Marcon International, Inc. · Marcon International, Inc. Vessels and Barges for Sale or Charter...

Marcon International, Inc. Vessels and Barges for Sale or Charter Worldwide

1 www.marcon.com

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

P.O. Box 1170, 9 NW Front Street, Suite 201 Coupeville, WA 98239 U.S.A. Telephone (360) 678 8880 Fax (360) 678-8890 E Mail: [email protected] http://www.marcon.com

October 2007

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

Horsepower

Under

1,000

1,000 –

2,000

2,000 –

3,000

3,000 –

4,000

4,000 –

5,000

5,000 –

6,000

6,000 -

7,000

7,000 –

8,000

8,000 –

9,000

9,000

Plus

Total

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

Apr 2006 95 117 95 71 28 10 5 5 6 1 433

Jul 2006 - 88 125 105 77 25 15 5 6 7 1 454

Oct 2006 88 124 108 78 26 12 5 6 8 1 456

Jan 2007 77 114 97 68 25 10 5 4 7 0 407

Apr 2007 69 101 82 61 25 14 4 3 4 0 363

Jul 2007 81 121 108 57 24 14 5 4 3 1 418

Oct 2007 - Worldwide 79 127 114 58 25 12 5 4 3 1 428

Oct 2007 - U.S. 25 29 25 13 6 3 0 0 1 0 102

Oct 2007 - Foreign 54 98 89 45 19 9 5 4 2 1 326

Avg. Age - Worldwide 1972 1977 1984 1982 1985 1987 1979 1982 1976 1977

Avg. Age - U.S. 1963 1956 1959 1959 1966 1970 - - 1975 -

Avg. Age - Foreign 1976 1984 1991 1988 1992 1993 1979 1982 1976 1977

Charter - Worldwide 30 46 42 23 21 13 3 12 7 5 202

Charter - U.S. 9 5 5 3 6 2 1 8 0 0 39

Charter - Foreign 21 41 37 20 15 11 2 4 7 5 163

Market Overview Of the 8,103 vessels and 2,857 barges that Marcon currently tracks, 3,196 are tugs with 428 currently officially on the market for sale worldwide. Of the tugs for sale, 36.50% of foreign and 98.04% of U.S. tugboats are direct from Owners. 104 or 24.30% of the tugs worldwide, primarily foreign flagged, were built within the last ten years or are newbuilding re-sales or currently under construction – compared to 25.84% at the last report. 61 (14.25%) are over fifty years of age and 3 tugs are 75 years of age or older. 25 have no age listed. The oldest tug Marcon currently has listed is a 65’ x 17.5’, 900HP single screw tug located in the Great Lakes built of riveted steel in 1903. This is balanced by 38 newbuildings scheduled for delivery from 2007 through 2009.

Marcon International, Inc. Tug Boat Market Report – October 2007

www.marcon.com


2

Tugs Listed For Sale by Marcon International, Inc.

0

100

200

300

400

500

600

700

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

Foreign US Total

The majority of the tugs Marcon has listed for sale are located in Southeast Asia with 102 tugs, followed by the United States with 96 tugs, 65 in Europe, 52 in the Far East, 33 in the Mid East, 26 in the Mediterranean, 15 in Canada, 12 in the Caribbean, 4 each in Latin America and in the South Pacific and 2 each in Africa and by arrangement. CAT diesels still power most of the tugs listed for sale with machinery in 60 or 16% of the tugs Marcon lists for sale, where engine type is known. This is followed by 38 in EMD’s, 36 in Cummins and 21 in General Motors / Detroit Diesels. 13 tugs, generally older U.S. units, are powered by Fairbanks Morse and 10 are powered by Ruston. Yanmar leads foreign manufacturers powering 29 tugs, followed by 21 Niigata, 17 Deutz and 16 Wartsila powered tugs. 121 tugs are powered by machinery from various other manufacturers.

Conventional single and twin screw tugs are still the most prevalent with 220 twin and 132 single screw listed for sale worldwide. 5 tugs are triple screw, 45 are azimuthing, 13 are Voith Schneider tractor tugs, plus we have one quad screw tug. As always, in addition to tugs officially on the market for sale or charter, there are always a few which may be developed on a private and confidential basis which are not shown in the tables or graphs. The final negotiated sales price for all vessels and barges sold in 2007 through Marcon averaged 94.92% of the asking price down from the 95.32% reported in July. Prices for second-hand conventional tugs have reached a plateau worldwide and there has been very little change in prices since the July Tug Market

Report. A few more conventional single and twin screw tugs, especially in the U.S., are now idle and open for employment. We believe that the high price of fuel may be partially responsible as some long tows of lower value commodities are no longer viable. Demand still is very strong worldwide for both second hand and newbuilding ASD tugs above 40 ton bollard pull. Both the numbers and prices for newbuilding tugs continue to climb.

TUG TYPES FOR SALE

Tug - Quad

Screw

0.2%

Tug - Azimuthing

10.8%

Tug - Tractor

3.1%

Tug - Triple

Screw

1.2%

Tug - Single

Screw

31.7%

Tug - Twin Screw

52.9%


www.marcon.com


3

Recent Marcon Tug & Barge Sales & Charters Sause Bros., Inc. of Portland, Oregon has sold their U.S. flag ocean house/deck barge "Tazlina” (ex-ZB 280-1) to Wayden Transportation Systems, Inc. of Richmond, British Columbia, Canada. "Tazlina" measures 272' x 70' x 18' depth with a deadweight carrying capacity of 6,500 short tons on a loaded draft of 14.6'. She was built of 5/8” plate in 1975 by Zidell Explorations of Portland, Oregon and classed ABS +A1 Barge, Unrestricted Service. Prior to the sale, the barge was engaged for years transporting lumber, paper and other break-bulk products between the U.S. West Coast and Hawaii. She is fitted with a raised foc’stle and a watertight house covering about two thirds of her deck. New owners plan to remove the house and add a wear deck suitable for carriage of aggregate. Barge is being removed from U.S. registry and reflagged Canadian. Marcon acted as sole broker in the transaction and has sold a number of barges either to or from both parties in the past.

Victory Towing Inc. of Seattle, Washington sold their 282’ x 78’ x 17.5’ U.S. flag ocean deck barge “JI-281” (ex-MLC-281) to Knife River Corporation of Portland, Oregon. Built in 1978 by Marine Power & Equipment in Seattle, WA, the barge with 8’ fence and heavy duty ramp has been around the world more than once in her lifetime. The 7,100 DWT barge, with raked bow and stern and towing skegs, last under went dry-docking and ABS renewal in Singapore earlier this year. Prior to that, she towed cargo from Dubai to Guam and previously worked carrying various types of

military sealift cargoes between the Far East and Middle East and delivered cargoes to Sakhalin Island in the Russian Far East. The new Owner is renaming the barge “KR-1” and installing a concrete wear deck along with a self-unloading system for handling aggregate. This system will be able to precisely place large amounts of material in remote locations accessible only by water and greatly helps to lower the Owner’s production, transportation and equipment costs. Marcon acted as sole Broker in this transaction and has been involved with over 12 sale and purchase transactions with the Seller, but this is the first transaction with the new Owner. Olson Marine Inc. of Ketchikan, Alaska completed the towage / delivery of the 200’ x 64’ dry-dock “Magone Dry-Dock No. 1”. The floating dry-dock was towed on her own bottom from Seattle, Washington to Seward, Alaska. Magone Marine hooked onto the dock in Seward and towed her out the Aleutian chain to her new home at their facility in Dutch Harbor, Alaska for final outfitting. The new Owner had recently purchased the dry-dock from Foss Maritime of Seattle. Olson Marine used their twin screw tug “Norman O” (ex-Duncan Foss), which ironically they had purchased from Foss in 2005, to complete the tow. The 75' x 24' x 8', steel hulled tug was built in 1970 at Albina Shipyard, Portland, Oregon. The tug is presently powered with twin CAT diesels delivering a total of 1,500 BHP. Marcon International arranged the tow but was not involved with the actual sale of the drydock. However, Marcon has been involved in the past in several sales and purchases with both parties involved. Marcon International Inc. is pleased to announce the sale of a 1976 built US flag 33,000bbl single skin ocean tank barge on a private basis. Marcon acted as sole broker in the transaction. So far in 2007 Marcon has sold 8 tugs totaling 34,300BHP including two 3,300BHP newbuildings ASDs with delivery scheduled for January 2008 and first quarter 2009 respectively. One other tug is presently under offer.


www.marcon.com


4

New Construction, Shipyard and Conversion News According to “Fairplay”, as of 12

th October 2007, there were 10,485 ships over 299GRT on the World Orderbook. Of

the 10,485 ships recorded on order as of 12th October, 577 are tugs or “towing / pushing” vessels, 685 are Offshore

Supply Vessels and 151 are designated as “Offshore – Other”. As this data only covers those vessels over 299GRT, I would not be surprised to find another 25%, or 140 plus, tugs below 299GRT that are not recorded being built across the world from Argentina to Vietnam.

Worldwide Tugs On Order Over 299 GRT

0

20

40

60

80

100

120Netherlands

China (PRC)

Spain

Malaysia

Turkey

USA

Indonesia

Singapore

Brazil

Japan

Italy

India

Russia

Egypt

Germ

any

UAE

Chile

Philippines

Romania

Canada

Poland

Vietnam

Argentina

Iran

Korea, South

Norway

Peru

Ukraine

Credit: Fairplay New buildings Online 10/07

As of the second week in October, of the 577 tugs under construction, Netherlands still lead the order book with a total of 118 (up 7) tugs being built. They are followed by China (PRC) at 67 and Spain at 61 tugs under construction; Malaysia 58; Turkey 46; U.S. 43; Indonesia 39; Singapore 28; Brazil 18; Japan 15; Italy 14: India 13; Russia 11; Egypt 10; Germany 6; U.A.E. 5; Chile, the Philippines and Romania 4 each; Canada 3; Poland and Vietnam 2 each; and Argentina, Iran, South Korea, Norway, Peru and Ukraine 1 each. 169 of the tugs are scheduled for delivery in December 2007 vs. 84 at the time of the last report in July – which seems unrealistic. We would not be surprised to see this number slip with some end-year 2007 deliveries actually coming on line throughout Spring 2008.

Delivery Dates Worldwide Orderbook

For Tugs Over 299 GRT

0

25

50

75

100

125

150

175

200

225

250

3Q 2007

4Q 2007

1Q 2008

2Q 2008

3Q 2008

4Q 2008

1Q 2009

2Q 2009

3Q 2009

4Q 2009

1Q 2010

2Q 2010

3Q 2010

Credit: Fairplay New building Online 10/07


www.marcon.com


5

CAT power by far still lead propulsion packages with engines in 192 tugs followed by Niigatas in 58, Yanmar 37, Wartsila 32, Cummins 31, Mitsubishi 20, ABC 17, EMD 13, MAN/MAN-B&W 17, MTU and MaK 11 each, Bergens 8, General Electric 7, Deutz 6, General Motors / Detroit Diesel 3, Daihatsu 2, and Penta 1. Engines were not listed for 111 tugs. The long wait for machinery is delaying many orders, with most suppliers not offering firm dates for delivery until a project becomes firm. One shipyard just quoted delivery of a new tug six months after receipt of engines and propulsion systems which in itself could take 28 months or more into the future. We here at Marcon are still awaiting a standby emergency generator ordered for the office six months ago.

Summary of Engines Worldwide Tug Orderbook Over 299 GRT

0

25

50

75

100

125

150

175

200

Caterpillar

Unknown

Niigata

Yanmar

Wartsila

Cummins

Mitsubishi

A.B.C.

MAN/MAN-B&W

EMD

M.T.U.

MaK

Bergens

General Electric

Deutz

GM/DD

Daihatsu

Penta

Credit: Fairplay New building Online 10/07 As per our last quarterly market report, most of the tugs over 299GRT being built worldwide are still in the 3 – 4,000HP category with 154 tugs, or 32.35% of those tugs where the horsepower is listed. If I had to take a guess, I would say that over half of the 3 – 4,000HP tugs being built are ASD propulsion. Only 21 tugs are shown under 1,000BHP, but this is most likely because most of the tugs being built in this horsepower range will be under 299GRT. 21.01% under construction are in the 2,000 – 2,999BHP range.

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

1,000HP 1,999HP 2,999HP 3,999HP 4,999HP 5,999HP 6,999HP 7,999HP 8,999HP 9,999HP 10,000HP Unk. Total

Tugs 21 67 100 154 69 38 10 4 8 0 5 101 577

Citing continued strength in markets outside of the U.S., Caterpillar announced third-quarter sales and revenues of $11.442 billion, an all-time quarterly high. CAT also reported profit of $927 million for the quarter ended September 30, 2007. Profit and profit per share are the highest ever for a third quarter. Sales and revenues increased $925 million compared to the third quarter of last year, $385 million from higher sales volume, $267 million from improved price realization, $174 million from the effects of currency and $99 million from higher Financial Products revenues. Third-quarter profit increased $158 million from third quarter 2006. The increase in profit was due to improved price realization and higher sales volume, partially offset by higher manufacturing costs, including material costs. Despite weakness in U.S. markets, sales and revenues increased 9% due to “remarkable growth” outside of the U.S. with particular strength in key industries like mining, oil and gas, electric power and marine engines. The full-year outlook for 2007 is for sales and revenues of about $44 billion. The previous outlook for 2007 sales and revenues was about $44 billion. Caterpillar’s preliminary outlook for 2008 reflects a sales and revenues increase of 5 to 10% from the mid-point of the 2007 outlook range.


www.marcon.com


6

Alstom Mechanical Equipment won two multimillion rand contracts for manufacture and supply of main propulsion diesels for five new South African harbor tugs. The contracts were awarded by Durban-based Southern African Shipyards (Pty) Ltd, which is the principal contractor appointed by Transnet’s National Port Authority (NPA) to build and supply the Voith Schneider tractor tugs. The 10 MAN engines – two per tug – comprise six engines at a power output each of

2,720kWb @ 800RPM for three tugs for the new port at Coega near Port Elizabeth and four 2,380kWb engines @ 800RPM for two tugs for Durban harbor. Engines for the Coega tugs, the contract for which was signed at the end of July 2007, will be the largest engines yet supplied for tugs operating in South African ports. The tugs will each have a bollard pull of 70 tonnes – the previous largest being 50t units. The MAN diesel engines, for which Alstom is the local sales and service agent, will be manufactured at MAN Diesel’s Denmark plant. The first pair of Coega port tug engines is due for delivery in April ‘09 and the other two sets in August and December of that year respectively. The new Durban harbor tugs, each with a bollard pull of 60 tonnes, will replace two existing 40t tugs. Delivery for these engines, for which the contract was awarded at the end of August, is end-2009 for the first two and early-2010 for the second pair. “Due to a combination of a world shortage of material and high worldwide demand for diesel engines, the lead times for manufacture and delivery have been pushed out much further than when we were awarded the previous order for tug engines in 1999,” said Fred van Hulten, Alstom Mechanical Equipment’s product manager for diesel products. The lead time on the previous occasion, when 10 engines for five new tugs for Cape Town, Richards Bay and Durban harbor were supplied, was only six months. “Now the lead time is roughly two years,” Van Hulten commented. The type of engines supplied previously from Man Diesel in the UK had been discontinued in the interim. “We found an alternative in the range of engines manufactured by MAN Diesel in Denmark. However these were available at less competitive prices versus rival bidders than previously, but were competitive nevertheless, with lead times that matched the best of theirs. I believe the other decisive factors that worked in our favor in winning the new contracts were our established reputation and proven track record in this field, based on the engines we have supplied for South African harbor tugs previously, and the reliable after-sales service and parts supply we provide on them. In addition, the fact that we are part of a local black-owned group was also a contributory plus-factor,” Van Hulten concluded. Keppel Nantong Shipyard Co. Ltd, the wholly-owned subsidiary of Keppel Offshore & Marine Ltd, has clinched three contracts worth a total of S$110 million (RMB$550 million), including owner furnished equipment, to build eight tugs. The first contract is secured from Smit Internationale Beheer B.V to build two 90-tonne bollard pull offshore support tugs. They will have anchor handling, diving support, and fire fighting capabilities. Delivery of these two vessels is expected in the first half of 2010. They will be deployed in West Africa. The second and third contracts are awarded by Keppel Smit Towage Pte Ltd and Maju Maritime Pte Ltd. Each contract is for the construction of three 65-tonne bollard pull twin-screw ASD tugs. They will be built in accordance to the MTD 3265ST design, developed by Keppel O&M’s technology unit, Marine Technology Development. The vessels are expected to be progressively delivered in the year of 2011. Mr. Lee Tai Kwee, President of Keppel Nantong, said, “With the eight new vessels, Keppel Nantong has an orderbook of 26 vessels currently under construction on our 16 hectare site. We are glad that our customers have confidence in the capability of this new yard which is just under two years old.” Acquired by Keppel O&M in 2005, Keppel Nantong engages in the construction of specialized vessels such as offshore support vessels and tugboats. Located along the Chang Jiang River, it is about 110 km north-west of Shanghai. Smit Internationale Beheer B.V is a division of Dutch company, Smit Internationale NV. The company engages in services relating to transport barges, tugs, support vessels and self-propelled floating sheerlegs. It is a repeat customer of Keppel O&M. Both Keppel Smit Towage and Maju Maritime are 51/49 joint ventures of Keppel O&M and SMIT Internationale N.V respectively.


www.marcon.com


7

Bollinger Gulf Repair and Bollinger Algiers completed the retrofit and conversion of a Bouchard Coastwise barge and tug to an ATB unit utilizing the Intercon Coupler System. At Bollinger Gulf Repair, the 446’, black oil barge “B. No.195” which has been renamed barge “B. No.295”, was transformed from a single hull to double hull vessel to meet the requirements of OPA'90. A new ballast system was installed, and her stern was modified with the matching Intercon ladder to accept the bow of the 127’ tug “Bouchard Girls”, which was retrofitted with ram assemblies of the Intercon system at the Bollinger Algiers facility. At the Bollinger Algiers facility, the tug underwent her conversions, receiving a keel cooled Detroit Diesel 8V-71 generator set

producing 99 kW as back up for powering the Intercon hydraulic system and main generator. The vessel completed renewal of all regulatory requirements, installation of the Intercon system and received life extensions, as did the barge at Bollinger Gulf Repair. Before the tug and barge arrived at the Bollinger yards, the shipyard pre-fabricated, sandblasted and painted certain components that were used in the conversion of both vessels. Barge was converted and inspected to ABS Class Maltese A-1 Oil Tank Barge rules and the U.S. Coast Guard for the carriage of petroleum products Grade A and lower, for Manned Services in Oceans. Ben Bordelon, executive VP repair, of Bollinger said, "This double hulling of the Bouchard ‘B. No 295’ and the re-fit of the tug ‘Bouchard Girls’ using two separate Bollinger facilities exemplifies Bollinger’s unique ability to work with the needs of our customers to complete the job. By using the strengths at our various facilities, we are able to mix and match facility and personnel strengths to accomplish large projects, such as conversions, retrofits and re-builds”. The end result of this project is a compliant safe operating tug/barge unit coupled together with the Intercon connection. In simplest form, the patented Intercon system provides a single degree of freedom allowing the tug to pitch about a transverse connection between the tug and barge. All other motions are restrained so that the tug motions match barge motions in roll and heave. The connection is mechanical, accomplished with two independently mounted ram assemblies, gear driven, and configured for tug installation. The rams stroke transversely, engaging the vertical ladder structures incorporated onto both sidewalls of the stern notch of the barge. On Friday the 19

th of October 2007 the first Management Council Meeting of the Damen Vinashin joint venture took

place. Damen Shipyards Group and Vinashin will jointly build a new shipyard in the area, currently engineering is taking place. In the not too distant future the tendering process for the construction of the yard will commence. The completion of the yard is scheduled for the third quarter of 2009…… On 10th September 2007, Svitzer and Damen Shipyards Gorinchem signed a contract for the construction and delivery two Damen ASD Tugs 2411. Although Svitzer already operates a few Damen Tugs in their impressive fleet of over 500 vessels, this contract represents the first direct order. The deliveries are scheduled for respectively end July and end October 2008. Both tugs will have a bollard pull of approx. 70 metric tons and will be built according to the UK MCA requirements and are well equipped for various port operations……On Monday the 16th of July Half Tide Marine Pty Ltd, Hay Point, QLD Australia took delivery of the Damen ASD Tug 3111, named “Kolijo”. The new tug will operate at the Dalrymple Bay Coal Terminal in Hay Point. “Kolijo” is equipped with two CAT main engines and two Rolls Royce Azimuth thrusters, giving the tug a bollard pull in excess of 67 tons and a speed of 13.3 knots. This newbuilding forms part of the DBCT extension project at Hay Point which is due because of the worldwide increasing demand for coal. The operation at Hay Point will expand by approximately 40% and construction of a new berth is currently taking place. Before the new tug entered into service a comprehensive training program was conducted by Damen Field Services…….On 2nd of July 2007 Damen Shipyards Gorinchem was awarded a contract for the construction and delivery of four 70 ton Bollard Pull Damen ASD Tugs 2411 for DP-World's Jebel Ali operation. The Damen ASD Tug 2411 is a very powerful and compact state of the art harbor tug of which a large number of vessels have been delivered world-wide. Delivery of the first two tugs will take place in August 2008, number three and four will follow at the end of 2008. Upon arrival in Dubai the tugs will immediately be deployed and will provide tug assistance in the Jebel Ali Port.


www.marcon.com


8

K-Sea Transportation Partners of New York entered into a letter of intent with Manitowoc Marine to construct a 185,000bbl ATB unit. The expected cost is between $68 million to $70 million with delivery projected for fourth quarter calendar 2009. K-Sea also has an agreement in principle for a long-term charter for the ATB with a major customer that is

expected to commence upon delivery. The letter of intent, which includes an option to build a second unit of similar design and cost, is subject to various conditions, including execution and delivery of definitive agreements with respect to the construction of the unit. Crowley Maritime christened the third of ten new 185,000bbl ATB tank vessels that the company will take delivery of by the end of 2010. The vessels christened were the 9,280HP-tug “Resolve” and barge “650-3”. Crowley’s Petroleum Services group will charter the VT Halter Marine-built ATB from VMS, and operate it for BP under a seven-year agreement. “We continue to receive positive feedback about these ATBs, which further validates our continued investment in the build program,” said Tom Crowley Jr., company chairman, president and CEO. “The ATBs that we currently have in service consistently provide reliable, efficient and safe transportation for the petroleum products they are contracted to carry.” Crowley and VT Halter Marine jointly designed the ATB tank vessel. Barge “650-3” was built at Halter's shipyard in Pascagoula, Miss., and “Resolve” at its yard, in Moss Point, Miss. 650-Class barges will be 27,000dwt, 587’ in length, 74’ breadth and 40’ depth. Full loaded draft will be 30’. Tugs meet all SOLAS and ABS criteria, and have a foam capable fire monitor; twin fuel-efficient heavy fuel oil engines; a noise reduction package; and other upgrades to increase crew comfort. In addition Crowley Maritime’s Vessel Management Services subsidiary has just signed contracts with VT Halter Marine and Dakota Creek Shipyards to build three ATB, 330,000-barrel tank vessels, the largest in the company’s history and the fastest in their class. The new vessels will be delivered in yearly intervals between the second half of 2011 and the first half of 2013. VT Halter Marine will construct the barges, which will have 78% more capacity than Crowley’s “650-class” vessels (185,000 – barrel capacity) in its shipyard in Pascagoula, Miss. Dakota Creek will build the 16,320HP tugs in its Anacortes, Wash., shipyard, only a short drive from Marcon’s office. Once received, the three new Jones Act ATBs (“Legacy”/”750-1”, “Legend”/”750-2” and “Liberty”/”750-3”) will be operated in the U.S. coastwise

trade by Crowley’s petroleum services segment. These three new vessels will bring Crowley’s total ATB fleet to 17, including four 155,000-barrel and ten 185,000-barrel ATBs. "These ATBs are being constructed to be some of the largest and certainly the fastest in the trade,” said Steve Collar, senior vice president and general manager, Technical Services. “Not only will they be able to carry 330,000-barrels of product safely, but we also expect them to do so quickly – to the tune of 15.1 knots.” A robust Intercon notch connection system enables full ocean trading capability. The new ATBs will feature the latest systems technology and double-hull construction for maximum safety and reliability. Not only will the units have the capability of transporting refined products, but they will

also be able to carry heated cargoes. The tug will be one of the first of its kind built to ABS R2 classification which provides a higher level of redundancy than found on a standard product tanker or ATB. There will be a bulkhead dividing the 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. All of Crowley’s ATBs are built under the ABS SafeHull program for environmental protection. This program puts the vessel design through an exhaustive review to identify structural loads and strengthen the vessel structure. The “750-Class” barges will be 45,000 deadweight tons, 600’ in length, 105’ 6” in breadth and 54’ 3” in depth. The fully loaded draft will be 35’. The 148’ x 60’ x 30’ depth tugs meet all SOLAS (Safety of Life at Sea), classed ABS +A1, +AMS, +ACCU, Full Ocean Towing Service and have a foam capable fire monitor. Propulsion consists of twin screw Wartsila electronically controlled 12V32 engines generating a total of 16,320HP; a noise reduction package and other upgrades to increase crew comfort. Tugs will be fitted with a redundant steering system with oversized rudders for maximum handling capability.


www.marcon.com


9

On Wednesday, the 26th September, 2007 the Hamburg based Fairplay Towage is naming its latest tug-newbuilding – “Fairplay I”. Like with the recently named sister “Fairplay III“, the name “Fairplay I” is appearing for the fourth time in Fairplay’s 102 years of history. The first “Fairplay I” was built for Carl Tiedemann, Hamburg in 1895 and was scrapped 1953. The second tug with this name was built in 1911 as “Fairplay X”. In 1951 she was completely re-built and started working again as “Fairplay One”. After an impressive 75 years of service, she was finally

scrapped in Italy in 1986. The third “Fairplay I”, belonging to a series of 6 sister-tugs, was built in 1964 by the Theodor Buschmann Yard, still today a 100% Fairplay subsidiary. In 2000 Fairplay sold her to a local Hamburg company which still today operates her in Hamburg under the name “TK1”. The latest Fairplay fleet-addition has little in common with her pre-decessors. She is the strongest tug presently operating in the port of Hamburg, being built by Astilleros Armon in Navia/Spain. With an length overall of 25m and a width of 11,2m “Fairplay I” will primarily serve in the Port of Hamburg. Two 8-cylinder ABC-8MDZC 4-stroke engines with each 1,.850KW at 1,000 RPM generate the power for two fixed-propeller Schottel SRP1515-rudder-propellers, producing a bollard pull of more than 70 tons and a free-running speed of 12kn. Two Scania 6-cylinder-diesel-engines with a power output of each 196kw are generating the required on-board electricity. A Brusselles double-drum winch produces a breakforce of 1,800kN. Ships’ assistances will be performed primarily via the bow (Push & Pull). One of the double drums will carry a 90m Dyneema-Line whereas the other will carry conventional towing gear (52mm wires) either for port operation or sea-towages. For towage-jobs over the stern the tow-wire is guided through a tunnel below the accommodation to the aft-deck. The extensive fendering around the entire ship is protecting the hull and especially designed for the „Push & Pull-Mode“. Designed for a 3-men-crew the tugs each count a total of 6 bunks. Navigation- and communication equipment corresponds to the presently available technical standards. The tug is built according under Bureau Veritas + Hull + Mach Tug unrestricted service + AUT UMS“ class. URS Antwerp, in which Fairplay holds a 50% participation, has received two almost identical sisters for the Port of Zeebrugge. Fairplay has still two other tugs with Armon on order. Delivery is scheduled for summer and winter 2008. These tugs will develop a bollard pull of over 80 tons and will primarily be employed in offshore-services. Fairplay Towage operates a fleet comprising of harbor and offshore tugs, stationed in Hamburg, Rotterdam and the German Baltic. One deepsea tugs is employed in worldwide trade (see paragraph regarding sale of “Fairplay XIV” on page 22 of this report). Further Fairplay operates a fleet of work-pontoons through its subsidiary BBB Schlepp- und Hafendienst in Rostock. With the 50% participation in URS Antwerp and the take-over of the Polish Project Zegluga, based in Szczecin, both in 2004, the activity-portfolio of Fairplay Towage has been steadily enlarged over the last years. Foss Rainier Shipyard in Oregon celebrated the completion of their seventh Dolphin-Class tug on August 10. Named “Sandra Hugh”, the tug will enter service for AmNav Maritime Services in Long Beach, CA.

Harms Bergung Transport of Hamburg took delivery of their new 19,000BHP, DP-II, Anchor Handling Tug “Janus” in October. The first towage project for the 220mt bollard pull tug is towage of the FPSO “Sevan Hummingbird” from the Keppel Verolme shipyard in Rotterdam to offshore location Chestnut Field in the U.K. Sector in North Sea. After completion of this tow the tug is expected to be available on the North Sea spot market. The 65m x 18.5m tug was built by Muetzelfeldtwerft of Cuxhaven and powered by four Caterpillar Motoren GmbH MaK 600RPM engines – two 6m32 and two 8M3 with 4.40m controllable pitch props in kort nozzles. Maneuverability is enhanced by flap type high-performance rudders, two 400kW bow thrusters and one 400kW stern thruster. The sister-ship “Ursus” is also under construction by the same yard. Tug is classed Germanischer Lloyds +100 A5E Deep Sea Tug Boat (Nav-A4) +MC E2 AUT, FiFi 1, DP-2.


www.marcon.com


10

Unie van Redding Sleepdienst (URS) of Antwerp, Belgium held the naming ceremony for their two new 5,086BHP ASD tugs “Union Amber” and “Union Jade” in the port of Zeebrugge. The two 25m x 11.2m tugs were built by Armon Navia of Spain and powered by ABC (Anglo Belgian Corp.) 8MDZC diesels producing 1,870kW each. The newbuilding ASD tug “Union Grizzly”, had arrived in the port of Antwerp from shipbuilders Dearsan of Tuzla, Turkey the month earlier. The 32.3m x 11.6m, 4,806BHP “Union Grizzly” is also powered by ABC 8MDZCs and like her sister “Union Kodiak”, fitted with controllable pitch SRP 1515CP azimuthing props. “Union Grizzly” will replace the “Union Sapphire” which will be operated for towage assistance at sea. URS now has 12 tugs stationed in the Port of Antwerp. Drydocks World, a maritime holding company, and a member of Dubai World, announced its latest overseas acquisition by making a voluntary conditional cash offer for Labroy Marine of Singapore. The offer involves a potential cash outlay of approx. S$2.37 billion (US$1.63 billion) for acquisition of all Labroy’s shares on a fully diluted basis. Labroy is a marine construction and engineering group with core businesses in shipbuilding, ship repair, offshore rig construction and shipping. It has two full-service shipyards in Batam, Indonesia and a large and diversified fleet of vessels. The core strengths of Labroy are similar to those of Drydocks World, being ship repair, ship building and conversions. In addition Labroy is also engaged in construction of offshore rigs for use in the global oil and gas industry. Welcoming the acquisition, Sultan Ahmed Bin Sulayem, Chairman, Dubai World, said: “The acquisition of Labroy has marked yet another milestone for Drydocks World in consolidating its position in the maritime industry worldwide. The acquisition of Labroy is integral to the Dubai World group’s diversified strategic investment plans in Asia where several Asian states have experienced remarkable growth”. Geoff Taylor, CEO, Drydocks World, said: “The acquisition of Labroy, an established shipyard in Southeast Asia, is another well thought out strategic step in taking the expertise of the Drydocks World group of companies to the international stage. The senior management of Drydocks World intends to work closely with the senior management at Labroy to ensure a smooth handover of the business. We are also keen to safeguard continuity of operations. At this time, Drydocks World does not envisage making major changes to the business, redeploying assets, or discontinuing the employment of any of Labroy’s employees. Following the close of the offer, Drydocks World will undertake a comprehensive review of Labroy’s businesses to assist us in determining the optimal business strategy for Labroy.” Each of Labroy, Drydocks World - Singapore (formerly known as Pan United Marine Limited) and Dubai Drydocks (a wholly owned subsidiary of Drydocks World), have large skilled workforces supported by strong management teams and are well respected both regionally and internationally. Drydocks World comprises Dubai Drydocks and Drydocks World – Singapore. Dubai Drydocks also operates Platinum Yachts FZCO and Platinum Yacht Managements, which are focused on the luxury craft business. All of these entities have aligned activities which involve ship repair, conversion and ship building. Dubai Drydocks is one of the largest and most comprehensive shipyard facilities in the Middle East providing a fully integrated range of marine-related services including ship repair, ship building and conversions.

ASL Shipyards Pte. Ltd. in Singapore launched a RT-80R “Rotor Tug” to be named “Bugsier 6”. The 31.6m x 12m, 6,500HP tug, powered by three 1,600kW 8L20C Wartsila diesels and Wartsila / LIPS CP azimuthing drives in HR nozzles is one of three Rotor Tugs, ordered by Bugsier Reederei from Kooren Shipbuilding to be built by ASL. The 6,500HP tugs will have a bollard pull of abt. 80 metric tons each. Delivery of the three tugs are scheduled to be between November 2007 and mid-2008. The tugs will be classed by Germanischer Lloyds. The earlier “Bugsier 6” was a single screw tug built in 1972 by Schichau-Unterweser and now renamed “Gard 1” and owned by Midgard Towing of Grenada


www.marcon.com


11

Smit Rebras new ABS classed, 24.4m x 10.25m, 3700HP ASD tug “Smit Tupi” (Detroit Brazil Hull 309) completed her first sea trials at the Detroit Brazil Shipyard in Italjai, Santa Catarina, Brazil. “Smit Tupi”, powered by CAT 3512B-HD’s and Schottel drives, is the first of 18 new tugs being built to start operations January 2008 in Santos, followed by other ports. All of the tugs are Robert Allan design, 12 being 45 tonne bollard pull RA-2500 design and six 65 tonne bollard pull RA-3000 design. “Smit Tupinamba” (Detroit Brazil Hull 320) is still under construction. In the current plethora of tug-building worldwide, a milestone event occurred at Robert Allan Ltd. The 60th order of our highly successful RAmparts 3200 Class was recorded. As the prototype of this popular design was only first built in 2003, that is a significant achievement. At the present time there are 14 of these 32 meter tugs in active service, 30 under construction, and another 21 under current design development. Although the RAmparts 3200 is offered as a so-called "standard" design, every tug owner wants to have their own input into machinery selection, deck layout and most have unique accommodation requirements depending upon the area of operation and crew make-up. They want their new tug to reflect their own personalities and standards. The RAmparts 3200 tugs are primarily being built in China and in Turkey, with orders currently at Sanmar, Dearsan, and MedMarine in Turkey, and at Cheoy Lee, San Lin, and Zhenjiang in China. The series of these tugs built for the port of Ningbo in China have all been delivered, and further orders are contemplated by the same Client. Recent deliveries of the RAmparts 3200 include "Tirreno" from Sanmar for Rimorchiatori Laziali, "Lamnalco Eagle" from Greenbay for Lamnalco, and the "Union Kodiak" and "Union Grizzly" from Dearsan for URS in Antwerp, Belgium, all as illustrated below. The popularity of this design has led to the development of a new cousin in the RAmparts family, designated as the RAmparts 3200-W design. This design is essentially the same as the RAmparts 3200, but the beam has been increased to accommodate larger powers and Z-drive units required to deliver up to 80 tonnes Bollard Pull. At least four of this new higher-powered tug class are currently under construction. In October, the first of a pair of Robert Allan Ltd. RAmparts 3000 Class ship-handling tugs, the "Harry Evans" was delivered to Svitzer Australasia by Cheoy Lee Shipbuilders of Hong Kong. These 30.25m x 11.0m tugs are the first of this popular Class built in China. “Harry Evans” and a sister tug, scheduled to follow in a few months, will be used in the bulk terminal port of Weipa, Queensland, for ship berthing and escort work, and is also fitted for offshore towing duties. The vessel was built and classed to Lloyd's Register +100 A1 Tug, Fire-fighting Ship 1 with waterspray, + LMC, UMS. This version of the RAmparts 3000 tug design incorporates a fairly large "escort skeg" to enhance the indirect

towing capability of the tug. Although this design is not considered as an aggressive escort tug the skeg will enable the execution of very effective indirect maneuvers and also provide enhanced seakeeping and directional stability. Propulsion comprises a pair of CAT 3516 B diesels, each rated 1,685 kW at 1,600 rpm, driving Rolls-Royce model US 205 Z-drives with a 2,400 mm diameter propeller through a twin disc slipping clutch and a straight line shafting system. This combination, on acceptance trials delivered a Bollard Pull of 56 tonnes ahead, 53 tonnes astern, and a free running speed of 12 knots. “Harry Evans” is outfitted for a crew of six persons in very comfortable quarters. In addition to a very spacious mess/lounge area the tug has a large

combination switchboard room and office on the main deck, enabling the engineers to maintain watch without being subjected to the continuous noise of the engine room. On entry into the deckhouse through the aft bulkhead, there is a generous "wet room" which includes wash-up and laundry facilities, as well as wet-gear storage. From the same lobby area one can access the engine room, thus the arrangement provides a useful noise barrier between the machinery space and the accommodation. The main winch forward, supplied by Kraaijeveld is a divided drum, hydraulic type, each with a capacity for 110 meters of 80 mm synthetic hawser. There is also an aft towing winch, fitted with 220 meters of steel wire. This feeds through a large aft bitt which in turn supports a 55 tonne SWL radial-arm tow-hook. The towing suite is completed by a set of hydraulic tow-pins built into the aft bulwarks. Fendering comprises a fairly typical array of 800 mm diameter cylindrical upper fender, above a row of "W" fenders. The sheer line aft is protected by "D" rubber and the foc’stle sides forward by a row of aircraft tires. The tug is rated for a full Fi-Fi 1 notation, with two main-engine driven pumps rated 1,200 cu. meters/hour each, supplying water to a pair of remote-controlled monitors forward. There is also a Fi-Fi foam capability, carried in a 5,000 liter, independent stainless steel tank.


www.marcon.com


12

On October 29th, the first of class "Signet America", a new 98’ x 40’ AZ-

30/80 Class tug, was launched at J. M. Martinac Shipbuilders in Tacoma, Washington. This unique new tug is scheduled to be delivered to its Owners, Signet Maritime of Houston, Texas early in 2008. "Signet America" is the first of this new class of powerful ship-handling/escort tug, and was developed by Robert Allan Ltd., to suit the unique operational requirements of this owner, and the physical restrictions (primarily a limiting draft of 17 ft, 6 inches) for operations in the La Quinta channel in the port of Corpus Christi in which it will operate. The role of this tug will involve not only conventional ship-handling and escort work, but a lot of rig-handling and some short-haul coastal towing. After deliberation and examination of other designs for these roles, Signet determined that a purpose-built, new design was required. The AZ 30/80 is the result. The tug was built to ABS Class notation +A1 Towing Vessel, +AMS, Escort, Fi-Fi 1. Propulsion comprises a pair of MTU 16V-4000 diesel engines, each rated 3,305 BHP (2,465 kW) at 2,000 rpm, and each driving a Niigata model ZP-41 Z-drive with a 2,700 mm diameter prop through a hollow, in-line shafting system. This combination is predicted to deliver a Bollard Pull of 80 tonnes ahead, 75+ tonnes astern, and provide a free running speed in excess of 12 knots. "Signet America" is outfitted for a crew of up to six persons. Master and Chief Engineer have large cabins on the main deck with a shared en-suite lavatory. Crew are accommodated in two double cabins in the lower deck space forward. A spacious, open-plan lounge and mess area dominates the main deck, served by a fully-equipped galley. An open breezeway and access corridor across the deckhouse enables all the interior accesses to be placed in a very sheltered location close to the centerline of the tug, minimizing potential for any ingress of water below decks, as well as providing a full acoustic break between the noise source of the exhaust casings and the crew quarters / wheelhouse. A deck-accessible toilet is also accessed off the breezeway for crew comfort. The main hawser winch is a single drum, Model DEPCF-52S electric winch supplied by Markey Machinery of Seattle. Winch has a line capacity of 750’ (228.6 meters) of 10" circumference (80 mm dia.) synthetic line, a brake capacity of 307 tonnes (1st layer), and line pull of 30,818 lbs (13,976 Kg) at a speed of 73 fpm (22.2 meters/minute) or 7,705 lbs (3,494 Kg) at 145 fpm (44.2 meters/minute) - 1st layer. Electrical power is provided by a pair of Northern Lights 99kW gensets. Tug has a full FiFi 1 rating. Two Stang/Counterfire 6,200gpm fire pumps are each driven via a PTO off the front of the mains. Fendering was provided by Schuyler Rubber, and comprises a Shibata 800 mm OD cylindrical bow fender, above an array of Schuyler "soft-loop" fenders which extend around the full length of the main deck. Vessel is scheduled for delivery at the end of 2007. In September 2007, the first of a series of three new high-performance, compact 19.8m x 8.0m line-handling tugs, named "Elyah" was delivered to the Owners, IRSHAD of Abu Dhabi, UAE (the marine arm of the Abu Dhabi National Oil Company) by Grandweld shipyard of Dubai. The tugs are the first of a new class of powerful Z-drive line-handling tugs developed by Robert Allan Ltd.. Designated as the RAscal Class, these tugs are amongst very few of their type in the world to incorporate Z-drive propulsion, providing much more directional control when handling lines and floating hoses. The tugs also have sufficient power that they can easily be used as tail-back boats for small to medium size tankers on mooring/loading buoys. The IRSHAD tugs will operate in various oil terminals in the Mid-East. In addition to

basic line-handling functions, the tugs are equipped with a broad outfit of additional equipment, befitting much larger vessels. This includes a built-in oil-spill response and recovery capability, comprising a "Lamor" system built into the starboard side. Tugs were built to Lloyd's +100 AN - SSC, Workboat, Mono, Occasional Oil Rec Duties, G3, Line Handling Tug +LMC, UMS. Propulsion comprises a pair of MTU 8V4000 M60 diesels, each rated 880 kW at 1,800 rpm, driving a Schottel model 550 Z-drive with a 1,750 mm diameter prop through Cardan shafting. This delivers a Bollard Pull of 29 tonnes ahead, approx. 27 tonnes astern, and provides a free running speed in excess of 11.3 knots. RAscal 2000 Class tugs are outfitted as a day-boat for a normal crew of three

pin modern and well-equipped fashion, however some basic crew accommodation is also provided for periods of extended duty. Deck equipment comprises of a Plimsoll hydraulic towing winch, with 60 tonne Brake; a 60 Tonne tow staple; Mampaey radial arm Tow hook; 30 tonne SWL and 5 Tonne hydraulic capstan. Electrical power is provided by a pair of 50kW gensets. The tugs have a modest fire-fighting capability, comprising a 300 cubic meters/hour centrifugal fire pump, driven from the front end of the starboard main engine, supplying a single manual fire monitor.


www.marcon.com


13

Rimorchiatori Napoli of Naples recently placed an order with Cantieri San Marco of La Spezia, Italy for four new 28.0m x 13.25m RAstar 2700 ASD Escort tugs. These powerful, compact tugs are the first of a new class of ship-handling/escort tugs developed by Robert Allan for the unique demands of this Client. As in many other compact tugs, the major challenge was to put all the Owner's operational requirements, and in particular a very high spec for indirect towing performance, together with a high-standard of accommodation for six crew into a compact and attractive package which offered good shiphandling and escort towing capabilities. The new tugs will be used in coastal ports of southern Italy served by Rimorchiatori Napoli. They are to be built to class RINA (C), Coastal Area Re, Towing, Aut

UMS, Fi-Fi Ship 1 with Water Spray, Salvage, TPF, reflecting multiplicity of duties. Demand for a very high indirect performance as well as a reasonably high speed in such a short vessel led the Owner to approve a recommended set of model-scale tests, which were performed at Vienna Model Basin, under guidance of Offshore Research Ltd. of Vancouver acting on behalf of Robert Allan. Tests included free-running speeds ahead and astern, Bollard Pull verification, and complete suite of indirect steering and braking tests. It is a very welcome addition to the lexicon of tug performance data when a unique new design such as this can be subjected to this scope of behavior verification before construction is committed. As a

"RAstar" Class design, the hull form incorporates the unique sponsoned shape developed to maximize indirect steering forces as well as to provide maximum sea-keeping capability. This hull has now been well-proven in both model and full scale tests on a wide range of tug sizes to provide far superior performance than a conventional vertical-sided design. New designs which purport to provide a high degree of offshore performance, but which are simply wider versions of what has been the previous standard, have simply missed the point. RAstar designs can demonstrate roll motions and roll accelerations less than one-half of the typical tug design. Propulsion comprises two Wartsila 6L26 A2 diesels, each rated 2,040 kW at 1,000 rpm, driving a Lips CS250-S/WN-K Z-drive with a 2,600 mm diameter controllable pitch propeller through a straight line hollow steel shafting system. This will deliver a minimum Bollard Pull of 70 tonnes ahead, 67 tonnes astern, and a free running speed in excess of 13kn, the latter amply demonstrated in the model tests, a significant achievement for a tug of what can only be described as "chunky" proportions! The RAstar 2700 Class tugs are outfitted for a crew of six persons, in very comfortable, modern and well-equipped quarters. The Master and Chief Engineer each have private en-suite lavatory facilities. A high standard of noise abatement treatments are specified throughout, including resilient mounting of main engines. The main hawser winch is a double drum, hydraulic winch supplied by Romagnoli, with capacity for 2 x 200 meters of high-strength synthetic towline. Aft towing will be provided by a radial-arm tow-hook and a cruciform towbitt which incorporates a hydraulic capstan. The heavy-duty bow-staple is the first of a unique new T-RAx design developed by Robert Allan to provide equal indirect line forces in both port and starboard directions when working from either double or split type winch drums. Electrical power is provided by a pair of 180kW gensets and a small harbor genset is provided for dockside ops to minimize noise and emissions. Tugs have a full FiFi 1 rating. The fire pumps are driven from the front end of the main engines through a Kumera gearbox, which also drives the hydraulic pumps, powering the winch. Construction has just commenced, with delivery of the first vessel anticipated late 2008.

Damen has delivered the Stan Tug 1405 design 14.4m x 4.73m tug “Edjeba I” to Nestoil Ltd. of Nigeria. The 640BHP twin screw tug is powered by a pair of CAT 3406C TA/A diesels, Twin Disc MG 5091 3.82:1 gears and bronze fixed pitch props in 1,000mm Van de Giessen nozzles with stainless steel inner-rings. 8 tonnes trial bollard pull and a 9.8kn free running speed was achieved. Tug is classed BV I +Hull, +Machinery Seagoing Launch. Accommodations include two berths below deck, a small galley and head. Deck gear consists of a Mampaey 15.3 ton SWL towing hook, two 25 ton manual coupling winches and a hand-operated anchor winch. The push-bow is fitted with 380mm dia. cylindrical rubber fendering.


www.marcon.com


14

As part of its strategy to replace its fleet of harbor tugs, Les Abeilles Marseille-Fos has taken delivery of the “Abeille Camargue”, a tug built at the Piriou yards in Concarneau. “Abeille Camargue” is the first in a series of 8 tugs with 70 tons of bollard pull announced in March 2006 by Les Abeilles, 4 of which will progressively be commissioned in the port of Marseille-Fos by the end of 2008. Measuring 30m long and 10m wide, this compact new-generation port tug is equipped with ASD propulsion, combining traction power with maneuverability. The vessel is currently being operated by the technical staff and seamen to rapidly ensure improved quality of service with complete safety to replace the tug “Mistral 7”, which will then be used as a replacement hull. With this new vessel, which complements the 4 new 40-ton tugs already commissioned since 2000, Les Abeilles Marseille-Fos now has a fleet of 10 tugs. Boston Towing has contracted with Robert Allan to design a pair of new 128.3’ x 44.3’ x 19.45’ offshore LNG Terminal Support tugs to provide the services required for The Neptune LNG Deep Water Port, offshore Massachusetts Bay. The larger of the new vessels, designated as an ASD 39/70 Class tug by Robert Allan, will be the first of its kind built and operated in North America, although there are numerous other RAL design tugs, including similar RAstar Class tugs currently building worldwide for major oil and LNG terminals. The second vessel will be a modified RAmparts 3000 Class tug, which will primarily be engaged in harbor duties, but will serve as the back-up vessel for the larger tug during service periods. The tugs will be suitable for a wide range of duties including harbor towage, shiphandling, firefighting, coastal towing, salvage and rescue towing operations, however the primary role will be standing by tankers using the offshore mooring buoy. Both vessels will be built at Derecktor Shipyards in Bridgeport, CT and classed ABS +A1 Tug, FiFi 1. The ASD 39/70 design features a full raised foc’stle running nearly half the length of the tug to provide a high standard of accommodation and best possible sea-keeping for operation in exposed conditions. Tug will be outfitted to a high standards for a normal crew of up to eight people. The foc’stle level deckhouse includes a spacious suite for the Master. Main deck accommodations include two single Officer's cabins (each with spare bunks) with a shared en-suite facility, and two double crew cabins. There is also a fully-equipped

modern galley and a spacious lounge/mess room. Wheelhouse is designed for maximum visibility with a single control station providing visibility to both fore and aft deck working areas. Noise level throughout the crew accommodation is predicted to be in the range of 65-70 dBA, based on utilizing advanced methods of vibration isolating main propulsion machinery, as well as high grade insulations. Main propulsion for the ASD 39/70 comprises a pair of MTU 16V-4000 diesel engines, each rated 2,000 kW at 1,800 rpm, driving a Rolls-Royce model US 255 CP azimuthing propeller. The controllable pitch Z-drives provide enhanced fuel economy, operational flexibility, and enable efficient operation of the main engine-driven fire fighting system. The Z-drives are bolt-in style, arranged for removal afloat. This combination is guaranteed to deliver a minimum Bollard Pull of 67 tonnes, and provide a free running speed of not less than 13.5 knots. By current standards the power is rather small for a tug of this size; however the latter was dictated by the demands to provide a high standard of comfort and sea-worthiness for the crews who will be on station in fully exposed North Atlantic sea

conditions for up to two weeks at a time. The unique, sponsoned hull form, which this design has in common with the Robert Allan RAstar Class tugs, provides roll amplitudes and roll accelerations less than half those of other recognized "standard" tug forms of equal size and displacement. These special design measures will provide the crew with a much safer work platform, and much better rest conditions. Electrical plant is comprised of two 99kW gensets. Fire-fighting will be to a Fi-Fi 1 Class, with pumps driven by the main engines with the CP propellers feathered. Main hawser winch forward is a single drum, Markey EEPC-52 model, containing 750' 10" circumference synthetic hawser, with a brake of 264 short tons. Aft tow winch is a Jonrie model 512 with a 2,500' 2.25" SWR for towing. Ship-handling fenders comprise an 800mm cylindrical fender above a row of 450mm "W" block fenders. A 300 x 300 hollow "D" fender provides protection at the main and foc’stle deck sheer lines, and "W" block type fendering is used again at the stern. The RAmparts 3000 tug will be similar to many of that tug class already in International service. The main difference between this tug and its predecessors however will be the inclusion of a JAK-400 type push-pin system for ATB barge operations. The propulsion plant for the 30 meter tug will be virtually identical to the ASD 39/70, providing a very powerful, compact, and multi-functional vessel. The first tug is scheduled for delivery in January 2009. The smaller vessel will follow approx. four months later. Boston Towing & Transportation is a wholly owned subsidiary of Reinauer.


www.marcon.com


15

MarineLog and Colton’s latest breakdown of current commercial shipbuilding contracts shows 65 tugs up to 16,500BHP on order in the U.S., up from 62 at the time of the July Market Report. The majority of tugs on order in the U.S. are shipdocking / terminal escort tugs or ATBs with relatively few conventional ocean or coastal tugs under construction.

Breakdown of Current Commercial Shipbldg. Contracts from MarineLog and Colton Co. as of October 7, 2007

Shipbuilder Location Type Customer Yard # Status

Name Description Price ($mm)

Delivery

Bender Shipbldg Mobile AL Tug OSG America 7800 12,000 hp 2007





Bender Shipbldg Mobile AL Tug OSG America Firm 12,000 hp 2009



Chesapeake Ship Salisbury MD Tug Vane Brothers Firm 3,000-hp

Chesapeake Ship Salisbury MD Tug Vane Brothers Firm 3,000-hp

Chiasson Welding Larose LA Tug Brice Construction Firm 84-ft. 2007

Colle Towing Pascagoula MS Tug Colle Towing Firm John Colle 78 ft., 4,000-hp 2007

Dakota Creek Ind. Anacortes WA ATB Tug Crowley Marine Firm Legacy 16,320 hp 2H 2011

Dakota Creek Ind. Anacortes WA ATB Tug Crowley Marine Firm Legend 16,320 hp 2H 2012

Dakota Creek Ind. Anacortes WA ATB Tug Crowley Marine Firm Liberty 16,320 hp 2H 2013

Eastern Shipbldg Panama City FL AHT Harvey Gulf Marine 883 Harvey War Horse II 16,500-hp 07-Nov

Eastern Shipbldg Panama City FL ATB Tug U. S. Shipping Firm 3Q 2008

Eastern Shipbldg Panama City FL ATB Tug U. S. Shipping Firm 4Q 2008

Eastern Shipbldg Panama City FL Tug Seabulk Towing Firm Buccaneer 96 ft., 5,000 hp 07-Sep

Eastern Shipbldg Panama City FL Tug E. N. Bisso & Son Firm Josephine Ann 96 ft., 4,000 hp 07-Oct

Eastern Shipbldg Panama City FL Tug McAllister Bros. Firm Andrew McAllister 6,000 hp 08-Jan

Eastern Shipbldg Panama City FL Tug McAllister Bros. Firm Rosemary McA 6,000 hp 08-May

Erie Shipbldg Erie PA Icebreak Tug Undisclosed 130 ft.



Foss Shipyards Seattle WA Tug AMNAV Firm Freedom 78 ft., 5,080-hp Sep-07

Foss Shipyards Seattle WA Tug AMNAV Firm America 78 ft., 5,080-hp Jan-08

Gladding-Hearn Somerset MA Tug Wilmington Tug Firm Madeline 80-ft., 4720-bhp 08-Jan

Lockport Fab. Lockport LA Tug Russell Plaisance 5 84-ft. 2007

Main Iron Works Houma LA Tug Bay-Houston Towing 423 Wesley A 98 ft., 6,300 hp 2007

Main Iron Works Houma LA Tug Bisso Towboat Firm 100 ft., 4,300 hp Late 2007

Main Iron Works Houma LA Tug Harbor Docking Firm 6,140 hp 2008

Main Iron Works Houma LA Tug Harbor Docking Firm 6,140 hp 2008

Marinette Marine Marinette WI Tug K-Sea Transportation LOI 09-Dec

Marinette Marine Marinette WI Tug K-Sea Transportation LOI 10-Dec

Martinac Shipbldg Tacoma WA Tug Signet Maritime Firm Signet America 6,220-hp $9.0 07-Nov

Martinac Shipbldg Tacoma WA Tug Signet Maritime Firm Signet Stars & Stripes

6,220-hp $9.0 08-Feb

Nichols Bros. Freeland WA Tug Bay Delta Marine Firm Delta Billie 100 ft. 07-Jun

Nichols Bros. Freeland WA Tug Bay Delta Marine Firm Delta Cathryn 100 ft. 07-Sep

Nichols Bros. Freeland WA Tug Minette Bay 152 100 ft. 07-Dec

Orange Shipbldg Orange TX Escort Tug Bay-Houston Towing 391 98-ft., 7,500 hp 2008

Orange Shipbldg Orange TX Escort Tug Suderman & Young 392 98-ft., 7,500 hp 2008

Orange Shipbldg Orange TX Escort Tug Bay-Houston Towing 98-ft., 7,500 hp 2009

Orange Shipbldg Orange TX Escort Tug Suderman & Young 98-ft., 7,500 hp 2009

Patti Shipyard Pensacola FL Tug Express Marine 167 102 ft., 3,000-hp 07-Aug

Rodriguez Shipbldg

BayouLaBatre Tug Garber Bros. Towing 250 75 ft. 07-Jul

Rodriguez Shipbldg

BayouLaBatre Tug Dann Marine Towing 251 Atlantic Coast 3,000 hp 07-Jul

Rodriguez Shipbldg

BayouLaBatre Tug B. & B. Marine 252 66 ft. 07-Sep

Rodriguez Shipbldg

BayouLaBatre Tug Branko, Inc. 253 70 ft. 07-Sep

Thoma-Sea Shipbld

Lockport LA Tug Penn Maritime Firm 116-ft., 4,000-hp 07-Dec

VT Halter Marine Pascagoula MS ATB Tug Crowley Marine 1973 Commitment 9,280 hp 2H 2007

VT Halter Marine Pascagoula MS ATB Tug Crowley Marine 1974 Courage 9,280 hp 1H 2008

VT Halter Marine Pascagoula MS ATB Tug Crowley Marine 1975 Integrity 9,280 hp 2H 2008

VT Halter Marine Pascagoula MS ATB Tug Crowley Marine Firm Pride 9,280 hp 1H 2009

VT Halter Marine Pascagoula MS ATB Tug Crowley Marine Firm Achievement 9,280 hp 2H 2009

VT Halter Marine Pascagoula MS ATB Tug Crowley Marine Firm Innovation 9,280 hp 1H 2010

VT Halter Marine Pascagoula MS ATB Tug Crowley Marine Firm Vision 9,280 hp 2H 2010


www.marcon.com


16

Washburn & Doughty

E. Boothbay ME ATB Tug Moran Towing Firm Patti R. Moran 5,100 hp 08-May

Washburn & Doughty

E. Boothbay ME Tug Moran Towing Firm 92 ft., 5,100 hp 08-Mar

Washburn & Doughty

E. Boothbay ME Tug Moran Towing Firm 92 ft., 5,100 hp 08-Jun

Washburn & Doughty

E. Boothbay ME Tug Moran Towing Firm 92 ft., 5,100 hp 08-Sep

Washburn & Doughty

E. Boothbay ME Tug Moran Towing Firm 92 ft., 5,100 hp 08-Dec

Washburn & Doughty

E. Boothbay ME Tug Moran Towing Firm 92 ft., 5,100 hp 09-Mar

Washburn & Doughty

E. Boothbay ME Tug Moran Towing Firm 92 ft., 5,100 hp 09-Jun

Western Towboat Seattle WA Tug Western Towboat Firm Alaska Titan 120 ft., 4,200 hp 2007

Recent News – North America Trailer Bridge, Inc. of Jacksonville, reported financial results for the second quarter ended June 30th highlighted by a revenue increase of 18.5%, an operating ratio (operating expenses/revenue) of 82.2% and pretax income of $2.9 million. John D. McCown, Chairman and CEO, said, “We were pleased to see marked improvement in all aspects of our operations in the second quarter, including higher revenues, a stronger operating ratio, and volume increases. It is noteworthy that we turned in this strong performance against a market backdrop within the Puerto Rico lane that is generally being characterized as soft. We now have a more meaningful trailing twelve month period, given that comparisons with the second quarter and first half of 2006 included dry-docking activity that impacted expenses and resulted in various space and cost inefficiencies. We reported pretax income equivalent to $0.85 per share for the last twelve months, which also approximates net income under a tonnage

tax regime. I believe the benefits to us going forward from the tonnage tax are significant.” Mr. McCown continued, “We intend to grow the company and its earnings by extending the benefits of our unique and differentiated system to more current and new shippers. We are looking forward to shortly implementing our previously announced expansion and commencement of service to the Dominican Republic. Our relative actual performance continues to be the best benchmark in assessing our future capabilities. We have a superior transportation system and platform with a demonstrated competitive advantage, and I believe that our prospects going forward have never been better.”

Total revenue for the three months ended June 30, 2007 was $29.6 million, an increase of 18.5% compared to second quarter 2006 and an increase of 10.1% sequentially compared to first quarter 2007. Increase in revenues compared to both earlier periods was driven by southbound container volume increases of 17.4% and 12.1%, respectively. The average revenue per load for containers moved southbound increased 2.4% in the second quarter from the year earlier period but decreased 0.4% sequentially compared to the first quarter of 2007. The Company's Jacksonville-San Juan deployed vessel capacity utilization during the second quarter was 87.7% to Puerto Rico and 24.9% from Puerto Rico compared to 82.9% and 27.1%, respectively, during the second quarter of 2006 and 80.3% and 24.6%, respectively, during the first quarter of 2007. Capacity utilization in the prior year period was based on the smaller actual deployed capacity as a result of the use of a substitute vessel while the roll-on, roll-off vessels were being dry-docked. During the second quarter capacity increased 10.8% southbound and 9.6% northbound compared to the year earlier quarter and was unchanged from the first quarter of 2007. Trailer Bridge reported operating income of $5.3 million in the second quarter of 2007, as compared with an operating loss of $6.5 million in the second quarter of 2006 and operating income of $3.8 million in the first quarter of 2007. The prior year period included a $9.3 million dry-docking expense.


www.marcon.com


17

Mauricio Garrido, Titan Salvage’s director of business development, was recently elected vice president of The American Salvage Association. He joins John A. Witte, Jr., Exec VP of Donjon Marine, who was elected president, and Tim Beaver, president of Global Diving & Salvage, elected secretary/treasurer. Garrido will continue to help the ASA meet its objectives which include bringing closure to pending U.S. maritime salvage regulations, facilitating the quality partnership

agreement between ASA and U.S. Coast Guard, and addressing responder immunity as well as the salvor’s role in environmental protection and maritime security. Garrido, a native Peruvian, received a bachelor’s degree in engineering with a concentration in naval architecture, as well as a marine engineer’s license from the New York Maritime College. Following tours with the Military Sealift Command and National Transportation Safety Board, Garrido has been dedicated to the casualty response industry for the past 17 years. Focusing on project management and emergency response in North and South America, he is often called upon to serve as project manager and salvage master on Titan’s global salvage projects. Garrido is a director of the Marine Response Alliance, a member of the SOLAS committee – Stability, Loadlines & Fishing Vessel Safety – and was chairman of ASA’s training committee before being elected vice president. James Calhoun, senior VP, Bisso Marine; Paul Hankins, VP ops, Donjon-SMIT; Charles Usher, president, Marine Pollution Control; and Ken Edgar, president, Marine Response Consultants were elected to ASA’s executive committee. ASA is the national trade association representing North America's professional salvors. Titan Salvage, Crowley Maritime’s salvage and wreck-removal company was awarded the salvage contract to free the Liberian flag, 24.424dwt LPG tanker “SCF Tomsk” under Lloyd’s Open Form. The

tanker went aground in Tropical Storm Noel 40km east of Santo Domingo, Dominican Republic on 1

st November. The 174m x 28m gas carrier completed

offloading liquefied petroleum gas at the Coastal Petroleum Dominicana, S.A. facility in San Pedro de Macoris Monday, when the vessel broke loose from its offshore moorings and grounded on the reef line. “SCF Tomsk” was reportedly carrying approx. 1.5 million gallons liquefied petroleum gas, 330,000 gallons fuel oil and 33,000 gallons diesel. There has been no leakage reported. Two tugs are on site with two additional tugs enroute. The Sovcomflot owned, ship was built by Hyundai Heavy Industries in January 2007. In September, Titan successfully completed refloating the “Maersk Diadema” at Lazaro Cardenas, Mexico. The

975’ laden containership, went aground outside the entrance channel, on approach to the harbor on September 2. After a failed attempt by ship’s crew, Titan was contracted by German owners on September 4 to refloat the one-year-old vessel from its resting place atop a sandbank. A Titan salvage master and naval architect were dispatched to perform a preliminary survey while a dive survey was also performed. Using local tugs, the ship’s own ballast system and expertise of Titan’s personnel, vessel was successfully refloated on Sept. 5 approx. 24 hours after Titan was initially contacted. This was the seventh successful salvage over the past 18 months Titan has performed in Mexico. In March 2006, Titan successfully refloated the 835’ containership “APL Panama” from a beach in Ensenada, and redelivered her safely to owners, concluding one of the largest commercial salvage endeavors ever undertaken. SEACOR Holdings’ net income for third quarter end September 30, 2007 was $70.3 million on operating revenues of $360.0 million. Net income was $63.2 million on operating revenues of $349.4 million. For the preceding quarter ended June 30, 2007, net income was $65.3 million on operating revenues of $325.5 million. Marine Transportation Services reported an operating loss the third quarter of $2.2 million on operating revenues of $27.7 million compared to an operating loss of $8.0 million on operating revenues of $25.9 million the preceding quarter. Seacor’s unfunded capital commitments as of September 30 consisted primarily of marine service vessels, harbor tugs, helicopters, barges and capital improvements to certain existing marine transportation fleet and totaled $527.5 million, of which $109.1 million is payable during the remainder of ‘07 and the balance payable through 2010. Of these commitments, approx. $122.6 million may be terminated without further liability other than the payment of liquidated damages of $10.1 million. Subsequent to the end of the quarter, Seacor committed to purchase $6.2 million additional property and equipment.


www.marcon.com


18

K-Sea Transportation announced record operating results and net income for the first fiscal quarter ended September 30, 2007. The quarter ended September 30, 2007 was one of significant activity and growth. During this period, K-Sea completed acquisition of Smith Maritime, Go Big Chartering and Sirius Maritime (Smith Maritime Group) for a total of $203 million, which provided a 22% increase in fleet barrel-carrying capacity; announced an agreement to build a 185,000bbl

ATB unit, which K-Sea has agreed to charter to a major customer for seven years; and completed a $132 million public offering of common units, net proceeds of which were used to repay acquisition debt and further strengthen K-Sea’s balance sheet. For the three months ended September 30, 2007, K-Sea reported operating income of $12.7 million, an increase of $5.2 million, or 69%, compared to $7.5 million of operating income for the three months ended September 30, 2006. This increase resulted from continuing expansion of K-Sea's fleet barrel-carrying capacity, including addition of four new tank barges since the beginning of fiscal ‘07, and return of one large tank barge which had been in the shipyard undergoing repairs the prior year quarter. Results were also positively affected by continued strong rates and solid vessel utilization, partially offset by increases of $2.0 million in depreciation and amortization due to the expanded fleet, and $1.5 million in general and administrative expenses in support of K-Sea’s growth. Earnings before interest, taxes, depreciation and amortization increased by $7.2 million, or 47%, to $22.4 million for the three months ended September 30, 2007, compared to $15.2 million for the three months ended September 30, 2006. Net income for the three months ended September 30, 2007 was $6.7 million an increase of $2.6 million compared to net income of $4.1 million for the three months ended September 30, 2006. The fiscal 2008 first quarter benefited from the $5.2 million increase in operating income, offset by a $2.5 million increase in interest expense resulting from higher debt balances incurred to finance acquisitions and vessel newbuildings over the past year in connection with K-Sea's fleet expansion and upgrade program, and higher interest rates. The increased interest expense also included an additional $1.1 million for bridge financing in connection with the Smith Maritime acquisition. President and CEO Timothy J. Casey said "The first quarter of fiscal 2008 was one of significant accomplishment for K-Sea. We continued to deliver strong results, with operating income, EBITDA, and net income per unit all reaching record levels. However, we also continued to lay the groundwork for future growth. We successfully completed the acquisition of the Smith Maritime Group, which was reflected in our results for only about half of the first fiscal quarter and which will contribute fully beginning with the current second quarter. Under our ongoing fleet expansion and upgrade program, we took delivery of another new 28,000 barrel tank barge in September; we also announced an agreement to build a 185,000-barrel articulated tug-barge unit, with delivery scheduled for the fourth quarter of calendar 2009, to work under a multi-year charter with a major customer. In addition to this tug-barge unit, we have nine additional new tank barges under construction which are scheduled for delivery at intervals of every few months between now and the end of calendar 2010.”

K-Sea Transportation Quarterly Supplemental Operating Statistics

2007 2006 2005 2004

30 Sep 30-Jun 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 $6,904 $7,122 $6,765 $6,644 $6,888 $6,328 $5,645 $5,436 $5,454 $5,433 $5,232 $5,491

Net Utilization 76% 76% 82% 84% 74% 71% 80% 80% 76% 78% 83% 81%

Coastwise Trade

Avg. Daily Rate $13,427 $13,048 $12,772 $11,971 $11,744 $12,038 $11,422 $11,454 $13,367 $12,121 $11,091 $10,612

Net Utilization 91% 87% 90% 92% 91% 88% 88% 93% 91% 92% 92% 85%

Total Fleet

Avg. Daily Rate $10,902 $10,615 $10,226 $9,765 $9,797 $9,699 $8,909 $8,823 $9.66 $8,914 $8,264 $8,462

Net Utilization 85% 82% 87% 89% 83% 80% 84% 87% 84% 84% 87% 83%

Average daily rate is equal to the net voyage revenue earned by a group of tank vessels during the period, divided by the number of days worked by that group of tank vessels during the period. Net utilization is equal to the total number of days worked by a group of tank vessels during the period, divided by total calendar days for that group of tank vessels during the period.


www.marcon.com


19

Tidewater Inc. announced second quarter net earnings for the period ended September 30, 2007, of $86.5 million on revenues of $319.0 million. For the same quarter last year, net earnings were $104.2 million on revenues of $274.0 million. The immediately preceding quarter ended June 30, 2007, had net earnings of $87.5 million on revenues of $305.5 million. Included in net earnings for the quarter ended September 30, 2006, was a gain of $28.2 million ($17.2 million after tax) related to the August 2006 sale of 11 of Tidewater’s offshore tug vessels for a total cash price of $34.8 million. Included in net earnings for the quarter ended June 30, 2007, were after-tax charges totaling $3.5 million related to the settlement of a recent class action in California related to certain wage and hour claims of certain former and current employees, retirement costs of a senior executive and legal costs associated with ongoing previously disclosed investigation of its Nigerian operations.

Tidewater, Inc. Quarterly Utilization and Rates 2007 2006 2005 2004

30-Sep 30-Jun 31-Mar 31-Dec 30-Sep 30-Jun 31-Mar 31-Dec 30-Sep 30-Jun 31-Mar 31-Dec

Utilization

Domestic

Towing/Supply 56.60% 61.00% 55.90% 59.60% 64.00% 64.20% 62.00% 62.20% 60.60% 64.20% 50.70% 57.60%

Offshore Tugs N/A N/A N/A 100% 41.80% 39.80% 30.80% 32.70% 26.40% 26.20% 28.60% 24.60%

International

Towing/Supply 76.90% 77.40% 79.70% 79.80% 77.70% 77.40% 76.80% 75.80% 72.10% 71.50% 68.70% 72.20%

Offshore Tugs 59.80% 63.40% 70.70% 63.30% 65.10% 72.10% 63.30% 63.00% 46.40% 57.50% 64.10% 62.20%

Avg. Day Rates

Domestic

Towing/Supply $11,856 $11,951 $12,461 $12,665 $12,102 $11,645 $10,545 $9,474 $7,569 $7,169 $5,569 $6,194

Offshore Tugs N/A N/A N/A $6,511 $17,793 $15,920 $9,707 10,146 $11,110 $9,191 $7,385 $7,338

International

Towing/Supply $10,080 $9,478 $9,142 $8,682 $8,311 $8,076 $7,682 $7.32 $7,121 $6,728 $6,050 $6,288

Offshore Tugs $6,511 $7,044 $6,501 $5,934 $6,328 $5,964 $5,735 $6,129 $5,847 $4,960 $4,371 $4,347

No. Vessels

Domestic

Towing/Supply 35 38 39 47 50 50 49 49 48 48 48 48

Offshore Tugs 0 0 0 1 6 13 16 17 18 17 16 18

International

Towing/Supply 221 218 217 211 205 207 208 206 205 202 201 198

Offshore Tugs 38 37 37 39 39 38 40 40 40 41 42 40

Foss Shipyard in early October was scheduled to complete a four-month re-fit of the 240’ x 72’ x 16’ barge “Marmac 12”

to take over the supply run from San Diego to the Navy Base on the west side of San Clemente Island, about 75 miles off the coast. Foss supplies all the island’s needs, from potable water to groceries and all manner of freight. The “Marmac 12” will replace the 250’ x 72’ barge “San Clemente Island”, which after 25 years of hard use is beyond its useful service life on the run, said Tim Beyer, Foss director of regional towing. Getting the “Marmac 12” ready for the run required sandblasting and coating its two tanks and plumbing for potable water, fabrication of sideboards and a ramp, and installation of a generator, deck winches, pumping systems and other equipment. “Our engineering, operations people, the crews and the customer all came together and collaborated on this project,” Beyer said. “I believe the end result is going to be an excellent product for the Navy.” Foss has held the contract to serve San Clemente Island for many years, using the 97’ x 26’, 2250BHP tug Pacific Viking to tow the supply barge. Runs are scheduled weekly but can be made up to several times a week as necessary. The re-fit was the second in two years for the “Marmac 12”. In 2006, it was customized to carry roadway sections used in construction of the new Tacoma Narrows Bridge. Four Z-drives were installed, one in each corner of the barge, to hold it in position as the deck sections were lifted into place on the bridge.


www.marcon.com


20

Hornbeck Offshore Services third quarter 2007 revenues were $94.7 million, up 22.2% from $77.5 million for the third quarter of 2006. Operating income was $44.9 million, or 47.4% of revenues, for the third quarter of 2007 compared to $37.7 million, or 48.6% of revenues, for the prior-year quarter. Net income for was $28.9 million compared to $23.9 million for the year-ago quarter. EBITDA for the third quarter of 2007 was $54.3 million, up 18.6% from $45.8 million for the third quarter of 2006. The primary reasons for the increases were the partial-quarter contribution of recently acquired and newly constructed vessels and continuation of favorable market conditions for new generation OSVs in deepwater and ultra-deepwater U.S. Gulf of Mexico.

Revenues from the Tug Tank Barge (TTB) segment were $28.4 million for the third quarter of 2007. Fleetwide average TTB dayrates of $18,430 were $3,989, or 17.8%, lower than the $22,419 achieved during the third quarter of 2006. However, excluding well test jobs in both periods, dayrates averaged $17,977 for third quarter 2007 compared to $16,890 in the prior-year quarter, an increase of just over $1,000. TTB utilization for the third quarter of 2007 was 91.0% compared to 94.1% in the prior-year quarter. TTB operating income was down from $15.5 million for the third quarter of 2006 to $9.0 million this quarter, a decrease of $6.5 million. The year-over-year decrease in revenue, dayrates and operating income is primarily related to the favorable impact in the third quarter of 2006 from providing non-traditional tank barge services, at higher dayrates, to certain of Hornbeck’s upstream customers in the Gulf of Mexico. Operating income for third quarter 2007 was also impacted by higher costs for the in-chartering of third-party tugs. Fleetwide average TTB dayrates are generally anticipated to be in the $16,000 to $18,000 range and fleetwide TTB utilization is anticipated to be in the mid to high-80% range during the remaining 2007 guidance period. Hornbeck’s 2007 guidance includes an estimated partial-year contribution one recently delivered 60,000-barrel tank barge and one sister vessel expected to be delivered during the fourth quarter of 2007 under the TTB newbuild program #2.

Hornbeck’s second TTB newbuild program consists of vessel construction and conversion contracts with three domestic shipyards to build three 60,000bbl double-hull tank barges and retrofit four 3,000BHP ocean-going tugs that were purchased in July 2006. During the third quarter of 2007, Hornbeck delivered two vessels under this program. The retrofitted ocean-going tug, “Michigan Service”, was placed in service in July 2007 and the newbuild tank barge, “Energy 6506”, was placed in service in August 2007. Of the remaining vessels to be delivered under this program, Hornbeck expects to place in service two retrofitted tugs and one newbuild tank barge during fourth quarter 2007 and one retrofitted tug and one newbuild tank barge during first quarter 2008. Hornbeck estimates the aggregate total cost of its second TTB newbuild program, before construction period interest, to be approximately $77.0 million. Since the inception of this program, Hornbeck has incurred $60.8 million of project costs, with $13.6 million incurred during the third quarter of 2007.

Hornbeck Tugs & Tank Barges Quarterly Utilization and Day Rates

2007 2006 2005 2004

30 Sep 30-Jun 31-Mar 31-Dec 30-Sep 30-Jun 31-Mar 31-Dec 30-Sep 30-Jun 31-Mar 31-Dec

No. Tank Barges 18.4 18 18 18 17 17.5 18 16.1 14.9 14 13.3 16

Fleet Cap. (Mbbl) 1.5734 1.5496 1.5496 1.538 1.46 1.4721 1.4825 1.1257 1.111 1.013 0.923 1.156

Barge Size (bbl) 84,332 86,067 86,067 85,448 85,881 83,374 82,363 75,381 74,078 72,357 65,929 72.271

Utilization 91.0% 90.90% 94.20% 92.40% 94.10% 90.50% 93.70% 92.90% 83.90% 85.40% 85.50% 82.10%

Avg. Dayrate $16,771 $17,772 $17,680 $16,799 $22,419 $18,420 $14,771 $15,098 $12,809 $12,673 $13,192 $12,642


www.marcon.com


21

TECO Transport of Tampa, Florida and its subsidiaries have been sold to Greenstreet Partners, a private merchant bank in Miami, and the senior management team of TECO Transport for a purchase price of $405 million in cash, subject to working capital adjustment. Net proceeds, taking into consideration estimated transaction-related costs, including state and federal taxes, are expected to be approximately $370-380 million. The new name will be announced in the near future. TECO Transport operates TECO Ocean Shipping, a U.S. flag oceangoing fleet; TECO Barge Line, a river barge fleet; and TECO Bulk Terminal, a dry-bulk commodity deep-water transfer and storage terminal. TECO operates nine oceangoing tug-barge units and three ships that range from 19,200 to 42,800dwt and have a total shipping capacity of approx. 400,000dwt. TECO Transport has built its business moving coal and other commodities via rivers, as well as through the Gulf of Mexico, Caribbean and worldwide.

Recent News – Europe and Mediterranean After a month of further preparations following the successful up-righting of the “Repubblica Di Genova” in Antwerp, actual operations to refloat her were started by the Svitzer Salvage team Friday 05

th October with testing of

the installed systems. These included pumps, some pre-installed prior to the parbuckling, and special pulling systems connected between the casualty and a barge alongside for stability support during critical phases of refloating. Testing was completed without difficulty and Svitzer succeeded in refloating the vessel. Well over 55,000 tons of water were removed in a special developed sequence to maintain the maximum stability. Pumping continued in a step by step order to get the vessel in a condition so that the rest of the cargo can be discharged. One compartment that still needs dewatered is the engineroom, which purposely has been kept underwater in order to not allow oxygen to reach engine parts now underwater and thus to prevent corrosion. Pumping of this compartment will be started only when crews can immediately start with engineroom preservation. By the end of August, after months of preparations Svitzer Salvage had succeeded in par buckling the “Repubblica Di Genova” from her capsized position into a more normal upright position. The 216m, 42,567 GRT vessel had turned on her side in Antwerp early March. Svitzer was contracted to upright and refloat the vessel with preparational work for completing the first phase requiring over 2 months. This basically involved installing pulling systems to exert the required 7,500 tons to upright the vessel. These pulling systems included “pile” pulling anchors and reaction anchors connected to 15 large cantilevers to increase the effective pulling force. Work also included removal or securing of possible oil remaining inside the vessel to prevent pollution. The beginning of October, Vicente Boluda, president of Grupo Boluda, and Jacques de Chateauvieux, president of Bourbon, formalized in Paris, the sale of Les Abeilles. The acquisition is framed within Boluda’s strategic plan to

increase its international presence in core areas of business. Boluda is not only leader in the maritime industry in Spain, but also maintains positions in Argentina, Mexico, Panama, Dominican Republic, Uruguay and Venezuela. In 2006 Boluda employed 3,000 people and managed a turnover of 490 million euros. For its part, Bourbon focuses its activity on the offshore gas and oil industry. With a presence in 25 countries, Bourbon has a fleet of 265 boats and 4,700 employees. Les Abeilles has 66 tug and employs more than 1,000 people. It is present in all major ports in France (Marsella-Fos, Le Havre, Dunkirk Nazaire and Nantes), Indian Ocean (Mayotte and Reunion) and the African coast (Morocco, Ivory Coast, Senegal or Cameroon). The price for Les

Abeilles has amounted to 270 million euros. The transaction involves consolidation of one of the largest global corporations with presence in Europe, Africa and America. Thus, Boluda will have a fleet of 230 tugs providing services to about 160,000 major international shipping companies, in more than 50 ports. With this acquisition, Boluda will employ over 4,000 people and its turnover in 2007 exceeded 650 million euros.


www.marcon.com


22

Hamburg based Fairplay Towage has sold its deepsea-tug “Fairplay XIV” to Greece. The fourth tug of this name in Fairplay’s 102 years of history was built 1970 as “Seetrans 1” at Schichau-Werft, Bremerhaven. In 1975 the tug was sold to Raga Schiffahrts GmbH, Hamburg trading under her new name “Raga 1”. As from 1978 the tug was laid-up in Cuxhaven before she was taken over by the Hamburg towage company Petersen & Alpers which operated her under the name “Hanseatic”. In 1987 Fairplay Towage bought the tug from Petersen & Alpers and renamed her “Fairplay XIV”. Since these days this very reliable tug is sailing in worldwide trade under the Fairplay flag together with her sister “Fairplay IX”. In the course of her Fairplay life, she circled the globe various times. The voyages performed since September 2006 alone are typical examples: in September 2006 the tug left San Francisco with a tandem-tow of two pontoons heading for Las Raffan, UAE. From there she ballasted to Nantong/China. Mid January 2007 “Fairplay XIV” left the Nantong/Shanghai range with a pontoon laden with various inland river hulls for

Rotterdam where she arrived end May - 4 months later. Thereafter she sailed for the Romanian Blacksea-port Tulcea to pick-up a newbuilding-hull for Stavanger/Norway. Her next job was to tow an empty pontoon from Stavanger to Escravos/Nigeria where the pontoon is used in a local offshore project. End December 2007 this pontoon will be picked up again to Europe by the sister-tug “Fairplay IX”. After having delivered the pontoon in Nigeria the “Fairplay XIV” demobilized to Piraeus where she arrived on 29th September. The hand-over to her new owners took place on 2nd November. Due to her very economical fuel consumption and her sizeable bunker-tanks which in combination enabled her for uninterrupted towages of up to 90-100 days and due to the tug’s very high reliability,

“Fairplay XIV” achieved a very high utilization in her years under Fairplay-flag. On 2nd November tug was delivered to new owners Diavlos Maritime. She will forthwith sail as “Pantadynamos” under Panamian flag. The 75m, 205mt bollard pull “Fairmount Alpine” made good progress with Ensco’s large jack-up drilling rig “ENSCO 100” with higher than expected towing speeds, delivering her safely to Rotterdam from Abidjan, Ivory Coast. Fairmount wet-towed the rig after they could not fulfill their drytow contract due to delays in conversion of the heavylift barge “Fairmount Fjord” to a semi-submersible, self-propelled heavylift vessel. Immediately following this tow, “Fairmount Alpine” will take on her next task, tow-out and positioning of the FPSO “Hummingbird”. Sister-tug “Fairmount Summit”, together with the 160 ton bollard pull URS tug “President Hubert” also recently delivered Heerema’s 154m x 86m offshore construction vessel “Hermod” from Rotterdam to Malabo, Equatorial Guinea after a voyage averaging 7.3kn.

Smit Internationale N.V. saw their 2007 mid-year profit rise 60% from Euro 29.7 million to Euro 47.5 million, while operating results increased 46% from Euro 32.0 million to Euro 46.8 million and full year profit for 2007 is expected to be clearly higher than for 2006. Harbor Towage Division performed in line with expectations, Terminals Division won two new long-term contracts, there has been an extremely high volume of work and excellent results for Salvage Division and good prices and excellent fleet utilization for Transport & Heavy Lift Division. CEO Ben Veer commented: "The exceptionally high results in the second half of 2006 were continued in the first half of 2007, with our net profit rising 60% relative to the first half of 2006. So SMIT still has the wind in its sails.

Particularly the more volatile Salvage and Transport & Heavy Lift Divisions put in a good performance. Our associated companies also showed further strong growth in the roll-out of our growth strategy. The contribution of the Terminals Division decreased slightly in the first half of this year due to the transfer of our subsea activities to the Transport & Heavy Lift Division. Of the two contracts secured, the one in Angola will start to bear fruit towards the end of this year. The Harbor Towage Division performed in line with expectations, despite the strikes in the Port of Rotterdam. In line with our investment program, investments remained high and were aimed partly at replacement and partly at expansion. The acquisition of the harbor towage activities in Liverpool made a positive contribution. We therefore expect 2007 to show a marked higher profit relative to our record year 2006.”


www.marcon.com


23

The operating result of Smit’s Harbor Towage Division decreased from EUR 15.0 million to EUR 12.0 million in the first half of 2007. The first quarter saw the acquisition of the harbor towage activities in Liverpool, which were formerly carried out by Adsteam. Six tugs are in service in the Port of Liverpool and this enterprise made a direct contribution to the profit in the second quarter. Meanwhile two new-build vessels have been deployed to replace two older tugs. The results of the harbor towage activities in Rotterdam were affected by the strikes in the first quarter of 2007. This caused a decrease of Smit’s market share in the Port of Rotterdam. A 3-year Collective Labor Agreement has been concluded with a view to regaining the trust of customers. The operations in Canada and Panama realized profit growth compared to the previous year owing to intensified traffic, notably in the Ports of Vancouver and Balboa, as well as an increase in the number of assistances at the Panama Canal. The activities initiated in October 2006 in the Port of Bahia Blanca (Argentina) realized clear turnover growth in 2007, thus making a positive contribution to the operating result of the Group. The net profit of the joint ventures received a positive impulse from excellent results in the Ports of Antwerp and South East Asia. In the first half of 2006 a profit of EUR 4.1 million was recognized in connection with the sale of the participating interest in SMR, Mexico. A major new-build program is in progress at the joint venture in Brazil, SMIT Rebras. The operations in the Brasil ports are expected to start at the beginning of 2008. The market for Harbor Towage is a stable market. SMIT is aiming to grow the net result of this Division by 50% in the coming 5 years (starting in 2005) by means of acquisitions and fleet expansions. The Terminals Division, providing towage services and related maritime and management services to offshore and onshore terminals showed revenues of EUR 35.3 million compared to EUR 43.1 million for the first half of 2006. Operating result was EUR 5.2 million (H1 2006: EUR 5.6 million including subsea activities of EUR 1.6 million). Starting 1 January 2007 organizational control of the subsea activities has been placed with the Transport & Heavy Lift Division as part of the Marine Projects organization. Transfer of these activities within the Group leads to a shift of the operating result from the Terminals Division to the Transport & Heavy Lift Division. In the first half of 2006 an operating result of EUR 1.6 million was included in the result of the Terminals Division. In the first half of 2007 the Division won two major long-term contracts. A 25-year contract will be carried out in a joint venture involving the provision of 4 tugs for an LNG terminal in Italy. This contract will start contributing in the second half of 2008. In addition, a long-term contract was acquired in Angola. This contract will start contributing towards the end of 2007. Part of the activities in Gabon, which were carried out with an (aged) river fleet, were divested. The sale of these activities generated one-time income of EUR 1.4 million after deducting reorganization costs. Against this, the result of the Terminals Division includes a one-time expense of approximately EUR 1.0 million in relation to employee benefits in Nigeria. A new contract was started in Equatorial Guinea. This concerns the deployment of two tugs for an LNG terminal. The growth target for the net profit is 50% over a 5-year period (starting in 2003).

Half-year revenues for Smit’s Salvage Division were EUR 89.3 million (H1 2006: EUR 36.4 million) with operating results of EUR 10.4 million (H1 2006: EUR 1.2 million). The exceptionally high volume of work in the Salvage Division in the second half of 2006 continued in the first half of 2007. Major projects in 2007 included salvage of “MSC Napoli”, “Rokia Delmas”, “Twin Star”, “Mighty Servant 3”, “Nautilus” and “Adriatic VII”. Several of these projects are still in progress and are expected to be completed in the course of this year. The settlement of salvage operations from previous years contributed EUR 1.8 million to the result. The valuation of the “Thunder Horse” and “Arctic I” contracts executed in 2005 remained unchanged. The volume of activity in this Division is unpredictable. In this

market Smit focuses on complex projects where its specialized expertise can deliver high added value, particularly in environmental protection activities. The target is to maintain a market share of 25-35%.


www.marcon.com


24

Smit’s Transport & Heavy Lift Division enjoyed excellent fleet utilization and good rates. Both the transport activities and the heavy lift activities realized a higher result than last year. The expansion of the transport fleet in late 2006/early 2007 made a direct contribution to the result of the first half of 2007. The improvement in the result of the heavy lift activities was largely driven by a higher capacity utilization of the floating sheerlegs. In addition, the Transport & Heavy Lift Division benefited from the high volume of work of the Salvage Division. Both transport ships and floating sheerlegs were deployed for the large salvage projects such as “MSC Napoli” and “Twin Star”. Approximately 55% of the operating result of the Division in the first half of 2007 was determined by the transport activities, with the remaining approximately 45% coming from the heavy lift activities. The relative share of the heavy lift activities increased due to the aforementioned transfer of the subsea activities, which were formerly presented in the Terminals Division. The joint ventures realized an excellent result, principally thanks to the excellent capacity utilization of the floating sheerlegs in South East Asia. At the end of the second quarter 50% of the shares in Ocean Marine Services (Egypt) was acquired. This joint venture with a local partner operates transport ships for the oil and gas industry. Most of the contracts are long term, which will further improve the stability of the income in the Division. The joint venture will start contributing to the result of the Group in the second half of 2007. The transport activities are targeting organic growth of 10% per year. The heavy lift activities will be consolidated at the existing level. In the first half of 2007 EUR 50.1 million was invested in new ships, including about EUR 12 million for the Transport & Heavy Lift Division. The remainder related to fleet renewals and expansions within the Harbor Towage Division as well as expansion within the Terminals Division. The outstanding investment commitments as at 30 June 2007 were EUR 121 million. Smit expects a marked increase in net profit compared to 2006. As usual this outlook is based on the historic average for the Salvage Division amounting to EUR 4.5 million for the second half of 2007.

Asia, South Pacific and the Far East Semco Pte. Ltd. set another world record with the commencement of the towage of the world’s largest FPSO – Agbami. Constructed by Daewoo Shipbuilding & Marine Engineering (DSME), the Agbami FPSO measures 320m in length, 59m wide and 32m deep, and is equipped to process some 250,000 b/d of oil, 450M scf/d of oil and storage for 2.2M barrels. SEMCO provided their 3 new high-powered tugs; 165TBP “Salviscount” as the lead tug and newbuilds 157TBP “Salveritas” and “Salviceroy”, for this towage from

Okpo, Korea to offshore Nigeria. The whole journey is expected to take about 75 days, with arrival in Chevron’s Agbami Field sometime in mid Dec 07. In September, URS Ocean Towage’s 49.3m, 7,200BHP ocean going tug “Alphonse Letzer” recovered two castaways from a liferaft. While underway with a pipe laying barge in the Indian Ocean, the tug received different SAR Distress Calls via satellite from the Italian Coast Guard to all ships transiting in the Indian Ocean. Apparently there was a lack of news regarding a sailing yacht named “Gi Go 2”. In response to this message, the crew of the Alphonse Letzer kept a close lookout and on Wednesday morning 5

th September at 07.55 they spotted a

liferaft with the two castaways. They launched immediately a fast MOB boat and went alongside the liferaft. After recovering the two persons from the liferaft the fast MOB transferred the castaways on board of the barge where they received medical assistance from a doctor. The castaways had remained 9 days in the liferaft after their sailing yacht sank 120 miles away from their recovering position.


www.marcon.com


25

Photos from the Archives Photos are of the 100' / 92' x 25' x 13.3' single screw tug "Stroudsburg" built in 1925 lying along side the tug "Newton". Tugs were owned by the Erie-Lackawanna Railroad Company of Cleveland, OH in 1961 and believe may have been sold in 1962 to the Indian Towing Company of New Orleans. She also has been named “Seminole” and “Breton” at various times in her life. Three deck tug with exceptionally high pilothouse for high visibility. She was first converted from coal-fired steam tug and powered with Babcock & Wilcox sectional header, signal pass, marine type water tube boiler which was installed new in 1950. Working water pressure 180 lbs. Engine was a 900IHP compound reciprocating type 18"x40"x28". In 1962 she was again rebuilt and repowered

when an 1,800HP Fairbanks Morse opposed piston diesel was installed along with a stainless steel kort steering nozzle which was unique for the day. The tug was outfitted for ocean towing when converted and obtained an ABS Load Line for ocean towing and fitted with quarters for 18 crew. At the time of this conversion the hull was drilled and found to be of 1/2" steel. Marcon had the tug listed for sale in 1983 as the “Big Mama” owned by Hayes Tug and Launch (Big Mama Tugboat Co., Inc. of Wilmington, DE). “Big Mama” was reportedly laid up in 1985 in Chester, PA on the Delaware River and believed to have been scuttled sometime around the mid-90’s. The two black and white photos are from Tom Mowbray’s files, dated 11 June 1961, and credited to Thomas J. Daley; Point Pleasant Beach, NJ. The original 8”x10” photos were given to the Tugboat Enthusiasts Society of the Americas. Marcon has two color digital reprints of Polaroids after conversion - one distant bow shot with red superstructure (black stack?) and one stern quarter shot with white superstructure and yellow bands on stack. No accreditation or date on these photos, but photos were probably sent to us by Hayes Tug and Launch in the early to mid-80’s when the tug was listed for sale with Marcon.

We look forward to seeing you at the International WorkBoat Show 2007 in New Orleans.

Morial Convention Center Wednesday 28th – Friday 30th November

Booth 2805


www.marcon.com


26

Featured Tugs For Sale or Charter Direct From Owners File TG28072 Twin Screw Tugs 74.0’ x 30.0’ x 11.0’ full load draft. U.S. flag. GRT <100. Built to ABS Load Line and ABS Ice Class standards. Because tug is less than 79’ and less than 100 GRT Loadline Certificate is not required. Only one Licensed Operator required – other crewing at Owner’s discretion; and crew not required to hold AB or OS ratings. FO abt. 25,340g. FW 1,855g. 2 x Cummins QSK 38 producing a total 2,800BHP @ 1,800RPM. Keel cooled. High fuel efficiency, smaller environmental footprint. Meets or exceeds EPA Tier II emissions regulations. Twin Disc MG 540 5.17:1 gears. 72.0” Kaplan type props in Type 37 stainless steel lined fixed kort nozzles (optional ASD propulsion on future follow-on tugs). Speed est. 12kn free running. Bollard pull

est. 72,000lbs. Endurance abt. 7 - 10 days. 2-65kW AC generators. 2,000gpm fire pump driven off one of the generators feeds single forward deckhouse-mounted monitor. Additional fire monitors and foam capability for a fireboat version of the tug are available as an option. Full walk-around bridge deck. Traditionally laid out wheelhouse with 360° view. 2 radars, GPS, autopilot, compass, and Techsol engine room monitoring and alarm system. Designed for two man operation with bridge control of engine room and deck winches. Air conditioned accommodations for 5 – 6 persons. 2-two person and 1-one person cabins. Laundry. Mess room. Toilet / Shower room. The tugs are designed to fill the niche between the 2,400 - 3,200 hp tug market for harbor work, fireboats, and construction operations as well as for coastal towing. The newly designed “Handysize” Class describes the new tug design as just the right size, just the right power, environmentally sound, fuel efficient and versatile enough to accomplish most tug jobs at the lowest operating cost, “when bigger is just too big, and smaller is more than enough.” Using an ABS “ice-class” hull standard for sturdiness and icebreaking, if applicable, the increased 5/8ths inch steel thickness and tighter framing in the bow and stern ensures an increase in the useful life of the tug beyond the normal or statutory life. Steel structure and deck have been strengthened to accommodate a range of customer requirements which can be installed at the time of construction or later, without need of performing major steel work. These options include a forward hawser winch, an aft towing winch, and a knuckle boom crane. Inspection / delivery U.S. Great Lakes. The first two tugs are now under construction with deliveries December 2007 and April 2008. The first two tugs are available as nozzled Twin-Screw Conventional models which are ideal for those operators whose work application makes the Z-drive unnecessary and too expensive. Some operators believe that the conventional tugs will work better in ice and in debris-filled, low, and muddy waters. Follow-on tugs will be available as ASD’s, and shipyard has already purchased Z-drive units to meet future delivery schedules. Further details, photographs, drawings & price / rate ideas on request.

File TG56137 Twin Screw Tug Open For Employment 136.5’ / 127.4’ x 40.0’ x 19.5’ depth x abt. 17’ light / 18’ draft at loadline. Conventional raised foc’stle bow twin screw tug with upper pilothouse. Upper / Lower Eyelevel 56’ / 29’ at loadline draft. Highest fixed point abt. 83’ at loadline draft. Built 1978/9 by Main Iron Works; Bayou Blue, LA. U.S. flag. G / NRT 161.24 / 109.00. ABS +A1 Towing Service, Unrestricted. FO 173,194g. Markey single drum TDSS-36 tow winch with 2,000’ 2.25” wire. 2 x EMD 16-645E7B total 5,600BHP at 900RPM. Falk 3548 5.275:1 gears. Four blade stainless steel 126” x 128.82” props in fixed kort nozzles. 2-100kW Delco / GM8V71

generators. Accommodations for total 13 in 6-2 and 1-1 man rooms. Full nav / com aids including 4 radars, 4 VHFs, 2 SSBs, 2 GPSs, 2 Gyros and Satcom. Tug offered exclusively in our hands for time charter U.S, Gulf Coast range (between New Orleans and Tampa, TBD) during the September 1 - 15 window. The tug will be open for domestic or international towing for a period of about 3 months (approximately thru to the beginning of December). Tug is not for sale, only charter. Further details and rate ideas available on request.


www.marcon.com


27

TG43171 Twin Screw Ocean Tug 51.85m x 11.03m x 5.78m depth. Built 1972 by Beliard-Murdoch S.A. of Ostend, Belgium. Barbados flag. G / NRT 807 / 242. Bureau Veritas I + Hull +Mach Tug, Unrestricted Navigation. Drydocked and special survey completed in March 2006. Audiogauge report available on request along with recent photographs taken by Marcon. FO 415.2m3. FW 32.68m3. Watermaker. LO 4,500 litres. Stern roller. Hydraulic tow pins. Brusselle hydraulic double drum towing winch + tow hook. Main tow wire capacity 3,000’ 2.25”. Secondary tow wire capacity 2,000’ 1.68”. 2 Brusselle hydraulic pumps power all deck machinery. 2 x EMD 12-645E5 total 4,300BHP @ 900RPM. Zeiss CPP 210RPM props in kort rudders. Bollard pull abt. 55mt. Abt. 13kn free running speed. Fuel consumption abt. 11,350lpd light / 15,150lpd towing. 250HP bow thruster. Range abt. 9,000nm. Good fuel economy. 2-160kW/CAT 3406, 2-100kW / Shaft and 1-20kW / Deutz 380vAC 50Hz AC generators. Accommodations for 26 in 14 cabins - 8-2 berth and 6-1 berth, fully air conditioned. 2 radars, 2 VHF’s, SSB, GMDSS, Inmarsat C, 2 GPS, AIS, 2 SART, 2 Weatherfax, NavTex, Echo sounder, RDF. Autopilot, Gyro compass, magnetic compass & watch receiver. Marcon has sold this tug twice so far in its life. Inspection / Delivery by arrangement through this office. Further details, photographs and price on request. 398’x80’ ocean deck barge also available from same owner.

File TG57146 Twin Screw Tug 136.2’ / 127.2’ x 36.5’ x 19.2’ depth x abt. 17’ light / 20’ loaded draft. Built 1968 by J.R. McDermott; Amelia, LA. U.S. flag. G / NRT 194 / 132. ITC. 538 / 161. Classed ABS +A1, Towing Service, +AMS. Unrestricted Service. Annual Hull Survey 5 due 30 April 2007. Annual Mach Survey 5 due 30 April 2007. Drydocking Survey due 29 April 2007. FO abt. 155,000g. FW abt. 15,000g. LO abt. 3,300g. 2 x EMD 16-645E5 total 5,750BHP at 900RPM.

Falk 4.345:1 gears. 5-blade 120” x 99” 5-blade stainless steel open props. Bollard pull abt. 135,000lbs. ahead and abt. 95,000lbs. astern. Markey TDSDW 36 double drum tow winch with capacity for 2,200’ 2.25” and 2,600’ 2.125” wire. 2-60kW CAT D3304 generators. Full com / navaids including 2 radars, GPS, fathometer, VHF, SSB, gyro and autopilot. Inspection / delivery strictly “as is, where is” U.S. Gulf Coast by arrangement though this office. Further details, owner’s brochure, small scale outboard profile, ABS Safenet, price guidance and comments on condition available on request from this office. As brokers only, we invite your best firm cash, prompt offers for Owner’s immediate consideration. Marcon has sold approx. 80 vessels and barges either to or from this Owner over the years.

File TG40021 Twin Screw Tug 125.3’ x 29.52’ x 15.1’ depth x 12’ draft. Built 1965 by New Iberia Shipbldg., New Iberia, Louisiana. Flag US, GRT 176, NRT 75 (ITC - 350G / 105N). ABS Loadline through 04 May 2008. Annual Loadline Survey #4 due 05 May 2007. FO 75,403g (at 100% including 2-940g day tanks). LO 3,262g. Slop oil 2,721g. Fresh Water 1,436g + watermaker. 2 x Fairbanks Morse 10-38D8-1/8 total 4,000bhp at 750RPM. Falk 3:1 reverse reduction gears driving two 92” x 54” fixed pitch open props. 2–100kW/GM8V71 440vAC 60Hz generators new in 1992. Enclosed double drum Markey TESD-28 winch with 2,000' x 2" wire capacity. Vertical capstan port side aft. “H” bitts fore & aft. Bow winch. Rubber bow pud and

tire fendering. Gyro, VHF, Radar, Auto Pilot, Echo sounder. Fully operational. Inspection / delivery U.S. Gulf Coast by arrangement through this office. Price ideas, further details and photographs available on request.


www.marcon.com


28

TG44122 Twin Screw Tug 121.5’ x 34.2’ x 17.5’ depth. U.S. flag. GRT 198. Built 1970 by Gulfport Shipbldg, Port Arthur, TX. Totally rebuilt 2000. Extensive steel work in way of all ballast tanks, chain locker, deck plate, etc. completed at Main Iron Works in 2000. Additional steel work in ‘06. ABS +A1, Towing Services, +AMS. ABS Int’l Loadline. Special survey passed April ‘06 & due July 2010. FO 102,547g. 2 x Fairbanks Morse 12-38D8-1/8 total 4,400BHP at 825RPM. Direct reversing. Lufkin reduction gears. All shaft seals replaced in ‘06. Main engines totally rebuilt in 2000 including 3 of 4 crank shafts renewed. Both reduction gear boxes overhauled. Shafts, wheels & rudders pulled and re-worked. All packing glands, rudder bearings, etc. renewed. 2-125kW/GM6-71 generators. One generator engine rebuilt in ‘00, one in ‘06. Single drum Burrard Iron Works tow winch with 2,500’ x 2.25” wire new in ‘06. Winch rebuilt in ‘06 with 2 new winch motors in ‘00. “Texas bar” installed. Windlass overhauled in ‘00. 2,000# anchor & 105 fathoms of 1.25” stud link chain new in ‘06. New bow rubber installed in ‘00. All valves & vents replaced new on deck in ‘06. All air controls renewed. D deck machinery hydraulically powered & supplied by independent GM6-71 driven pump (in addition 50HP electric driven hydraulic pump). Stern roller 21” dia.

x 60” long new in ‘00. Wagner hydraulic ram-helm pump steering with two electric hydraulic & manual pumps rebuilt ‘00. Steering hydraulic cylinders, valves and hoses all rebuilt/replaced in ‘06. 2 radars, 4 VHFs, 2 GPS, fathometer, AREA 3 GMDSS Suite, gyro/magnetic compasses and autopilot, Doppler speed log, AIS, SSAS, SART, EPIRB and Integrated electronic chart display. Inmarsat C, Sat Phone. Ten berths in six staterooms with four bathrooms. Completely air conditioned with exception of machinery space. Sale “as is, where is” . Delivery US East Coast. For a direct reversing vessel, she has a quick respond time (@6-7 seconds from forward to astern), and a good handling boat. Marcon has brokered this boat so far twice in its life.

TG60160 / TG80160 Twin Screw Tugs 160.8' x 41.8' x 18.1'. Built 1976 Schichau-Unterweser; Germany. LR +100A4 E3 tug + LMC. 200T cargo on 59’ x 42.6' deck. FO: 425 MT FW: 190MT Foam: 95MT. Double Drum hydraulic winch; 2-10T tuggers & 100T hook . Wire capacity 1,300m & 1,300m 56mm. 200T SWL stern roller. 2 x MAK 9M453AK total 6,000BHP with bollard pull of 44.5 MT and 2 x MAK 12M453M total 8,000BHP with bollard pull of 68.2mt respectively. Esserwiesse VP props in fixed korts. Bowthruster. 3-175kW / CAT 440vAC 60Hz generators. FiFi 1. 2–1,200m3/h fire pumps. 4-1,000m3/h monitors. Full com / navaids. Quarters for 10 crew and 8 passengers. Fully air-conditioned. For sale outside of Arabian Gulf. File TG30106 Twin Screw Tug 105' / 94.7' x 30' x 15' depth. Approx. 13’ max draft. Built 1966 by Main Iron Works. Extensively rebuilt in 1984 after sinking and in 1990. U.S. flag. GRT 191. ABS Loadline (5 yr. renewal due Feb 2008). Last drydocking ‘05 (blast & paint, etc.). FO 50,000g. FW 3,000 g. BW 26,000g. 2 x EMD 12-645E2 total 3,000BHP. Falk 3.46:1 gears. 94"x62" fixed pitch props open wheel on 9.5" shafts. Bollard pull @ 35 st. Free running speed @10.5 knots. 2-60kW / GM6-71 110v AC generators. Single Drum Markey hydraulic tow winch with 2000' x 2" wire. Quarters for 8-10 in 5 cabins. Air-conditioned. Full galley. Gyro, 2 VHFs, 2 Radars, SatPhone, SSB, GPS, Autopilot, fathometer. El/hyd. Steering. Price ideas, full details, copies of certificates, photos and May 2007 survey on request. Marcon sold tug to present Owners. Delivery US Gulf, Caribbean or US East Coast by arrangement December 2007. Tug working and can be made available to inspect by arrangement per vessel schedule.

TG21102 Twin Screw Tug 99.5' x 31' x 17.0’. Built 1976 at Slocum Iron Works, Mobile, AL. U.S. flag, but tug previously flagged out of US Registry and no longer may engage in US Coastwise Trade as defined by the US Jones Act. Raised foc’stle bow. G/NRT 98/67. ABS Load Line. FO 77,000g. FW 17,000g. 2 x EMD 8-645 total 1,950BHP. Falk gears. 4-blade 84”x49” props. 2-75kW/GM 6-71 generators. Smatco Double Drum 55 DAT-1700 tow winch driven by GM6-71. Capacity 3,000' x 1.50" wire. Stern roller. 2-2 and 2-4-man cabins. Full electronics. Prompt delivery U.S. Southeast. Recently completed re-engining / gearing & over-all refurbishment. Previously powered by Nohab. Price ideas on request. Sale “as is, where is”.


www.marcon.com


29

TG30097 Azimuthing Tractor Tugs (3 each) 29.5m x 9.8m x 4.2m depth x 4.3m designed draft with skeg. Built 1990 by Sembawang Bethlehem Pte. Ltd., Singapore. G / NRT 336 / 101. ABS +A1 (E) Towing Service. FO 124mt. FW 30mt. 2 x Stork Werkspoor 8FHD-240F total 3,000BHP at 1,000RPM. Aquamaster US 1401/2700 360 deg. drives in steerable kort nozzles forward. Designed bollard pull abt. 38mt. Service speed abt. 12.5kn. 2-112kVA 415vAC and 1-12.8kW / Perkins generators. Mampaey disc type tow hook. Hydraulic retrieving winch. Electric windlass. Inspection / delivery Southeast Asia.

Files TG29105 / TG29106 Single Screw Tugs (2 each) 107’ x 32' x 18’ depth. Built 1969 by Gulfport Shipbuilding, Port Arthur, TX. Extensively rebuilt in ‘05 for mid-life refit with steel work, and machinery work conducted. Canadian flag. GRT 307.84. No Loadline. Fuel 81 m³. 1 x EMD16-645E5 2,875BHP. Falk 6:1 ratio gear driving single fixed pitch prop in fixed kort nozzle. Single steering rudder and two flanking rudders. Abt. 41mt bollard pull. 2-60kW/GM6-71 220v 60Hz generators. 2 – 3” FiFi water cannons capable of spraying 5,000 gpm of water @ 300 psi. FiFi Pumps driven by GM12V71. 3-1.5” hoses on deck. Foam 5,000g. No tow winch. Vertical Capstan on bow. Mainly day boat but has bunk space for 4 persons, head with shower toilet and space for a small galley. Previously used in dedicated

terminal support for shipdocking and escort work in Canada’s Northeast. Full com/navaids. File TG27004 / TG27007 Z-Drive Tugs 94.3' / 86.2' x 29.84' x 16' depth x 11.97' draft. Built 1984 by Sabah Shipyard, Malaysia. Extensive Rebuild 2007 in Canada. Canadian Flag. GRT 251.8. LR +100A1 with fresh 5 year Class Certificates issued May 2007. Fuel: 91.5mt 2 x Deutz SBV6M628 total 2,720BHP (rebuilt 2007). Twin forward mounted Schottel SRP 503/505 Z-drives (rebuilt 2007) with large center skeg mounted aft. LIPS (2100mm) 4-fixed pitch props. Shaft brakes. Speed abt. 10kn free. Bollard pull abt. 60,000lbs. 2-68kW/Deutz 400v, 3 Phase 50Hz generators + 30kW inverter all New 2007. Anchor windlass. 80mt Hatlapa single drum hydraulic tow winch aft with H-Bitt and 250m wire capacity. Quarters for 10 in 4 cabins. Full galley. Full A/C. Completely rebuilt Winter 2006-2007. Main engines and Schottel Z-drives completely rebuilt by factory mechanics, and vessels fitted with new gensets. Bridge electronics and new Kobelt electronic controls also installed. The vessels underwent upgrade required by Canadian Coast Guard and hulls are reportedly at 95% original steel thickness as measured by Lloyd’s surveyors during recent special survey (records available on request to serious interests). Vessels recently blasted and painted and are available for immediate delivery in “like new” condition in Quebec, Canada. Price, inspection arrangements, and further details are available by contacting this office or by downloading from our website. Marcon has sold either to or from present Owners well over a dozen tugs and barges over the years plus arranged charter for one of these boats while under earlier ownership.

File TG26099 Voith Schneider Tractor Tug 30.0 / 28.5 x 9.45 overall beam x 3.81m depth / 4.4m draft. Built 1980 at McTay Marine Limited; Bromborough, U.K. U.K. flag. GRT/NRT 282/84 Class Lloyds +100A1. +LMC. DOT. Abt. 84mtdw. Fuel 55mt, Ballast water 55mt. Winch – Aft 70mt brake load, 2.5T @ 67m/min / 10T @ 19m/min. 2 x Ruston 6 RKC270M 4SA 6cyl 254x305mm total 2,640BHP. Voith Schneider 26G propulsion. Abt. 32mt bollard pull ahead. Max speed abt. 11.5 knots free running. 2-78kW / Gardner 440vAC 50Hz generators. Magnetic compass. GPS. Radar. Fathometer. GMDSS. Searchlight. Berths for 8 crew. Inspection / delivery U.K. by arrangement through this office. Sale strictly “as is, where is”. Further details and price guidance available on request.


www.marcon.com


30

File TG19075 Twin Screw Tug Open For Employment 82.0’ x 28.3’ x 11.2’ depth with 9.0 loaded / 6.5’ light draft. Built 1982 by Marine Power & Equipment; Seattle, WA. Steel hull. Aluminum pilothouse. U.S. flag. G / NRT 147 / 101. FO 40,000g. LO 871g. FW 5,176g. Single drum tow winch with 2,400’ 1.75” 6x19 wire. 600’ 3.25” dia. / 10” circ “Amsteel Blue” Spectra Line. Full complement of towing shackles, wire bridles, portable running lights. Pneumatic tow pins and stern roller. Bow winch for barge handling. 2 x Mitsubishi S12R-MPTA total 2,800BHP. Repowered May 2007. Reintjes WAF 562 4.5:1 gears. Stainless steel Bird Johnson 62.25” x 77” props in Nautican kort nozzles recessed in stern tunnels. Triple rudders. Range 25 days towing / 60 days utility work. 1-75kW / GM4-71 and 1-30kW / GM3-71 generators. Accommodations for 6 men in 4 cabins. Full electric galley. Full electronics. New GPS & autopilot. 2 radars, VHF, SSB & fathometer. Hydraulic steering. Tug was specially built for towing barges coastwise in the Bering Sea and working in shallow, narrow channels / ports with a working draft of abt. 7.0’ – 7.5’. Photographs, rates and available on request. Marcon sold to present Owners. File TG20109 Single Screw Tug 108.5' x 28.9' x 16.3' depth/13.7 loaded draft. Built 1965 at Marinette Marine; Marinette, WI as YTB. US Flag. GRT 147. Built to ABS specs. Drydocked & refurbished 2001. Last drydock Feb ‘07. Fuel: 63,000g. Water: 7,000g. 1 x Fairbanks 38D8-1/8, 10 cylinder 2,000 BHP. Recently replaced sea chest vent lines,

upgraded oil filter system & new tachometer. Western 5.95:1 reverse gear. 144”x112" 4– blade stainless prop. Wesmar 105 HP 24" dual prop bowthruster. Speed abt. 12 knots free at 80 gph. 2-75kW/GM6-71 208vAC 60Hz. gensets. New quick-change oil system, new tachometers. 150# CO hose reel in engine room. New 100 gpm bilge pump. Ballast pumps rated @ 35 psi. Fire monitor. Single drum winch powered by GM6-71 + capstan. Winch capacity 2,800’ 1-3/4” wire. 30 HP windlass. 1,750# anchor. Three new Hydraulic tow pins. Full com/navaids including 2 radars, 2 VHF’s, autopilot, fathometer, SSB, GPS, New chart plotter, depth sounder & rudder angle indicator. Sperry electric steering. Floodlights. A/C accomodations for 6 in 2 staterooms. Six man liferaft. Prompt inspection/delivery

on US West Coast. In very good, turn-key condition. See recent photos on our website. Please call Marcon for price ideas or for further details. Tug drydocked Feb 2007 when hull sand blasted, painted, new zincs, cleaned fuel tanks and replaced 3 tow pins. Several maintenance issues & upgrades made at this time. Marcon sold to present Owners. File TG18113 Single Screw Tug 100’ x 25’ x 14’ depth x 12’ maximum draft. Height of eye abt. 20’. Vertical clearance abt. 55’ / 33’ with mast up / down. Built 1908 Newport News, VA and rebuilt in 1959/60 and 1998. U.S. flag. GRT 196. FO 14,000g. FW 2,000g. BW 35,000g. 24” Hyde capstan. 1,500’ 9” Sampson braid hawser. 1 x Fairbanks Morse 10 cyl. OP 1,800BHP at 800RPM. Lufkin 3020 4:1 gear. 102” x 64” 4-blade prop. Speed abt. 10kn cruise / 12kn max on abt. 1,600 / 1,800gpd. 1-55kW / CAT D330 and 1-50kW / GM3-71 AC generators. Electro-hydraulic steering. Furuno and JRC radars. 3 VHFs. 6 berths in 3 staterooms. One head. New hot water heating system. Further details, price guidance and photographs available on request from this office. Inspection / delivery U.S. Northeast. Sale “as is, where is”. Boat has a lot of history and a lot of years left in her.

TG08000 Twin Screw Tug 54.1’ x 17’ x 9.1’ depth, 8.86’ draft. Built 1993 in Alustal; Denmark. GT 22.8 / NT 6.8. Danish Maritime Authorities, Ice Class C. 21m3 FO. 24m2 Free Deck Space. Open Stern. 2 x CAT 3408TA – re-engined 2004. 878 BHP. Korsor CPP in Kort Nozzles. Bollard Pull abt. 11.5m/t. Speed abt. 10kn free running. 50HP Bow thruster. 24kw Genset 380/220V 50Hz. Hydraulic Tow Winch 10ts, 500m 28mm wire. Tow hook. Twin push knees. 8tm deck crane. Fully equipped closed fly bridge. 2 single cabins, certified up to 5 paxs. GMDSS A1. Delivery after August 2007. Inspection Denmark. Price ideas, photos, certificates & a brief drawing available on request from this office.


www.marcon.com


31

File TG07667 Twin Screw Tug 65.5’ (reg) x 22.0’ x 8.5’. Built 1969 by Bollinger Shipyards. 22’ height of eye. Model bow. Pushknee forward with rubber fendering. U.S. flag. GRT 98. Single drum hydraulic winch with capacity for 3,000’ 1.125” wire. Centerline “H” bitt. Electric capstan aft. 2 manual 40T face winches. 2 x CAT D353TA total 850BHP at 1,225RPM. SME / PME 708 / 6,085 hours as of July ‘07. Twin Disc 6:1 gears. 52”x50” props on 6” shafts. Open wheel. 2-30kW/GM3-71 generators. Electric/hydraulic steering. Radar/plotter. GPS. 2 VHFs. Digital compass. ESI fire detection system. EPIRB. Double stateroom aft of pilothouse and three berth cabin on main deck level with head, shower and galley aft. Oil fired furnace. Washer/dryer. A/C newly installed. 6-man life raft. 3 survival suits. Inspection / delivery U.S. Great Lakes. $525,000 “as is, where is”. Further details, photographs and copy of July ’07 survey on request from this office. File TG06051 Twin Screw Tug 65.0’ / 60.5’ x 17.3’ x 8.6’ depth. Built 1944 by Columbia Boat; Astoria, OR. Wood hull typical harbor tug with shaped stem, moulded hull and elliptical stern. 2” fir planking on 6” x 5” double sawn fir frames. 4.5” x 3.5” fir beams. 8” steel split rub rails. Decks have a pronounced sheer forward. Two story wood deck house is located amidships with stores forward, crew quarters, engine room and steering aft. Deck house contains pilothouse, one stateroom, galley mess area and crew head. Galley mess contains mess table, microwave, refrigerator, wood counter tops, sink and wooden cabinets. Main deck is 5/16” thick welded steel construction and bulwarks are 18” high

of 5/16” mild steel with eight freeing ports 13” x 15”. Wooden mast supports navigation lights and electronics. Wood stairs and ladders. U.S. flag. G / NRT 42.0 / 21.0 FO 2,000g. LO 110g. FW 200g. Markey single drum hydraulic tow winch aft with a wire capacity of 1,000’ 7/8” wire. 4 cylinder auxiliary engine drives hydraulic pump for stern winch. Steel split pipe and rubber tire fendering and hull guards. 8” steel cruciform bitt on bow and 4” – 10” steel quarter bitts port and starboard. 2 x Cummins NH-855M 6 cylinder diesels total 430BHP at 1,800RPM. Repowered about 1994/6. Twin Disc MG-509 4.5:1 gears. Air clutches. Two four-blade bronze props on 5” steel shafts through rubber cutlass bearings. Main engines battery started and keel cooled. Dry exhaust lines equipped with silencers. 1-8kW Kohler

and 1-12kW generators. Dead-front circuit breaker switchboard in engine room. Air compressor. Electric bilge pump. Potable water pump. Sanitary pump. Bilge and fire pump. Fuel oil pump. Sanitary lines attached to holding tank. Two rudders. Electric / hydraulic steering consists of pumps, hoses and wire connecting the rudder quadrants and rudder posts to helm. Steering pump driven by power take-off and “V” belting off main engine. 6” magnetic compass. Radar. Fathomer. VHF. Vessel is available for prompt inspection and delivery in Seattle. Price guidance on request. As brokers only, we invite your best reasonable firm cash offers for Owner’s consideration. Copy of April 2007 survey available on request.

Further details on these and other tugs and barges are available on our website at www.marcon.com.

Marcon International, Inc. · Marcon International, Inc. Vessels and Barges for Sale or Charter...

Documents

Transcript of Marcon International, Inc. · Marcon International, Inc. Vessels and Barges for Sale or Charter...