Inland Pushboat Market Report

Transcription

Inland Pushboat Market Report - August 2015

Marcon International, Inc.
P.O. Box 1170, 9 NW Front Street, Suite 201
Coupeville, WA 98239 U.S.A.
Telephone (360) 678 8880
Fax (360) 678-8890
E Mail: [email protected]
http://www.marcon.com
Vessels and Barges for Sale or Charter Worldwide
August 2015
Inland Pushboat Market Report
Following is a breakdown of pushboats Marcon has available for sale worldwide. Most of these are typical U.S. inland
river units, although there are a few foreign pushboats listed from Europe, Latin America and Southeast Asia.
Horsepower Ranges
Jun 1996
Apr 1997
Jan 1998
Jan 1999
Jan 2000
Jan 2001
Feb 2002
Feb 2003
Feb 2004
Feb 2005
Feb 2006
Feb 2007
Feb 2008
Feb 2009
Feb 2010
Feb 2011
Feb 2012
Feb 2013
Aug 2013
Nov 2013
Feb 2014
May 2014
Aug 2014
Nov 2014
Feb 2015
May 2015
Aug 2015 – Worldwide
Aug 2015 – U.S.
Aug 2015 – Foreign
Avg. Age - Worldwide
Avg. Age – U.S.
Avg. Age – Foreign
For Charter - Worldwide
For Charter – U.S.
For Charter - Foreign
Under
1,000
75
60
66
58
73
61
48
57
39
33
26
22
20
17
33
37
31
31
27
32
31
30
28
27
25
28
24
23
1
1975
1975
1965
5
4
1
1,000 –
2,000
19
16
22
18
25
33
11
30
22
13
5
5
17
14
25
26
19
28
30
29
28
27
28
24
24
19
14
12
2
1967
1964
1986
7
4
3
Up Since Last Report
2,000 –
3,000
5
4
6
4
6
4
3
4
6
9
7
6
7
6
13
8
6
18
16
16
13
13
15
10
12
10
8
4
4
1965
1961
1972
5
1
4
3,000 –
4,000
10
12
12
8
7
7
3
14
7
7
4
4
5
4
10
6
4
8
9
9
6
7
7
7
6
5
5
5
0
1966
1966
0
0
0
0
4,000 –
5,000
7
3
2
3
3
3
0
2
1
2
1
1
5
5
6
3
1
7
10
9
5
5
5
6
6
4
4
2
2
1969
1955
1997
0
0
0
5,000 –
6,000
6,000 –
7,000
5
2
2
0
1
0
0
0
0
0
0
0
0
0
0
0
4
4
3
3
1
1
2
2
2
1
1
0
1
1981
0
1981
Over
7,000
7
0
0
1
1
2
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
4
0
0
0
0
0
0
0
0
0
0
0
128
97
110
92
116
110
65
107
75
64
43
38
54
46
87
80
69
101
96
99
85
83
85
76
75
67
56
46
10
0
0
0
17
9
8
0
0
0
0
0
0
Down Since Last Report
Not included though in the list are those vessels, which are not officially on the market, but could be developed on a private and confidential basis.
Market Overview
Of the 13,145 vessels (excluding barges) Marcon currently tracks, 701 are inland river
pushboats with 56 officially on the market for sale (46 U.S. flag and 10 foreign flag).
Five of the boats with age listed were built within the last ten years, though all five of
them were built in 2005. 32 boats are forty-five years of age or older. The oldest listed
is a 1,500HP, 80 footer built in 1939 (photo right), but rebuilt and repowered many times
since and still going strong.
www.marcon.com
Details believed correct, not guaranteed. Offered subject to availability.
Inland Push Boat Market Report – August 2015
Of the vessels listed for sale, CAT engines are most popular with
machinery in 16 vessels. These are followed by General Motor / Detroit
Diesels in 11, Cummins and EMDs in five each, and eight with other
engine types ranging from Alco to Volvo. Naturally, most of the inland
river pushboats Marcon has listed for sale are located in the U.S. with
46 vessels or 82%; followed by 7 or 12% in Europe, two in Africa and
one in Canada. Actual sale prices of all vessels and barges sold by
Marcon so far in 2015 have averaged 85.15% of asking prices,
compared to 2014’s 85.65%. Asking prices have remained generally flat
since our last report. There are few good listings as many owners are
hanging onto newer and older working equipment. The market outlook
is stable. There are always a few vessels though unofficially on the
market which might be developed on a private & confidential basis, so
buyers should contact Marcon with specific requirements. Marcon also
currently has 17 inland river pushboats listed for charter - eight foreign
and nine in the U.S.
Marcon’s Market Comments
The inland river market remains steady overall despite some weakness due to high water levels in the early summer,
as well as lock and river closures. The tank barge market remains resilient despite soft crude prices. Overall 2015 is
shapping up to be near 2014 levels, although a bit lower. The sale and purchase market for pushboats and river
barges remains stable. Prices asked for older tonnage remain fairly high. It remains a good time to market medium to
older age barges and pushboats to take advantage of the current market.
Grain Transportation Report
The National Grain and Feed Association and the Soy Transportation
Coalition, with support from the U.S. Department of Agriculture’s
Agricultural Marketing Service, held their second biennial “Ag
Transportation Summit” in Rosemont, IL, on August 4-5, 2015.
Approximately 200 individuals were in attendance, with representatives
from the major rail companies, shippers, ports, truckers, farmers, and
government agencies.1
Conference Theme: The conference theme was overcoming challenges in transportation capacity. Discussion panels
stressed the urgent need to repair, replace, or upgrade the nation’s aging transportation infrastructure to maintain a
competitive advantage on freight costs. An efficient and timely transportation system is necessary to connect farmers
to valuable markets both domestically and abroad.2 Some key points from the panel discussions as outlined in recent
media reports are highlighted below:
Maintaining a Competitive Edge in Infrastructure: Dr. Walter Kemmsies, chief economist at Moffatt & Nichol, a logistics
consulting firm, noted that U.S. infrastructure, particularly the Mississippi River, was a major contributor to the
country’s increasing prominence after the World Wars.3 In follow up conversation with the media after Kemmsies’
remarks, Mike Steenhoek, executive director of the Soy Transportation Coalition, added that the source of the U.S.
competitive advantage is due to lower cost of transportation rather than lower cost of production. He stressed the need
for the United States to keep investing in infrastructure development to maintain its competitive advantage.4
Highways and Highway bill: The panel on surface transportation encouraged a long-term highway bill that recognizes
rural transportation needs. Arthur Scott, associate legislative director of agriculture and rural affairs at the National
Association of Counties, told attendees, “Counties need a strong federal partner and a surface transportation program
that meets the needs of rural America.”5 Scott cited data from the Federal Highway Administration indicating that 40%
of rural roads are not adequate for travel and almost half of the bridges are structurally deficient.
www.marcon.com
2
Turnaround in rail service: According to Debra Miller of the Surface Transportation Board, railroads achieved a
“stunning turnaround.” Last year, they “were not able to move goods quickly enough, and now they don’t have enough
to move.”6 Representatives from the major railroads said they are investing in new track and equipment.
Panama Canal expansion: Javier Ho, a bulk shipping specialist with the Panama Canal Authority, said that expansion
work on the canal is more than 91% complete and is on track for opening in the second quarter of 2016.7 The
expansion (which includes building new entrances, replacing locks, and deepening and widening the channel through
Gatun Lake) will allow bigger vessels to use the canal and should lower the cost of shipping grain and soybeans. Ho
presented data showing that the ocean shipping cost of transporting soybeans from eastern Iowa via the Gulf to Japan
in a larger vessel would drop from $30.69 per metric ton to $21.43.
During the Summit, Kemmsies also predicted, “Brazil’s cost will drop to about 15% below the cost of exporting soy
from the U.S.” once the canal opens in 2016.8 “With the dollar getting stronger, and with the U.S. not investing in
infrastructure, you will see who is surging as a competitor to the U.S. and who is falling behind.”
Transportation is Important to Agriculture: U.S. agricultural producers rely on a transportation network that is reliable,
efficient, and safe. The United States transportation network includes
barges, railroads, and trucks for moving agricultural products, including
grain, to U.S. domestic consumers and to the export ports for shipment
to the foreign consumers. Historically, rail and barges have been the
dominant modes of moving grain destined for export, with barge and
rail each possessing a 45% share; while trucks move 76% of domestic
shipments (see A Modal Share Analysis of U.S. Grains).
Efficient Transportation is Critical for Agriculture’s Competitiveness: An
efficient transportation system results in lower shipping cost, smaller
marketing margins for middlemen, and more competitive export prices.
It may also result in lower food costs for U.S. consumers and higher
market prices for U.S. producers. For example, the transportation share of the landed costs for shipping grain from the
United States to Europe ranged from 16 to 19%, and 19 to 21% to China (see Grain Transportation Report (GTR),
dated 06/18/15). On the other hand, the transportation share of the landed costs from Brazil to Europe ranged from 18
to 36%, and 20 to 28% to China. However, a 2012 study funded by the United Soybean Board supports the growing
evidence that the U.S.’ advantage continues to be threatened by the deterioration of its highways, bridges, rails, locks,
and dams.9 The study also added that the U.S. farmers depend on a 50-year-old highway system; a 70-year-old inland
waterway system and a railway network built in the late 1800s to move their products from the fields to end users. In
addition, since a larger share of domestic grain consumptions is moved by truck, improved rural roads and bridges will
be beneficial and facilitate efficient transportation movements.
Rail Service Has Improved Dramatically: Last year, increased demand to ship coal, oil,
intermodal containers, sand, gravel, and a record harvest of corn, soybeans, and wheat
during the 2013/14 U.S. fall harvest season put added demand on rail networks. This
resulted in rail service delays in Upper Midwest States, such as Minnesota, Montana,
North Dakota, and South Dakota (see GTR, dated 03/19/15). Record crops in addition to
the extra cost of transportation and storage drove down the crop prices in the affected
States. However, rail service had markedly improved by the end of the first quarter of
2015 (see GTR, dated 04/23/15). The improvements in service resulted in secondary rail
car auction values returning to within normal range, a vast reduction from previous year’s
persistent rail backlog, improvements in train speed, and strong weekly rail volumes of
grain and oilseed shipments. Panama Canal is Critical Link to Export Markets: Finally, the Panama Canal is a vital link
for trade between the east coast of the United States and Asia and western South American countries because of
shorter distances to the destination (see GTR, dated 08/06/15). Grains leaving the U.S. East Coast ports to Asia are
usually transported in Panamax vessels, and the typical grain shipments are 55,000 metric tons (mt). An expanded
canal will allow the movements of Post-Panamax vessels with 80,000-110,000-ton capacity that may load up to 85,000
mt of grain depending on the destination ports. The expanded canal will also reduce the Canal Water Time (time it
takes a vessel to transit the canal). The economies of size in loading and reduced Canal Water Time may translate
into lower or reduced transportation costs in the long run. Reduced transportation and landed costs will likely benefit
U.S. exporters and foreign buyers.
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3
Overall Conclusion: Summit participants raised and discussed issues that are pertinent to development and
maintenance of the U.S. transportation network. The issues focused on the critical need for the United States to
maintain its competitive advantage over our export competitors such as Brazil and Argentina. The next Ag
Transportation Summit will be held in Summer 2017.10 (Article courtesy of USDA, [email protected];
[email protected])
1 Source:
http://www.grainnet.com/articles/Ag_Transportation_Summit_Concludes_in_Chicago__IL-152214.html.
Study of Rural Transportation Issues, U.S. Department of Agriculture, Agricultural Marketing Service, April 2010. Web
<http://www.ams.usda.gov/sites/default/files/media/RTIFullReport.pdf>, p. 19.
3 Source: http://kticradio.com/agricultural/us-could-be-losing-competitive-advantage-in-infrastructure/.
4 Ibid.
5 Source: http://farmweeknow.com/story-panel-long-term-highway-bill-needed-3-130724.
6 Source: Agri-Pulse Communications, Inc. news article: “Optimism improves for long-term funding bill, despite funding woes”
(August 5, 2015).
7 Ibid.
8 Source: http://kticradio.com/agricultural/us-could-be-losing-competitive-advantage-in-infrastructure/.
9 Source: http://westernfarmpress.com/management/aging-transportation-system-threatens-us-agriculture. Study available here:
http://unitedsoybean.org/wp-content/uploads/FarmToMarketStudy.pdf.
10 Source: http://www.ngfa.org/upcoming-events/transportation-summit/.
2 Source:
Waterborne Commerce Statistics Center Monthly Tonnage – Internal U.S. Waters
Under U.S. law, vessel operators must report
domestic waterborne commercial movements
to the U.S. Army Corps of Engineers.
August’s 51.6 million short tons of
commodities carried on internal U.S.
Waterways was down 2.82% from May’s 53.1
million tons and was lower than August
2014’s tonnage of 53.2 million tons. In
August, 14.7 million tons of petroleum were
carried, down 2.65% from May’s 15.1 million
and down 8.70% from August 2014’s 16.1
million tons. Chemicals moved in August
were 4.9 million, same as May and higher by
13.95% than August 2014’s 4.3 million tons.
August and May 2015 are tied for the highest
movements of chemicals since we started
tracking the data January 2010. 12.5 million
tons of Coal & Coke were hauled, 1.57%
lower than May’s 12.7 million tons and same
as August 2014. 6.2 million tons of Farm and Food Products shipments were higher by 6.90% than May’s 5.8 million
tons and 4.62% lower than August 2014’s 6.5 million tons.
Great Lakes St. Lawrence Seaway System’s year-to-date as of June 2015 cargo
for Montreal / Lake Ontario and the Welland Canal was 10,416 thousand tons,
down 8.44% from same time period 2014 with coal (-32.95%), all grain (-12.61%),
iron ore (-11.87%) and liquid bulk (-6.83%) down. General cargo was up slightly
.94% to 886 thousand tons from 878 thousand tons. Dry bulk was also up, but at a
stronger 7.50% to 2,992 from 2,783 thousand tons. Total transits were down
4.92% from 1,200 to 1,141 for the first six months of the year.
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4
The Freight Transportation Services Index (TSI), which is based on the amount of freight carried by the for-hire
transportation industry, rose 0.6% in July from June, rising after a single month of decline, according to the U.S.
Department of Transportation’s Bureau of Transportation Statistics’ (BTS) Freight Transportation Services
Index (TSI) released September 10th. The July 2015 index level (122.8) was 29.7% above the April 2009 low during
the most recent recession. The level of freight shipments in July measured by the Freight TSI (122.8) was 0.5% below
the all-time high level of 123.5 in November 2014. The June index was revised to 122.1 from 121.9 in last month’s
release. The March, April, and May indexes were also revised up slightly. The Freight TSI measures the month-tomonth changes in freight shipments by mode of transportation in tons and ton-miles, which are combined into one
index. The index measures the output of the for-hire freight
transportation industry and consists of data from for-hire
trucking, rail, inland waterways, pipelines and air freight. The
July increase of 0.6% in the Freight TSI continued the trend
that began after the index peaked in November 2014. The
index has alternated months of increases and decreases with
the monthly indexes ranging from 0.5% below the November
level to 2.1% lower. Following the increase in July, the index
was 0.5% lower than the all-time high, returning to its March
2015 level after three months below that level. After dipping to
94.7 in April 2009, the index rose 29.7% in the succeeding 75
months. The Freight TSI increase was part of broad economic
growth in July that was reflected in several measures that
impact transportation. The Federal Reserve Board Industrial
Production index rose 0.6%, the same percentage increase as
the Freight TSI. Personal income, employment and housing starts all rose. Among the transportation modes,
significant increases in trucking and rail carloads led the TSI Freight index upward along with a smaller increase in air
freight. Water, pipeline and rail intermodal declined. Freight shipments in July 2015 (122.8) were 29.7% higher than
the recent low in April 2009 during the recession (94.7). The July 2015 level was 0.5% below the historic peak reached
in November 2014 (123.5). Freight shipments measured by the index were up 0.2% in July compared to the end of
2014. Freight shipments are up 14.8% in the five years from the post-recession level of July 2010 and are up 9.8% in
the 10 years from July 2005. July 2015 freight shipments were up 1.4% from July 2014.
According to the Lake Carriers’ Association, continued high levels of steel imports, coupled
with three large vessels idled for repairs and a lengthy closure of the MacArthur Lock at Sault
Ste. Marie, Michigan, cost U.S.-flag Great Lakes fleets more than 1.1 million tons of cargo in
August. The fleet moved 9.9 million tons of raw materials in August, a decrease of 10.3%
compared to the 11 million tons hauled a year ago. The iron ore trade was most affected by
steel imports and vessels being out of service. Shipments totaled just 4.3 million tons, a
decrease of 22% compared to a year ago. It takes on average 1.5 tons of iron ore to make a ton
of steel in a blast furnace, so with foreign steel corralling more than 30% of the market, a downturn was inevitable.
Also, the three large vessels idled for some or all of the month are active in the ore trade and have a combined per-trip
capacity of more than 200,000 tons. One of the idled vessels returned to service on August 28. The other ships did not
sail again until September 19. Coal shipments were also affected by the temporary loss of carrying capacity. Two of
the idled 1,000-footers also regularly work the coal trade. Each can carry more than 60,000 tons per trip, so their
temporary lay-ups were a factor in the 12% dip in coal loadings. Limestone was the
bright spot in August. Shipments in U.S. bottoms totaled more than 3 million tons,
an increase of 14% compared to a year ago. The failure of the MacArthur Lock at
Sault Ste. Marie, Michigan, on July 29 also impacted the month’s totals. The lock
did not reopen until August 17. More than 70 cargos in U.S.-flag lakers totaling 1.6
million tons were delayed more than 150 hours by the closure during August.
Vessels are already operating at their most efficient speed, so most of those 150
hours cannot be recouped. Year-to-date U.S.-flag carriage stands at 52.4 million
tons, an increase of 6% compared to the same point in 2014, but a decrease of
1.5% compared to the 5-year average for the January-August timeframe. Lake Carriers’ Association represents 16
American companies that operate 56 U.S.-flag vessels on the Great Lakes and carry the raw materials that drive the
nation’s economy: iron ore and fluxstone for the steel industry, aggregate and cement for the construction industry,
coal for power generation, as well as salt, sand and grain. Collectively, these vessels can transport more than 100
million tons of cargo per year.
www.marcon.com
5
Bunker Prices Worldwide
August’s prices for all regions reported fell an additional 11.53% to 12.58% depending on region from July’s averages.
Now in all regions followed, we are seeing the lowest averages since before we started tracking MGO prices in
December 2009. Fujairah continued its trend of moving slower than the other regions, but not by much, as it reported a
decrease of 11.53% to August’s average US $637.00/mt
from July’s average US$ 720.00/mt. In the U.S., Houston
continuing descent was at a 11.65% decline to US$
481.50/mt from US$ 545.00/mt. Rotterdam decreased
11.81% to US$ 433.00/mt from July’s US$ 491.00/mt and
Singapore dropped by 12.58% to US$ 434.50/mt from US$
497.00/mt. In the United States, Kirby Corporation’s average
251 towboats operating with their 912 inland tank barges on
inland waterways of the U.S. average cost per gallon for fuel
consumed during second quarter 2015 was US$ 2.03 per
U.S. gallon compared to US$ 2.06/gallon for first quarter
2015 and US$ 3.18/gallon during the comparable second
quarter of 2014. During second quarter 2015, Kirby's inland
marine transportation business maintained tank barge
utilization in the 90% to 95% range. Demand for inland barge
transportation of petrochemicals, refined products and black
oil products, excluding crude oil, was healthy. Demand for barges moving crude oil and condensate during the quarter
was lower sequentially and year over year. Inland marine operating conditions presented challenges, particularly late
in the quarter, with high water conditions on the inland waterways leading to smaller tow sizes, increased transit times,
navigational delays, and the closure of certain locks.
Same as we reported in June and July, August’s average weekly prices
continued to drop on the West Coast. This continues to be a mixed blessing
for everyone. Pacific Northwest OPIS contract average weekly prices of
th
ultra-low sulphur diesel for the week ending 28 August compared to the
st
week ending 31 July saw Seattle decrease by 5.46% to US$ 2.02 per
gallon from US$ 2.14. Fuel in Portland, Oregon dropped 3.99% to US$
2.05/gal (US$ 2.14/gal). Central and Southern California saw similar
declines in prices. Diesel in San Francisco declined by 2.43% to US$
2.07/gal from the US$ 2.13/gal average paid the end of July and Los
Angeles / Long Beach / El Segundo slid 4.69% to US$ 2.02/gal from US$
th
2.12/gal. Prices for the week ending 4 September saw held steady for
Seattle and Portland, but saw a 10 cent per gallon increase for San
Francisco and three cents per gallon increase for Los Angeles / Long
Beach / El Segundo.
According to the Paris-based, International Energy
Agency’s “Oil Market Report”, oil prices sank to six-year
lows in August as a supply overhang grew and concern
deepened over the health of the global economy,
especially in China. After rebounding on a slew of
economic and fundamental data, prices turned volatile in
September. Brent was last trading at $48.10/bbl with
NYMEX WTI at $45.20/bbl. Oil's latest tumble is expected
to cut non-OPEC supply in 2016 by nearly 0.5 mb/d - the
biggest decline in more than two decades. Lower output in
the US, Russia and North Sea is expected to drop overall
non-OPEC production to 57.7 mb/d. US light tight oil, the
driver of US growth, is forecast to shrink by 0.4 mb/d next
year. OPEC crude supply fell by 220 kb/d in August to
31.57 mb/d, led by losses in Saudi Arabia, Iraq and
Angola.
www.marcon.com
6
The group's output stood 1.2 mb/d higher than a year ago. The 'call' on OPEC climbs to 31.3 mb/d in 2016, up 1.6
mb/d y-o-y as lower prices dent non-OPEC supply and support above-trend demand growth. Global oil demand growth
is expected to climb to a five-year high of 1.7 mb/d in 2015, before moderating to a still above-trend 1.4 mb/d in 2016
thanks to lower oil prices and a strengthening macroeconomic backdrop. OECD oil inventories swelled by a further 18
mb in July to a record 2,923 mb. Robust refinery throughput pushed crude stocks 9.9 mb lower, while refined products
added 26.7 mb. At end-July, product stocks covered 31.2 days of forward demand, 0.6 days above end-June.
Preliminary data suggest further builds in August. Global refinery throughput reached a seasonal peak of 80.9 mb/d in
August before autumn turnarounds cut runs through October. Refinery margins remained robust through early
September, but with support shifting from gasoline to middle distillates as refiners gear up for the heating season.
Per the latest U.S. Energy Information
Administration’s “Short-Term Energy Outlook”,
Brent crude oil spot prices decreased by $10/b in
August to a monthly average of $47/b, driven by
continued growth in global liquids inventories and
expectations of weakening global economic activity.
Along with increasing volatility in global equity prices
and exchange rates, crude oil price volatility increased
significantly in August, reflecting uncertainty about
potential lower economic and oil demand growth in
emerging market countries. Volatility remained
heightened at the end of August and into September,
with Brent spot prices increasing from $42/b on
August 26 to $52/b on August 31, before falling below
$50/b again on September 1. During this period, Brent prices showed daily changes of more than 5% for four
consecutive trading days, the longest stretch of such high volatility since December 2008. Continuing increases in
global liquids inventories have put significant downward pressure on prices. Inventories rose by an estimated 2.4
million b/d through the first eight months of 2015, compared with an average build of 0.6 million b/d over the same
period in 2014. Inventory builds are projected to moderate somewhat in the coming months, but are expected to
remain high compared with previous years. The monthly average WTI crude oil spot price fell to an average of $43/b in
August, down $8/b from July. Crude oil inventories at Cushing, Oklahoma, despite being 4.9 million barrels lower than
the record high of 62.2 million barrels on April 17, remain about 37 million barrels higher than at the same time last
year. U.S. crude oil inventories remain elevated compared with historical levels, despite strong U.S. refinery runs,
which in recent weeks reached new highs of more than 17 million b/d.
Shipyard News & Newbuildings
Horizon Shipbuilding, Inc. is proud to announce the delivery of
another 80’ Inland River Towboat, the “M/V Michael Akiu # 86”, to
Florida Marine Transporters. Inc. of Mandeville, LA. This is the third
80’ towboat of the three vessel contract with FMT. The vessels
namesake is an employee of FMT and played for the NFL's Houston
Oilers (now Tennessee Titans) as a wide receiver.
Horizon Shipbuilding, Inc., a Bayou La Batre, Alabama shipyard has
delivered several 140’and 120’ inland river towboats over the eight year
relationship with Florida Marine Transporters. The Project Manager for
the construction of the “M/V Michael Akiu # 86”, Mike Sims, has
delivered the three 80’ vessels on-time for Horizon Shipbuilding and
Florida Marine Transporters.
The contract for three 80’-0” x 33’-0” x 10’-6” twin propeller towboats was awarded to Horizon in 2013. The 2,100HP
“M/V Michael Akiu # 86” is used for Intracoastal Waterways and Inland Rivers Operations. The towboat is powered by
Caterpillar 3508C, rated 1,050HP at 1,600RPM, diesel engines. The reduction gears are Twin Disc MG 540 reduction
gears. Three John Deere 4045 99kW, 208V AC, 60Hz, diesel generators are installed for electrical power.
www.marcon.com
7
Eastern Shipbuilding is pleased to announce that on, May 20, 2015,
IWL River, Inc. (an affiliate of Impala Terminals Colombia) and
Eastern Shipbuilding Group, Inc. (ESG) signed a contract to construct
four 134ft ABS Classed Inland River, Triple Screw Towboats each
with a Retractable Pilothouse (ESG Hulls 243-246). This inland
towboat design and detailed engineering is being provided by CT
Marine of Portland, Maine. IWL River, Inc. is one of Eastern’s newest
clients. These towboats will service the inland waterways of Latin
America for Impala Terminals. Impala owns and operates a network of terminals that facilitate global trade flows,
specializing in warehousing, multi-modal logistics and related port services for essential commodities worldwide.
Impala connects its customers to the global commodities market. The four Inland River Triple Screw Retractable
Towboats each measure 134’ x 42’ x 9’ depth x 6’ light draft. The Pilothouse Eyelevel (above waterline) extended is
37.5’ and retracted is 22’. The towboats are powered by three Caterpillar 3512C IMO II rated diesel main engines with
total power 1,280HP at 1,600RPM, driving three Reintjes WAF665 reduced reduction gears and two Caterpillar C6.6
125kW IMO II 220V 3 phase diesel generators. This new construction inland towboat contract continues Eastern’s
commitment to the inland maritime industry and long history of being a successful diversified US Shipbuilder.
Eastern Shipbuilding Group, Inc. is pleased to announce the delivery
of the “M/V Rena Marie” (Hull 191) on July 9, 2015, the 61st 90’ inland
towboat to Florida Marine Transporters, Inc. of Mandeville, LA.,
continuing its ongoing new build program. It was in the Spring of this
year, when Florida Marine Transporters, Inc. signed an option for
additional towboats, bringing the total to 65 vessels contracted over the
last 10 years. Five of the most recent 90’ inland towboat deliveries to
Florida Marine occurred over the past twelve months. The “M/V Rena
Marie” was constructed at Eastern’s Allanton Facility from a design
furnished by Gilbert Associates, Inc. of Boston, MA. This ongoing order
for 90’ towboats originally began with a 25 vessel contract, with on-time deliveries starting in 2006. It has expanded to
become the largest single builder, single Owner, new construction program with the same class towboat design in
United States history. The vessels recently delivered and under contract with Florida Marine are installed with EPA
Tier 3 main propulsion engines and generators. The vessel is powered by two Caterpillar 3512C Tier 3 diesel engines
rated at 1,500HP at 1,600RPM provided by Louisiana Power Systems. The reduction gears are direct coupled TwinDisc Model MG-5600 with a 6.04:1 reduction supplied by Stewart Supply, Inc. of Harvey, Louisiana. Electrical power is
provided by two 99kW John Deere 4045AFM85 Tier 3 generator sets rated for 60Hz, at 208VAC provided by Kennedy
Engine Company of Biloxi, MS. These diesel engines comply with the current EPA Tier 3/MARPOL control of
emissions of nitrogen oxides from marine diesel engines.
In August, Marquette Transportation Co. took delivery of a new 2,000HP Zdrive towboat from Master Marine, Inc., Bayou La Batre, Alabama. The 78’ x
34’ x 11’ “St. Peter” was designed by Frank Basile of Entech & Associates,
Houma, La., for Marquette’s Gulf-Inland division, based in Harahan, La. Master
Marine is continuing to build Z-drive towboats, with more underway for
Marquette, said the yard’s president Randy Orr. The company has continued to
expand its workforce and production capabilities to handle the increasing
demands of its customers. The steel-hulled “St. Peter” is powered by a pair of
Thompson Power Systems Caterpillar C32 Tier 3 1,000HP engines at
1,800RPM connected to ZF Marine ZF AT 5111WM-FP Z-drives with 1,650mm
(65") four-bladed propellers in nozzles. The package gives the boat a running speed of 10 knots with a loaded draft of
8’. For ship’s service power the towboat is outfitted with a pair of Kennedy Engine John Deere 4045AFM85 Tier 3
generator drive engines each driving an 80kW Marathon Mariner generators. Cooling for all engines and z drives was
provided by Eastpark Radiator Duraweld coolers. Doors and windows were provided by Dales Welding & Fabrication,
LLC. Rubber bumper systems were provided by Schuyler Companies. The electronics was supplied by New World
Electronics and Rio Marine supplied the alarms and monitoring systems. To secure barge tows, there’s a pair of
Patterson 40 ton deck winches supplied by Donavan Marine. The “St. Peter” has tankage for 24,000 gallons of fuel;
6,550 gallons of potable water; and 17,560 gallons of ballast water. (Article courtesy of MarineLink)
www.marcon.com
8
Joe Gregory, owner of New Generation Shipbulding of Houma,
Louisiana, reports that his firm’s latest delivery will join the La Porte
Texas-based Martin Marine fleet of 29 inland push boats and 54 inland
marine tank barges. Martin also operates four offshore tug/barge units.
The latest delivery, one of New Generation’s popular 75’ x 30’ x 10’
pushboats, is the “Rex Dobson”. With an operating draft of 8.5’ these
towboats have a 32’ eye level from the wheelhouse. The wheelhouse
has huge windows extending to the deck level forward and a full walk
around exterior deck extension. The elevation is gained by having the
wheelhouse sit atop three lower decks. These contain five crew cabins
providing accommodation for up to seven crewmembers. A wellappointed galley, with granite counter tops, and mess, with large flatscreen TV, occupy the forward part of the main deck cabin with the aft
part or fiddly providing storage over the main engines. The main engines, as has become the norm on this class of
towboat, are a pair of Cummins QSK38-M each of which develop 1,000HP at 1,800RPM. The engines are fitted with
Twin Disc MG5321 gears with 6.39:1 reduction turning open stainless-steel five-blade Kahlenberge 74” x 53”
propellers on 7” shafts. Each propeller has two forward mounted flanking rudders with a single steering rudder behind.
The props and rudders are protected by stump-jumpers fabricated from six-inch square ½-inch tubing. Main deck
equipment includes two 40 ton electric winches mounted forward. Auxiliary power is provided by a pair of Cummins
6BTA5.9- liter powered 85kW generators. The vessel’s owner, Jason Adams, named it for New Generation’s structural
superintended Rex Dobson who survived a bad stroke last year. And so it was he who broke the mandatory bottle of
bubbly over the bow that bares his name. (Photos courtesy of New Generation Shipbuilding and article courtesy of Cummins
Hotips #774.)
Following is a list of the 64 pushboats and towboats delivered year-to-date as of September 5, 2015 from U.S.
shipyards per Colton Co. 2014 saw the delivery of 101 boats.
O.N.
1258726
1259305
1258846
1243636
1258712
1258228
1261251
1259044
1259051
1255186
1255184
1259540
1261867
1259982
1261475
1255923
1258454
1258128
1256455
1256445
1252432
1258564
1258687
1256007
1257962
1256433
1261645
1259080
1258192
1256311
1260302
1262606
1258033
1257590
1255668
Name
American Hero
Can Do II
Becky S
Capt. Rodney Adams
Meg Kennedy Moore
Michelle Sloan
7016
Louise Cenac
Inez Cenac
Henry Cenac
Genie Cenac
Capt. Elliot Crochet
Triton
Lois Marie
Randolph C
J. Thomas
Brianna Elizabeth
Aidan Devall
Kathleen Dupre
Ambrie Dupre
Delfred Romero
Lynne
Rena Marie
Michael Akiu #86
Bill Seymour
Chip Stiebing
Catherine Maureen
Lindsay M. Nobles
Ashley Danielson
Elizabeth M. Robinson
Molly Patricia
Papa Wise
Michelle Golding
Kate Golding
Jake Shearer
2015 Deliveries of Pushboats/Towboats Sorted by Owner/Operator
Builder
Owner/Operator
Type of Vessel
Steiner Construction
American Comm. Lines
2,000-hp Towboat
Fairhaven Shipyard
Bay Fuels
Pushboat
Main Iron Works
Bisso Towboat
2,000-hp Towboat
New Generation SB
Blessey Marine
2,000-hp Towboat
Verret Shipyard
Blessey Marine
1,350-hp Towboat
Diversified Marine
Brusco Tug & Barge
4,000-hp Towboat
Conrad Shipyard
Buchanan Trust
Towboat
Intracoastal Iron Works
Cenac Marine
2,000-hp Towboat
Cenac Marine
2,000-hp Towboat
Cenac Marine
2,000-hp Towboat
Cenac Marine
2,000-hp Towboat
A. & B. Industries
CLM Towing
1,320-hp Towboat
Progressive Industrial
Coston Marine
Pushboat
Inland Boat Works
Crosby Tugs
Pushboat
Main Iron Works
D & S Marine
Towboat
D & S Marine
2,000-hp Towboat
Main Iron Works
D & S Marine
2,000-hp Towboat
A & B Industries
Devall Barge Line
1,320-hp Towboat
Swiftships
Dupre Marine
2,000-hp Towboat
Swiftships
Dupre Marine
2,000-hp Towboat
Sneed Shipbuilding
Enterprise Marine
2,600-hp Towboat
Eymard Marine
Eymard Towing
2,000-hp Towboat
Eastern Shipbuilding
Florida Marine
2,000-hp Towboat
Horizon Shipbuilding
Florida Marine
5,000-hp Towboat
Eastern Shipbuilding
Florida Marine
2,000-hp Towboat
Horizon SB
Florida Marine
5,000-hp Towboat
Conrad Shipyard
Genesis Marine
3,150-hp Towboat
John Bludworth SY
Genesis Marine
2,600-hp Towboat
John Bludworth SY
Genesis Marine
2,600-hp Towboat
John Bludworth SY
Genesis Marine
2,600-hp Towboat
Conrad Shipyard
Genesis Marine
3,150-hp Towboat
GNOTS Reserve
GNOTS Reserve
1,350-hp Towboat
Sneed Shipbuilding
Golding Barge Line
2,600-hp Towboat
Marine Builders
Golding Barge Line
2,600-hp Towboat
Conrad Shipyard
Harley Marine
4,070-hp Towboat
www.marcon.com
GT
239
11
198
189
185
175
604
99
99
99
98
189
17
19
189
99
231
145
150
150
294
181
291
236
291
236
293
354
372
372
293
255
299
160
261
Date
27-Mar-15
26-Mar-15
10-Mar-15
09-Apr-15
03-Apr-15
06-Apr-15
14-Jul-15
13-Aug-15
29-Jun-15
06-Apr-15
11-Feb-15
18-Jun-15
02-Jul-15
28-Apr-15
11-Aug-15
30-Jun-15
10-Mar-15
26-Aug-15
11-Aug-15
10-Jul-15
04-Mar-15
19-May-15
28-Jul-15
26-Jun-15
29-Apr-15
31-Mar-15
07-Aug-15
08-Jun-15
18-Mar-15
20-Jan-15
19-May-15
28-Jul-15
12-Feb-15
10-Feb-15
14-Jul-15
9
1261536
1261131
1259533
1262984
1259131
1260117
1260021
1260559
1260016
1256158
1262685
1259643
1259641
1262993
1260379
1258562
1259042
1261510
1243635
1258790
1259956
1259133
1261538
1254677
1261428
1261486
1260628
1254584
1258264
Capt Primeaux
Higman Pride
Capt James
Bobby Johnson
Carolyn Lampley
Logloader
El Paso
Bill Garvey
Teenie Sonier
Margaret Ann
Rick Calhoun
St. James
St. Peter
Higman Mariner
Higman Tradition
Texian
Mister Mac
The Denali Belle
Rex Dobson
Sebastian D
Kay Ellen
L Avery
Frank M
Independence
Miss Dee
MV Liv
Sturgeon
Crown Point
Panther
Southwest Shipyard
Boconco
Southwest Shipyard
Serodino
Serodino
JANTRAN
Nichols Boat
Sneed Shipbuilding
LeBoeuf Bros. Towing
Nichols Boat
Gulf Island Marine
Master Marine
Master Marine
Hope Services
Hope Services
Hope Services
Central Gulf SY
Myer Marine
New Generation SB
Sneed Shipbuilding
Sneed Shipbuilding
Sneed Shipbuilding
Rodriguez SB
Eymard Marine
North River Boats
Eymard Marine
Sisco Marine
Vigor Portland
Serodino
Higman Barge Lines
Higman Barge Lines
Higman Barge Lines
Hunter Marine
Hunter Marine
JANTRAN
JANTRAN
Kirby Inland Marine
LeBoeuf Bros. Towing
Magnolia Marine
Marquette Tptn.
Marquette Tptn.
Marquette Tptn.
Maryland Marine
Maryland Marine
Maryland Marine
McDonough Constn.
New Eng. Infrastructure Svces.
New Generation Tptn.
NGL Marine
NGL Marine
NGL Marine
Port Towing Corp.
Progressive Barge Line
Richard Spoth
River Recovery LLC
Tappan Zee Constructors
Tidewater Barge Line
2,000-hp Towboat
3,620-hp Towboat
2,000-hp Towboat
2,000-hp Towboat
2,000-hp Towboat
Towboat
4,000-hp Towboat
2,600-hp Towboat
2,000-hp Towboat
3,000-hp Towboat
4,200-hp Towboat
2,000-hp Towboat
2,000-hp Towboat
2,000-hp Towboat
2,000-hp Towboat
2,000-hp Towboat
2,000-hp Towboat
Pushboat
2,000-hp Towboat
2,600-hp Towboat
2,600-hp Towboat
2,600-hp Towboat
2,000-hp Towboat
2,000-hp Towboat
Pushboat
2,000-hp Towboat
Pushboat
4,500-hp Towboat
1,200-hp Towboat
177
262
177
90
72
119
477
297
177
344
761
195
195
177
177
177
107
5
189
294
299
299
95
222
6
181
11
516
82
13-Jul-15
02-Jul-15
18-Jun-15
19-Aug-15
10-Apr-15
18-Aug-15
30-Jul-15
03-Aug-15
17-Jun-15
01-Apr-15
27-Aug-15
16-Jul-15
16-Jul-15
12-Aug-15
13-May-15
12-Feb-15
05-Jun-15
23-Jun-15
29-May-15
30-Jun-15
25-Jun-15
03-Apr-15
23-Jun-15
06-May-15
07-Jul-15
23-Jul-15
28-May-15
04-Aug-15
26-Mar-15
Featured Listings For Sale Direct from Owners
File: TP40116 Push Boat: 116.0' loa x 30.0' beam x 9.5' depth x 7.60' light draft x
8.50' loaded draft. Built in 1952 by Arnold V Walker Shipyard, MS. Rebuilt: 1990.
U.S. flag. GRT: 319. FO: 35,000g. FW: 8,200g. Crane: Manual boat davit. Winch:
Electric & manual deck winches. Electric capstan. Main Engines: 2 x Alco 12-251E
total 4,200BHP. 2 Quincy M/N 325 & 1 Quincy M/N 325 compressors. Pump(s):
10HP electric fire pump. Genset(s): 2 - 100kW / John Deer 6.8L. AirCon. Galley.
Double deck "jack-up" type towboat. Four flanking and two steering rudders.
Two 18" Xenon searchlights. Dehart rate of turn indicator. U.S. Coast Guard
shows depth of hull at 8.9'. Lincoln welder. Two Humphrey sewage treatment
plants. U.S. Midwest.
File: TP32112 Push Boat: 110.0' loa x 32.0' beam x 8.5' depth x 7.50' light
draft x 8.50' loaded draft. Built in 1960 by Brent Towing Co, Greenville.
Rebuilt: 1974. U.S. flag. GRT: 341. FO: 38,682g. FW: 5,240g. Crane: Manual
boat davit. Winch: Electric deck & capstan. Main Engines: 2 x EMD 16-567C
total 3,200BHP. 2 Quincy M/N 350 air compressors. Pump(s): 10HP electric
fire pump. Genset(s): 2 - 100kW / John Deere Powertech 6.8L. Quarters: 5
cabins. AirCon. Galley. Triple deck inland river pushboat. Currently working.
Two steering and two flanking rudders. Two19" Xenon searchlights. Swing
Guard turn indicator. U.S. Coast Guard approved sewage treatment plant. Coast Guard shows depth of hull at 8.5' and
survey shows 10.5'. Rebuilt 1974 by Lemont Shipbldg. & Repair in Illinois. U.S. Midwest.
File: TP24130 Push Boat: 131.1' loa x 30.8' beam x 10.7' depth x
7.00' loaded draft. Built in 1958 by Nashville Bridge; Nashville,
TN. Rebuilt: 1991. U.S. flag. GRT: 494. FO: 42,000g. FW: 3,300g.
Main Engines: 2 x EMD 12-645CE2 total 2,600BHP. Last
Overhauled: 1/91. 90" - 89" prop(s). All main & generator engines
o'hauled 1/91. Spares. Genset(s): 2 - 99kW John Deere. Two
steering & two flanking rudders. Hull blasted & painted 1/91. New
hull bottoms & Fernstrum coolers 1/92. Prefers to sell out of US
registry. U.S. Gulf Coast.
www.marcon.com
10
File: TP20125 Push Boat: 125.0' loa x 28.0' beam x 8.0' depth. Built in 1963 by Marine
Welding & Repair, Greenville. Rebuilt: 1989. U.S. flag. GRT: 272. FO: 26,232g. FW:
7,425g. Crane: Boat davit. Winch: Electric deck & capstan. Main Engines: 2 x CAT 3512
total 1,800BHP. Repower in 2001 & overhauled Oct.'08. Props replaced 2010. Quincy 325
comp. Genset(s): 2 - 121kW / John Deere 6.8L. Galley. Triple deck inland river towboat
with elevated pilothouse. Four flanking & two main rudders. Two 21" searchlights.
Swing Guard Rate of Turn indicator. U.S. Gulf Coast.
File: TP18092 Push Boat: 90.0' loa x 28.0' beam x 10.5' depth x 7.00' light draft x
9.00' loaded draft. Built in 1969 by Jeffboat Inc, Jeffersonville, IN. Rebuilt: 2012.
U.S. flag. GRT: 222. Class: UTV Inspection done. FO: 28,278g. FW: 5,000g.
Winch: 2 - 40T electric make-up. Main Engines: 2 x CAT 3512 total 2,400BHP. 2 75' x 56' 4-blade SS FP prop(s) on 3" shaft(s). Repowered 2002. Tier 1.
Consumption: 1,700gpd @ 98% MCR. Speed about 8-12kn on 1,700gpd.
Genset(s): 2 - 99kW / John Deere. Quarters: 5. AirCon. Three deck inland river
pushboat. Eye level 38'. Two steering & two flanking rudders. Max tow size
12,000 DWT. Originally built 1969, but repowered in 2002 and refurbished /
overhauled in 2012. Working, but can be developed for sale. Price ideas, gauging
and further photos available upon request. U.S. Gulf Coast.
File: TP18088 Push Boat: 85.0' loa x 28.0' beam x 10.3' depth x 7.00' light
draft x 9.00' loaded draft. Built in 1964 by Southern Shipbuilding. U.S. flag.
GRT: 196. FO: 32,000g. FW: 4,000g. Winch: 2 - 40T Nabrico push + 10HP
bow capstan; 15HP stern capstan. Main Engines: 2 x CAT D398 total
1,700BHP. 76" x 72" 4-blade S/S prop(s). PME - Rebuilt 2007, now 5,268hrs;
SME - runs but high hours. Genset(s): 2 - 60kW / GM6-71. Quarters: 6 berths
(5 staterooms). AirCon. Galley. Eye level 34'. Two steering / two flanking
rudders. Reportedly in good overall condition. Keel coolers. Working boat but
can be developed for sale. Electrical fire January 2012. All new switch gear, motor starters and wiring up to deck level
3. Generators pulled, dipped & baked. New marine sanitation system and both gensets removed and renewed. Cost in
excess of USD 300K. U.S. East Coast.
File: TP17028 Push Boat: 90.0' loa x 28.5' beam x 10.5' depth x 9.00' loaded
draft. Built in 1968 by Jeffboat; Jeffersonville, IN. U.S. flag. GRT: 218. Class:
Originally built to ABS Loadline requirements. FO: 28,000g. FW: 19T. BW: 6T.
Winch: Smatco 44-DTS-75 face winches. Main Engines: 2 x CAT D398 total
1,800BHP. 2 - 75" x 56" SS 4 - BLD prop(s). Two main and two flanking rudders.
Abt 4,000hrs on each main. Genset(s): 2 - 99kW John Deere. Quarters: 7 in 4
cabins. AirCon. Galley. Coastal type towboat semi V-shaped bottom with flanking
rudders. Five deck boat with 46' height of eye. Works 2-300' barges. Prefers to sell
out of US registry. U.S. Gulf Coast.
File: TP12073 Push Boat: 73.6' loa x 21.0' beam x 5.0' depth x 5.50' loaded
draft. Built in 1954 by Higgins, Inc.; New Orleans, LA. Rebuilt: 2004. U.S. flag.
GRT: 67. FO: 5,000g. FW: 2,000g. Derrick/A-Frame: A-Frame Forward. Winch: 1
- Pullmaster H-50. Main Engines: 2 x Cummins M32QT01 total 1,320BHP.
Aquamaster 500/2000 (49") prop(s). Repowered 2008 with Tier II diesels. ZPellers are open wheel. Genset(s): 1 - 40kW / Northern Lights; 1 - 28kW / John
Deere 208vAC 60Hz. Galley. Converted LCM-8. Push knees forward. 25' height
of eye. 27' x 14.8' well deck forward of house, with 25LT of deck capacity and
bow ramp. Anchor-handling capabilities. Good marine construction support
vessel. U.S. West Coast. Prompt.
www.marcon.com
11
File: TP12045 Push Boat: 51.5' loa x 22.5' beam x 8.0' depth x 5.50' loaded draft. Built by U.S. Mid-Western
shipyard. U.S. flag. FO: 6,000g. FW: 2,000g. Winch: Electric 40T. Main Engines: 2 x Cummins QSM19M total
1,320BHP. 2 - FP 52"x40" 4-blade Nibral prop(s) on 4.5" shaft(s). Morse engine
controls. Fernstrum coolers: Tier II compliant. Genset(s): 2 - 40kW / John Deere
4045-MF-75A. Quarters: 2 + 2. AirCon. Galley. Newbuilding inland river
pushboat under construction. 22" high bulwarks. 28' eye level. 3/8" plate hull
with 1/2" plate over wheels & bilge knuckles. Four flanking & two main
rudders. Rubber tow knees. 3.5 decks. Xenon Search light. Spartan quarters.
Stove, sink, fridge in small galley. Two bunks and couch that converts into two
more bunks. Being completed as line-haul vessel with two staterooms as option.
Marcon has sold several of this class from same shipyard. Call for more
details and price guidance. U.S. Midwest. Late 2015.
File: TP06868 Push Boat: 68.0' loa x 24.0' beam x 7.3' depth. Built in 1972 by
C.J. Langenfelder & Son, USA. U.S. flag. GRT: 84. FO: 10,700g. FW: 5,000g.
Winch: 2 - 40T manual Nabrico. Main Engines: 2 x GM 8V71 total 680BHP. 2 FP 52" x 38" 4-blade SS prop(s). Genset(s): 1 - 40kW / GM4-71 Delco; 1 - 30kW
/ Northern Lights Lugger. Quarters: 4 (2 staterooms). AirCon. Galley. Lugger type
(converted landing craft with push knees forward). Air Draft 34' (24' with mast
down). Reportedly did work in 2009 maintenance / improvements after coming
off a project. Includes new bilge system, pump & manifold, new fenders bow &
stern, starboard gen removed dipped & baked. Stored out of the water and
available for prompt sale. Price reduced. Keen seller. U.S. Northwest. $105,000.
File: TP05015 Push Boat: 25.0' loa x 14.0' beam x 6.0' depth. Built in 2014 by
Progressive Industrial, Inc.; FL. U.S. flag. Light Disp.: 33,000lb. FO: 500g. Main
Engines: 2 x Cummins QSB-250 total 500BHP. 2 - 4 blade bronze prop(s) on 2.5"
stainless shaft(s). Pump(s): Bilge: 2,000gph. Truckable, 2-deck towboat available from
creditors. 8' x 8' x 7' deck house with front access. 4' x 7' x 7' pilot house with16' eye
level. Full bulwarks with freeing ports. One towing bit and four cleats. 4' push knees.
Two 1400 CCA 8D batteries. Two steering rudders. Two year warranty. Financing
available for qualified buyers. U.S. East Coast. Prompt.
File: TB21440 Double Hull Tank Barge – Inland: 248.1' loa x 51.2'
beam x 14.3' depth x 12.10' loaded draft. Built in 2006. Foreign flag.
Class: Panama Loadline / Certification. Dwt: 3,350st. Lt Displ: 650st.
Rake(s): Single. Bulkheads: 1 long'l / 5 transv. Capacity: 21,440bbl.
Tanks: 12. BW: None. Pumps: 10" LS-16GM-3 deep well / GM12V71
@ 200Tph. Fully IMO II / MARPOL / OPA-90 compliant. Barge
originally heavily built to ABS Loadline as hopper barge and converted
to current configuration by Owner's shipyard. Coated void spaces. Very good for bunkering service in coastal and
protected waters. Small scale drawing and recent photos of tanks, deck layout and piping / pumping arrangements on
request. Currently working inland waters hauling diesel. Caribbean.
File: HB29236 Double Hull Hopper Barge – Inland: 292.0' loa x
36.1' beam x 14.4' depth x 2.00' light draft x 12.40' loaded draft. Built
in 1980 by Tulcea Shipyard; Romania. Foreign flag. Dwt: 2,900mt. Lt
Displ: 500T. 72 x 7.5 x 9m clear deck. Hold Capacity: 2,100m3. 1
hold. Tanks: 10. 1 stockless anchor(s). Windlass: Forward. Winch: 2
each coupling fore & aft. Four inland river, open dry bulk barges built
between 1979 and 1983. One fore and aft peak accessible by booby
hatches. One front and one aft collision room accessible by manholes.
10 ballast tanks accessible by manholes. Europe.
www.marcon.com
12
File: HB20054 Hopper Barge – Inland: 200.0' loa x 35.0' beam x 12.0' depth. Built in 1998
by American shipyard; Madisonville, LA. U.S. flag. GRT/NRT: 705. Twelve (12) open top
hopper barges. May be developed for sale separately or en bloc. U.S. Gulf Coast.
File: HB14638 Hopper Barge – Inland: 146.1' loa x 38.2' beam x 15.8' depth. U.S.
flag. Deck Cargo: 2,000T Hold Capacity: 2,000T. U.S. East Coast.
File: TB04500 Double Hull Tank Barge – Inland: 113.0' loa x 112.9'
lbp x 41.0' beam x 14.7' depth x 3.00' light draft x 10.00' loaded draft.
Built in 1971 by Baltimore, Maryland. U.S. flag. GRT/NRT: 571.
Class: USCG COI Grade A and Lower Flammable or Combustible
Liquids exp. May 2019. Dwt: 734lt. Rake(s): Double. Bulkheads: 1
long'l. Watertight Compartments: 12. Capacity: 4,500bbl. Tanks: 4.
FO: 63 BBL. FW: 720g. Pumps: Cargo: 2 Masport rotary vane. P/S
manifolds. Double block cargo valves. Genset(s): 2 - 75kW / John
Deere 6068TFM76 480vAC 60Hz with shore power feed. Quarters: 2.
Cleaning barge. Originally single-hull and converted to double-hull in
2011. 4,500 barrel capacity in four cargo tanks (1 & 2, P & S). 5,000g
on-deck vacuum tank. Two 800 CFM "IR" compressors-diesel driven.
Two vacuum units-electric driven. Living quarters for two persons with
separate galley & fully functional restroom. Barge reportedly gas-free,
in very good condition and fully operational. Fully fendered. Raised
cargo hatches. Can be used for tank cleaning or as small inland transport barge. Price ideas, drawings and further
technical details on request. Owners requesting offers for their consideration. U.S. East Coast.
See our website at www.marcon.com for the most recent inland river pushboat and barge listings. Call if you
do not see what you are looking for. Many other boats are listed on a non-published basis.
We are interested in receiving information on any vessels surplus to your requirements that may be available for sale or charter on either a published or private and
confidential basis. We are also interested in receiving press releases, news and comments about the industry on a regular basis for our market reports.
www.marcon.com
13

Inland Pushboat Market Report - August 2015

Transcription

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