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: email@example.com http://www.marcon.com 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. Horsepower Under 1,000 – 2,000 – 3,000 – 4,000 – 5,000 – 6,000 - 7,000 – 8,000 – 9,000 Total 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. 1 www.marcon.com 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 Mediterranean 6.9% 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 Europe 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 0 getting close to the peak number of tugs on the market for sale worldwide. Mar-95 Mar-96 Mar-97 Mar-98 Mar-99 Mar-00 Mar-01 Mar-02 Mar-03 Mar-04 Mar-05 Mar-06 Mar-07 Mar-08 Mar-09 Mar-10 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. 2 www.marcon.com 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. 3 www.marcon.com 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 th 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 4 www.marcon.com 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 2% Enterprise 1% powered by EMDs, 359 (29%) by CATs, and 222 (18%) by General Motors / Alco Cummins 3% M.T.U. 1% Detroit Diesels. Fairbanks still power 51 tugs or 4% of the fleet, mostly in older 4% Fairbanks, Morse EMD 4% 32% US Flag Tugs - Propeller Types tugs. It should be noted that we have Other 6% 3% seen many EMDs showing up in Triple Screw Voith-Schneider 2% Lloyd’s Register under the GM Azimuthing 12% GM/DD 18% designation which may throw the statistics slightly. Lloyd’s Register Caterpillar now allows us to query on propeller Tw in Screw Credit: LR-Fairplay SeaWeb 05/07/10 52% 29% Single Screw 31% 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. rd 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. 5 www.marcon.com 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 175 150 125 100 75 50 25 0 Egypt Russia UAE USA Philippines Indonesia Turkey Italy South Africa Libya China India Cuba Chile Spain Poland Iran Peru Brazil Malaysia Romania Singapore Serbia Netherlands Ukraine Argentina Germany Japan Korea, South Thailand Vietnam Canada Greece Saudi Arabia Credit: Fairplay Newbuildings Online 05/10 th 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 250 225 200 175 150 125 100 75 50 25 0 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 6 www.marcon.com 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 225 200 175 150 125 100 75 50 25 0 MAN-B&W Volvo Penta A.B.C. M.T.U. MaK Deutz GM/DD EMD GE Caterpillar Yanmar Unknown Niigata Chinese Std Type Wartsila Mitsubishi Cummins 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 th 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. 7 www.marcon.com 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. 8 www.marcon.com 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. 9 www.marcon.com 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”. th 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. 10 www.marcon.com 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 st 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. 11 www.marcon.com 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. 12 www.marcon.com 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. 13 www.marcon.com 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. th 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. 14 www.marcon.com 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: Worldsteel) 15 www.marcon.com 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 th 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 th 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. 16 www.marcon.com 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. 17 www.marcon.com 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. 18 www.marcon.com 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. 19 www.marcon.com 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. 20 www.marcon.com 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. 21 www.marcon.com Details believed correct, not guaranteed. Offered subject to availability. Marcon International, Inc. Tug Boat Market Report – May 2010 st 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 22 www.marcon.com 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. 23 www.marcon.com 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. 24 www.marcon.com 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.” 25 www.marcon.com 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. 26 www.marcon.com 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 th 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 th 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. 27 www.marcon.com 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 th 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. th 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 $79.50/bbl. th Global oil demand was revised down by 190 kb/d on average for 2009 and 2010. As of Wednesday, 12 May ICE Brent Crude Futures for low-sulphur “sweet” crude oils were back up at US$ 81.27/bbl, trading over US$4.00/bbl higher than th 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. th 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. 28 www.marcon.com 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: http://hurricane.atmos.colostate.edu/Forecasts. 29 www.marcon.com 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 30 www.marcon.com 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.” 31 www.marcon.com 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. 32 www.marcon.com Details believed correct, not guaranteed. Offered subject to availability. Marcon International, Inc. Tug Boat Market Report – May 2010 rd 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 th 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 st 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. 33 www.marcon.com 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% 34 www.marcon.com 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. 35 www.marcon.com 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. 36 www.marcon.com 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 th 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- th 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. 37 www.marcon.com 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 th 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. th 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 th 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 th 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. 38 www.marcon.com 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 th “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. 39 www.marcon.com 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. 40 www.marcon.com 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. 41 www.marcon.com 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. th 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 th 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” th 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 th 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 th “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. 42 www.marcon.com 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. 43 www.marcon.com 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. 44 www.marcon.com 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 st 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. 45 www.marcon.com 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 th 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 th “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 th 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 th 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 th 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. 46 www.marcon.com 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. th 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 th 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 th 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 th 5 May by the Vietnamese Navy. The crew had been in a liferaft since nd 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 th 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. 47 www.marcon.com 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 2010. 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. 48 www.marcon.com 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. 49 www.marcon.com 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. 50 www.marcon.com 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. 51 www.marcon.com 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. 52 www.marcon.com 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. 53 www.marcon.com 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. 54 www.marcon.com 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. 55 www.marcon.com 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 screw. 56 www.marcon.com 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. 57 www.marcon.com 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. 58 www.marcon.com 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. 59 www.marcon.com 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. 60 www.marcon.com 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. 61 www.marcon.com 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. 62 www.marcon.com 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 www.marcon.com. 63 www.marcon.com Details believed correct, not guaranteed. Offered subject to availability.