Pushboat Market Report - Marcon International, Inc.

Transcription

Marcon International, Inc.
Vessels and Barges for Sale or Charter Worldwide
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
February 2011
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
Under
1,000 – 2,000 –
3,000 –
4,000 –
5,000 –
1,000
2,000
3,000
4,000
5,000
6,000
Jun 1996
75
19
5
10
7
5
Apr 1997
60
16
4
12
3
2
Jan 1998
66
22
6
12
2
2
Jan 1999
58
18
4
8
3
0
Jan 2000
73
25
6
7
3
1
Jan 2001
61
33
4
7
3
0
Feb 2002
48
11
3
3
0
0
Feb 2003
57
30
4
14
2
0
Feb 2004
39
22
6
7
1
0
Feb 2005
33
13
9
7
2
0
Feb 2006
26
5
7
4
1
0
Feb 2007
22
5
6
4
1
0
Feb 2008
20
17
7
5
5
0
Feb 2009
17
14
6
4
5
0
May 2009
23
21
8
11
6
0
Aug 2009
23
29
8
12
7
0
Nov 2009
27
28
13
9
8
0
Feb 2010
33
25
13
10
6
0
May 2010
32
26
11
9
5
0
Aug 2010
34
27
11
9
4
0
Nov 2010
40
29
11
10
2
0
Feb 2011 - Worldwide
37
26
8
6
3
0
Feb 2011 – U.S.
31
17
6
6
3
0
Feb 2011 – Foreign
6
9
2
0
0
0
Avg. Age - Worldwide
1967
1974
1968
1977
1967
Avg. Age – U.S.
1971
1971
1961
1977
1967
Avg. Age – Foreign
1951
1982
1988
For Charter - Worldwide
8
5
0
0
0
0
For Charter – U.S.
7
5
0
0
0
0
For Charter - Foreign
1
0
0
0
0
0
Up Since Last Report
Down Since Last Report
6,000 –
7,000
7
0
0
1
1
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Over Total
7,000
0
128
0
97
0
110
0
92
0
116
0
110
0
65
0
107
0
75
0
64
0
43
0
38
0
54
0
46
0
69
0
79
0
85
0
87
0
83
0
85
0
92
0
80
0
63
0
17
0
13
0
12
0
1
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 10,706 vessels (excluding barges) Marcon currently tracks, 580 are inland river pushboats with 80 officially
on the market for sale (63 U.S. flag and 17 foreign flag). 15 of the boats with age listed were built within the last ten
years. 32 boats are forty-five years of age or older with the oldest listed being built in 1923. Eight vessels have no
year built on file. Since our last report, the number of inland river pushboats on the market for sale is down 15%.
The number of listings for push boats continues to be higher than recent years, but seems to be leveling off. The
inland river market has remained stronger than various other marine sectors. The demand for movement of grains
and other commodities in the US and in other river systems in South America and Europe has lessened the impact
of the recession on this sector. We continue to have higher quality boats listed for sale than in past years, mostly as
a result of newbuilding deliveries replacing older, but still operating, boats.
www.marcon.com
Details believed correct, not guaranteed. Offered subject to availability.
Inland Push Boat Market Report – February 2011
Breakdown by Built & BHP
Built
<1000
1923
1
1929
1
1939
1
1942
1
1943
1944
1000-1999
2000-2999
3000-3999
4000-4999
Total
1
1
1
2
1
1
1
1
1
1
1948
1951
1
1
1
2
1952
1
1953
1
1
1955
1
1956
1
1957
1
1958
2
1959
2
1961
1
1
1
1
3
1
2
1
5
2
2
1962
2
1
1963
1
1
1964
1965
1966
1
1968
1
1
1
1
1
1
2
1
1
1969
1
1
1971
1
2
1972
1
2
1975
1976
4
1
4
1
2
1
1
1
1
1977
1
1979
1
1
1980
3
1
1981
2
1983
1
1986
1
1990
2
2
4
1
1982
1
1
2
2
1
2
1
1
1992
1
1997
1
1998
1
1
1
2
1
1
2005
1
1
2007
1
1
2008
2
2
2009
1
2
3
Unknown
7
1
8
Total
37
26
Push Boats Inspection Graph
Canada
Latin Am erica 1%
3%
By
Caribbean
Arrangement
1%
3%
Europe
18%
U.S.
74%
8
6
3
80
Of the vessels listed for sale, CAT engines are most popular with
machinery in 24 vessels. These are followed by General Motor /
Detroit Diesels in 22, Cummins in nine, EMDs in six and John
Deere in five. Eight boats are powered by other engine types.
Naturally, most inland river pushboats we have listed for sale are
located in the U.S. with 60 vessels or 74%; followed by 14 boats or
18% in Europe, two each “by arrangement” and in Latin America
and one each in Canada and the Caribbean. Average asking prices
and price indications have trended sideways since our last report.
We continue to pick up new listings mainly due to operators taking
delivery of newbuilds. The market outlook has improved since early
2010. There are always a few vessels unofficially on the market, so
buyers should contact Marcon with specific requirements.
Actual sale prices of all vessels and barges sold by Marcon in 2010
averaged 86.08% of asking prices, compared to 2009’s average 93.12%. One sale to date in 2011 was 80% of
asking price. In addition to those vessels listed for sale, Marcon currently has 13 inland river pushboats listed for
charter - one foreign and 12 in the U.S.
www.marcon.com
2
Grain Transportation Report
Grain transportation volume during the first quarter of 2011 is expected to be robust because
of high crop prices, near-record corn and record soybean harvests, and strong export demand.
Lower projected grain ending stocks and higher demand have led to a surge in crop prices,
which could encourage farmers to sell more grain than usual during the first quarter. The
Russian grain export ban, lower grain production in Europe, and a falling value of the U.S.
dollar have led to increased demand for U.S. grain.
Lower Grain Ending Stocks and Higher Demand in the 2010/11 Marketing Year After USDA’s January World
Agricultural Supply and Demand Estimates (WASDE) report, which showed lower production and higher use than
last year, commodity prices surged and are currently 40–65 percent higher than at this time last year. In January,
USDA projected that corn, wheat and soybean production for the 2010/11 marketing year will total 17.98 billion
bushels, 3.7 percent lower than last year. At the same time, exports are projected to increase by 10.8% from last
year. This projection is based on continued strong Chinese demand for U.S. soybeans, higher demand for U.S.
wheat due to the Russian grain export ban, and corn exports that are only slightly lower than last year. The
projected 2010/11 wheat and corn ending stocks-to-use ratios are 15.4 and 7.6 percentage points lower than they
were in 2009/10 and the soybean ending stocks-to-use ratio is slightly lower at 4.2%. The tight market has resulted
in a significant increase in corn, soybean, and wheat prices. As reflected in the March futures contracts, corn prices
are 65%, soybeans 60%, and wheat 39% higher than last year. In addition, strong market carries in corn and wheat
during the fall months slowed the pace of corn and wheat exports, pushing the demand for grain transportation into
this quarter and potentially into the spring months.
Bulk Ocean Freight Rates Were Moderate in 2010; Trends Expected
to Continue in 2011 Although ocean freight rates for bulk shipments
increased from 2009 to 2010, they were far below the levels in 2008 and
2007, when ocean freight rates skyrocketed. The 2010 rates were also
below their 4-year averages. The rates for shipping bulk grain from the
U.S. Gulf to Japan averaged $63.59 per metric ton (mt) during 2010—
4% below the 4-year average. The rates from the Pacific Northwest to
Japan averaged $36.04 per mt—14% below the 4-year average. The
rates from the U.S. Gulf to Rotterdam averaged $26.48 per mt, 32%
lower than the 4-year average. The rates were kept low due to moderate
demand for bulk shipping and increased vessel supply during the year.
So far the rates have remained moderate since the beginning of 2011. As of January 14, the rate for shipping grain
from the U.S. Gulf to Japan was $54 per mt, and from Pacific Northwest to Japan was $32 per mt. The rate from the
U.S. Gulf to Rotterdam was $24 per mt. The rates are likely to remain moderate unless there is a significant
increase in demand for bulk shipments.
Average Diesel Fuel Prices Increased in 2010, Continue to Rise in 2011 The average on-highway diesel price in
the United States in 2010 was $2.99 per gallon, 21 percent higher than 2009 and 1 percent higher than the 4-year
average. During the 4th Quarter, U.S. on-highway diesel fuel prices averaged $3.14 per gallon, 7 percent higher
than the previous quarter and 15 percent higher than last year. From the first week in October, prices have been
above $3 per gallon with a high of $3.29 during the last week of December. In that same week, crude oil was priced
at $87 per barrel, a $17 increase from the December 2009 average. The Energy Information Administration’s (EIA)
estimated on-highway diesel fuel prices to average $3.40 per gallon this year, 41 cents per gallon higher than last
year and $3.52 per gallon in 2012 As of January 17, the average price of diesel was $3.41 per gallon.
Rail Grain Car Loadings Stronger in 2010; Off to Good Start in 2011 Class I railroad grain car loadings for 2010
(1,149,840) were 11 percent greater than in 2009 (1,036,873) and 0.5 percent above the 2007–09 average
(1,143,457). Due to the large 2010/11 grain and oilseeds crop, robust exports, and high crop prices, railcar loadings
for the next 3 months are expected to be close to those of 2007, a banner year. Class I railroad grain car loadings
for the first week of 2011 (25,913) were 33 percent more than in 2010 (19,429) and 16 percent above the 20082010 average (22,417).
www.marcon.com
3
Barge Rates Below Average Most of 2010 Weekly barge rates for
grain shipped from St. Louis to New Orleans have been below
average for most of the year except for brief periods in May, August,
and all of December (see graph). Near-average rates for most of
2010 were accompanied by total barge volumes that were similar to
those in 2009. The December rate increase was due to widespread
freezing temperatures that limited barge movements and effectively
reduced the barge supply. Freezing temperatures can slow the
barge cleaning process, which then slows the return of barges to the
next shipper. Ice accumulations on the river also create delays as
barge operators must contend with harsh winter navigation
conditions.
On January 15–16, the U.S. Army Corps of Engineers reported that ice accumulations forced the temporary closing
of Melvin Price Locks and Dam north of St. Louis. The Corps implemented procedures that “flushed” ice out of the
lock chamber and made the facility fully operational again. In 2010, the MP Locks and Dam moved more than
54,000 barges, totaling 56 million tons. About half of the tonnage was food and farm products.
Waterborne Commerce Statistics Center Monthly Tonnage – Internal U.S. Waters
Under U.S. law, vessel operators must report domestic
waterborne commercial movements. Vessel types
include dry cargo ships & tankers, barges (loaded &
empty), towboats (with or without barges in tow), tug,
crew & supply boats to offshore locations and new
vessels from shipyards to point of delivery. Vessels idle
during reporting periods are also reported. Although
most of the figures relate to the inland river system and
pushboats vs. tugs, it provides a good indicator of trade.
Although February 2011’s 37.0 million tons of all
commodities moved on internal U.S. Waterways was
lower than January, it was the highest carried for that
month in the last five years. One negative factor
affecting barge shipping this year on the river system
has been flooding rather than a lack of cargo to be
moved. One barge operator Marcon regularly talks to has had one of his units waiting to take on 8,000 tons of
aggregate at the quarry for three or four weeks, but
has been unable to load because of the high water.
Other operators declined at times to go any further
than Dubuque and the Quad Cities on the Upper
Mississippi River this spring for fear of flooding
closing the river and stranding equipment and
crews.
Petroleum & Chemical February tonnages were
down to 14.7 million tons, compared to both the
comparative period in 2010 and seven previous
months – and down slightly over February’s 5-year
average. Coal and coke February’s tonnage, while
down slightly over January’s 13.9 million tons is
higher than February tonnages carried on internal
U.S. waterways for the past five years.
www.marcon.com
4
The Missouri Department of Transportation reports that cargo has returned to the Missouri River with
expectations for the biggest shipping season in a decade. Jefferson City's River Terminal expects to receive 6,000
tons of cement. AGRIServices of Brunswick will start pushing more than 9,000 tons of fertilizer up the Missouri
river, and Hermann Sand and Gravel plans to start moving freight, signifying the unofficial start of the 2011 shipping
season. The official start is April 1 when the U.S. Coast Guard places navigational buoys on
the river, but Kevin Holcer of AgriServices said, "The water levels are good enough to get our
shipping season started early, and we expect to be busy through mid-December." The
Missouri Department of Transportation supports all waterway shipping efforts along the
Missouri river. "Our goal is to increase the freight moved on the Missouri River, increase
connections to other transportation modes, and provide economic development opportunities
along the river corridor," Dr. Ernie Perry, freight development administrator at MoDOT, said.
AGRIServices is one of a number of shipping companies that will try to bolster their efforts on
the river this year. "We expect to increase our shipping efforts by up to 15%" said Holcer. "Last
year's success brought us good momentum, and we don't want to slow down. The Missouri
River is the best way to move freight. This is a viable shipping option that can save money, lower carbon dioxide
emissions and relieve stress on our crowded freeways." Perry agrees, "One barge equals the same amount of
cargo that fits into 70 semi-trucks or 16 rail cars." Last year, about 334,000 tons of goods - the equivalent of 13,000
tractor truck loads - was shipped on the Missouri River, a 24% increase from the year before.
The U.S. Bureau of Transportation Statistics “Freight Transportation Services Index” rose
0.9% in January from a revised December level, rising for the second consecutive month.
The revised Freight TSI rose 14.6% over the last 21 months, starting in May 2009, after
declining 16.8% in the previous 16 months beginning in January 2008. The index has
increased in 16 of the last 21 months. In January 2011, the freight index returned to 108.1,
the same level as in August 2008 when the index was early in the decline. The Freight TSI
measures the month-to-month changes in freight shipments in ton-miles, which are then
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 January
Freight TSI of 108.1 is a 14.6% increase from the recent low of 94.3 reached in April 2009. In April 2009, the index
was at its lowest level since July 1997. The January Freight TSI is down 4.6% from its historic peak of 113.3
reached in January 2005.
Freight and intermodal traffic continues higher, according to the Association of American
Railroads. It said freight traffic in the week ended March 19 was 2.3% higher than the same
week last year. Intermodal loads surged 10.7% compared with the same week a year ago.
Metallic ores and petroleum products were among commodities driving the gains. So far this
year, freight is up 4.1%, and intermodal up 7.2% over last year, AAR said. AAR said 12 of the 20
carload commodity groups it measures posted increases from the comparable week in 2010.
Leading the gainers: metallic ores, up 93.5%; petroleum products, up 12.9%; motor vehicles and
equipment, up 12.2%; and pulp, paper and allied products, up 11.2%. Among decliners, waste
and nonferrous scrap led the way, down 14%, while primary forest products fell 10.1%. Canadian
freight carload traffic rose 1.1% for the week compared with last year, while
intermodal notched a 3.4% gain. Mexican freight carload traffic advanced 17.4%
compared with the same week last year, while intermodal rose 14.3%. That
being said, every time I drive between Seattle and Portland I still see the same
approx. 6.37 miles of rail cars idle that I first noted in 2008 – I’ll let you do the
back of the napkin math to check out the total number, but I came up with
approx. 434 rail cars each capable of carrying two stacked 40’ or 53’ containers.
www.marcon.com
5
Bunker Prices Worldwide
We commented in last November 2010’s market
report that “bunker prices worldwide were
1000
somewhat flat for the first six months of 2010, but
are now seeing a slight increase and numbers
950
slowly inching higher.” The phrase “inching” is no
900
longer accurate. Average November MDO prices
in Houston hit a record of US$ 904.50/mt in
850
February (MGO US$ 895/mt) for the fourteen
months we have been tracking bunker prices.
800
The average price for MDO in Houston is up
750
9.5% from January’s average of US$ 826.50.
Average MGO prices for the month of February
700
2011 were US$ 949.00/mt in Fujairah, US$
878.50 in Rotterdam and US$ 877.00 in
650
Singapore – all hitting records for the year and up
600
from US$ 746.50/mt, US$ 733.50 and US$
722.50 at the time of the last tug market report.
th
On the U.S. West Coast as of 25 February
Fujairah (MGO)
Houston (MDO)
Rotterdam (MGO)
Singapore (MGO)
2011, average prices for ultra-low sulfur diesel
fuel (OPIS contract plus 3 cents per gallon) were US$ 2.98 in Seattle (up from $2.45 at time of last report in
November 2010), US$ 3.00 in Portland ($2.49), US$ 3.03 in San Francisco ($2.38), US$ 3.02 in Los Angeles / Long
Beach ($2.42) and US$ 2.50 in San Diego ($3.05) – and still climbing.
10
10/20
11
10
09/20
11
10
08/20
02/20
10
07/20
01/20
10
06/20
10
10
05/20
12/20
10
04/20
11/2
010
10
Credit: www.bunkerworld.com
03/20
10
01/20
02/2
010
09
12/20
Historical Bunker Prices (MGO)
th
According to the International Energy Agency’s 10 February 2011 “Oil
Market Report”, crude prices were propelled higher at end January by
political unrest in Egypt, with Brent crude reaching $100/bbl on fears that the
turmoil might disrupt Suez canal and SUMED pipeline flows or spread in the
region. Although prices have since eased, Brent futures remain around
$100.50/bbl and WTI at $87.20/bbl at writing. With further global unrest,
prices can only go higher. Global oil product demand for 2010 and 2011 is
revised up by 120 kb/d on average on higher‐than‐expected submissions in
non‐OECD Asia and improved economic prospects for OECD North
America. At 87.8 mb/d in 2010, global oil demand rose by 2.8 mb/d
year‐on‐year, and should reach 89.3 mb/d in 2011 (+1.5 mb/d year‐on‐year).
th
The U.S. Energy Information Administration in their 8 March 2011 “Short-Term Energy Outlook” reported that
West Texas Intermediate (WTI) and other crude oil spot prices have risen about $15 per barrel since mid-February
partly in response to the disruption of crude oil exports from Libya. Continuing unrest in Libya as well as other North
African and Middle Eastern countries has led to the highest crude oil prices since 2008. As a result, EIA raised its
forecast for the average cost of crude oil to refiners to $105/bbl in 2011, $14 higher than in the previous “Outlook”.
However, EIA has raised its 2011 forecast for WTI by only $9/bbl to $102/bbl because of the projected continued
price discount for this type of crude compared with other crudes. EIA projects a further small increase in crude oil
prices in 2012, with the refiner acquisition cost for crude oil averaging $106/bbl and WTI averaging $105/bbl. EIA's
forecast assumes U.S. GDP grows 3.3% in 2011 and 2.8% in 2012, while world real GDP (weighted by oil
consumption) grows by 3.8% and 3.7% in 2011 and 2012, respectively.
Energy price forecasts are particularly uncertain. WTI futures for May 2011 delivery over the 5-day period ending
March 3 averaged $101/bbl and implied volatility averaged 36%. This makes the lower and upper limits of the 95%
confidence interval $79/bbl and $129/bbl, respectively. Last year at this time, WTI for May 2010 delivery averaged
$80/bbl with the limits of the 95-percent confidence interval at $65/bbl and $99/bbl. Based on WTI futures and
options prices, the probability that the monthly average price of WTI crude oil will exceed $110/bbl in December
2011 is about 36%. Conversely, the probability that the monthly average December 2011 WTI price will fall below
$90/bbl is about 34%.
www.marcon.com
6
Recent U.S. Corporate News
Kirby Corporation of Houston, Texas reported net earnings attributable to Kirby for the
fourth quarter ended December 31, 2010 of $31.6 million compared with $29.2 million for
the 2009 fourth quarter. The 2009 fourth quarter results included a $4.8 million before taxes
charge for shore staff reductions, a $1.9 million before taxes charge for impairment of
goodwill and a $2.0 million before taxes net positive impact from the reduction in Kirby’s
allowance for doubtful accounts. Consolidated revenues for the 2010 fourth quarter were
$286.3 million compared with $259.6 million reported for the 2009 fourth quarter. Joe Pyne, Kirby’s Chief Executive
Officer, commented, “The United States petrochemical industry is currently very competitive on a global basis. With
approximately 70% of our marine transportation revenues tied to the United States petrochemical industry, a
globally competitive petrochemical business is important to Kirby. The petrochemical industry’s global competitive
position is attributed to a number of factors including its size, industry integration and an efficient transportation
system, an important segment of which is inland tank barging. During 2010, low priced natural gas, a basic
feedstock used by many of our customers, significantly improved the competitiveness of the United States
petrochemical industry. As a result, production volumes from United States petrochemical plants for both domestic
and foreign destinations remained strong and led to an overall tank barge utilization level in the mid to high 80%
range during 2010. Our diesel engine services power generation sector reported a strong quarter with enginegenerator set upgrade projects, higher parts sales and new engine sales, partially offset by the continued deferral of
major maintenance projects by our Gulf Coast oil services customers.” Kirby reported net earnings attributable to
Kirby for the 2010 year of $116.2 million compared with $125.9 million for 2009. Consolidated revenues for 2010
were $1.11 billion compared with $1.08 billion for 2009.
Kirby Marine Transportation Performance Measurements
2010
Ton Miles (in millions)
Revenue/Ton Mile (cents/tm)
Towboats operated (average)
Delay Days
Avg.cost/gal. fuel consumed
Tank barges active/inactive YTD
Bbl Cap.(mill) active/inactive YTD
Q4
Q3
Q2
Q1
Q4
Q3
2009
Q2
Q1
2008
Q4
3,317
6.7
220
1,498
$2.29
825/34
15.9/.4
3,246
6.9
217
1,006
$2.17
850/29
16.4/.3
3,336
6.7
221
1,446
$2.29
860/14
16.5/.2
3,058
7
224
1,822
$2.14
861/19
16.6/.3
2,945
7.1
212
1,808
$1.98
863/4
16.7/.1
3,257
6.6
215
688
$1.89
874/38
16.8/.7
2,995
7
219
1,141
$1.43
894/54
17.1/1
2,780
7.6
232
1,564
$1.56
897/92
17.2/1.6
3,292
7.7
250
1,926
$2.59
914/73
17.5/1.3
Ton Miles indicate fleet productivity by measuring the distance in miles a loaded tank barge is moved. Example: A typical 30,000 barrel tank
barge loaded with 3,300 tons of liquid cargo is moved 100 miles, thus generating 330,000 ton miles. Marine transportation revenues divided
by ton miles. (3) Delay days measures lost time incurred by a tow (tow boat & tank barges) during transit including transit delays caused by
weather, lock congestion & other navigational factors.
The marine transportation revenues for the 2010 fourth quarter was $232.4 million, a 7% increase compared with
the 2009 fourth quarter, while operating income was $49.4 million, a 3% decrease compared with the 2009 fourth
quarter. The 2009 fourth quarter operating income included a $3.5 million shore staff reduction charge and the
positive impact of a $2.5 million reduction in the allowance for doubtful accounts. The improved marine
transportation revenues reflected continued modest improvement in tank barge demand and equipment utilization
levels in the petrochemical market during the 2010 fourth quarter as low natural gas prices continued to enhance
the global competitiveness of the United States petrochemical industry, thereby producing increased marine
transportation volumes for basic petrochemicals to both domestic consumers and terminals for export destinations.
In addition, the black oil products market reflected high equipment utilization levels during the fourth quarter due to
continued high refinery utilization and strong export demand for certain black oil products. The higher revenues
were also impacted by a 16% increase in fuel prices during the 2010 fourth quarter versus the 2009 fourth quarter.
Offsetting the improved demand and equipment utilization levels was the negative impact of lower term contract
rates renegotiated during 2009 and the 2010 first half. The marine transportation operating margin was 21.2% for
the 2010 fourth quarter compared with 23.6% for the 2009 fourth quarter, a reflection of lower contract rates
renegotiated throughout 2009 and the 2010 first half, and higher fuel costs, partially offset by modestly higher
equipment utilization and by the cost reduction initiatives implemented throughout 2009 and 2010.
www.marcon.com
7
The marine transportation segment is primarily a provider of transportation services by barge for the inland and
offshore markets. As of February 23, 2011, the equipment owned or operated by the marine transportation segment
consisted of 825 active inland tank barges, 222 active inland towboats, four offshore dry-cargo barges, four offshore
tugboats and one offshore shifting tugboat. The active inland towboats, offshore tugboats and offshore shifting
tugboat provide the power source and the active inland tank barges and offshore dry-cargo barges provide the
freight capacity. When the power source and freight capacity are combined, the unit is called a tow. Kirby’s inland
tows generally consist of one towboat and from one to 25 tank barges, depending upon the horsepower of the
towboat, the river or canal capacity and conditions, and customer requirements. The offshore tows consist of one
tugboat and one dry-cargo barge.
Based on cost and safety, inland barge transportation is often the most
efficient and safest means of transporting bulk commodities compared
with railroads and trucks. The cargo capacity of a 90,000 barrel three
barge tow is the equivalent of 150 railroad tank cars or 470 tractor-trailer
tank trucks. A typical Company lower Mississippi River linehaul tow of 15
barges has the carrying capacity of approximately 260 railroad tank cars
or approximately 825 tractor-trailer tank trucks. The 260 railroad tank
cars would require a freight train approximately 2 3/4 miles long and the
825 tractor-trailer tank trucks would stretch approximately 35 miles,
assuming a safety margin of 150 feet between the trucks. Kirby’s active
tank barge fleet capacity of 15.9 million barrels equates to approximately 26,600 railroad tank cars or approximately
83,200 tractor-trailer tank trucks. In addition, studies comparing inland water transportation to railroads and trucks
have proven shallow draft water transportation to be the most energy efficient and environmentally friendly method
of moving bulk materials. One ton of bulk product can be carried 576 miles by inland barge on one gallon of fuel,
compared with 413 miles by railroad or 155 miles by truck.
Commenting on the 2011 first quarter and full year market conditions and guidance, Mr. Pyne said, “Our guidance
for the 2011 first quarter is $.56 to $.61 per share. This compares with $.46 per share for the 2010 first quarter that
included a $.05 per share charge for retirements and shore staff reductions. Our 2011 first quarter guidance
includes unfavorable winter weather conditions at various severity levels and equipment utilization from the mid to
high 80% range. For the 2011 year, our guidance range is $2.35 to $2.55 per share compared with $2.15 per share
for 2010. Our low end guidance assumes equipment utilization will be consistent with current utilization throughout
2011, and term contract renewal and spot contract pricing will improve modestly later in the year. Our high end
guidance assumes a continued modest improvement in equipment utilization, some reduction in excess industrywide tank barge capacity and modest improvement in term contract renewal and spot contract
pricing throughout 2011. Both our 2011 year low end and high end guidance assumes our diesel
engine services segment will continue to face challenges in its Gulf Coast oil services market,
with some gradual improvement as 2011 progresses, and assumes stable Midwest and East
Coast marine markets, and a stable power generation market. Our guidance represents our
current judgment with respect to our 2011 performance as the United States economy continues
its slow recovery process. Our 2011 capital spending guidance range is $170 to $180 million,
including approximately $100 million for the construction of 40 new tank barges and three new
towboats.”
Commenting on the financial condition of Kirby, Mr. Pyne said, “Kirby remains in excellent
financial condition with an investment grade rated balance sheet, sustainable cash flows and low
debt levels. We currently have $209 million of cash on our balance sheet. During the recessionary
years of 2009 and 2010 we removed a significant amount of cost from our businesses, thereby
allowing us to maintain marine transportation and diesel engine services operating margins above 20% and 10%,
respectively. For 2011, we will continue to focus on the areas we can control: safety, customer service, cost,
upgrading our fleet and looking for opportunities to grow our marine transportation and diesel engine services
businesses.”
www.marcon.com
8
On February 9, 2011, Kirby purchased from Kinder Morgan Petcoke, L.P. for $4,050,000 in cash a 51% interest in
Kinder Morgan’s shifting operation and fleeting facility for dry cargo barges and tank barges on the Houston Ship
Channel. Kinder Morgan retained the remaining 49% interest and Kirby will manage the operation. In addition, Kirby
purchased a towboat from Kinder Morgan for $1,250,000 in cash.
On February 24, 2011, Kirby Corporation purchased the ship bunkering operations of Enterprise Marine Services
LLC for approximately $53 million in cash. The asset purchase will consist of 21 inland and offshore tank barges
and 15 inland towboats and offshore tugboats. Enterprise provides transportation and delivery services for ship
bunkers (engine fuel) to cruise ships, container ships and freighters primarily in the Miami, Port Everglades and
Cape Canaveral, Florida area, the three largest cruise ship ports in the United States, as well as Tampa, Florida,
Mobile, Alabama and Houston, Texas. Funding of the acquisition will be through the use of Kirby’s existing cash.
Joe Pyne, Kirby’s Chief Executive Officer, commented, “The purchase of the Enterprise ship bunkering assets
expands our marine transportation operating footprint in Florida, as well as expands our existing Houston ship
bunkering operation. The Enterprise tank barges are relatively new, with an
average age of seven years and the large majority of the vessels are under
time charter agreements ranging from two to three years.” Mr. Pyne further
stated, “We expect the ship bunkering operations to be immediately
accretive to Kirby’s earnings. Projected full year revenue from the asset
purchase is anticipated to be in the $30 to $35 million range, generating
projected full year net earnings in the $.05 to $.07 per share range.”
On March 13, 2011, K-Sea Transportation Partners L.P. (NYSE: KSP)
announced that they entered into a definitive merger agreement with Kirby
Corporation (NYSE: KEX). Pursuant to the terms of the agreement, K-Sea
will become a wholly-owned subsidiary of Kirby. The K-Sea management
team will continue to run the day-to-day operations of the coastwise tank barge business after completion of the
transaction. Kirby’s fleet will increase by 58 tank barges and 63 tugboats by this deal.
Managing partners, Fabrice and Raphaël WALEWSKI, are very pleased about
“the increase in TOUAX's revenue in 2010, which reflects the improved economic
conditions. TOUAX has been able to leverage signs of recovery in each of its
businesses to support the Group's core business, leasing, and to develop its
sales. Profitability should increase in 2011, thanks to growth in sales, higher daily
rates and a better equipment utilization rate”. Consolidated revenue in 2010
amounted to €302.4m, compared with €271.8m in 2009, i.e. an increase of 11.3% (+8.5% excluding changes in the
exchange rates and consolidation perimeter). This increase is mainly due to the recovery in equipment sales and
syndications for investors in the shipping containers business. TOUAX was also able to continue to increase its
leasing business thanks to effective management of its leasing fleet and the development of new markets. Leasing
revenue, which includes income from leasing and income from services associated with leasing (transport,
maintenance etc.) has been rising continually since early 2010. This increase is also reinforced by the favorable
impact of the exchange rates. The accelerated growth in revenue in the last quarter confirms the effective policy for
leasing and sales activities (+18% compared with the last quarter of 2009).
River Barges: the 27% increase in leasing and transport revenue reflects the stability in the leasing business and a
strong recovery in the transport and chartering business (+31%) in the European zones, in particular on the Danube
and the Rhine. Since barge sale is a non-recurring business, this amounted
to €1.1m compared with €10.2m in 2009. Business in the final quarter of
2010 points to signs of recovery in all of the divisions thanks to the
improvement in utilization and leasing rates. The combined effects of these
elements will favor an increase in profitability in 2011. The market outlook is
positive with forecasts of growth in world trade in 2011 revised upwards at
+4.4 %. (Source IMF, January 2011). River transport showed signs of
recovery at the end of 2010, with transport volumes increasing on the
Danube and the Rhine. Demand for leasing is still high, since barges are the
most environment-friendly and economical method of transport for certain
types of products.
www.marcon.com
9
Seacor Holdings Inc.’s net income for the quarter ended December 31, 2010 was $27.1
million on operating revenues of $580.4 million. For the year ended December 31, 2010, net
income attributable to Seacor Holdings Inc. was $244.7 million on operating revenues of
$2,649.4 million. Fourth quarter results were negatively impacted by an extremely soft market
for offshore marine equipment in the U.S. Gulf of Mexico. In the aftermath of the Deepwater Horizon oil spill
response, and despite the October 2010 lifting of the government-imposed moratorium on deepwater drilling, the
U.S. offshore industry has been crippled by a virtual shut-down in the issuance of drilling permits by the Bureau of
Ocean Energy Management, Regulation and Enforcement. For the preceding quarter ended September 30, 2010,
net income attributable was $149.9 million on operating revenues of $979.8 million. For the quarter ended
December 31, 2009, net income attributable was $22.2 million on operating revenues of $476.5 million. For the year
ended December 31, 2009, net income attributable was $143.8 million on operating revenues of $1,711.3 million.
Fleet Count:
Inland river dry cargo barges
Inland river liquid tank barges
Inland river deck barges
Inland river towboats
Dry-cargo vessel
2010
30-Jun
31-Dec
30-Sep
1,388
80
26
32
1
1,394
86
26
32
1
1,449
87
26
29
1
2009
30-Jun
31-Mar
31-Dec
30-Sep
1,419
87
26
29
1
1,395
87
26
29
1
1,385
87
26
28
1
959
87
26
23
1
31-Mar
962
87
26
23
1
2008
31-Dec
977
86
26
22
-
Inland River Services - Operating income was $14.9 million on operating revenues
of $52.3 million compared with operating income of $36.0 million on operating
revenues of $41.4 million in the preceding quarter. Third quarter results included
$29.4 million of gains on asset dispositions. Operations in the fourth quarter
benefitted from higher freight rates and increased freight loadings as a result of
seasonal harvest activity and favorable fleet positioning.
Historically, activity levels for grain exports and non-grain imports are the key drivers in determining freight rates.
During 2010, grain exports were marginally higher than in 2009. Early in 2010, export demand for corn was weak
due to cheaper feed grain availability elsewhere. This decrease in exports coupled with an oversupply of barges led
to equipment being idled in the early spring. The market improved in the early summer as Asian demand for corn
supported freight values and continued as drought conditions in Russia in late July further influenced demand.
Market conditions during parts of 2010 resulted in more dry cargo barges earning demurrage. Imports were
essentially flat, continuing at or near 2009 levels, in line with the ongoing economic recession in the United States
with low levels of demand for construction related materials and other industrial cargos. Weather conditions
presented persistent challenges to the industry during 2010. At the start of the year, ice, fog and high water limited
operations and caused delays on the Illinois and Lower Mississippi rivers. Another wet spring exacerbated the high
water conditions and restricted tow sizes throughout much of the spring and early summer. In late summer, warm,
dry weather throughout much of the Midwest allowed for ideal towing conditions but as the dry weather continued
into the fall, water levels fell and river conditions deteriorated leading to restricted drafts. In December, winter arrived
early and ice, low water and cold temperatures further hampered operating conditions.
At the end of 2010, the average age of the Inland River Services’ dry cargo barge fleet was 6 years old, which
Seacor believes is among the youngest fleets operating on the U.S. Inland River Waterways system. It is believed
that approximately 30% of the dry cargo barge fleet operating on the U.S. Inland River Waterways is over 20 years
old. Seacor expects the relatively young age of its dry cargo barge fleet to enhance its availability and reliability,
reduce downtime for repairs and limit replacement capital expenditures required to maintain its fleet size and
revenue generating capacity.
Operating revenues were $6.6 million higher. Operating revenues from dry cargo barge pool operations were $5.3
million higher primarily due to a larger fleet following the addition of newly constructed barges, the return of barges
previously chartered-out, the addition of equipment previously included in a joint venture, and increased demurrage
revenues. These increases were partially offset by a reduction in revenues from bought-in-freight activities.
Operating revenues for the 10,000bbl liquid tank barges increased by $2.5m primarily due to equipment additions.
www.marcon.com
10
In February, Trinity Industries of Dallas, Texas, the largest manufacturer of
barges that transport goods through U.S. inland waterways, reported net
income of $17.3 million for the fourth quarter ended Dec. 31, 2010. Net income
for the same quarter of 2009 was $14.6 million. “Our earnings during the fourth
quarter continued to reflect our manufacturing businesses’ ability to obtain operating leverage resulting from
consistent production levels,” said Timothy R. Wallace, Trinity's Chairman, CEO, and President. “We continued to
grow our rail lease fleet and improve utilization during the fourth quarter. In addition, we are maintaining a strong
liquidity position. We ended the year with $512.0 million in unrestricted cash and short-term marketable securities
and total liquidity of more than $1.2 billion.” Revenues for the Inland Barge Group were $126.5m in the fourth
quarter of 2010 compared to $119.8m in the fourth quarter of 2009. Operating profit for the Inland Barge Group in
the fourth quarter of 2010 was $16.8 million compared to $29.3 million in the same quarter of 2009. The Inland
Barge Group received orders worth approximately $119 million during the fourth quarter of 2010 and had a backlog
of approximately $508 million as of December 31, 2010 compared to a backlog of approximately $516 million at
September 30, 2010. In May 2010, Trinity’s inland barge manufacturing facility
in Tennessee experienced a flood resulting in significant damages to Trinity’s
property and a temporary disruption of its production activities. Trinity is
insured against losses due to property damage and business interruption
subject to certain deductibles. As of December 31, 2010, Trinity had received
$20 million in payments from its insurance carrier of which $12.0 million
pertains to the replacement of or repairs to damaged property, plant, and
equipment with a net book value of $2.3 million, with the remainder pertaining
primarily to the reimbursement of flood-related expenses. Accordingly, Trinity
recognized a gain of $9.7 million, principally in the third quarter of 2010, from
the disposition of flood-damaged property, plant, and equipment. Additionally,
the barge manufacturing operations incurred approximately $4.6m in costs, net of insurance advances, related to
damages and lost productivity resulting from the flood. As of October 1, 2010, Trinity’s inland barge production
capacity at its Tennessee operations was restored to its pre-flood levels.
American Commercial Lines’ year ended December 31, 2010
consolidated revenue decreased by $115.5 million or 13.6% to $730.6
million from the prior year. The decrease was primarily due to lower
segment revenues for the manufacturing segment which declined in 2010
by 58.2% or $125.5 million from the prior year. The decline in
manufacturing segment revenues resulted from a total of 37 fewer
barges built for external customers in 2010 and a change in mix of those barges as 38 fewer higher revenue liquid
tank barges were produced in 2010. Consolidated operating income declined $4.1 million to $50.1 million. Operating
income as a percent of consolidated revenues improved to 6.9% in 2010, compared to 6.4% in 2009. The increase
was primarily a result of revenues increasing and expenses declining, led by SG&A, improving the transportation
operating ratio by 2.8 points to 92.1%. However, the combination of manufacturing segment operating income which
declined to breakeven from more than $21 million in 2009 and almost $1 million of decline in EBDG operating
income driven by the absence of royalty income in 2010, more than offset the $18.2 million increase in operating
income from the transportation segment, leading to the consolidated decline.
For year ended December 31, 2010, ACL’s transportation segment accounted for 86.6% ($632.7 million) of ACL’s
consolidated revenue, 99.5% ($49.8 million) of ACL’s operating income and 95.6% ($94.5 million) of ACL’s
consolidated EBITDA, while ACL’s manufacturing segment, Jeffboat, accounted for 12.3% ($90.0 million) of ACL’s
consolidated revenue and 3.4% ($3.4 million) of its EBITDA. Jeffboat was essentially breakeven at the operating
profit level and, therefore, was not a measurable percentage of operating income in 2010.
In 2010 ACL’s net loss of $2.9 million, was an improvement of $9.2 million from the prior year's net loss of $12.1
million. Non-comparable items in 2010 and 2009 are described as follows. In connection with the Acquisition of
ACL’s parent, ACL, $14.0 million in acquisition expenses was incurred in 2010. Debt retirement expenses of $8.7
million in 2010 related to ACL’s fourth quarter 2010 replacement of its revolving credit facility concurrent with the
Acquisition of its parent ACL. These 2010 expenses were $9.0 million lower than the debt retirement expenses
incurred in 2009.
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11
During 2009 charges of $4.2 million related to ACL’s manufacturing segment contract disputes and settlements
were incurred, of which $0.4 was recovered in 2010. In addition Jeffboat incurred incremental costs related to the
2010 labor strike of $0.4 million. As a result of the decision to close the Houston office in early 2009, ACL incurred
charges totaling $3.7 million. When the Houston lease terminated in 2010 ACL incurred an additional $0.1 million of
expense. The 2010 reduction in force charges of $0.5 million were lower than those in 2009 by $2.7 million. These
charges were partially offset by an accrued vacation reversal due to a change in vacation policy of $0.4 million in
2010 and $1.6 million in 2009.
ACL was acquired by Platinum on December 21, 2010. Though ACL expects to accelerate many of its strategic
initiatives under the direction of the new parent, ACL will continue to proactively work with customers, focusing on
barge transportation's position as the lowest cost, most ecologically friendly provider of domestic transportation.
Transportation segment revenues of $632.7 million increased by $11.8 million, or
1.9%, in 2010 compared to 2009. The revenue increase was driven by an
improved revenue mix with a 1.1% increase in bulk/non-bulk ton-mile volume and
a 15.3% increase in liquid ton-mile volume. The bulk/non-bulk category includes a
higher proportion of steel and metals than in the prior year. This mix shift,
combined with the liquids increase, 9.3% higher grain pricing (although on 11.7%
lower grain ton-miles) and 21.5% less low margin coal ton-miles, drove the small increase in segment revenue.
ACL’s overall fuel-neutral rate increased 11.9% in 2010, with a 12.1% increase in dry cargo being partially offset by
a 3.5% decrease in the liquid rate. The strong improvement in the dry cargo rate was primarily due to mix shift, with
volume increases in ACL’s higher rate metals market and lower volumes in ACL’s lower rate salt and legacy coal
market. Total volume measured in ton-miles declined in 2010 to 33.8 billion from 37.1 billion in the prior year, a
decrease of 8.8%. On average, 4.5% or 117 fewer barges operated during 2010 compared to 2009.
American Commercial Lines' Quarterly Utilization & Average Fuel Cost
2010
Average Domestic Barges Operated
Dry
Liquid
Total
Fuel Price (Avg USD/gallon)
31Dec
2,086
325
2,411
$2.19
30Sep
2,083
326
2,409
$2.19
30Jun
2,141
341
2,482
$2.22
2009
31Mar
2,146
346
2,492
$2.07
31Dec
2,156
362
2,518
$1.95
30Sep
2,173
367
2,540
$2.01
2008
30Jun
2,183
372
2,555
$1.86
31Mar
2,231
385
2,616
$1.98
31Dec
2,278
386
2,664
$2.86
30Sep
2,321
382
2,703
$3.60
30Jun
2,359
384
2,743
$3.44
31Mar
2,410
386
2,796
$2.81
Revenues per average barge operated increased 6.7% in 2010 compared to 2009. Almost the full increase was due
to the higher affreightment revenues on the improved revenue mix, as non-affreightment revenues per barge were
essentially flat. The $18.2 million increase in transportation segment operating income to $49.8 million resulted
primarily from the lower SG&A, $10.9 million lower boat charters, $3.7 million lower claims costs, lower boat and
barge repairs and lower depreciation and amortization expenses. These were partially offset by $5.8 million of lower
gains from asset management actions and $8.6 million higher incentive compensation expenses. The change in
operating income was also impacted by a $10.9 million decline in non-grain price/volume/mix margin as overall tonmile volumes declined 8.8%. The more normal grain harvest led to $4.6 million higher grain price/mix/volume
change between 2010 and 2009, partially offsetting the decline in non-grain attributes.
The operating ratio, which is the percentage comparison of all expenses to revenues in the transportation segment,
improved to 92.1% in 2010 from 94.9% in 2009. This improvement drove an $18.2 million or 57.7% increase in the
transportation segment's operating income. The increase in operating income was primarily a result of positive
revenue mix, decreases in personnel costs and other operating costs including SG&A expenses, partially offset by
$5.8 million lower asset management gains in 2010.
In 2010 ACL’s transportation segment transported a total of approximately 33.8 billion ton-miles, with 31.0 billion
ton-miles transported under affreightment contracts and 2.8 billion ton-miles transported under towing and day rate
contracts. In total this was a decrease of 3.3 billion ton-miles or 8.8% compared to 2009. The decreased ton-miles
were produced with an average barge fleet that was 4.5% smaller than the prior year.
www.marcon.com
12
As of December 31, 2010, ACL’s total transportation fleet was 2,411 barges, consisting of 1,777 covered dry cargo
barges, 309 open dry cargo barges and 325 tank barges. ACL operates 430 of these dry cargo barges and 23 of
these tank barges pursuant to charter agreements. The charter agreements have terms ranging from one to 14
years. Generally, ACL expects to be able to renew or replace the charter agreements as they expire. As of
December 31, 2010, the average age of ACL’s covered dry cargo barges was 19.5 years, dry open barges was 31.2
years and tank barges was 21.1 years. ACL’s dry fleet and liquid fleets are approx. 5 years and 2.7 years older than
industry averages. As of December 31, 2010, ACL’s barge fleet was powered by 111 Company-owned towboats
and 18 additional towboats operated exclusively for it by third parties. This is 12 less owned boats and one more
chartered boat than ACL operated at December 31, 2009. During 2010 and 2009 ACL continued to assess its boat
power needs. Based on that assessment ACL sold 12 boats in 2010. ACL currently has an additional three boats
which are being actively marketed and are included in assets held for sale. The average life of a boat (with
refurbishments) exceeds 50 years.
Shipyard News & Newbuildings
Towboats Still in Demand - January 2011 - In spite of the economic gloom
of 2010, the demand for solid reliable towboats for the US Inland waterways
has continued. An example of this is Higman Marine Services’ latest addition.
The final month of 2010 saw yet another towboat added to the fleet of their
subsidiary Higman Barge Lines. As with many earlier boats The M/V “Baffin
Bay” was built by Hope Services of Dulac Louisiana. But this boat is one of
the newly designed and larger 78 by 34-foot vessels. Hull number 174 from
th
Hope’s yard is also the 36 vessel from Hope for Higman. The boat continued
the long established practice at Hope Services of installing a pair of 38-liter
Cummins tier 2 compliant KTA38 engines each rated for 1,000HP at
1,800RPM. The engines turn into Twin Disc540 gears with 6.14:1 reduction. The two 85kW generator sets are
powered by Cummins 6BTA engines. Paducah Kentucky-based photographer Jeff L. Yates took the attached photo
on January 7, 2011 as she was holding against the right descending bank of the Tennessee River, probably waiting
for improved weather conditions on the Ohio River. Jeff reports that she was en-route from Decatur, Alabama to
Houston Texas and pushing two barges at the time. (Article courtesy of Cummins).
Twelve Good Boats - Already the operator of the largest fleet of inland tank
barges on US inland waters, Kirby Marine Transportation, has recently added
twelve more push boats to its fleet. The twelfth in a series of sister vessels
was delivered from Raymond and Associates of Bayou LaBatre, Alabama in
late July 2010. All twelve of the 1,700HP boats are 76 by 35-feet in length.
Each boat is powered by a pair of Tier 2 compliant Cummins K38-M diesels
rated for 850HP each at 1,800RPM. The engines turn big 76 by 56-inch fiveblade props through Twin Disc TD MT540 gears with relatively large ratios of
7:1. The most recently delivered towboat was the M/V “Ellis Davis”. An earlier
vessel in the series is the M/V “Pass Christian” that was delivered in September of 2009. The attached photo of the
“Pass Christian” was taken by Jeff L. Yates this August 17 (2010) on the Ohio River as the boat locked up at
Smithland Lock. The locks are located 62 miles up from the confluence of the Ohio and Mississippi Rivers and 918
miles below Pittsburgh, Pennsylvania. (Article courtesy of Cummins).
st
On 21 ,December 2010, the keel laying ceremony for “YX3150”, Yuexin’s 45m
azimuthing River Pushers being built for built for P&O M.S. Paraguay Company
in Australia, was held at Yuexin Shipyard. With length overall 45m, breadth of
16m, depth of 3.20m and a shallow draft of 1.83m, the vessel can reportedly
3
3
3
3
carry 733 m fuel oil, 148m diesel oil, 562 m ballast water, 83 m fresh water
and so on. The complement is 20 men and the power is over 6,500 horsepower.
The vessel is designed to have a speed of 11-12 knots and bollard pull 60T,
which enables the vessel to push ten boats each with weight 2,500 tons at one
time. Vessel will be classed by the American Bureau of Shipping.
www.marcon.com
13
Transpetro and Estaleiro Rio Tietê signed November 23, 2010, in Ribeirão Preto (SP), an
agreement for the construction of 80 barges and 20 tugboats, which will make up convoys
for the transportation of ethanol on the Tietê-Paraná Waterway. The new shipyard will be
built in Araçatuba (SP). In August, Estaleiro Rio Tietê won the bid for the construction of the
new waterway fleet to be operated by Transpetro. The barges and tugboats will cost US$
239.1 million and will begin to be delivered in the final quarter of 2011. The operation of the fleet is scheduled to
begin in 2013, consistently with the term for the new terminals that will be established along the waterway. Each
convoy will consist of four barges and one tugboat, with a capacity to transport 7.6 million liters. When fully
operational, the volume transported annually should reach 4 billion liters.
The agreement was executed during the ceremony that marked the start of the
construction work for the Integrated System for Transportation of Ethanol of PMCC
(a company owned by Petrobras and Camargo Corrêa), in Ribeirão Preto, in the
presence of the President of the Republic, Luiz Inácio Lula da Silva. The agreement
for the construction of he convoys was signed by the President of Transpetro, Sergio
Machado, and the officers of Estaleiro Rio Tietê, Fábio Vasconcelos and Rodrigo
Andrade. “The logistics of the transportation of ethanol on the waterway will be more
efficient, producing environmental and economic benefits,” explained Machado.
The operation of the convoys by Transpetro is part of Promef Hidrovia, a new project of the state-owned company,
inspired by the formats of Promef (Fleet Modernization and Expansion Program), which ultimately revived the
Brazilian naval industry, with its order for 49 oil tankers from domestic shipyards. The Integrated System for
Transportation of Ethanol of PMCC contemplates, besides the operations on the Waterway, the construction of new
pipelines, collection centers and terminals.
The generation of jobs is one of the features of Promef Hidrovia. Approximately
500 direct jobs and 2,000 indirect jobs will be created during the construction of
the shipyard, by the winning consortium. At the height of the works, the number
of direct jobs will peak at 700. The operation of the shipyard will require an
average of 300 workers, entailing the generation of an additional 1,200 indirect
jobs. The convoys, in turn, will generate 400 direct jobs and 1,600 indirect jobs
with their operation.
The construction of the new waterway fleet of Transpetro is consistent with the
basic foundations of Promef: manufacture in Brazil, domestic content of 70%,
and international competitiveness of the shipyards, after the learning curve. The bid was opened to the participation
of both existing shipyards and, also, to units to be installed for the purposes of the dispute, the so-called “virtual
shipyards”, which is the case of Rio Tietê.
The Tietê-Paraná Waterway will carry the ethanol produced in the
Center-West and Southeast regions to the Refinery in Paulínia (Replan)
and, from there it will be delivered, through pipelines, to a number of
terminals, including the terminals of São Sebastião (SP) and Ilha D’Água
(RJ), from where the product may be exported. The reduction of the
logistics cost enabled by the waterway mode will allow Brazilian ethanol
to dispute international markets more competitively. The transportation of
ethanol on the waterway will replace the equivalent of 40 thousand
truckloads every year, producing environmental, economic and safety
benefits. Waterway transportation issues one quarter of the CO2 and
consumes twenty times less fuel than the highway transportation of the
same cargo and distance.
“This agreement for the construction of the new waterway fleet of
Transpetro is an important step forward for the logistics of the ethanol
product, producing substantial energetic efficiency and environmental
benefits,” stated the President of Petrobras, José Sergio Gabrielli.
www.marcon.com
14
Hope Services Shipyard delivered the M/V “Trinity Bay” on March 04, 2011
to Higman Marine Services of Houston, Texas. The delivery of the vessel
marks the 35th vessel Hope has constructed for Higman. The M/V “Trinity
Bay” is the second 78’x34’x10’ inland towing vessel Hope has manufactured
for Higman. The first vessel of this size, the M/V “Baffin Bay” completed her
sea trials over the Thanksgiving holidays and was handed over to her Owners
at Higman the end of November 2010. It is powered by a pair of Cummins
KTA-38M diesel engines providing 2,000HP. “We are pleased that Higman
continues to provide us the opportunity to build their vessels as their fleet continues to grow,“ stated Rocky
Henderson, President of Hope Services. “Higman is a great company to do business with.” Hope Services Shipyard
continues to provide quality new construction and repair work at its Dulac, LA, shipyard. Hope Services recently
expanded its business line to include the acquisition and refurbishment of offshore platforms.
Horizon Shipbuilding, Inc., Bayou La Batre, AL, has delivered the M/V “Capt.
Kirby Dupuis” to Florida Marine Transporters of Mandeville, LA. She joins her
sister ship, the M/V “Capt. W. D. Nunley” in pushing cargoes throughout the
inland waterways of the United States. The M/V “Capt. Kirby Dupuis”, designed
by John Gilbert, is a 120’ long by 35’ wide, 10’ draft, towboat vessel that is fourdecked and is outfitted for service in areas restricted to overhead clearances
and draft limitations. She is powered by two 2,000HP 3512C Caterpillar engines,
provided by Louisiana Machinery, that are coupled to Twin Disc MG5600
reduction gears with a 5.04:1 ratio, supplied by Sewart Supply. They turn 100”
five-blade, stainless steel wheels made by Sound Propeller, on 10” shafts.
Auxiliary power is supplied by two 175kW Caterpillar C9 generators. The M/V “Capt. Kirby Dupuis” is an open-wheel
boat that holds 58,000 gallons of fuel. The next vessel in the 120’ series will be a 5,000HP boat with Kort nozzles.
Travis Short, Horizon’s president, expressed his appreciation for the continued working partnership with FMT in
these tough economic times.
For the quarter ended December 31, 2010, Conrad Industries, Inc. of Morgan
City, Louisiana had net income of $3.3 million compared to net income of $2.8
million during the fourth quarter of 2009. Conrad had net income of $10.3 million
for the twelve months ended December 31, 2010 compared to net income of
$12.8 million for the twelve months ended December 31, 2009. New business
added includes the signing of new contracts and sales of stock barges which
brings estimated current backlog to approx. $113.0 million compared $89.5
million at December 31, 2010, $48.9 million at March 31, 2010, and $38.3
million at December 31, 2009. New contracts added include four 245’x 48’x
12’LPG tank barges, two 222’x 54’x 12’ LPG tank barges, two 192’x 42’x10’
7500 bbl. double skin tank barges, five 260’x 52’x 12’ hopper barges, and various other docking and deck barges.
Additionally Conrad signed contracts for three 100’x 30’x 10’ push boats and two 75’x 30’x 10’ towboats. Conrad
Industries also sold all of the stock barges in progress at December 31, 2010, which included three 297’6”x 54’x 12’
30,000bbl tank barges, two 200’x 35’x 12’6” 10,000bbl tank barges and two 120’x 30’x 12’ deck barges.
According to an article in the “News and Tribune” of Clark County, Indiana, shipyard Jeffboat, Inc. of Jeffersonville
is recalling about 200 hourly employees and hiring several supervisors to build an increased number of barges in
2011. Jeffboat is ACL’s manufacturing arm and the largest inland shipbuilder and repair facility in the U.S.
On the Columbia River, the owners of Sundial Marine Construction and Repair in
Troutdale, Oregon are evaluating their options as to disposition of the company.
Sundial Marine started over 30 years ago mainly as a marine construction yard
supplying the Columbia River basis with grain and petroleum barges and new
pushboats. Tidewater Barge Lines of Vancouver, Washington has owned Sundial for
about 15 years.
www.marcon.com
15
Following is a list of pushboats and towboats on order at U.S. shipyards per Marine Log and Colton Co. as of
January 30, 2011. The list shows 35 boats on order in the U.S., down 15 from the 50 vessels reported in November.
Vessel Type
Customer
Yard # / Status
Name
John Bludworth, Corpus Christi TX
Towboat
Towboat
John Bludworth
John Bludworth
Towboat
Towboat
Towboat
Towboat
Towboat
Towboat
Florida Marine Transporters
Towboat
Towboat
Towboat
Towboat
Towboat
Towboat
Towboat
Towboat
AEP River Operations
AEP River Operations
Towboat
Towboat
Corps of Engineers
Corps of Engineers
Towboat
Towboat
Towboat
Towboat
Towboat
Towboat
Towboat
Towboat
Kirby Marine
Kirby Marine
Kirby Marine
Kirby Marine
Pine Bluff Sand & Gravel
Towboat
Towboat
Towboat
Towboat
Towboat
Kirby Marine
Kirby Marine
Kirby Marine
Kirby Marine
Kirby Marine
Towboat
Towboat
Blessey Marine
Golding Barge Line
Towboat
Towboat
Blessey Marine
Blessey Marine
Description
Delivery
2000-hp
1800-hp
2011
2011
90-ft. 2,600-hp
90-ft. 2,600-hp
90-ft. 2,600-hp
90-ft. 2,600-hp
90-ft. 2,600-hp
90-ft. 2,600-hp
10-Jul
10-Aug
10-Sep
10-Oct
Nov-10
10-Dec
140-ft. 6,000-hp
140-ft. 6,000-hp
120-ft. 3,822-hp
120-ft. 3,822-hp
120-ft. 3,822-hp
120-ft. 3,822-hp
2010
2010
2010
2010
2010
2010
3,300 hp
3,300 hp
2010
2010
1200 hp
1200 hp
11-Jun
11-Sep
1,800 hp
1,800 hp
1,800 hp
1,800 hp
6,000 hp
6,000 hp
6,000 hp
6,000 hp
2010
2010
2010
2010
2010
2010
2010
2010
Eastern Shipbuilding, Panama City FL
145
146
147
148
149
150
Horizon Shipbuilding, Bayou La Batre AL
108
109
111
112
113
114
New South Marine, Greenville MS
Patti Shipyard, Pensacola FL
Rock Island II
Clinton II
Quality Shipyard, Houma LA
Raymond & Associates, Bayou La Batre, AL
2010
2010
2010
2010
2010
Sneed Shipbuilding, Orange TX
1,350 hp
3,000 hp
2011
2011
1,500 hp
1,500 hp
2010
2010
Verret Shipyard, Plaquemine LA
www.marcon.com
16
Featured Listings For Sale Direct from Owners
File: TP07074 Push Boat 74.0' loa x 21.0' beam x 5.00' loaded draft. Built in 1955.
Built at American Pipe & Const., CA. Rebuilt: 1999. U.S. flag. GRT: 56. FO: 3,000g.
FW: 3,000g. Winch: Sold Separately. Line Pull: 50,000#. Main Engines: 2 x Cummins
NTA14M total 720BHP. 2 - 42" x 50" 4 blade SS prop(s) on 4" SS shaft(s). Kort
nozzle(s). Genset(s): 2 - 20kW / Perkins. Galley. All welded steel. Ex Navy LCM-8.
Converted to push boat configuration in 1999. Heavy push knees forward. Anchor
winch presently on board is offered for sale separate from the vessel. Seller prefers
sale outside of Northern California. Inspection: U.S. West Coast. Delivery: Prompt.
File: TP07268 Push Boat 68.0' loa x 22.2' beam x 7.0' depth x 2.50' light draft x 3.00'
loaded draft. Built in 1979. Built at Ritchie, AK. U.S. flag. GRT: 125. FO: 3,500g. FW:
1,000g. Winch: 4 Beebe winches (manual). Main Engines: 2 x GM 12V71 total 680BHP.
40"x30" Stainless 4-blade prop(s) on 3" shaft(s). Genset(s): 1-30kW / John Deere & 120kW/GM2-71. Quarters: 6-8 people. Galley. Wood pilot house. Steel hull. Push boat
design. Push knees. 40' highest fixed point. Upper pilot house. June 2005 survey on file.
Keel coolers. Inspection: U.S. West Coast.
File: TP10055 Push Boat 56.1' loa x 22.0' beam x 6.7' depth x . Built in 1966. Built at Fredeman's
Calcasius. U.S. flag. Class: USCG Last USCG Inspection 06/2010. FO: 9,500g. FW: 3,200g. Main
Engines: 2 x CAT D353 total 1,050BHP. Genset(s): 2 - 40kW / GM 3-71. Quarters: 5 in 2 rooms
crew. 1,050BHP Push tug with 4 flanking rudders. Working daily pushing and towing 295' x 65' x
12' aggregate barges. Inspection: U.S. East Coast.
File: TP10067 Push Boat 65.0' loa x 19.3' beam x 6.1' depth x 5.00' loaded draft. Built in
1948. Built at Nichols Boat Works; OR. U.S. flag. GRT: 63. Class: None. FO: 7,000g. FW:
500g. Winch: 2 - hydraulic barge winches on stern. Main Engines: 2 x Cummins KTA-19M
total 1,000BHP. 46" x 46" prop(s) on 4" shaft(s). Genset(s): 1 - 60kW / John Deere; 1 12.5kW / Lister. Model bow with push knees (12') forward. All welded steel. 2 deck boat. 2
steering and 2 flanking rudders. Height of eye 18ft. Wood pilot house. Seller prefers sale
outside of Northern California. Inspection: U.S. West Coast. Delivery: Prompt.
File: TP11057 Push Boat 57.6' loa x 17.3' beam x 6.2' depth x 5.00' loaded draft.
Built in 1957. Built at Nichols Boat Works Co. Rebuilt: 2007. U.S. flag. GRT: 45.
Class: Last DD Summer 2008. Main Engines: 2 x Cummins QSX total 900BHP. 2 48" x 44" 4-blade Bronze prop(s) on 4 1/2" SS shaft(s). Re-powered 2009 / Tier 2.
Genset(s): 2 - 20kW Onan; 1 - 8kW Kubota. Quarters: 4. Air Conditioned. Galley.
Model bow, shallow draft tug with one push knee. Complete rebuild in 2007 included
taking the boat down to bare metal and rebuilding with new wiring, cabinets, controls,
coatings, etc. New Tier, zero hour, Cummins main engines installed in 2009. New
SS bulwarks & H bitts. New propellers, shafts, two trailing rudders, fernstrum keel
coolers (awaiting installation), manual barge winches, new D rubber all around, Baier flush mount hatch covers, jog
lever steering, Mathers controls. Turnkey vessel in very good working condition. Inspection: U.S. West Coast.
www.marcon.com
17
Built in 1958. Built at Jacksonville, FL. Rebuilt: 2001. U.S. flag. GRT: 58. FO: 8,000g.
FW: 1,000g. Winch: 2 - 40T elec. Barge type. Main Engines: 2 x CAT 3406E total
1,100BHP. 2 - 48" x 48" bronze prop(s) on 6" shaft(s). Fuel efficient, BTA Turbo
model main eng w/warranty (less than 1,000hrs/ea). Genset(s): 2 - 40kW/Northern
Lights (new 2000/2001) 1,500hrs on each. Quarters: 2 persons. Galley. Twin screw
pusher totally rebuilt 2000 excepting hull bottom. 2 mahogany bunks. New: deck,
house, galley, MSD, raised pilot house with 24' eye level, rudders, interior, water, fuel
vents & electronic systems. Z new push knees 14' above water. Twin joy sticks for winch control. 2 – 6 man life
rafts. Reportedly in very good working condition. Recently drydocked. Currently in fresh water, but has worked in
salt water. IMO compliant, jog lever steering, SS exhaust, turnkey. Call for price guidance. Inspection: U.S. West
Coast. Delivery: Prompt.
loaded draft. Built in 1968. Built at Jeff Boat, Inc. U.S. flag. GRT: 157. FO: 20,000g. FW:
4,000g. Winch: American single drum aft +2 (40T) Nabrico winches (bow). Wire
Capacity: 1,000' 1.25". Main Engines: 2 x CAT D379 total 1,130BHP. 72"x57" 4 blade
stainless steel prop(s). Genset(s): 2 - 50kW / GM4-71. Quarters: 6 (3 staterooms). Air
Conditioned. Galley. 29’ eye level. 2 steering and 4 flanking rudders. Working but can be
developed for sale. Inspection: U.S. East Coast. Delivery: By Arrangement.
File: TP14067 Push Boat 70.0' loa x 28.0' beam x 7.6' depth x 6.00' light draft x
8.00' loaded draft. Built in 1979. Built at Greenville Shpbldg; Greenville, MS. U.S.
flag. GRT: 165. FO: 16,000g. FW: 2,300g. Winch: 50T Wintech bow winch with 1.25"
Spectra line. Main Engines: 2 x GM 12V149 total 1,400BHP. 4 blade stainless
prop(s). Bollard Pull: @10.1T. Pump(s): 2 fire pumps. Air Conditioned. Galley. 35'
highest fixed point. Last drydocked 12/2006 and due 12/2009. Will consider a sale to
non-competing interests. Call for price guidance and availability. Inspection: U.S.
West Coast.
File: TP14559 Push Boat 59.0' loa x 19.5' beam x 8.2' depth. Built in 1990. Built at Aiple
Marine; Stillwater, MN. Rebuilt: 2002. U.S. flag. GRT: 77. Main Engines: 2 x CAT D348
total 1,450BHP. Last Overhauled: 2002. 2 - FP prop(s). Rebuilt 01/2002 by Alsem
Industries. Genset(s): 2 - 40kW / GM3-71 (overhauled 2002). Quarters: 8. Galley. Totally
rebuilt in 2002. Rewired. Upper Pilot house. Height of eye 36'. Make offer after
inspection. Inspection: U.S. Gulf Coast. Delivery: Prompt.
File: TP17078 Push Boat 78.0' loa x 28.0' beam x 8.5' depth x . Built in 1956. Built at
Todd Shipyard Corp.; Houston, TX. U.S. flag. GRT: 171. FO: 20,870g. FW: 3,000g.
Main Engines: 2 x CAT 3508 total 1,700BHP. Last Overhauled: 2004. 2 - 75" x 45"
prop(s). Genset(s): 2 - 60kW / GM3-71. Quarters: 2-1, 1-2 man cabins. Air
Conditioned. Galley. Height of eye = 20' to main deck. Red Fox sewage treatment
plant. Reportedly in very good overall condition. Renovated in 2004. Inspection: U.S.
Gulf Coast.
Built in 1969. Built at Bender Welding & Mach; Mobile, AL. U.S. flag. GRT: 150.
FO: 20,200g. FW: 8,250g. Main Engines: 2 x CAT 3512 total 2,400BHP. Kort
nozzle(s). Top end overhaul (2008). Quarters: 7 bunks. Air Conditioned. Galley.
Twin Screw push boat. 4 flanking rudders, 2 steering rudders RedFox sewage
system. Mechanical over hydraulic steering. Repower in 2003. Working.
Inspection: U.S. Mid West.
www.marcon.com
18
9.00' loaded draft. Built in 1964. Built at Southern Shipbuilding. U.S. flag. GRT: 196.
FO: 32,000g. FW: 4,000g. Winch: 2 - 40T Nabrico push winch + bow capstan (10HP);
stern capstan (15HP). Main Engines: 2 x CAT D398 total 1,700BHP. 4 blade S/S (76"
x 72") prop(s). PME - Rebuilt 2007, now 5,268hrs; SME - runs but high hours.
Genset(s): 2 - 60kW / GM6-71. Quarters: 6 berths (5 staterooms). Air Conditioned.
Galley. Eye level 34'. 2 steering / 2 flanking rudders. Reportedly in good overall
condition. Keel coolers. Working. Working boat but can be developed for sale.
Inspection: U.S. East Coast.
File: TP18092 Push Boat 90.0' loa x 28.0' beam x 10.5' depth. Built in 1969. Built at Jeffboat,
IN. Rebuilt: 2008. U.S. flag. Main Engines: 2 x CAT 3512 total 2,400BHP. Last Overhauled:
2000. 2 - FP prop(s). Repowered 2000. Overhauled 2008. Good condition. Call for new lower
price. Inspection: U.S. Gulf Coast.
File: TP20092 Push Boat 92.0' loa x 28.0' beam x 9.8' depth. Built in 1962. Built at Main
Iron Works; Houma, LA. U.S. flag. GRT: 207. FO: 18,000g. FW: 1,200g. Wire Capacity:
1,200' 8" nylon. Main Engines: 2 x MTU total 2,000BHP. 72" x 67.3" fixed prop(s).
Genset(s): 2 - 40kW / GM 4-71 110/220vAC 60Hz. Firefighting: CO2. Quarters: 6 berths in
6 cabins. Twin push knees forward. 30' height of eye. 48' highest fixed point. Inspection:
U.S. Northeast.
8.70' loaded draft. Built in 1977. Built at Hillman Barge & Construction Co. PA.
Rebuilt: 2007. U.S. flag. GRT: 396. FO: 50,000g. FW: 8,000g. Winch: 2 Electric
40T face + capstan. Main Engines: 2 x CAT 3512 total 3,300BHP. 102"x84" 4blade stainless prop(s)on 8-5/8” shaft(s). Repowered Summer/Fall 2010 from
Fairbanks Morse. Speed about 8mph. Genset(s): 2 - 125kW / John Deere.
Quarters: 9 crew berths. Air Conditioned. Galley. Typical tow size abt. 22,500 tons.
Good condition. New steering. Height of eye 60'. 2 - 19" xenon search lights. Two
steering & four flanking rudders. Drydocked August 2010 and additional interior & electrical renovations being done.
Inspection: U.S. Gulf Coast. Delivery: Fall 2010.
File: TP27100 Push Boat 100.0' loa x 30.0' beam x 8.4' depth. Built in
1958. Built at Superior Boat Works; Greenville. U.S. flag. GRT: 292. FO:
34,954g. FW: 18,000g. Main Engines: 2 x EMD 12-645 total 2,700BHP.
Last Overhauled: 2004. 2 - 70" x 63" 4 blade/ea prop(s). PME = 19,832hrs;
SME = 19,832hrs. Genset(s): 2 - 100kW / Detroit. Quarters: 8 berths. Air
Conditioned. Twin screw pushboat. 2 steering and 4 flanking rudders.
Height of eye 30'. Replaced wheels, rudders, bushings, shafts in July of
2006 at docking. Inspection: U.S. Gulf Coast. Delivery: By
Arrangement.
File: TP27500 Push Boat 124.0' loa x 27.5' beam x 10.8' depth x 10.70' loaded
draft. Built in 1951. Built at Nabrico; Nashville, TN. U.S. flag. GRT: 307. FO:
28,000g. FW: 18,000g. Main Engines: 2 x EMD 12-645E2 total 2,800BHP. 2 72" x 62" 4 blade prop(s). Genset(s): 1-60kW/GM6-71;1-125kW/GM6-71.
Quarters: 10 berths. Three deck inland push boat. 2 steering and 4 flanking
rudders. 12' aluminum skiff with 15HP outboard. Fair condition. Call for price
ideas. Inspection: U.S. Mid West.
www.marcon.com
19
File: TP30060 Push Boat 60.0' loa x 54.0' beam x 12.0' depth x 10.50'
loaded draft. Built in 2005. Built at Halimar Shipyard. U.S. flag. GRT: 239.
FO: 31,000g. FW: 10,000g. Main Engines: 2 x CAT 3512 total 3,000BHP.
75.75" x 80" 4-blade Kaplan prop(s). Kort nozzle(s). 01/2010 PME top end
o'haul. Rudders can operate independently. Genset(s): 2 - 60kW / John
Deere. Exclusively in our hands. Towboat / barge combination with 275' x 54'
x 12' lead & 260' x 54' second box barge. Overall unit is 595' in length. Air
operated retractable wheelhouse. Minimum height 17'. Max height of eye 30'.
Capable of transporting approx 8,000T of aggregate or 345TEU at speeds up
to 14mph. Lead barge fitted with 540HP 4-channel bow thruster. See also
HB26050 & HB27554. Drydocked 30 April 2010 & props changed out to
stainless steel. Units working regularly. Inspection: U.S. Mid West.
File: TP30092 Push Boat 92.0' loa x 30.0' beam x 9.5' depth. Built in 1972. Built at
Halter Marine; Lockport, LA. U.S. flag. GRT: 242. FO: 30,000g. FW: 7,000g. BW:
20,000g. Winch: 2 - 60T hydraulic Beebe deck. Main Engines: 2 x EMD 12645E2E6 total 3,000BHP. Fixed pitch prop(s). Speed about 10kn free. Genset(s): 2
- 50kW / GM 4-71. Quarters: 4 staterooms 7 bunks. Air Conditioned. Galley. Twin
push knees: 23' (outside width) x 19' (inside width) x 23' (high). Height of eye 45'
from upper and 30' from lower pilothouse. 53' highest fixed point. Laid up. Inviting
offers. Call Marcon for price guidance. Inspection: U.S. Northeast.
loaded draft. Built in 1981. Built at Verret SY, LA. U.S. flag. GRT: 370. FO: 52,000g. FW:
6,6000g. Main Engines: 2 x EMD 12-645E2 total 3,000BHP. 2 - FP prop(s). Speed about
8-10mph on 2,800gpd. Quarters: 8. Air Conditioned. Galley. Call for price guidance &
availability. 2 spare props, 2 spare steering rudders. Eye level abt. 39' with estimated 42'
overall height. Typical tow size 18,000dwt. Inspection: U.S. Gulf Coast.
File: TP30105 Push Boat 104.0' loa x 34.0' beam x 8.0' depth x . Built in 1975. Built at
Modern Marine; Houma LA. U.S. flag. GRT: 445. Main Engines: 2 x EMD 12-645E2 total
3,000BHP. Repowered 1990. Call for price guidance & availability. Eye level abt. 30’ with
estimated 42' overall height. Fresh off drydock, new bottom plates installed,
realignments, bearings, bushings. Call for price. Inspection: U.S. Gulf Coast.
File: TP30124 Push Boat 124.0' loa x 30.0' beam x 10.0' depth x 7.00' light draft
x 9.30' loaded draft. Built in 1956. Built at St. Louis Ship; St. Louis, MO. Rebuilt:
1981. U.S. flag. GRT: 357. FO: 50,902g. FW: 9,000g. Winch: Nabrico 4011 L HE
(40T). Main Engines: 2 x CAT 3512M total 2,400BHP. Last Overhauled: 2003.
74" x 76" prop(s). Repowered 1981 (PME - 2,097 hrs, SME - 5,921 hrs).
Genset(s): 2 - 60kW/GM6V-71. Quarters: 9 berths. Air Conditioned. Galley. Eye
level 24'. 34' highest fixed point. Call for price guidance & availability. Overhauled
June 2008. Good condition. Inspection: U.S. Mid West.
Peterson Bros, WI. Rebuilt: 1998. U.S. flag. GRT: 397. Class: ABS Great Lakes
Loadline (exp. 31 Aug, 2005). FO: 43,000g. FW: 5,000g. Winch: 2 - 50T Beebe Electric
+ 2 Capstans. Main Engines: 2 x EMD 16-567C total 3,200BHP. 4 blade stainless
prop(s) on 8" shaft(s). Engines reportedly in "fair" condition. Genset(s): 2 - 100kW /
John Deere, 60Hz AC. Quarters: 9 Cabins. Galley. Retractable pilot house with 17.5' of
lift. 2 steering & 4 flanking rudders. Fresh water service. Last drydocked Dec 2008.
Vessel specifications are believed to be accurate, but not guaranteed, and all bidders must satisfy themselves as to
the specifications, seaworthiness, suitability and other factors prior to sale. All vessels sold "as is, where is", with all
faults. Inspection: U.S. Gulf Coast.
20
www.marcon.com
Hillman Barge & Construction Co. PA. Rebuilt: 2011. U.S. flag. GRT: 380. FO:
50,000g. Winch: 2 Electric 40T face + capstan. Main Engines: 2 x CAT 3516 total
4,000BHP. 102" x 90" 4-blade fixed prop(s) on 8-5/8" shaft(s). Repowered in
2010/2011 from Fairbank Morse to Tier II engines. Speed about 8 mph. Genset(s):
New 2-150kW / John Deere. Quarters: 9 crew berths. Air Conditioned. Galley. Eye
level abt. 36’ with estimated 42' overall height. Two steering and four flanking
rudders. 2 - 19" xenon search lights. Refurbished in 2008 and 2011. Inspection: U.S.
Gulf Coast.
File: TP42132 Push Boat 132.0' loa x 30.0' beam x 10.8' depth. Built in 1952. Built
at Nashville Bridge, TN. Rebuilt: 2006. U.S. flag. GRT: 369. Main Engines: 2 x CAT
3516BT Tier I total 4,200BHP. Last Overhauled: 2008. 2 prop(s). Kort nozzle(s).
Genset(s): 2 - 99kW (new 2006). Air Conditioned. Galley. Steel hull push boat.
Repowered / renovated 2006. Good condition. Inspection: U.S. Gulf Coast.
File: TP42144 Push Boat 144.0' loa x 35.0' beam x 11.0' depth x 8.10'
loaded draft. Built in 1971. Built at Nashville Bridge; Nashville, TN. U.S.
flag. FO: 72,000g. FW: 5,384g. DW: 11,120g. Winch: 2 - 40T face; 2 40T wing elec. Main Engines: 2 x CAT 3512HD total 4,500BHP. Last
Overhauled: 2008. 106" x 92.5' 5-blade stainless prop(s) on 9" shaft(s).
Repowered 2006 with new Tier II engines. Speed about 10mph.
Pump(s): Fire pump & barge pumps. Genset(s): 2 - 125kW / Marathon /
John Deere. Quarters: 9 berths. Air Conditioned. Galley. Inland river
pushboat capable of handling 30,000dwt typical tow. Retractable
pilothouse with 36' eye level raised & abt. 18.5' vertical clearance
lowered. Two steering & four flanking rudders. Single electric capstan. Major shipyard drydocking completed in
2001. Inspection: U.S. Gulf Coast.
See our website at www.marcon.com for the most recent inland river pushboat and barge listings.
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
21

Pushboat Market Report - Marcon International, Inc.

Transcription

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