw - 87.9’ x 26.2’ x 12.5’ depth x 10.50’ loaded draft. Built: 2003 at
Zhuhai Shipbldg. Singapore flag. GRT: 203. BV I + Mach Tug Unrestricted. SOLAS FiFi. FO:
150MT FW: 30MT. Winch: 50T SWL tow hook. El/hyd tow winch 50T SWL brake. Wire Capacity:
500m 45mm. 2 x Cummins KTA50M2 total 3,200BHP. ZF - Masson 6.01:1 gears. Fixed Pitch
props in kort nozzles. Bollard Pull: 44MT. Genset(s): 2 - 45kW / Cummins 220/380vAC 50Hz.
Firefighting: 350-400m3/h fire monitor > 100m range. Quarters: 2-1,2-6 berth total 14. Galley. 44mt
BP continuous, 48mt BP peak. Range 4300nm. Southeast Asia.

                         File: TG32083 Tug - Twin Screw (2 each) - 108.3’ x 32.0’ x 14.0’ depth x 11.50’ loaded draft.
                         Built at Malaysian Shipyard. NKK. FO: 300m3 FW: 25m3 BW: 43m3. Winch: 1 - 40T electro
                         hyd, 1 - 40T hook. 2 x Cummins KTA50M2 total 3,200BHP. Reintjes 5.95:1 gears. Bollard
                         Pull: 40MT. Speed about 11kn Pump(s): Bilge & ballast 36m3/h. GS/fire 36m3/h. FO 20m3/h.
                         Genset(s): 2 - 78kW / Cummins / 415vAC 3ph 50Hz. Quarters: 15 (1-5, 1-2, 2-4) berth cabins.
                         Sewage treatment plant for 15 persons. Southeast Asia.

File: TG32075 Tug - Azimuthing - 74.0’ x 30.0’ x 13.3’ depth. Built: 2010. U.S. flag. GRT:
100 Built to ABS Loadline & Ice Class Standards. FO: 26,796g. Winch: Optional JonRie
Intertech 500. 2 x Cummins total 3,200BHP. Schottel 1010 2100mm props. Bollard Pull:
40ST. Speed about 12kn free Genset(s): 2 - 65kW Onan / Cummins. Optional monitor &
fire pump. Newbuilding stock design for sale, lease purchase or long term charter. Built to
ABS Ice Class standards. Capable of being operated by operator & 1 crew. 360 deg
visibility wheelhouse. U.S. Great Lakes. Shipyard can also quote as conventional twin

                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

File: TG31118 Tug - Twin Screw - 118.4’ x 33.0’ x 16.1’ depth x 13.12’ loaded draft. Built: 2006 at Yantai Beifang,
China. Singapore flag. GRT: 472. BV I +Hull +Mach Tug Unrestricted Nav. 14m x 9m deck. FO: 400m3 FW: 70m3
Winch: 90MT brake; tow hook 50T. Wire Capacity: 700m x 44mm. Stern Roller. 2 x CAT 3512B total 3,194BHP at
1175RPM. Reintjes 6.417:1 gears. 2 bronze manganese 2,200mm dia props in kort nozzles. Endurance: 9600nm @
12kn Bowthruster. 268hp. Bollard Pull: 45MT. Speed about 10-12kn on 6000L/day. Genset(s): 2 - 100kW / Cummins
400v 3ph 50Hz. Quarters: 14. Air conditioned. Galley. Southeast Asia.

File: TG30223 Tug - Twin Screw - 105.0’ x 30.0’ x 14.0’ depth x 11.70’ loaded draft. Built: 1975 at Halter Marine,. U.S.
flag. GRT: 180. ABS Loadline. FO: 50,000G FW: 5,000G. Winch: Intercon single drum / GM6-71 power. Wire Capacity:
2,600’ x 1.75”. 2 x Cummins KTA50M2 total 3,000BHP at 1800RPM. Reintjes gears. 91” x 89” 4 blade skewed props
on 8.5” shafts in kort nozzles. 10/04 Repowered with “Tier 1” diesels. Bollard Pull: 45ST. Genset(s): 2 - 90kW / 480vAC
60Hz. Air conditioned. Foc’stle bow. Quad rudders installed in 2004. New engine & reduction gear foundations, shafts
and props, and a lot of new steel work. U.S. West Coast.

File: TG30164 Tug - Twin Screw - 105.0’ x 30.0’ x 14.6’ depth x 12.50’ loaded draft. Built:
1975 at Bollinger Machine; Lockport LA. U.S. flag. GRT: 183. ABS +A1 Towing Service,
+AMS, ABS Loadline thru Apr 2014. FO: 66,070g Winch: Intercon DD-175D Double drum.
Dutch Bar. Stern Roller. 2 x CAT 3516 total 2,820BHP. Reintjes 5.8:1 gears. 100” high
efficiency props. Speed about 8.5-10kn on 80-95g/hr. Genset(s): 2 - 75kW. Quarters: 10
Crew in 5 Cabins. Upper pilot house. Solid rubber rail fendering. U.S. Gulf Coast.

File: TG30120 Tug - Twin Screw - 120.0’ x 32.0’ x 13.6’ depth. Built: 1971 at McDermott Shipyard; Amelia, LA. U.S.
flag. GRT: 179. ABS +A-1 Towing (exp May 2010). FO: 100,000 FW: 3,800g Winch: Markey Single Drum. Wire
Capacity: 2000’ 2”. 2 x EMD 12-645E6 total 3,000BHP. Falk gears. Genset(s): 2 - 99kW / GM6-71. Raised pilothouse.
Max air draft = 68’. As brokers, we may develop for sale to non-compete interests. U.S. East Coast.

File: TG30106 Tug - Twin Screw - 105.0’ x 30.0’ x 15.0’ depth x 13.00’ loaded draft. Built: 1966 at Main Iron Works;
Houma, LA. Rebuilt: 1984. U.S. flag. GRT: 191 ABS Loadline expired. FO: 50,000g FW: 3,000g BW: 26,000g Winch:
Markey single drum, hydraulic. Wire Capacity: 2200’ x 2”. 2 x EMD 12-645E2 total 3,000BHP. Lufkin 3.46:1 gears. 94”x
62” 4 blade s/s props on 9.5” shafts. Bollard Pull: 35T. Genset(s): 2 - 60kW / GM6-71, 110vAC 60Hz. Quarters: 10 men
in 5 cabins. Air conditioned. Galley. Sold to current owner via Marcon. Last dry-docking 2005. Copy of survey on
request. Estimate abt. US$200,000 to finish 5 year ABS survey. U.S. Gulf Coast.

                        File: TG30061 Tug - Azimuthing - 94.6’ x 34.0’ x 12.5’ depth x 17.71’ loaded draft. Built: 1980
                        at Valley Shipbuilding. GRT: 272. ABS +A1 Towing, ACCU + AMS, Unrestricted Service thru
                        Jan 2013. . FO: 222,500L FW: 20,000L Winch: Intercon SD150, 68T brake. Wire Capacity:
                        500m x 48mm. 2 x EMD 12-645E6 total 3,000BHP at 900RPM. Z-Peller azimuthing props
                        mounted forward & skeg aft Bollard Pull: 45T. Speed about 11.5kn max Genset(s): 2 - 99kW /
                        GM 6-71 440vAC 60Hz. Air conditioned. “As is, where is”. Europe.

File: TG30029 / TG31088 Tugs - Azimuthing (2 each) - 88.6’ x 29.9’ x 14.4’ depth x 17.00’
loaded draft. Built: 1988 at Ferrari La Spezia, Italy. Netherlands flag. GRT: 250. 75 Rina
+100A1.1 NAV S, RE Continuous Hull Special Survey. FO: 43,300L. FW: 11,500L DW:
2,890L. Remote tow hook, Single drum winch 80T brake. Wire Capacity: 500m x 48mm. 2 x
Deutz SBV6M628 total 3,100BHP at 1000RPM. Aquamaster US1401 props mounted forward
& skeg aft. Bollard Pull: 45T. Speed about 12kn Genset(s): 2 - 51kW / Deutz KHD 4F6L912.
Fifi monitor 600m3/h remote controlled. Tow hook & fire fighting. Europe.

File: TG30015 Tug - Twin Screw - 110.0’ x 34.0’ x 17.5’ depth x 16.00’ loaded draft. Built: 1978 at Zigler; Jennings,
LA. U.S. flag. GRT: 142 ABS +A1, Towing Service, +AMS (exp July 2012). FO: 71,847g FW: 10,116g BW: 14,799g
Winch: Single drum / GM4-71 powered. Wire Capacity: 2,000’ x 2”. Stern Roller. 2 x EMD 12-645E6 total 3,000BHP at
900RPM. Lufkin 6.11:1 gears. FP props in kort nozzles. Genset(s): 2 - 75kW / GM8V71. Quarters: 10 in 5 cabins. Air
conditioned. Galley. Upper pilot house. Flanking rudders. Keen seller.

                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
File: TG29123 Tug - Single Screw - 121.5’ x 32.0’ x 16.5’ depth x 15.50’ loaded draft. Built: 1966 at Pacific Coast
Eng.; Alameda, CA. U.S. flag. GRT: 190. ABS Loadline overdue Fall 2006. FO: 100,000g FW: 18,000g Winch: Double
drum. 1 x EMD 16-645E5 2,875BHP at 900RPM. Falk 4.536:1 gear. 5 blade SS 126’ x 82-89” prop. Bollard Pull: 32T.
Speed about 14kn Genset(s): 2-60kW/120vAC, 60Hz/CATD333. Ocean tug. Will consider reasonable offers. Marcon
sold to present owners. Reportedly running condition. U.S. East Coast. Price: $300,000.

File: TG29106 / TG29105 Tugs - Single Screw (2 each) 107.0’ x 32.0’ x 18.0’ depth x 15.00’ loaded draft. Built: 1969
at Gulfport; Port Arthur, TX. Rebuilt: 2005. Canadian flag. GRT: 308. CSI Hometrade III. Formerly ABS +A1 Towing
Service +AMS. FO: 81m3 1 x EMD 16-645E5 total 2,875BHP at 900RPM. Falk 6:1 gear. Fixed Pitch prop in kort
nozzle. Bollard Pull: 42T. Pump(s): FiFi - GM12V-71 powered. Genset(s): 2 - 60kW / GM6-71. Firefighting: 2 - 3” water
cannons (5,000gpm). Quarters: 4 bunks. Main +2 flanking rudders. Reportedly well maintained. Extensively rebuilt in
2005. Canada Great Lakes. Price: $550,000.

                      File: TG28124 Tug - Single Screw - 123.0’ x 30.0’ x 18.0’ depth x 15.50’. Built: 1944. Rebuilt:
                      ‘84. U.S. flag. GRT: 199 ABS Loadline exp Jan 2013. FO: 70,000g. Winch: Almon Johnson.
                      1 x EMD 16-645E5 2,850BHP. Last Overhaul: 8/2004. Western 5.7:1 gears. 138” x 106” 5-blade
                      prop on 11.5” shaft. Bowthruster. 550hp. Bollard Pull: 34ST. Genset(s): 2 - 75kW / GM6-71 .
                      Quarters: 10 crew. Air conditioned. Ulstein 360 deg retractable bow thruster (CAT3412 diesel
                      powered). Tow pins. “Combi-tug”. Originally 1/2” steel hull. 27’ height of eye. 22” aft deck
                      capstan, Currently looking for tow to US West Coast. South America West Coast.

File: TG28072 Tug - Twin Screw - 74.0’ x 30.0’ x 15.0’ depth. Built: 2008. U.S. flag.
GRT: 90 ABS A1 Towing Vessel, Unrestricted, AMS. FO: 25,340g. Winch: Jon-Rie
Intertech 500 hydraulic tow. 2 x Cummins QSK38 total 2,800BHP. 5.17:1 gears.
72”x75” Kaplan 4-blade props on 6” stainless shafts in nozzles. Tier II Certified main
engines. Dual rudders behind each prop. Bollard Pull: 36ST. Speed about 12kn free.
Genset(s): 2 - 65kW / Onan Cummins. Quarters: 5 crew in 3 cabins. For sale, lease
purchase or long term charter. Built to ABS Ice Class standards. 7-10 day
endurance. Capable of being operated by operator +1 crew. U.S. Great Lakes. Delivery: Prompt.

File: TG26090 Tug - Twin Screw - 90.0’ x 28.0’ x 11.6’ depth x 11.00’ loaded draft. Built: 1977 at Houma Shipbldrs;
Houma, LA. U.S. flag. GRT: 203. ABS Loadline exp 2011. FO: 56,230g FW: 3,740g Winch: Smatco double drum
waterfall. Wire Capacity: 5000’ x 1.5”. Stern Roller. 2 x GM 16V149TI total 2,650BHP. . 7:1 Haley gears. 4-blade 80” dia
props in kort nozzles. Bollard Pull: 30T. Speed about 8-10kn on 62g/hr @ 8kn. Genset(s): 2 - 30kW 60Hz. Quarters: 9
in 9 cabins. Galley. West Africa.

                          File: TG26082 Tug - Twin Screw - 82. x 26.0’ x 10.4’ depth x 11.00’ loaded draft. Built: 1982
                          at Brice Shipyard; Chauvin, LA. Rebuilt: 2009. U.S. flag. GRT: 99. FO: 45,000g FW: 4,000g
                          Winch: Smatco Double Drum. Wire Capacity: 2000’ x 1.75”. 2 x Cummins QSK-38M total
                          2,600BHP. 7:1 gears. 79”x76” Stainless props on 8” Stainless shafts in kort nozzles.
                          Repowered Tier 2 in ‘09. Genset(s): 2 - 50kW. Quarters: 6 bunks in 4 cabins. Air conditioned.
                          Galley. New upper pilothouse (38’ height of eye). Recently repowered and rebuilt. All new
electronics. Reportedly very good condition. Owner is motivated. Will consider sell or charter alone or with a
30,000BBL, OPA’90 Double Hull Ocean Tank Barge (see TB30045). U.S. Northeast.

File: TG24173 Tug - Twin Screw - 98.4’ x 29.5’ x 14.4’ depth x 12.07’ loaded draft. Built: 2009 Malaysia. GRT: 287
NKK. NS* MNS*. FO: 260m3 FW: 23m3 BW: 43m3. 20T tow hook. 2 x Cummins KTA38M2 total 2,400BHP at
1800RPM. Reintjes 5.947:1 gears. Bollard Pull: 30T. Speed about 10kn Genset(s): 2 - 78kW Cummins 6BT5-9-D(M).
Quarters: 12. Air conditioned. Southeast Asia. Delivery:

File: TG24108 Tug - Twin Screw - 102.3’ x 28.3’ x 14.3’ depth. Built: 2008 at Yong Choo Kui
Shipyard; Sibu. ABS A1, Towing Vessel; AMS Unrestricted. Docking due 2/2011. FO: 185mt
FW: @65mt Winch: Hydraulic. 2 x Cummins KTA-38M2 total 2,400BHP. Twin Disc 5.96:1
gears. 4 - blade props in korts. Endurance @30 days. Bollard Pull: 31.16mt. Speed about
10kn free on 6mt/day. Genset(s): 2 - 78kW AC. Mid East.
                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

File: TG24057 Tug - Twin Screw - 95.1’ x 29.5’ x 13.0’ depth. at Southeast Asian Shipyard. NKK / BV. FO: 200T FW:
60T. Winch: 30T single drum. Wire Capacity: 38mm x 700m. 2 x Cummins KTA38M3 total 2,400BHP at 1800RPM.
Reintjes 5.050:1 gears. Bollard Pull: 30MT. Speed about 11kn (trial) Genset(s): 2 - 78kW / Cummins / 400v 50Hz.
Quarters: 10. Southeast Asia.

                                           File: TG23106 Tug - Twin Screw - 98.1’ x 31.4’ x 13.1’ depth x 9.84’
                                           loaded draft. Built: 1993 at McTay Marine; Bromborough, U.K. GRT: 269.
                                           ABS A1, AMS. Special Survey passed Dec ‘09. FO: 51.9m3 FW: 24.6m3
                                           BW: 30m3 Crane: 19MT reach 12m. Winch: None; 30MT SWL Tow hook.
                                           Stern Roller. 2 x CAT 3512TA total 2,350BHP at 1800RPM. 2,000mm
                                           mag/bronze fixed pitch props in kort nozzles. Bollard Pull: 33T. Speed
                                           about 12kn free Pump(s): 260m3 @70m (fire). Genset(s): 2 - 75kW /
380vAC / 50Hz. Lever operated fire monitor atop wheel house. Quarters: 13 in 6 cabins. Air conditioned. Galley. Highly
maneuverable twin screw, line-handling tug. 8 man work boat RIB. Reportedly in very good condition. West Africa.

File: TG22109 / TG22108 Tugs - Single Screw (2 each) - 104.0’ x 26.2’ x 13.3’ depth. Built: 1957 at Bethlehem Steel.
U.S. flag. GRT: 252. 1 x GE 12-7FDM-A7 3,000BHP. Repowered 1981 with new gears, props & shafts. Genset(s): 2 -
40kW. Reportedly good gears, props & shafts. Reportedly running. U.S. Northeast. Price: $200,000.

File: TG22104 Tug - Twin Screw - 100.0’ x 30.0’ x 14.0’ depth. Built: 1978 at Halter Marine. U.S. flag. GRT: 187 ABS
A1 AMS Towing Service (Suspended). FO: 56,200g FW: 5,300g DW: 10,000g. Winch: Double drum waterfall. Wire
Capacity: 3400’ x 2”. Stern Roller. 2 x CAT D399TA total 2,250BHP. 5:1 Reintjes gears. 4 blade props. Bollard Pull:
54.4T. Speed about 11/13kn on 69g/hr @ 11kn. Genset(s): 2 - 75kW 450v 60Hz. Gyro: Y. Autopilot. Radar: 2.
Quarters: 9 in 5 cabins. Air conditioned. Galley. Out of service since mid-2007. West Africa.

File: TG22030 Tug - Twin Screw - 100.0’ x 30.0’ x 14.0’ depth x 14.00’ loaded draft. Built: 1978 at Halter Marine;. U.S.
flag. GRT: 187. ABS International Loadline exp June 2010. FO: 56,000g FW: 5,400g BW: 10,000. Winch: Skagit
double drum. Wire Capacity: 3400’ 2”. Stern Roller. 2 x CAT D399TA total 2,250. Reintjes 5:1 gears. 4 blade 100”x56”
props. Bollard Pull: 5,500#. Speed about 11/13kn on 71-94gph. Genset(s): 2 - 75kw/GM6-71. Quarters: 8 in 5 cabins.
Air conditioned. Galley. U.S. Gulf Coast.

File: TG22003 Tug - Twin Screw - 93.5’ x 28.8’ x 13.9’ depth x 10.70’ loaded draft. Built: 1980 Bodewes Millingen;
Netherlands. GRT: 221 LR. SS 6/2000. (disc 10/02). Ex-class. Last drydocked late ’07. FO: 81MT FW: 35MT Tow
winch & tow hook aft. 2 x CAT D399 total 2,250BHP. Reintjes gears. Fixed pitch props in kort nozzles. Jastram Bow
thruster (not operational). 6 flanking rudders. Bollard Pull: 30T. Genset(s): 2 - 95kVA/CAT3304, 220/380vAC 50Hz. 2 -
FiFi water / foam monitor 420m3/h. Ex-port authority boat. Now working. Caribbean.

File: TG20111 Tug - Twin Screw - 100.0’ x 30.0’ x 14.5’ depth x 14.00’ loaded draft.
Built: 1981 at Bollinger Mach.;. U.S. flag. GRT: 194. ABS+A1 Towing, +AMS (SS due
June 2010). FO: 50,820g FW: 9,961g. Winch: Intercon Single Drum. Dutch Bar. Wire
Capacity: 2,000’ x 1.75”. Stern Roller. 2 x EMD 8-645E6 total 2,000BHP at 900RPM.
Lufkin 4.178:1 gears. 4 blade 100” x 76” high efficiency props. Bollard Pull: 17.6st.
Genset(s): 2 - 75kW. Upper pilot house. Forward deck sheaves. For sale out of
competition. Last drydock for ABS Nov ‘07. U.S. Gulf Coast.

File: TG20109 Tug - Single Screw - 108.5’ x 29.0’ x 16.3’. Built: 1965 at Marinette Marine. U.S. flag. GRT: 147. Built
to ABS specs. Refurbished 2001. Last drydocked Feb ‘07. FO: 63,000g. Winch: Swain single drum 6-71. Wire
Capacity: 2800’ of 1 3/4” wire. 1 x Fairbanks Morse 2,000BHP. 5.95:1 Reversing gear. 144’ x 112” 4 blade stainless
prop. Wesmar 24” dual prop125HP thruster. Bollard Pull: 30.5T. Genset(s): 2 - 75kW / GM6-71 208vAC, 60Hz.
Firefighting: GM6-71, 2,000pgm fire pump. Air conditioned. Ex-US Navy YTB tug. Hydraulic tow pins. 6 man liferaft.
Fuel & water tanks meticulously cleaned. Many recent upgrades. Very good, turn key condition. Keen seller. Try all
reasonable cash offers. Seller interested in bidding tow jobs. Marcon sold to present Owner. U.S. West Coast.

                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

                    File: TG20094 Tug - Single Screw - 94.0’ x 25.0’ x 12.5’ depth x 12.50’ loaded draft. Built: 1942
                    at Ira S. Bushey & Sons; Brooklyn, NY. Rebuilt: 1981. U.S. flag. GRT: 173. 1 x EMD 16-567CE2
                    1,800BHP. 2.5:1 gear. 5-blade stainless 88” x 57”. prop. Bollard Pull: 19mt. FiFi. Quarters: 5
                    berths. Harbor tug. Reportedly good condition. Height of eye 20’. U.S. Gulf Coast.

File: TG20071 Tug - Twin Screw - 95.1’ x 28.2’ x 13.5’ depth x 11.15’ loaded draft. Built: 2004 at Lingco Shipbldg,
S’pore. GRT: 247. NKK NS (Tug) MNS. 12m2 clear deck. FO: 170T FW: 50T. Winch: 50T brake. 2 x Mitsubishi SR-
2MPTK2 total 2,062BHP at 1450RPM. Speed about 11kn Genset(s): 2 - 28kW / Yanmar; 1 - 78kW / CAT. Quarters: 10
(2-1, 1-8). Southeast Asia.

File: TG20047 Tug - Twin Screw - 97.7’ x 26.9’ x 13.4’ depth x 10.16’ loaded draft. Built: 2006 at P.T. Nanindah
Mutiara, Indonesia. GRT: 228. BV I Unrestricted Nav. 2 x Mitsubishi S6R2-MPTK2 total 2,060BHP at 1500RPM. Speed
about 11-12kn Genset(s): 2 - 72kW / Perkins. Air conditioned. Galley. Southeast Asia. Delivery: Prompt.

File: TG19065 Tug - Twin Screw - 65.0’ x 23.0’ x 11.00’ loaded draft. Built: 1977 at Jones Tug & Barge; Long Beach,
CA. U.S. flag. GRT: 95. Not classed. FO: 19,500g. Winch: Markey Hydraulic Double drum w/cat head. Wire Capacity:
1½” x 1500’. 2 x GM 12V149 total 1,350BHP at 1650RPM. 5:1 gears. 59” x 59” 4 blade Kaplan props on 5.5” shafts in
Stainless steel kort nozzles. Speed about 10kn Genset(s): 2-30kw LIMA/GM6-71 and GM4-71. r. Quarters: 4. Fully
fendered. 2 anchor gypsies & wire drum on bow. Reportedly excellent condition. U.S. Northwest.

File: TG18022 Tug - Twin Screw - 105.0’ x 29.5’ x 11.5’ depth x 8.50’ loaded draft. Built: 1992 Singapore. GL +100A5,
+MC exp 2013. FO: 170mT FW: 55mT. 2 x Cummins KTA38M total 2,000BHP at 1800RPM. Bollard Pull: 26T. Speed
about 10kn on 6mT/day. Quarters: 12. Air conditioned. Galley. 25 days endurance. Southeast Asia.

File: TG18008 Tug - Twin Screw - 95.0’ loa x 24.0’ x 11.4’ depth x 10.00’ loaded draft. Built: 1965 at Nolty J. Theriot,
USA. Rebuilt: 1983. Trinidad flag. GRT: 184. Ex ABS. Drydocked 2007. FO: 34,000g FW: 4,000g BW: 7,000g Winch:
Single drum Intercon /GM6-71. Wire Capacity: 1500’ 1.5”. Stern Roller. 2 x GM 16V149 total 1,800BHP. Feb ‘99 - Both
M/E’s overhauled. Tailshafts completed 2/99. Bollard Pull: 25T. Speed about 11kn. (max) on 7T/day. Genset(s): 2-
40kw/GM4-71 60hz., 220V AC, 3 Ph. Quarters: 10. Air conditioned. Anchor handling tug rebuilt to ABS class specs. in
1983. Coated ballast tanks. Bought by present owners through Marcon. 1400HP tug & two 110’ utility boats also
available from same owner. Sale “as is, where is”. Not working. Caribbean.

File: TG17100 Tug - Twin Screw - 95.5’ x 29.0’ x 12.0’ depth t x 11.00’ loaded draft. Built: 1966 at Equitable
Equipment; Madisonville. U.S. flag. GRT: 191. ABS Loadline exp April 2010. FO: 45,000g FW: 5,000g. Winch: Almon
Johnson. Wire Capacity: 2200’ x 1.75”. 2 x CAT D398B total 1,700BHP. 5.31:1 gears. 90” x 62” props. Genset(s): 2 -
40kW. Quarters: 8 bunks. Air conditioned. Galley. Sheer bow. 4 steering stations. Large “H” bitt on bow for harbor
services. Some US$500,000 spent renewing stern in June 2008 after collision. U.S. Gulf Coast.

File: TG17071 Tug - Twin Screw - 82.3’ x 26.5’ x 9.1’ depth x 12.00’ loaded draft. Built: 1975 at Benson Bros
Shipbldg; Vancouver, BC. Canadian flag. GRT: 192. 2 x CAT total 1,700BHP. Speed about 12kn Keen seller with lower
price ideas. Canada West Coast.

File: TG17005 Tug - Twin Screw - 85.0’ x 24.8’ x 10.2’ depth x 8.00’ loaded draft. Built: 1964 at Equitable Equip.;
Madisonville, LA. Belize flag. GRT: 144. ABS disclassed in 1997. Meets Caribbean safety code regs. FO: 15,000g Tow
hook, “H” bitt & capstan. No tow winch. 2 x CAT D398TA total 1,700BHP. 3.95:1 gears. Rebuilt PME and both gears /
clutches 2007 Genset(s): 2 - 40kW / CATD320; 1 - 27kW / Perkins 3cyl. CO2 fire suppression system in engine room.
Air conditioned. Working shipdocking. Reportedly good operating condition. As brokers only, we invite your best
reasonable, cash offers for Owner’s consideration. Owner is keen seller. Caribbean.

File: TG16985 Tug - Twin Screw - 85.3’ x 26.2’ x 12.0’ depth x 9.80’ loaded draft. Built at Southeast Asian Shipyard.
Bureau Veritas. 2 x CAT total 1,696 BH. Southeast Asia. Delivery: Prompt.

                           Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010

File: TG16066 Tug - Twin Screw - 85.3’ x 26.2’ x 12.0’ depth x 9.84’ loaded draft. Built at Southeast Asian Shipyard.
NKK. FO: 153m3 FW: 46m3 DW: 29m3. 25T tow hook. 2 x Yanmar total 1,658BHP at 1900RPM. Reintjes; 6.417:1
gears. Bollard Pull: 22T. Speed about 10kn (trial) Genset(s): 2 - 30kW / Cummins / Yanmar. Quarters: 10. Two
available. Southeast Asia.

File: TG16060 Tug - Tractor - 92.8’ x 27.6’ x 11.4’ depth x 12.79’ loaded draft. Built: 1963 at Schichau Gmbh,
Germany. Rebuilt: 1993. Netherlands flag. GRT: 186. GL 200 mile cert, Dutch Shipping Inspection (SI). FO: 20m3 FW:
5m3 BW: 15m3. Winch: Double Drum + Tow Hook. Wire Capacity: 500m x 32mm & 100m x 28mm. 2 x Deutz
SBV6M536 total 1,600BHP. 2 - Voith Schneider 24/150 props. Bollard Pull: 20MT. Speed about 11kn max Pump(s): 1-
130m3, 1-80m3 and 1-25m3 salvage pumps. Genset(s): 2 - 49.9kW / 380v|220v; 1 - 9.8kW / 110vDC. Quarters: 6 (3-1,
1-3) berth cabins. Galley. Reportedly in very good condition & can operate for many years to come due to past
maintenance. Best offers invited on an “as is, where is” basis. Europe.

File: TG15102 Tug - Single Screw - 98.5’ x 27.9’ x 13.4’ depth x 12.00’ loaded draft. Built: 1963 at Davie Shipbldg;
Quebec. Canadian flag. GRT: 207. Canadian Home Trade III. FO: 50T FW: 25T BW: 68T 1 x Fairbanks Morse 38D8-
1/8 1,200BHP at 900RPM. Direct Reversing. Fixed pitch prop in steerable kort nozzle. Upgraded 1985. Bollard Pull:
26T. Speed about 10.5kn Genset(s): 2-30kW/GM2-71, 60Hz AC. Ice strengthened Coastal/Harbor Tug. Endurance: 12
days. Sold to current owner by Marcon. Reportedly good condition. Canada Great Lakes. $400,000.

File: TG15092 Tug - Twin Screw - 95.5’ x 29.0’ x 13.0’ depth x 12.00’ loaded draft. Built: 1966 at Equitable Equip. U.S.
flag. GRT: 191. ABS +A1 Towing. Special Survey passed Fall 2005. FO: 45,000g FW: 4,500g Winch: 40HP electric
Markey single drum. Stern Roller. 2 x CAT D398A total 1,530BHP. 5.31:1 gears. 90” x 62” props. Bollard Pull: 25ST.
Genset(s): 2 - 40 kw / CAT D320 60Hz 3Ph. Quarters: 8 total. Air conditioned. Galley. Sheer bow. 3 tow pins & hold-
down. Forward electric capstan & H-bitt. Reportedly excellent condition. Not officially for sale, but owners may consider
offers for purchase or charter. Caribbean.

File: TG15003 Tug - Twin Screw - 85.0’ x 24.0’ x 10.0’ depth x 8.00’ loaded draft. Built: 1965 at Equitable Equip. U.S.
flag. GRT: 148. FO: 17,000g FW: 6,000g Winch: Single Drum. Wire Capacity: 1400’x1.5”. 2 x CAT D398A total
1,700BHP. 3.95:1 gears. 76” x 58” props. Genset(s): 2 - 50kW/CATD 320T 115/230v AC 60Hz. Air conditioned. Galley.
Sheer bow. Came off drydock December 2008 with over $250K spent. Hull blasted and painted, etc. Reportedly ready
to work. U.S. Gulf Coast.

File: TG14580 Tug - Twin Screw - 80.0’ x 22.0’ x 7.1’ depth. Built: 1970 at Pacific Towboat, Long Beach, CA. U.S.
flag. GRT: 99. FO: 26,310g FW: 3,446g Winch: single drum. Wire Capacity: 1800’ x 1.75”. 2 x CAT D348 total 1,450HP
at 1800RPM. Twin Disc 5.17:1 gears. FP 72” x 46” props. Genset(s): 1 - Perkins. 6 bunks U.S. West Coast.

File: TG14089 Tug - Twin Screw - “Catharina V” Last Updated: 2/26/2010
89.0’ loa / 79.4’ lbp x 26.0’ x 11.5’ depth x 8’ light draft x 10.00’ loaded draft. Built: 1980 at Arab Heavy Ind.; Ajman,
U.A.E. Trinidad flag. GRT: 189 NRT: 57 ABS / NKK disc. 2/2002. Last drydocked Fall 2007. on 40’x20’ clear deck. FO:
23,000g FW: 10,000g Windlass: Yes. Crane: Removed, but included in sale. Winch: Single Drum presently ashore.
Wire Capacity: 1500’. 2 x GM 12V149 total 1,400BHP at 1800RPM. 60” x 44” Fixed Pitch prop(s) in kort nozzle(s).
Speed about 10kn free Genset(s): 2 - 65kW. Quarters: 3-2, 1-1 berth cabin. Air conditioned. Galley. Class allowed to
lapse as it is not required for owner’s service. Over US$400,000 recently spent on new piping & bottom work. Interior
still needs refurbishing. Main Engines ashore. 2500HP tug & two 110’ utility boats also available from same owner. Call
for price guidance. Mains, gens, winch, crane all ashore owner prefers buyer to reinstall, which cost estimated to be
$150,000-200,000 range. Caribbean.

File: TG14083 Tug - Single Screw - 83.7’ x 23.1’ x 10.8’ depth x 11.0’ loaded draft. Built: 1962 Schulte & Bruns;
Germany. GRT: 122. BV Ice Class. 1 x Deutz 8 cyl 1,360BHP new 1966. CP props. Bollard Pull: 17.5T. Speed about
11.5-12kn. Fifi equipment. Try offers. Northern Europe.

                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
File: TG13092 Tug - Tractor - 84.0’ x 24.7’ x 9.8’ depth x 14.40’ loaded draft. Built: 1970 Jadewerft, Germany. Italian
flag. GRT: 143. RINA. FO: 36.4m3 FW: 28.0m3 BW: 18.0m3 Winch: 1-3T tugger. 2 tow hooks. 1 x Deutz SBV8M545
1,320BHP. Voith Schneider 30G/185A5 prop. Bollard Pull: 15MT. Speed about abt. 12kn Genset(s): 1 - 25kW/aux & 1 -
25kW/shaft. Marcon has sold 6 or 7 boats to this owner over the last 15 years. Mediterranean.

File: TG13069 Tug - Twin Screw - 73.0’ x 24.0’ x 9.8’ depth. Built: 1979 at Service Machine, LA. Rebuilt: 2008. U.S.
flag. GRT: 116. FO: 21,000g FW: 3,000g. Winch: Smatco Single Drum, Pendant Drum, Capstan. Stern Roller. 2 x
Cummins QSK19M total 1,320BHP at 1800RPM. Last Overhauled: 2008. 5.17:1 gears. 61” x 54” 4 blade props on 6”
shafts in kort nozzles. Repowered 2008 with Tier II (=200hrs in Nov 2009). Genset(s): 2 - 30kW / Northern lights (new
‘08). Quarters: 2-4, 1-2 man. Air conditioned. Galley. New MSD system, Northern Lights hydraulic power pack in 2008,
new tow pin assembly, reportedly good condition. Prefers sale outside Northern California. U.S. West Coast.

File: TG12145 Tug - Twin Screw - 77.1’ x 23.9’ beam x 8.9’ depth. Built Southeast Asian Shipyard. NKK.
2 x Yanmar total 1,200BHP. Fixed Pitch props. Southeast Asia. Delivery: 2 months after order.

File: TG12084 Tug - Twin Screw - 77.1’ x 8.90’ loaded draft. Built: 2008 Southeast Asian Shipyard. NKK / BV.
2 x Cummins total 1,200BHP. Speed about 10kn 2 units. Southeast Asia.

File: TG11270 Tug - Single Screw - 70.0’ x 19.4’ x 7.7’ depth. Built: 1954 at Fellows & Stewart, Wilmington CA. U.S.
flag. GRT: 66. FO: 7,900g LO: 225g FW: 950g 300# Forfjord anchor on 495ft ,1” chain/wire Winch: Single drum + 11”
capstan. Wire Capacity: 1200’ x 1 1/8”. 1 x CAT 3512 1,000BHP at 1200RPM. Last Overhauled: 1998. CAT 7251
3.95:1 gear. 72”x56” 4 blade stainless prop on 6” stainless shaft. M/E repowered in 1998 Speed about 10kn. Genset(s):
2 - 40kW / John Deere 120 / 280vAC. Quarters: 6 in 2 cabins. Galley. Welded steel 5/16” to 3/8” shell plate. Good
condition. Suitable for log & barge towing, construction and salvage ops in coastal waters. M/E and Gensets keel
cooled and shaft has a John Crane Seal Hull & bulwarks sandblasted, painted and new zincs July 2005. For sale
outside of Puget Sound. Good working boat, but under-utilized. U.S. West Coast.

File: TG11059 Tug - Twin Screw - 58.7’ x 19.6’ x 10.0’ depth x 8.00’ loaded draft. Built: 1980 Damen, Netherlands.
Rebuilt: ‘07. GRT: 31. FO: 26.4m3 FW: 4.5m3. Winch: 10T winch + tow hook. 2 x Cummins KTA19 total 1,100BHP.
Twin Disc 6:1 gears. Kaplan FP props in kort nozzles. Bollard Pull: 14T. Speed about 11.7kn Genset(s): 1 - Perkins
230v 40kW 60Hz. Air conditioned. Rebuilt & converted to twin screw in 2007. Reportedly in good condition. New
nozzles. Auxiliary equipment like electric pumps, air compressors, pipes, valves, steering pumps, actuators & piping
are new. Furuno navaids are new. Accommodations and air conditions new. Internal ballast tanks new. “As is, where
is”. Keen Seller, price negotiable. Caribbean.

File: TG10064 Tug - Twin Screw - 64.5’ x 16.8’ x 7.0’ depth x 7.00’ loaded draft. Built: 1961 Guntert & Zimmerman.
U.S. flag. GRT: 50. FO: 4,600g FW: 1,000g. Winch: Hydraulic. Wire Capacity: 900’ x 1 1/8” wire. 2 x CAT 379DTA total
1,020BHP. CAT3181 3:1 gears. Genset(s): 1 - 15kW / Cummins / single phase new Feb ‘09. Steel hull. Hauled out
Sept. 2009. New wheels, zincs, bottom paint. M/E valves adjusted, new injectors, rack adjustment (May ‘09). Hydraulic
lines, tow winch, electronics new ‘07. Galley / bunks rebuilt ‘08. U.S. West Coast. Delivery: Prompt.

File: TG09057 Tug - Single Screw - 62.3’ x 18.0’ beam x 6.9’ depth x 9.84’ loaded draft. Built: 1965 at Danyard
Aalborg. Rebuilt: 2003. German flag. GRT: 57. BG, coastal service. 6T cargo on 25m2 clear deck. FO: 14,000L Crane:
3T @ 3.2m. 20T tow hook. 1 x Cummins KTA38 991BHP at 1800RPM. Bollard Pull: 12T. Speed about 10kn Genset: 1
- 40kW / Cummins / 380v. Quarters: 3 (1-1, 1-2). Aluminum wheel house. Northern Europe.

File: TG09051 Tug - Twin Screw - 50.3’ x 17.8’ x 6.4’ depth x 5.90’ loaded draft. Built: 1970 at Garrett Construction.
Rebuilt: 2003. U.S. flag. GRT: 39. 2 x MTU S60 total 900BHP. 4-blade stainless 45” x 26” props. Bollard Pull: 9mt. 18.3’
height of eye. Model bow with single push knee. U.S. Gulf Coast.

File: TG09047 Tug - Twin Screw - 47.3’ x 14.4’ x 8.0’ depth. Built: 1960 at John J. Reich-Elizabeth, NJ. Rebuilt: 2005.
U.S. flag. GRT: 32. FO: 2,500g FW: 200g. Winch: Single Drum hydraulic / soft line. 2 x GM Series 60 total 950BHP at
1800RPM. 52”x34” bronze 3-blade props on 4” stainless steel shafts. Genset(s): 1 - 20kW, Northern Lights. Galley.
Reportedly 1/2” hull & deck plate. Keel coolers. Aft steering station. Engines regularly serviced, good condition & well
maintained. U.S. West Coast.
                            Details believed correct, not guaranteed. Offered subject to availability.
Marcon International, Inc.
Tug Boat Market Report – May 2010
File: TG08055 Tug - Twin Screw - 55.0’ x 17.9’ x 6.5’ depth x 6.25’ loaded draft. Built: 1957 at Glaser Const
Delcambre, Los Angeles. Rebuilt: 2006. U.S. flag. GRT: 61. FO: 11,000g FW: 4,000g Winch: Single drum. Wire
Capacity: 1200’x1.25”. 2 x GM Series 60 total 950BHP at 1800RPM. 4.59:1 gears. 51”x44” 4-blade bronze props on
4.5” SS shafts. Low hours / Tier II EPA Rating. Genset(s): 2-20kW/GM2-71. Quarters: 9 crew. Galley. 2-Patterson
Electric barge winches. Non compete clause for local market. Reportedly good condition. Repowered and extensively
refurbished in 2006. U.S. West Coast.

File: TG08045 Tug - Twin Screw - 45.6’ x 16.8’ x 5.8’ depth x 5.30’ loaded draft. Built: 1968 at Souyres Marine
Service. Rebuilt: 2004. U.S. flag. GRT: 32. 2 x MTU S60 total 800BHP. 4-blade stainless 45” x 28” props. Bollard Pull:
9mt. Quarters: 4 berths. Model bow with single push knee. 21.7’ height of eye. U.S. Gulf Coast.

File: TG07067 Tug - Twin Screw - 65.0’ x 22.0’ beam x 8.5’ depth x 6.00’ loaded draft. Built: 1979 at Allied Shipyard;
LaRose, LA. U.S. flag. GRT: 84. FO: 10,000g. Winch: Smatco 34 single drum. Wire Capacity: 1000’ 1 1/8”. 2 x GM
12V71 total 680BHP. Twin Disc 5.16:1 gears. 50” x 58” props on 5” stainless shafts in kort nozzles. Speed about 10kn
free on 45g/hr max. Genset(s): 2-30kw/GM3-71. Quarters: 4 bunks. Galley. U.S. Gulf Coast.

File: TG05053 Tug - Twin Screw - 52.8’ x 16.7’ x 6.5’ depth x 6.00’ loaded draft. Built: 1959 at Equitable Equipment.
Rebuilt: 2003. U.S. flag. GRT: 43. 2 x GM 8V71 total 460BHP. 4 blade stainless 54” x 36” props. Bollard Pull: 7mt. 19.2’
height of eye. U.S. Gulf Coast.

File: TG04243 Tug - Single Screw - 43.1’ x 14.1’ x 5.7’ depth. Built: 1965 at Coos Bay, OR. U.S. flag. Winch:
Hydraulic Tow Winch. 1 x CAT D353TA total 425BHP. 4 - blade stainless 58” x 42” prop. Rebuilt engine 2008. Steel
hull. Quincy air compressor. Keel cooled. Steel rudder- clad push knees. In working condition. U.S. Northwest.

File: TG04054 Tug - Twin Screw - 53.8’ x 17.1’ beam x 7.9’ depth x 6.56’ loaded draft. Built: 1958 at J.S. Manly; New
Westminster, BC. Rebuilt: 1992. Canadian flag. GRT: 56. Transport Canada. FO: 13.5m3. Winch: Swan single drum.
Wire Capacity: 396m of 22.2m. Stern Roller 2 x Gardner 8L3 total 450BHP. Bollard Pull: 7T. Speed about 7kn on
1.7T/day. Genset(s): 2 - 40kW Isuzu. Quarters: 5 total. Galley. Special purpose shallow draft tug. Tow pins. Push
knees. Used primarily for pushing / towing DB16147. Can be sold separately or ‘en-bloc’ with deck barge DB16147.
Call Marcon for more details and price ideas. Canada West Coast. Delivery: By Arrangement.

     Further details on these and other tugs and barges are available on our website at

                           Details believed correct, not guaranteed. Offered subject to availability.

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