Tug Boat Market Report - November 2012 - Marcon International, Inc.

Marcon International, Inc. 

Vessels and Barges for Sale or Charter Worldwide 

November 2012 

Tug Market Report 

www.marcon.com 

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

P.O. Box 1170, 9 NW Front Street, Suite 201 

Coupeville, WA 98239 U.S.A. 

Telephone (360) 678 8880 

Fax (360) 678-8890 

E Mail: info@marcon.com 

http://www.marcon.com 

Following is a breakdown of available anchor handling coastal, ocean and harbor tugs. Separate reports available on 

inland river pushboats and anchor handling tug supply vessels. 

Under 

1,000 

1,000 – 

2,000 

2,000 – 

3,000 

3,000 – 

4,000 

Horsepower 

Mar 1996 199 163 59 65 18 7 8 7 4 4 550 

Jan 1997 178 159 83 65 19 6 9 5 5 2 532 

Jan 1998 139 142 72 46 14 9 6 6 5 2 432 

Jan 1999 174 143 83 81 35 10 2 5 5 1 536 

Jan 2000 161 145 72 62 27 15 3 4 7 2 498 

Jan 2001 138 133 81 72 34 20 5 7 8 2 500 

Jan 2002 117 134 85 67 38 22 2 5 6 4 480 

Jan 2003 152 176 96 71 40 21 2 4 6 5 573 

Jan 2004 117 140 77 67 29 21 1 5 12 3 472 

Jan 2005 117 141 71 69 28 21 1 11 9 2 470 

Jan 2006 97 125 90 66 21 16 5 6 8 1 435 

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

Jan 2008 73 118 105 58 19 13 2 7 1 1 397 

Jan 2009 73 94 95 76 29 19 6 5 2 3 402 

Feb 2010 74 136 121 125 47 36 9 7 3 4 562 

Feb 2011 66 111 137 142 80 47 10 15 8 5 621 

May 2011 69 117 142 144 75 45 13 15 5 5 630 

Aug 2011 69 119 121 132 66 46 14 23 7 4 601 

Nov 2011 74 127 123 143 80 45 17 15 6 3 633 

Feb 2012 75 133 132 153 81 45 14 17 7 1 658 

May 2012 79 150 127 145 67 39 10 11 5 1 634 

Aug 2012 86 166 150 153 79 42 14 12 8 1 711 

4,000 – 

5,000 

Nov 2012 - Worldwide 91 172 161 163 86 42 16 15 8 4 758 

Nov 2012 - U.S. 26 34 28 28 12 9 4 6 1 0 148 

Nov 2012 - Foreign 65 138 133 135 74 33 12 9 7 4 610 

5,000 – 

6,000 

6,000 - 

7,000 

7,000 – 

8,000 

8,000 – 

9,000 

Avg. Age - Worldwide 1974 1983 1988 1993 1995 1992 1993 1985 1994 1976 

Avg. Age - U.S. 1965 1969 1967 1972 1975 1969 1986 1983 1981 0 

Avg. Age - Foreign 1977 1986 1992 1997 1999 1999 1996 1986 1996 1976 

Charter - Worldwide 32 62 78 83 40 29 11 13 17 14 379 

Charter - U.S. 4 12 19 15 6 3 3 5 2 2 71 

Charter - Foreign 28 50 59 68 34 26 8 8 15 12 308 

Up Since Last Report Down Since Last Report 

Market Overview 

Of the 12,077 vessels and 3,750 barges that Marcon currently tracks, 4,600 are tugs with 758 currently officially on the 

market for sale worldwide, up 6.61% since August. Of the tugs for sale, 42.30% of foreign and 90.54% of U.S. 

tugboats are direct from Owners. 253 or 33.38% of the tugs worldwide, primarily foreign flagged, were built within the 

last ten years, are newbuilding re-sales or currently under construction – compared to 32.63% at the last report. 63 

(8.31%) are over fifty years of age and three tugs are 75 years of age or older. 16 have no age listed. The two oldest 

tugs Marcon currently has listed are both 82 years old - a 1930 built triple screw tug (later rebuilt) in the Netherlands 

and a 1930 built single screw tug (also rebuilt) in Sweden. I hope that I will be in as good shape when I am 82. These 

“old ladies” are balanced by 55 newbuildings up to 7,000HP range scheduled for delivery through 2013. 

9,000 

Plus 

Total 

1


Tug Boat Market Report – November 2012 

The majority of tugs Marcon tracks for sale are in the U.S. with 145 tugs 

officially on the market (up from 144 last report), followed by Southeast Asia 

with 141 (vs. 135), 121 each in Europe (111) and the Far East (104), 75 in the 

Mediterranean (74), 47 Mid East (46), 31 Caribbean (26), 17 each in Canada 

(17) and where location unstated (16), 12 each in Africa (10) and Latin 

America (11), Southwest Asia 11 (10) and 8 in the South Pacific (7). CAT 

diesels still power most tugs for sale with machinery in 148 or 20% of the tugs 

Marcon lists. This is followed by 109 Cummins, 62 EMD, 50 Niigata, 43 

Yanmar, 33 Deutz, 25 each with GM and Mitsubishi, 22 Ruston and 18 MAK 

powered tugs. 205 tugs are powered by machinery from other manufacturers 

from ABC to Zibo with, as always, eight Fairbanks Morse boats out there 

looking for a new home. Conventional single and twin screw tugs prevail with 

142 (18.7%) and 461 (60.8%), respectively, for sale worldwide. These are 

followed by 121 azimuthing tugs (16.0%) on the market, 26 Voith Schneider 

tractor tugs (3.4%), six triple screw and two shallow draft quad screws (1.1%). 

We hit another record total of 758 tugs for sale worldwide, up 6.6% since 

August of this year when 711 tugs were officially for sale – and up 19.7% 

since November 2011. Several of the listings include multiple tugs and, as 

in the past, there are many vessels officially on the market which we are 

not familiar with, plus others not officially for sale which can be developed 

for sale out of competition. All of the increase was in the overseas market 

with 47 additional tugs coming available for sale and 15 for charter within 

the last three months. While there have been a few U.S. flag tugs sold, a 

few more came on the market leaving the number of domestic tugs for 

sale flat. The greatest number of foreign flag tugs for sale are in the 1,000 

– 1,999HP, 2,000-2,999 and 3,000-3,999HP ranges with about 133 – 138 

available in each grouping, and all showing an increase since August. The 

only horsepower range that showed a decline was 8,000 – 8,999 which dropped off one tug to seven now officially 

listed for sale. U.S. flag tugs fell slightly in the under 999HP (-1), 3,000-3,999HP (-3) and 5,000-5,999HP (-1) ranges, 

but four more domestic tugs in the 7,000–8,999HP range came on the market. We are continuing to see slightly more 

activity in tug sales, especially with U.S. boats going foreign and expect this to continue over the next six months. 

Marcon International’s year-to-date sales revenues are still down over last year, but under the circumstances I think 

we are doing pretty well. Fourth quarter 2012 could end up to be our best quarter this year. 2012 has booked 29 sales 

and eight charters so far and several additional sales are pending. To date this year we have sold or chartered 15 tugs 

and one AHTS with a total of 56,596BHP which is an improvement over 2010 and 2011’s figures. 

Actual sales price compared toBHP, as of the end of November with 

sales of 23,700BHP concluded to date, is US$ 344/BHP for a “generic” 

1979 built tug. The graph does not take into account the vessel’s 

condition and whether azimuthing, twin screw, single screw or tractor; 

but is just a simple comparison of tugs sold built 33 years ago. All eight 

tugs sold in this case were twin conventional tugs sold for future 

trading. None were sold for scrap. 2012’s Price/BHP of US$ 344/BHP 

to date is fairly close to 2005’s US$ 339.5 for a generic tug two years 

older when Marcon sold 38,101BHP in tugs. It is unlikely that we will 

see any major improvement in second-hand tug prices, especially older 

units, within the near future. Condition, as always, and, more than ever, location are the key factors affecting the final 

sale price for second-hand tugs. It does not take much of a mobilization cost to make or break a sale in these times. 

I recently talked to one owner who asked my opinion on how much should he spend on a 47 year old, 3,000BHP twin 

screw tug, taking into consideration today’s sale & purchase market. After a short discussion of the numbers and the 

specific tug involved, we both quickly came to the conclusion that anything spent should be dependent only on the 

earning capability of the tug in his existing trade and not on any expected improvement in resale value. The tug is 

regularly working and very likely to remain in that trade for a number of years. The only return on additional investment 

that can be counted on will come from continued employment and not from any increase in resale value. A close eye 

though will be kept on the future of the trade and her potential life span which could be another five to ten years. 


Mitsubishi 

3% 

Deutz 

5% 

Yanmar 

6% 

Niigata 

7% 


EMD 

8% 

Cummins 

15% 

TUG ENGINE TYPES 

Ruston 

GM 3% 

3% 

MAK 

2% 

Other 

28% 

CAT 

20% 

2



Recent Marcon Tug Sales & Charters 

Crowley Maritime’s 5,750BHP twin screw tug “Pathfinder” was sold on a 

private and confidential basis. The 136.2’ x 36.5’ x 19.2’ depth tug was 

originally built for Crowley in 1970 by McDermott Marine in Amelia, Louisiana. 

She is powered by a pair of EMD 16-645E5s developing a total of 5,750BHP 

with Falk 4.536 gears and 5-blade stainless props. Tug is fitted with a Markey 

TDSDW 36C double drum tow winch and hydraulic pins. “Pathfinder” was laid 

up in Puget Sound at the time of sale. Marcon acted as sole broker in the 

transaction and has represented both buyer and seller in multiple sales and 

purchases over the years. 

The twin screw tug “King Philip” has been sold to Latin American 

interests on a private basis. The 96.0’ x 34.0’ x 17.9’ tug was the third 

tug built by its former Owner, family-run Seaboats, Inc., at their 

shipyard facility in Fall River, Massachusetts in 1996 for their in-house 

use. “King Philip”, designed by Jonathan Laiby of Woods Hole, is 

powered by a pair of CAT D399 turbo-charged diesels developing a 

total of 2,250BHP at 1,225RPM through Reintjes 5.976 gears to fixed 

pitch props. Towing gear consists of a single drum Almon Johnson, 

GM4-71 diesel powered winch with approximately 2,000’ of 2” wire and 

a stern roller. The ABS loadlined tug is fitted with an upper pilot house 

and well suited for pushing in the notch, as well as coastal and ocean 

towing. Vessel was reflagged to foreign registry. 

2,900BHP twin screw tug sold on private and confidential basis. 

TradeWinds Towing of New Orleans has taken the twin screw tug “Leslie Foss” 

(ex-Caribe Pioneer, Leslie Foss) on bareboat charter from Foss Maritime of 

Seattle, Washington. The U.S. flag, 120’ x 31’ x 14.9’ tug was built in 1970 as one 

of four similar tugs constructed at McDermott Shipyard in Amelia, Louisiana for 

Foss. During her 32 years working for Foss, she has worked not only in the 

Pacific Northwest and Alaska, but as far afield as Talara, Peru; Attu, Adak and 

Shemya in the Aleutian Islands; the Caribbean; U.S. East Coast and the Great 

Lakes towing construction, derrick, accommodations, cement and oil barges. 

“Leslie Foss” is powered by a pair of EMD 12-645E2 diesel totaling 3,000BHP, 

turning 103” x 82” 5-blade propellers which gives her 37.5 tons of bollard pull and 

a free running speed of 12kn. Ship’s power is supplied by two 99kW and one 

75kW gensets, all powered by John Deere 6068 diesel engines. With 96,000 gallons of fuel capacity she has the long 

legs required for ocean towing. Towing gear consists of a 

Markey TDSD-32 double drum winch, stern roller and tow 

pins. Charterers plan to employ the tug on various 

coastwise and ocean towing projects in the U.S. Gulf of 

Mexico and have already committed her on the first tow 

under their operation. This is the second sale that Marcon 

has been fortunate to work on with the Buyer. Marcon has 

been involved with about a dozen transactions with the 

seller over the years. Marcon acted as sole broker. 

Two late 2011 / 2012 built, 4,900BHP ASD escort tugs 

have been chartered on a private and confidential basis for coastal and harbor towing in Central America. The 65 ton 

bollard pull Z-peller tugs, only recently placed into service, are fitted with 30T at 10m/min line pull bow and stern 

winches, stern roller, tugger winch, 2T knuckle boom crane and FiFi-1 with waterspray. Marcon represented the 

Owners in this transaction. 

2012 has booked 29 sales and eight charters as of the end of November including 15 tugs totalling 51,144BHP. Four 

ocean deck barges and three inland deck barges with aggregate deadweight capacities of 26,000 and 6,800 tons 

respectively have also been sold. One two year old 5,150BHP AHTS was also fixed on a six month charter. We have 

several additional sales pending and expected to close within the next two to three weeks. 



3



Once Again – Yet Another Record Number of Tugs Worldwide 

Once again the worldwide number of tugs hit another record - even in today’s economy. While information in IHS 

Fairplay Sea-web only covers “sea-going” vessels over 100GRT, there are many tugs either under that tonnage or in 

inland service. According to Sea-web, as of November 6th, 2012, there were 15,490 “sea-going” tugs over 100GRT 

worldwide, up from 14,805 in November 2011, and up 207 vessels from last August’s report. Total horsepower is 

40,727,371BHP, up 615,595BHP since August. Even taking into account flags of convenience, the largest national 

fleet of tugs over 100GRT sails under Indonesian flag, which has just overtaken the U.S. for first place in horsepower. 

The U.S. operates 1,450 “sea-going” tugs over 100GRT, or 9.36% of the world market, totaling 4,768,428BHP 

(11.71% global BHP). Average age of tugs worldwide is 21 years with the U.S. flag “sea-going” fleet now at 33 years 

(built 1979). 

Top 50 “Sea-Going” Tug Fleets By Units As Of November 2012 According to HIS Fairplay Sea-web 

Flag TotalBHP % # Tugs % Avg BHP Avg Age 

Worldwide 40,727,371 100.00 15,490 100.00 

2,629 1991 

Indonesia 5,010,750 12.30% % 3,078 19.87% % 

1,628 2001 

United States Of America 4,768,428 11.71% 1,450 9.36% 3,289 1979 

Unknown 1,425,736 3.50% 821 5.30% 1,737 1978 

Japan 2,453,698 6.02% 764 4.93% 3,212 1996 

Singapore 1,894,175 4.65% 668 4.31% 2,836 2006 

Korea, South 1,319,954 3.24% 476 3.07% 2,773 1989 

Malaysia 940,913 2.31% 462 2.98% 2,037 2002 

Panama 1,302,963 3.20% 430 2.78% 3,030 1989 

India 1,062,684 2.61% 398 2.57% 2,670 1995 

Russia 991,594 2.43% 371 2.40% 2,673 1987 

Italy 1,010,531 2.48% 322 2.08% 3,138 1985 

United Kingdom 791,493 1.94% 252 1.63% 3,141 1990 

Australia 860,998 2.11% 250 1.61% 3,444 1995 

China, People's Republic Of 758,689 1.86% 219 1.41% 3,464 1992 

Canada 623,350 1.53% 217 1.40% 2,873 1975 

Brazil 640,176 1.57% 199 1.28% 3,217 2001 

St Vincent & The Grenadines 651,175 1.60% 189 1.22% 3,445 2000 

Iran 410,145 1.01% 185 1.19% 2,217 1989 

Turkey 494,602 1.21% 178 1.15% 2,779 1991 

United Arab Emirates 517,033 1.27% 178 1.15% 2,905 1996 

Spain 604,577 1.48% 172 1.11% 3,515 1992 

Philippines 336,710 0.83% 163 1.05% 2,066 1977 

Mexico 522,936 1.28% 157 1.01% 3,331 1986 

Netherlands 553,528 1.36% 152 0.98% 3,642 1999 

Venezuela 422,129 1.04% 151 0.97% 2,796 1986 

Egypt 441,135 1.08% 148 0.96% 2,981 1988 

Saudi Arabia 450,984 1.11% 145 0.94% 3,110 1990 

Ukraine 228,411 0.56% 117 0.76% 1,952 1983 

Greece 205,826 0.51% 113 0.73% 1,821 1973 

France 378,582 0.93% 107 0.69% 3,538 1992 

Vietnam 198,113 0.49% 102 0.66% 1,942 1996 

Thailand 256,432 0.63% 100 0.65% 2,564 1984 

Chinese Taipei 241,172 0.59% 93 0.60% 2,593 1987 

Germany 321,618 0.79% 85 0.55% 3,784 1989 

Norway 238,320 0.59% 84 0.54% 2,837 1979 

Nigeria 163,760 0.40% 78 0.50% 2,099 1986 

Bahrain 224,662 0.55% 75 0.48% 2,995 1991 

Cyprus 260,424 0.64% 73 0.47% 3,567 2001 

Chile 250,693 0.62% 69 0.45% 3,633 1999 

Honduras 124,181 0.30% 65 0.42% 1,910 1968 

Algeria 237,818 0.58% 64 0.41% 3,716 1990 

Colombia 183,908 0.45% 60 0.39% 3,065 1997 

Argentina 163,380 0.40% 59 0.38% 2,769 1980 

Malta 288,552 0.71% 56 0.36% 5,153 2002 

Portugal 126,242 0.31% 56 0.36% 2,254 1979 

Finland 146,880 0.36% 55 0.36% 2,671 1970 

Libya 138,975 0.34% 53 0.34% 2,622 1990 

Belgium 213,401 0.52% 51 0.33% 4,184 1999 

Sweden 134,985 0.33% 51 0.33% 2,647 1965 

Kuwait 203,692 0.50% 50 0.32% 4,074 1996 



4



I keep expecting to see total global fleet numbers starting to decline 

instead of hitting a record every new market report. Maybe I need a little 

more patience. At the time of our November 2010 report, the average 

horsepower for the world’s 14,430 “sea-going” tugs was 2,633BHP with an 

average year built of 1990. Today’s average of 15,490 tugs is 2,629BHP 

with a year built of 1991. The U.S. fleet in November 2010 included 1,514 

“sea-going” tugs with an average of 3,194BHP and year built of 1978. 

Today’s U.S. fleet did decline 4.2% to 1,450 tugs, average horsepower 

increased to 3,289BHP – mostly ATBs and ASDs; and average year built 

is 1979 vs. 1978, but that still makes the U.S. fleet one more year older. 

Marcon is trying to do our part – five of eighteen tugs we sold during 2011 

and 2012 were U.S. tugs averaging 36 years old that went overseas. 

Breakdown of U.S. “Sea-Going” Fleet 

Following is a breakdown of the U.S. sea-going tug fleet as of November 2012, 

according to IHS Fairplay Sea-web, compared with last quarter. As of August 

2012, the U.S. domestic tug fleet consisted of 1,469 “sea-going” tugs totaling 

4,847,030HP. The U.S. flag fleet decreased by 19 tugs to 1,450 while total 

horsepower fell by 78,602BHP to 4,768,428HP- reflecting recent sales of a 

number of 5,750-7,200HP 1970s built tugs overseas to West Africa plus to 

domestic operators for foreign service. High horsepower and large tugs are 

easy to track, but Sea-web has data on only 52 U.S. tugs under 999BHP. As 

most of the “under thousand horsepower” tugs in the U.S. are below 100 gross 

register tons, they are generally not included in the Registry. Not counting 

pushboats, there are eight to nine hundred additional small tugs in U.S. 

coastal waters. As of Spring 2012, there were 7,159 “towboats” (both tugs & 

inland river pushboats) in the U.S. Approx. half were under 100GRT. Inland river pushboats do not meet IHSF criteria 

and therefore are also not included in Sea-Web. 

U.S. Sea-Going Tug Fleet Over 100GRT ByBHP According to Lloyd’s Register as of November 2012 

UnknownBHP 

Under 

999 

1000- 

1999 

2000- 

2999 

3000- 

3999 

4000- 

4999 

5000- 

5999 

6000- 

6999 

7000- 

7999 

8000- 

8999 

9000 Plus Total 

Total # 124 52 271 221 269 244 97 69 52 10 41 1,450 

AvgBHP 789 1,504 2,356 3,416 4,358 5,446 6,412 7,153 8,066 11,223 

Avg LOA 89 80 87 97 106 106 115 113 137 133 141 

Avg Beam 28 23 26 29 32 34 36 38 39 41 47 

Avg Depth 12 9 11 13 15 15 17 18 20 20 24 

Avg Year Built 1974 1952 1966 1975 1980 1992 1990 1999 1983 1996 2004 

Previous U.S. Sea-Going Tug Fleet Over 100GRT According to Lloyd’s Register as of August 2012 

UnknownBHP 

Under 

999 

1000- 

1999 

2000- 

2999 

3000- 

3999 

4000- 

4999 

5000- 

5999 

6000- 

6999 

7000- 

7999 

8000- 

8999 

9000 Plus Total 

Total # 131 54 274 223 272 243 97 65 54 10 46 1,469 

AvgBHP 788 1,501 2,360 3,412 4,358 5,446 6,401 7,160 8,066 11,643 

Avg LOA 91 81 87 97 106 106 116 113 138 137 140 

Avg Beam 28 23 26 29 32 34 36 38 39 42 48 

Avg Depth 12 9 11 13 15 15 17 18 20 20 24 

Avg Year Built 1974 1951 1965 1975 1979 1991 1989 1999 1983 1996 2003 

Of the 1,450 U.S. flag tugs in Lloyd’s as of November, 205 have unknown engines. 466 

or 37% where type is known are powered by EMDs, 381 (31%) by CATs, 126 (10%) by 

General Motors / Detroit Diesels and Cummins and Alco are tied with 4% market share 

each. Of 1,450 U.S. flag tugs, 394 (27%) and 773 (53%) are conventional single screw 

and twin screw, respectively. The remaining 20% of U.S. flag tugs are 223 azimuthing, 37 

triple screw and 23 Voith-Schneider tractor tugs. Two years ago, 33% of U.S. tugs were 

powered by EMDs, 30% by CATs, 17% by General Motors / Detroit Diesels and 4% still 

by Fairbank Morse. 30% and 52% of U.S. tugs were conventional single and twin screw 

respectively with the remaining 18% consisting of 196 azimuthing, 38 triple screw and 23 

tractor tugs. There are 65 fewer single screw and 27 more ASD tugs in the fleet today 

than two years ago. 



5



New Construction, Shipyard and Conversion News 

According to “Fairplay Newbuildings”, as of 6 th November 2012, 

there were 6,628 ships over 299GRT on the World Orderbook, 

down 139 or about 2.06% from 6,767 ships in August, and 

showing a further decline from 7,956 newbuildings one year ago. 

This is the lowest number of ships on the World Orderbook since 

Marcon started tracking newbuildings over five years ago. Many 

shipbuilders are idle as orders, especially for larger vessels, 

continue their steep decline as supply outstrips demand. Some 

overseas shipyards have not seen a single order this year and 

2013 does not look very good for big ship orders. Many yards will 

not survive. In contrast, of the total number on today’s orderbook, 

547, or 8.25% are tugs or “towing / pushing” vessels, up five from 542 in August. This is, of course, down from a peak 

of 643 in August 2011, but still healthy. 712 of today’s newbuildings, up 

13 from our last report, are OSVs and 259, up 32, are “Offshore – 

Other”. Of 547 tugs listed by Fairplay under construction, Malaysia 

leads the order book with 150 tugs being built, down 5 from August. 

They are followed by China PR at 91 (up 3) tugs, Indonesia 36, 

Romania 29, Vietnam 28, 27 Turkey, Spain 23, Egypt 21, 15 Japan, 

USA 14, 13 each in India, Poland and Singapore, 12 Russia, Brazil 9, 8 

each Iran and Qatar, the Netherlands and Peru 5 each, 4 South Korea, 

3 each Cuba, UAE and Ukraine, Chile, Serbia Thailand and Venezuela 

2 each and 1 each in Azerbaijan, Belgium, Canada, Colombia, Libya 

and South Africa. Of 547 

tugs being built, abt. 55.6% 

are to be delivered in 2012, 38.4% in 2013 and 6.0% during 2014.These 

figures though do not cover all tugs, towboats and pushers actually under 

construction. Many ordered by government agencies or navies such as tugs 

built by Pella or other Russian yards for the Russian Navy, or domestic 

internal trade vs. export in China never show up on the World Orderbook. I 

would not be surprised to see one hundred and fifty or more tugs added to 

the orderbook each year If they were included – and this would still exclude 

the inland river towboats or pushboats operating on the Mississippi River 

system in the United States and other internal waterways across the world. 

U.S. shipyards are seeing more activity than many overseas yards and doing much better than after the 1980s’ 

downturn when commercial construction plummeted to almost zero by 1986. As of 20 th November, MarineLog and Tim 

Colton U.S. Shipbuilding Contracts tallied 343 vessels and barges on order, excluding inland barges and recreational 

vessels. Approx. 60% vessels and barges are being built for commercial operators. There are also others that we 

know of that do not show up on the list. One of our friends in the U.S. Gulf, whose facility adjoins a local shipyard, 

commented that this time last year one of his workers could lie down and take a nap in the middle of the road leading 

up to the yard. Now with the increased traffic and employees going and coming, the yard had to install a stop light and 

build a new parking lot. We also are discussing more newbuilding options with various yards in the U.S. and abroad. 

CAT power still leads in popularity for propulsion in new sea-going tugs with 

main engines in 146 tugs. This is followed by Yanmar in 93 boats, Cummins 

in 58, Niigata diesels in 38, 28 Wartsila, 24 Mitsubishi, 20 General Electric, 

MTU 10, 9 Chinese Standard Type, 5 Daewoo, 4 each ABC and Daihatsu, 2 

each Deutz, MAN/MAN-B&W and MWM and 1 each with Baudouin, Iveco 

Aifo, John Deere, MaK, Volvo Penta and Weifang. Engines were not listed for 

96 tugs. Only 56 tugs below 1,000BHP are shown under construction 

because, as discussed earlier, many tugs of lower horsepower are under 

299GRT. 

Summary of Horsepower – Fairplay Worldwide Tug Orderbook Over 299GRT 

Under 1,000 – 2,000- 3,000- 4,000- 5,000- 6,000- 7,000- 8,000- 9,000- Over Unk. Total 

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

Tugs 56 105 75 126 13 22 2 0 5 0 5 138 547 



6



On 12 th September, Bollinger Marine Fabricators of Amelia, Louisiana 

delivered the “Ocean Wave”, the first of four “Ocean” class tugs, to Crowley 

Maritime Corporation. “We are extremely proud of our Ocean Class team and 

the delivery of the first in class tug, ‘Ocean Wave’”, said Chris Bollinger, 

executive VP of Bollinger Shipyards. “Our partner, Crowley and Jensen, as well 

as our numerous vendors, have worked hard to develop and deliver a premier 

vessel into the International marine market and we look forward to future 

deliveries of sister ‘Ocean Wind’ and DP2 vessels ‘Ocean Sky’ and ‘Ocean 

Sun’.” “Ocean Wave” is the first of the Ocean class tugs and is first of two 

10,880BHP tugs that feature DP1 capabilities. The twin screw tug is fitted with 

controllable pitch propellers in nozzles with independent high lift rudders. The 

hull is outfitted for long range ocean towing, dynamic positioning, firefighting, 

rescue and salvage towing, as well anchor handling. She is designed and outfitted with all tanks containing oil and oil 

traces inboard of the side shell to create a double hull and designed for zero discharge of any machinery cooling 

water, gray or black water, further safeguarding the environment. “Taking delivery of this first ocean-class tug is a 

significant milestone for Crowley and our customers who will benefit from its use on their projects,” said Tom Crowley, 

company chairman, president and CEO. “These Jensen Maritime-designed towing vessels – three of which are under 

construction at Bollinger – are a new generation of powerful, high-tech and environmentally friendly workhorses for 

Crowley that will further solidify our standing as an industry leader in ocean towing, salvage and offshore marine 

support for the upstream energy industry.” Propulsion for “Ocean Wave” is provided by two Caterpillar C-280-12 Tier II 

diesel engines, designed to operate on Ultra Low Sulfur Diesel fuel and each is rated at 5,440BHP at 1,000RPM, 

driving 153.5” CP props through Reintjes LAF 5666 reduction gears. Bow thruster is a Berg 850HP unit. Electric power 

is provided by two 1,475KVA shaft, one 340kW CAT C-18 Tier II auxiliary harbor, and one 125kW CAT C-6.6 Tier II 

emergency generators. Towing and deck equipment features an Intercon – DW275 hydraulic winch with upper drum 

capacity for 3,000’ of 2.5” wire and lower drum with 4,200’ of 2.75” wire, Triplex tow pins, Triplex shark jaws and an 

open stern roller. Tug complies with all applicable rules and regulations for unrestricted ocean towing, International 

Load Line, SOLAS and ABS DP1, Green Passport classification. 

Shortly after her delivery from the yard, “Ocean Wave” performed her 

inaugural job in Cuba working with Crowley’s subsidiary Titan Salvage 

by removing a grounded 1993 built, Liberian-flagged containership from 

the northern coast. The project’s success hinged on a coordinated and 

timely response from Antilliana De Salvemento, the Cuban salvage 

company which subcontracted Titan Salvage, Crowley’s Pompano, 

Florida-based emergency response, marine salvage and wreck 

removal company, and Houston-based T&T Marine Salvage, to assist 

with removal of the stricken 12,582dwt containership “Hansa Berlin” 

(ex-P&O Nedlloyd Orinoco). The 1,016TEU containership was en route 

from Santiago de Cuba to Havana, Cuba, when the 149.5m x 22.6m x 11.1m depth ship came ashore 20 miles west of 

Havana after losing power during Tropical Storm Isaac on 26 th August. Following the grounding, Titan’s salvage 

master was on scene in less than 24 hours, Crowley’s government services team worked with U.S. and Cuban 

authorities to complete all necessary Customs documentation in advance, and the solutions team readied “Ocean 

Wave” for the 48-hour transit from Orange, Texas, to the site. The stricken vessel, towed by “Ocean Wave”, was 

successfully removed from the coastline and delivered to port in Havana, Cuba, in early October. “This successful 

project is testament to the power of Crowley’s total 

capabilities,” said the company’s Todd Busch, senior VP 

and general manager, technical services. “We leveraged 

many of our unique company assets – such as the ‘Ocean 

Wave’ – our collective experience, and our long-standing 

relationships with the Cuban authorities and Antilliana De 

Salvemento to complete a challenging job quickly in a 

location where many others would be unable to work. Not 

only were we able to work as a team, but we performed the 

job quickly and without harm to the environment or any 

people. It was an excellent example of what Crowley can 

do in emergency response situations, in some of the most challenging locations in the world.” All 19 of “Hansa Berlin’s” 

crew were safely taken off the vessel by helicopter and although abt. 174,000 gallons fuel oil and 27,500g diesel were 

on board at the time of grounding, German owners Hansa Treuhand GmbH & Co. KG reported that bunkers were 

removed and no pollution occurred. 



7



Damen Shipyards launched its first ever hybrid tug - the ASD Tug 2810 Hybrid - and is 

proud to announce that Iskes Towage & Salvage will be the customer. The signing 

ceremony took place on 23 rd October, at Offshore Energy in Amsterdam. Damen is 

believed to be the only yard worldwide building hybrid tugs for stock at this time. The 

second hybrid vessel will be available from stock end-2013. Depending on the operating 

profile of a tug, the ASD 2810 Hybrid, which has a combination of diesel-direct and dieselelectric 

propulsion, facilitates average fuel savings of between 10% and 30% and cuts 

local emissions by 20 to 60%. The vessel has a bollard pull of 60 tons. 

Originally established in 1928 to tow inland barges with coal through the locks to a local steel plant, Iskes, based in 

Ijmuiden near Amsterdam, has been operating a conventional Damen ASD Tug 2810 since November 2011. Iskes 

owner and Managing Director Jim Iskes says: “We already had a very good experience with our existing Damen ASD 

Tug 2810, which is ideally suited to Amsterdam. We are very happy with its performance and so are the crew; it was a 

logical move to choose Damen for the Hybrid version. Damen welcomed our input and recognizes that we know what 

we are talking about. Many of the things we require are not standard but Damen has worked with us to incorporate 

them.” Erik van Schaik, Design & Proposal Engineer, Damen Tugs says: “In the past many green solutions were 

simply too expensive for the tugboat market. We were very mindful that this 

vessel had to cut fuel and emissions, but at the same time it had to be 

positioned at an attractive price for the market. We wanted to make being 

green commercially attractive too.” And indeed, he adds, fuel costs are not 

getting any cheaper, so Iskes is making considerable fuel savings as well. “The 

investment in the Hybrid version is higher but not excessively so. The Hybrid 

represents an extra investment of approximately 10% more than the regular 

ASD Tug 2810”, stresses Mr. Van Schaik. Iskes had been working on its own 

green solution together with Offshore Ship Designers, looking into the potential 

of a hydrogen hybrid tug. Earlier this year, the three-year E3-project was 

completed whereby Damen and its partners had monitored a conventional ASD 

Tug 2810 operating in the port of Rotterdam. The partners wanted to gather 

data on a typical harbor tug profile and see what was possible in terms of 

emissions and fuel cuts. During the monitoring campaign the E3 team found that the average load profile showed that 

tugs are running inefficiently for most of the time. For up to 80% of the day they can be free sailing, station keeping, 

running idle essentially, and in turn, this makes them less environmentally friendly and leads to higher operational 

costs. The diesel electric propulsion system in the ASD Tug 2810 Hybrid delivers enough power to prevent the main 

engines of the diesel direct propulsion system from running idle frequently or at low loads. During the E3 project 

Damen’s Research Department made a computer simulation model to analyze various propulsion trains. Damen can 

use this simulation model to calculate the exact savings that are possible from the Hybrid in each individual case, 

based on the tug’s operating profile and running hours. Based on the findings and after looking at various battery, 

LNG, hydrogen and compressed natural gas solutions, the Hybrid emerged. NOx, HC, CO, SOx, CO2 and particles all 

decrease substantially, as does fuel consumption. 

As an option, Damen is also offering a battery pack whereby it is possible 

to shut down all the engines during station keeping, maneuvering and free 

sailing at low speeds, making the vessel even more environmentally 

friendly. Battery packs of 100kWh each are likely to be provided, which 

allow the vessel to sail up to 5 knots. The Iskes Hybrid will be 

incorporating batteries. Mr. Iskes stressed that the company was very 

keen to have a combination of the diesel electric and batteries. “A 

100kWh battery allows the vessel to be alongside the quay for eight hours 

and sail for an hour. And this represents a 10 to 15% fuel saving. 

Batteries make it much more comfortable for the crew because when they 

are asleep, energy is coming from the batteries so there is no noise or 

emissions.” Solar panels are added to the deckhouse on the Damen 

standard version and these are used to charge the 24V battery packs for starting the engines and emergency power 

for navigation lighting and radio equipment. Other green initiatives on the vessel include LED lighting, and a special 

paint coating, making the vessel more environmentally friendly and clean for at least five years. 



8



Customization of the Iskes ASD Tug 2810 Hybrid for anchor handling includes 

double drum winches fore and aft, wooden decks and an open stern with towing pins 

and chain stopper forks. Damen wanted to use tried and tested technology for the 

ASD Tug 2810 Hybrid. One additional clutch has been added to the vessel and a 

230kW water-cooled electric propulsion engine between each main engine and the 

rudder propeller. A fire-fighting/generator set is installed to feed the electric 

propulsion engines or to drive the 1,200m3/hr FiFi pump. The generator/fire-fighting 

set engine is fitted with an exhaust gas after-treatment system consisting of a 

Selective Catalytic Reduction (SCR) system, a Diesel Oxidation Catalyst (DOC) and 

a half open, Diesel Particulate Filter (DPF). The fire-fighting/generator set engine 

can deliver 695kW at 1,800RPM and is fully compliant with the IMO Tier 3 

regulations being introduced in 2016. Iskes says that the operator expects to be 

utilizing the IMO Tier 3 compliant engine 90% of the time. Each main engine has a maximum power of 1,840kW at 

1,600RPM and is IMO Tier 2 compliant. The captain can choose one of the following operating modes from the 

wheelhouse and then the Hybrid Control Unit manages everything automatically. Stand-by mode (only in combination 

with optional battery pack): All diesel engines will shut down and the battery pack feeds the normal electric system and 

electric propulsion engines that drive the rudder props. When the battery pack becomes empty the system will switch 

to free sailing mode automatically and the battery pack will be charged. The stand-by mode can be used for station 

keeping, maneuvering and free sailing at speeds of up to 5 knots. Free sailing mode: The generator/fire-fighting set 

starts and feeds the electric propulsion engines that drive the rudder props. The main engines are not running and the 

auxiliary generator set feeds the normal electric system. The free sailing mode can be used for station keeping, 

maneuvering and free sailing at speeds of up to 8 knots. Towing mode: Main engines start and drive the rudder 

props. The generator/firefighting set is not running and the auxiliary generator set is feeds the normal electric system. 

The towing mode has to be used during push/pull operations and free sailing of up to 13 knots. Fire-fighting mode: 

The fire-fighting mode has to be used during fire-fighting operations. Main engines start and drive the rudder props. 

Generator/firefighting set starts and drives the fire-fighting pump. The auxiliary generator set is feeds the normal 

electric system. 

Damen Shipyards Group also has signed a contract with Svitzer 

Middle East for delivery of two Damen Stan Tugs 1606. Svitzer 

is in need for both tugs due to a recent charter contract with 

Danish stevedoring giant APM Terminals for tugboat services in 

the new Khalifa Bin Salman Port in Bahrain. The STu 1606 is a 

standard designed 16.76m long tug with a bollard pull of 16 tons. 

Damen will deliver the tugs on short notice “from stock” from the 

yard in Changde, China. The contract was signed by Mr. Lars 

Seistrup, Chief Operating Officer of Svitzer Middle East, and Mr. Bram Langeveld, Sales Manager Middle East of 

Damen Shipyards Group…… Damen is supplying Acta Marine with four Shoalbuster anchor handling tugs. Three of 

the anchor handling tugs will be supplied from Damen Marine Services’ 

charter fleet, while Damen Shipyards Hardinxveld will be supplying the 

fourth, a new Shoalbuster, in March 2013. “Shoalbusters are excellent 

multi-purpose vessels that we will be able to use all over the world in 

dredging and marine contracting projects, as well as for oil and gas 

projects and offshore wind projects”, says Govert-Jan van Oord, 

managing director of Acta Marine. The 26.0m x 9.1m x 3.6m depth “DMS 

Eagle” and “DMS Globe”, built in 2006 and 2004 respectively, are 

Shoalbuster 2609s that will be deployed in the Persian Gulf as they were 

before. The 30.08m x 9.10m x 4.40m depth “DMS Dunnock”, built in 2007, and the new ships are larger, 3,300HP units 

powered by CAT 3512Bs and have bollard pulls of 45-50 tons. These latter two vessels are the sister ships of the 

2010 built, 32.27m x 9.10m “Coastal Vanguard”, which Acta Marine 

purchased from Damen at the end of 2010. The “DMS Dunnock” will be 

transferred in Singapore in January 2013, putting the ship in an 

excellent location to take on charter assignments in Southeast Asia and 

Australia. The new Shoalbuster is currently under construction in the 

Netherlands and will be delivered in March 2013. All Shoalbusters are 

built by Damen Shipyards Hardinxveld. 



9



On 5 th September, Damen Shipyards Group and Smit Lamnalco signed a contract 

for two newly designed ASD Tugs 3212 and a Stan Tug 2208. The signing 

ceremony took place at the Damen stand at the SMM exhibition in Hamburg 

(Germany). The Stan Tug 2208 were scheduled to be delivered mid-September 

from the stock of Damen Shipyards Cape Town. The two ASD 3212s were 

scheduled to be delivered in the first week of October and the early November by 

Damen Shipyards Galati. Smit Lamnalco plans to use the vessels for contracts in 

Iraq and Sierra Leone. In October 2012, the powerful 32.7m x 12.8m x 5.4m depth 

Damen ASD 3212 tug named “SL Tiger” was delivered to Smit Lamnalco after 

successful completion of sea trials in Romania. The handing over took place at the building yard Damen Shipyards 

Galati and following the maiden voyage of this new Smit Lamnalco fleet 

addition, the tug will commence SMB terminal operations in Iraq. “SL Tiger” is 

powered by a pair of CAT 3516C HDs developing a total of 5,050bkW 

(6,772BHP) at 1,800RPM with Rolls Royce US255CP 2,800RPM props. Towing 

gear consists of a 200 ton hydraulic two speed double drum anchor / renderingrecovery 

winch, 5T electric capstan and a Mampaey 100T SWL tow hook. “SL 

Tiger” is fitted with two main engine driven 1,200m3/h fire pumps and two 

1,200m3/h water or 300m3/h foam monitors. Tug is classed LR +100A1 Escort 

Tug +LMC UMS EP, FiFi 1. Accommodations are provided for 10 persons in six 

cabins. 

Damen Shipyards Group and Wilson Sons (Brazil) signed a contract for ten Damen 

ASD Tugs 2411 and two ASD Tugs of the new 3212-type, destined for the booming 

Brazilian market. Vessels will be built at the Wilson Sons Estaleiros in Guarujá, São 

Paulo, Brazil and will go into service for Wilson Sons subsidiary Saveiros 

Camuyrano Serviços Maritimos. Wilson Sons has one of the biggest tug fleets in 

Latin America, serving all Brazilian waters both in harbors, inshore and at sea. Its 

fleet consists of approx. 75 tugs of which at least 50 tugs are azimuthing stern drives, 

most of which are Damen designs. The two companies have achieved a high level of 

cooperation: Wilson Sons builds locally, using drawing, engineering and materials packages provided by Damen and 

achieving the same high standards which have made Damen a market leader in harbor tugs. Of the ten 24.47m x 

11.33m, ASD 2411s in this contract, five will have a 55 ton bollard pull and five will have 70 ton pull. Wilson Sons is no 

stranger to this vessel, as they already have 19 in their fleet, used mainly in harbor ops 

and in restricted, inshore conditions. The new 2411s, however, comply with latest IMO 

and MLC 2006 crew accommodation and comfort regulations. The two 32.70m x 12.82m, 

Damen ASD 3212s will be a new departure. This brand new tug type was introduced at 

the International Tug & Salvage Convention in Barcelona in June 2012. It is specially 

designed for working in challenging conditions and to have a wider range than regular 

tugs: ideal for salvage in exposed locations and for operations related to Brazil’s offshore 

oil industry. The ASD 3212 has a powerful 80 ton bollard pull and a host of new features, 

such as extra-thick “double sausage” fendering for improved energy absorption and a 

high bow to keep the foredeck dry. Damen has co-operated with the Dutch MARIN 

institute and Delft University of Technology to further improve hull form, bilge keels and 

skeg shape, resulting in a vessel that can work in 3m wave height. Maneuverability and 

crew comfort have also been addressed and the ASD 3212 complies with all major 

Class Societies’ requirements and latest international environmental regulations. Damen 

will send the first construction packages for these tugs to Brazil in January 2013. Wilson 

Sons expect to have built all twelve by the end of 2015. With total investment of $150 

million approved by the Merchant Marine Fund in November last year, Wilson Sons 

Rebocadores / Saveiros Camuyrano Servicos is building the azimuthing tugs 

for local port and maritime support. In 2012, Wilson Sons Rebocadores started 

operating the two 24.6m x 11.7m x 4.6m depth Damen ASD 2411 tugboats – 

“Pictor” (Hull No. 120) in January, and “Hamal” (Hull No. 121) in May. Two 

additional new tugs are scheduled to be delivered before the end of this year. 

“Telescopium” is expected to be launched in October and “Delphinus” (Hull No. 

122) in December. 



10



In September, the two ASD 2810 tugs “Virgen Del Valle” and “Arcangel San Miguel” 

sailed from Vietnam to Panama, to be a delivered to MMG Shipping Group / Meyer’s 

Group S.A. Both were built at the Damen Song Cam Shipyard in Haiphong. The 28.7 x 

10.4m tugs have twin 1,864bkW CAT 3516C TA HD/Cs developing a total of 5,000BHP 

to Rolls Royce US 205 azimuthing drives. Deck gear consists of a 150 ton brake 

hydraulic two speed winch with split drum forward, Heila 2.2T hydraulic crane and two 

speed 150 ton brake tow winch aft. The Panamanian-flagged “Virgen Del Valle” and 

“Arcangel San Miguel” are classed LR +100A1 Tug, FiFi 1 (2,400m3/h), +LMC UMS. 

Accommodations are provided for six persons in four cabins……Kotug International is 

putting two new Damen ATD 2412 azimuthing tractor drive tugs into operation in the 

German port of Hamburg. These tugs were ordered by Elisabeth Ltd. of Malta and being 

chartered by the Kotug Group. Recently Kotug started towage activities in the new German 

deep sea port Wilhelmshaven. Due to growth in German ports and increased size of 

vessels, Kotug needed additional tugs on short notice. Damen’s short delivery time and 

quality were key factors in choosing the compact Azimuth Tractor Drive tugs “ZP Bulldog” 

and “ZP Boxer”. Damen arranged transport from Vietnam, where they were built at the Song 

Thu Co. shipyard in Da Nang, to Rotterdam, where they handed over the tugs in 

November in a turnkey operation. After arrival, the tugs were painted in Kotug’s 

red colors, equipped and prepared to commence towage activities in Hamburg, 

around 12 th November. The Germanischer Lloyds class tugs have a length of 

24.85m, width of 12.63m, depth of 4.60m and max draft of 6.45m. A pair of 

2,100bkW CAT 3516TA HDs with Rolls Royce US 255 forward mounted 

azimuthing drives develop a total of 5,600BHP and bollard pull of 70 tons. 

Towing gear consists of a single split drum tow winch aft with a capacity of two 

200m Ultralines.……On Friday 28 th September, the solemn ceremony of raising 

the flag of the Russian Federation and sanctification of the “Kuzbass” (Yard No. 511586), a Damen ASD Tug 2810, 

took place in Vostochny, near Vladivostok. This is the first Damen vessel for Vostochny Port JSC, the largest 

stevedoring company in the Russian Far East, specializing mainly on coal handling using conveyer equipment. The 

tug will start operations in early November 2012, when the stevedore will have all necessary approvals and licenses. 

Tug was built at Damen's Chinese shipyard in Changde and arrived in the 

port of Vostochny, Primorsky Territory on 4 th September. Vostochny Port is 

considering purchase of additional Damen vessels of this type. The 28.67m 

x 9.80m x 4.60m depth tug is powered by a pair of 1,825bkW CAT 3516HD 

diesels developing 5,600HP and a bollard pull of 56 tons. “Kuzbass” is 

classed under the Russian Maritime Register…… Kuwait Oil Company 

(KOC) signed a contract for 14 Damen ASD Tugs. An extensive process of 

yard prequalification and tender evaluation finally resulted in an award to 

Damen this summer. The series consist of two types, with nine tugs of Damen’s recently launched 3212 model and 

five units of the well-known 2810 design, providing 80 tons and respectively 50 tons of bollard pull. While being based 

on existing Damen designs, these tugs have been extensively tailored to meet KOC’s exacting requirements on layout, 

systems and performances. As part of KOC’s long term strategy of increasing the country’s export capacity, 

substantial investments are being made to expand the marine facilities in coming years. The new tugs will be assisting 

tankers at near-shore loading terminals and new single point moorings further offshore, for which they will also be 

equipped with a powerful fire-fighting system. Cooperation between KOC and Damen goes back to late 1980s, when 

Damen delivered steel crew/pilot tenders and the 39.65 x 11.63 x 5.90m, 5,684HP, fire-fighting / terminal tug “Sabahi” 

to KOC. In the early nineties, after liberation from the Iraqi invasion, Damen delivered to KOC a complete new fleet of 

tugs, crew tenders, work boats and mooring boats. Damen supported KOC throughout all these years with provision of 

technical services, spare parts, and maintenance / renovation assistance. Damen’s naval architects and designers 

have already started working on development of this unique series of state-of-the-art tugs. Damen Shipyards Galati in 

Romania will build all 14 units, with deliveries scheduled from 2014 onwards. Wärtsilä propulsion will be installed in 

the nine 80 ton bollard pull and five 50 ton bollard pull tugs. Delivery of the 

Wärtsilä equipment is scheduled for 2014 and 2015. Of the 28 engines ordered 

to power these vessels, the nine 80 ton bollard pull tugs will be powered by 

Wärtsilä 26s and the five 50 ton bollard pull tugs by Wärtsilä 20 engines. In 

addition to the engines and propulsion systems, contract includes Wärtsilä’s 

Condition Based Maintenance (CBM) systems for each of the 14 vessels. 



11



PM Coast Maritime Pte. Ltd. completed sea trials of “PMS 1386”, the first of two 32.0m x 

12.8m Robert Allan Ltd. design “RAstar 3200” tugs to be built by their own shipyard in 

Singapore. The “RAstar” class of tugs is intended for operations in exposed areas such as 

many new LNG terminals where a high standard of sea-keeping is required. With Fi-Fi 1, 

oil recovery and escort notations, this particular vessel is able to fulfill a wide variety of 

duties in adverse conditions. The “PMS 1386” is classed by ABS with the notation +A1, 

Circle E, +AMS, Towing Vessel, Unrestricted Navigation, +ABCU, Escort Vessel, Fire- 

Fighting Class 1, Oil Recovery Capability Class 2. Tank capacities include 189m3 fuel oil, 

30m3 fresh water and 12.7m each of foam and oil dispersant. On trials, the vessel met or 

exceeded all performance expectations developing a bollard pull ahead of 65 tons and 

free running speed ahead of 13.1kn. In common with the majority of Robert Allan Ltd. 

designed tugs, a great deal of attention was paid throughout the design process to 

mitigate the propagation of noise and vibration. This includes the essential resilient 

mounting of the main engines, isolation of all exhaust system components, and the 

extensive use of visco-elastic floating floor systems throughout. The shipyard executed all 

these requirements exceptionally well, and the reward was an extremely 

quiet ship throughout. The vessel has been outfitted to the highest 

standards for a crew of up to ten people, although the normal operating 

crew is six. The wheelhouse is designed for maximum all-round visibility 

with forward and aft control stations providing maximum visibility to both 

fore and aft deck working areas. The deckhouse has Master and Chief 

Engineer single cabins with en-suite washrooms, a galley, a mess/lounge 

and able locker space. The lower deck accommodation contains two cabins 

each for up to four crew, a common lavatory and laundry area and galley 

stores. “PMS 1386’s” forward deck machinery comprises a forward escort 

rated hawser winch, manufactured by Ibersica, capable of recovery speeds 

up to 40 m/min, pull up to 81 tons and with a brake capacity of 200 tons complete with integrated anchor windlasses 

and a warping head. The aft deck is equipped with an Ibersica towing winch capable of recovery speeds up to 67 

m/min, pull up to 54 tons and with a brake capacity of 175 tons complete with warping head as well as tow pins with a 

roller and hold down block a capstan and a Palfinger 18500M knuckle-boom folding crane with 18.4 ton/meter 

capacity. A six person capacity 4.4m long rescue boat with davit is located aft of the wheelhouse but without unduly 

impacting visibility of the aft working deck from the wheelhouse. Ship-handling fenders at the bow are comprised of 

two rows of 800 x 400mm cylindrical fenders. Courses of 300 x 300mm hollow “D” fender provides protection at the 

main and foc’sle deck sheer lines, and 400mm “W” block type fendering is 

used at the stern. Main propulsion for each tug comprises a pair of Niigata 

6L28HX diesel engines; each rated for 1,838kW at 750RPM, and driving a 

Niigata ZP-41 fixed pitch drive unit. Dual modulation Niigata HLP80Y slipping 

clutches in each shaft line enable variation of prop speed independent of 

engine RPM for use of the Fi-Fi pumps and deck machinery hydraulics driven 

off the front end of each engine. The electrical plant comprises two identical 

Volvo Penta D7A diesel gensets, each with power output of 139ekW. 

The 24.4m x 9.15m x 4.04m depth “Ulupinar” series of compact ASD tugs has proven to be a 

very successful part of Sanmar’s portfolio, with 14 vessels in service (including three brokered 

by Marcon); the first one delivered in 2007. After five years, the Sanmar board decided that 

some updates were needed and Robert Allan Ltd. was contracted to provide an updated 

design that would keep this compact tug at the forefront of the modern tug world. Minor cosmetic 

changes brought the look to a more modern standard, and improved outfit materials and method 

have increased crew comfort and livability, but the real changes were “under the hood”. 

Upgrades to the drive and propulsion system will ensure that this model has a long future ahead 

of it! The first vessel has been completed and has entered service with the Sanmar fleet. The 

vessel is classed by RINA for towing and firefighting operations. On trials, “Ulupinar XV” met or exceeded all 

performance expectations, delivering a bollard pull of 50 tons ahead, 48 tons astern and a free running speed of 13kn. 

The upgraded main propulsion package comprises a pair of Caterpillar 3512C high speed marine diesel engines, each 

rated 1,500kW at 1,800RPM, driving Rolls Royce US 205 units, with 2.2m fixed pitch props. 



12



Sanmar Denizcilik Ltd. in Turkey has announced two new series of ASD tugs 

which meet requirements of the under 24m rule. These new models, all Robert 

Allan Ltd. designs, build on the phenomenal success of the builder’s 45 to 50 ton 

bollard pull “Ulupinar” series, mentioned above, of which 15 have now been 

constructed. The “2400 SX” model (at right), an exclusive Sanmar design, is closest 

to the “Ulupinar” but with a 2m increase in 

beam over the same length. This ensures 

greater performance as well as stability from 

more powerful Caterpillar engines coupled 

to larger Rolls-Royce Z-drives. The new 

versions will give 60 or 70 tons bollard pull 

depending on the propulsion system size 

selected by the customer. The second series, the “2400 PO” model is a 

shallower draft broad beamed ASD intended for in-harbor operations 

configured primarily as a day boat although accommodation can be included if 

required. It utilizes the same propulsion options as the “Marmara” Series to give 

either 60 or 70 tons bollard pull. 

The eight vessel of Sanmar’s 28.20m x 12.50m Terminal class ASD tugboats 

will be joining the fleet of Pakistan’s number two port, Port Muhammad Bin 

Qasim, located 35km east of Karachi. Commonly known as PQA and named 

after General Muhammad Bin Qasim, it is the country’s deepest port and 

currently caters for more than 40 per cent of the nation’s seaborne trade 

requirements. Sanmar will additionally be supplying a 20m long, 20 knot pilot 

boat, also to be built at the company’s yard near Istanbul. Sanmar was 

declared the winning bidder for the construction and supply of both vessels 

following an international open tender competition. Delivery is expected to take 

place in March/April 2013. The tug is from the Canadian design team of Robert 

Allan Ltd. and is of the highly successful “RAstar 2800” Class and is 

very similar to “Seaspan Raven”, the first of four tugs delivered last 

year by Sanmar to the Port of Vancouver destined to reshape 

harbor towage and tanker escort operations in the environs of the 

largest port in Western North 

America. The RAstar escort/offshore 

terminal tug designation is reserved 

by the world’s leading tug designer 

for a unique class of very highperformance 

ASD tugs, 

incorporating a sponsoned hull form, which has been proven in both model and fullscale 

testing to provide significantly enhanced escort towing and sea-keeping 

performance. The escort forces are enhanced by the effects of the sponson as well 

as the foil-shaped escort skegs fitted. Roll motions and accelerations are less than 

half those of comparable sized “standard” tug hulls. These tugs are intended for 

escort operations in weather and sea-exposed locations where a high standard of 

sea-keeping is required. Port Qasim is accessible through a 45km long channel for 

vessels up to 11m draft and providing safe navigation for cargo vessels of up to 

75,000dwt. PQA in its quest for capacity enhancement has launched a multi-faceted 

strategy which also includes augmentation of its fleet of tugs and pilot boats. During 

the second week of September, authorities from Port Qasim visited Sanmar shipyard 

in Turkey for the keel-laying ceremony of the American Bureau of Shipping classed 

tug which will be named “Kadiro” and be powered by a pair of Caterpillar 2,000kW 

type 3516C diesels driving Rolls-Royce model US 255FP Z-drives. The twin screw 

pilot boat, which will be named “Lahoot”, will also have twin Caterpillar engines, each 

of 873BHP, and will have Bureau Veritas classification. 



13



Ostensjo Rederi AS’ newbuild tug “Lomax” (ex-Terminal VII, Sanmar 04) will be 

delivered from Sanmar Denizcilik in Turkey within the next couple of months. The 

Robert Allan Ltd. RAStar 2800 design tug, which will have a bollard pull of about 

80 tons, will be delivered late December 2012/early January 2013. The 28.2m x 

12.6m x 5.3m depth / 3.75m draft (hull) / 5.3m draft (skeg) tug is powered by twin 

2,350kW CAT diesels and will be classed ABS +A1, +AMS, ABCU, Towing Vessel, 

Escort Service, Fire Fighting vessel class 1, Unlimited Navigation. The RAstar 

Escort / Offshore Terminal Tug designation is designed with a sponsoned hull form, 

which has been proven in both model and full-scale testing to provide significantly 

enhanced escort towing and sea-keeping performance. The escort forces are 

enhanced by the effects of the sponson as well as the foil-shaped escort skegs 

fitted. Roll motions and accelerations are less than half those of comparable sized “standard” tug hulls. These tugs will 

typically be high-powered, and are intended for escort operations in weather and sea-exposed areas such as many 

new LNG terminals where a high standard of sea-keeping is required. 

On 7th, November, the delivery ceremony of Martens Marine’s 58.7m AHTS 

Vessel “Logindo Stature” (YX-3157) was held at Guangdong Yuexin Ocean 

Engineering Co., Ltd. “Logindo Stature” is built to ABS +A1 Offshore 

Support Vessel, AH, Towing Vessel, Fire Fighting Vessel Class 1, AMS, and 

DPS-1. She is a Khiam Chiam Marine (KCM) design vessel, which measures 

58.7m in length, with a molded breadth of 14.6m, and a molded depth of 5.5. 

The maximum draught is 4.75m. The vessel can carry 42 men, 475m3of fuel 

oil, 230m3of fresh water, 187m3of dry bulk and 250m3 of mud. Besides, “YX- 

3157” achieves a bollard pull of 67.2T and a speed of 13.51 knots. Power is 

provided by twin Caterpillar 3516C main engines, each rated 1,920kw at 

1,600RPM, driving ZF controllable pitch propellers. The electrical power is 

supplied by two 350KW CAT diesel-driven generators with a C4.4 CAT 

emergency generator. Maneuverability is enhanced by a twin 8T Kawasaki 

bow thruster. “YX-3157” is the first of the 58.7m AHTS vessels built by Yuexin 

for Martens Marine and one of most important projects for Yuexin this year. 

Under the support and coordination of the classification society, Yuexin has 

adhered to the standard procedures and quality control laying a good 

foundation of construction of the remainder of the rest three 58.7m AHTSs – 

Hulls “Yuexin 3158”, “3159” and “3160”. The successful delivery of the 

Indonesian flagged AHTS is attributed to the concerted effort made by the 

project team of Yuexin. 

VT Halter Marine, Inc. of Pascagoula, Mississippi, a subsidiary of VT Systems, Inc. delivered the 112’ ATB offshore 

pusher tug, “Evening Star” to Bouchard Transportation Co., Inc. This tug is similar to others built for Bouchard in 

previous years by Halter Marine. Measuring 112’ by 35’ by 17’, the 4,000BHP tug is classed by ABS A1 Towing 

Vessel, Dual Mode, +AMS Unrestricted Service and is equipped with an 

Intercon coupler system. “Evening Star” is powered by a pair of 1,500bkW 

EMD 710-GCT2 diesels with Reintjes 4.429:1 gears and manganese bronze 

fixed pitch props. Electrical power is provided by three 99kW AC generators. 

Construction of the vessel began in June 2011 at VT Halter Marine’s Moss 

Point Marine facility in Escatawpa, Mississippi. Upon delivery, the “Evening 

Star” will enter into Bouchard’s fleet service in New York, New York. Morton 

S. Bouchard III commented: “Bouchard Transportation Co, Inc. is pleased to 

have taken delivery of another well-built VT Halter Marine tug boat. 

Bouchard enjoys a thirty year old relationship with Halter, who has 

continuously built vessels that meet and exceed Bouchard standards. The 

‘Evening Star’ will be pinned to the newly built ‘B.No.250’ and operate on the East Coast. Bouchard looks forward to 

future successful building programs with VT Halter Marine in the near future.” 



14



Silverburn Shipping Ltd. turned to Ijmuiden-based OSD-Holland to 

produce a design for a very robust and simple to maintain AHTS which can 

carry out platform supply duties in shallow water and ice, but also retain the 

flexibility to trade worldwide. The Caspian Sea and Russian rivers are a 

demanding environment in which Silverburn Shipping has extensive 

experience. Since the building of the “Tarpan” and “Tur” in 2009 and 2010 

Silverburn has been developing plans for a new class of very shallow draft 

AHTS vessels working down to 2.5 meters operating draft. The first vessel, 

the “Arctic” built after this OSD design was launched in Turkey at the Sefine 

Co. Inc. shipyard in Altinova on 26 th 

July 2012 as Hull No. 18. Drawing on 15 

years operation and centuries of 

combined staff experience in rivers, shallow water and ice conditions as well as 

working closely with their Naval Architects Silverburn believes they have delivered 

a remarkably cost effective unit for shallow draft work in Ice environments whilst 

giving the optimum load capacity so, as the saying goes “getting more bang for 

your bucks”. To ensure the best Ice capability Silverburn had a 10th scale model 

fully tank tested in Ice conditions at Akers state-of-the-art facility in Helsinki 

allowed us to refine the hull form, propeller, rudder and Bow thruster 

arrangements. “Arctic” is presently classed BV Hull Mach Tug FiFi 1, Aut-UMS Ice 

1A Unrestricted Navigation. While for this vessel the ice class is presently 1A, the 

hull test performances are such that an increase to 1A Super or full icebreaker 

specifications would not materially change the form or layout. The 49.6m x 15.8m 

x 2.5m draft vessel has sufficient tank space for around 900m3 of liquids of which 

575m3 is fuel and the balance fresh water and sewage. “Arctic” is also 

equipped with large capacity water makers, accommodation for 20 persons 

on board consisting of 8 crew and 12 passengers, 165 ton/meter crane, 

double drum waterfall winch, deck space for two joints of drill pipe on deck 

and a number of other features to enhance capability offshore. “Arctic” is 

powered by a pair of Cummins QSK-60 totaling 4,400BHP at 2,300RPM 

with Berg controllable pitch props in kort nozzles. The tug develops a 

bollard pull of 50 tons. Towing gear consists of a double drum waterfall 

winch with a wire capacity of 500m and 750m 44mm wire, 10 ton tugger 

winch, hydraulic tow pings, 300T SWL Karm fork and 100T stern roller. 

Following a batch of two vessels ordered by an India based client, “GPC Baru”, built under Cheoy Lee yard number 

4982, is the first in the latest series of three “RAmparts 3200CL” tugs, this time for GPC Tugs S.A.S., a member of the 

Sociedad Portuaria Regional de Cartagena (SPRC) Group in Columbia. The vessel will operate in the port of 

Cartagena, Columbia’s second largest port. The vessels are built to Lloyd’s class, with the notation LR +100A1 Tug, 

+LMC, +UMS, *IWS Unrestricted Service. The “RAmparts 3200CL” has 

a range of engine options, and these latest deliveries are fitted with twin 

Caterpillar 3516C engines, each developing 2,682HP. These diesels 

drive a pair of azimuthing Schottel SRP1515FP fixed pitch rudder 

propellers. The tugs offer excellent maneuverability, a top speed of 13.8 

knots and bollard pull of 71 tons. Electrical power is from two 3-phase 

115kW Perkins generators. The tug accommodates 10 crew on the 

forward lower deck. The master and chief engineer each have their own 

cabin on the main deck level. Hydraulically driven deck gear includes a 

MacGregor towing winch/windlass at the bow and another MacGregor 

towing winch at the stern. A FFS fire pump is driven off one main 

engine, and supplies two FFS fire monitors. “GPC Baru” is fitted with an 

extensive navigation package, primarily from Furuno, including radar, autopilot, echo sounder, GPS, Inmarsat-C, SSB, 

VHF, Navtex, AIS, BNWAS, and satellite compass. Principal dimensions are 32.00m x 12.40m x 4.88m draft. Cheoy 

Lee yard number 4982 left Hong Kong in October 2012, on an estimated 60 day voyage through the China Sea and 

across the Pacific enroute to Cartagena, Colombia with a brief stop at Majuro to bunker and replenish stores, under 

command of a delivery crew from Redwise. 



15



Work continues at Diversified Marine, Inc. in Portland, Oregon on Harley Marine’s 

newbuilding 120’ x 35’ tug “Bob Franco” (Hull 25 at right). The 5,300HP tug is being 

built specifically to maneuver Harley’s 80,000bbl tank barges off the West Coast. Tug 

will be powered with a pair of EPA Tier III CAT C175 diesels and Schottel azimuthing 

drives developing a total of abt. 5,300HP. Two additional 100’ x 40’, 6,640BHP ASD 

tugs are being built for Harley Marine at Nichols Bros. Boat Builders on Whidbey 

Island. Both boats will be powered by a pair of CAT 3516Cs developing a total of 

6,670BHP with an expected bollard pull in excess of 90 tons. 

The following tugs are good examples of tugs built for strictly domestic service in 

China and not showing up in the count on Fairplay’s World Orderbook. 

Unfortunately technical details other than their names and photographs are limited. 

On 6th November 2012, the 2,942kW azimuth thruster tugboat named “Wen Tuo 6” 

and “Wen Tuo 8” (photo at left) which Jiangsu 

Zhenjiang Shipyard (Group) Co., Ltd. of 

Zhenjiang, China built for Wenzhou Port on the southeast coast of China were 

successfully delivered on 6 th November 2012….The azimuthing tug “Ying Gang 

26” (photo right) built for the 145 plus year old Yingkou Port, the second-largest 

port in northeastern China, was successfully delivered on 30 th October. Yingkou 

Port is a major import facility for northeastern China and ports of 

Mongolia……On 12 th October, the 3,600kW azimuthing tug “Jin Port 9” (photo 

left) built for Jinzhou Port Co., Ltd. on the Bohai Rim in China’s northeast 

Liaoning Province was successfully delivered to her new owners…… On 23 rd 

September, the two azimuthing thruster 

tug named “Ya Zhou 17 hao” and”Ya 

Zhou 18 hao” (photo right) built for Qing Dao Port were successfully 

delivered……On September 19 th , 2012, “Ninggang 22” (photo left) built by Jiangsu 

Zhenjiang Shipyard Group Co., Ltd. for NanJing Port Group Co., Ltd. was 

delivered from the shipyard and started its sailing smoothly. Mr. Shen Weixin, the 

secretary, and Vice General Manger Chen Jianchang from NanJing Port Group Co., Ltd., 

located on the lower reaches of the Yangtze River, specially came to Zhenjiang shipyard to 

attend the sailing ceremony. Jiangsu Zhenjiang Shipyard (Group) Co., Ltd. founded in 1951 

and the oldest shipyard in the Jiangsu Province, not only builds for domestic service. In 

2003, the yard moved to the Long Men-kou located on the east side of the Runyang 

Yangtze River Highway. Their international orders over the last few years have included 

tugs, standby safety vessels and anchor handling tug supply boats for clients as far afield as Maridive in Egypt, Qatar 

Shipping Co., Adaro Energy, the Macquarie Group, Iraq Government, Falcon Energy Group and Pacific Radiance Ltd. 

Kotug International’s new RT-80 design rotor-tug “RT Ambition” (Yard No. 922) is 

currently underway from Singapore towards Bremerhaven, Germany under 

command of a Redwise delivery crew. The 32.0m x 12.0m x 5.95m tug was built by 

ASL Shipyard in Singapore and powered by three 1,838kW Niigata 6L28HX diesels 

developing a total of 7,497HP at 750RPM. As of 30 th October the “RT Ambition” was 

in Malta. The 32m RT 80-32 was developed from an earlier Rotortug design with a 

modified superstructure and bollard pull of 80 tons. 

On 17th October 2012 the keel-laying ceremony of the prototype diesel-powered sea-going icebreaker project 21900M 

rated power 16mW ordered by Federal agency of marine and river transport took place at Vyborg Shipyard JSC. The 

vessel has ice-breaking capacity up to 1.5m ice thickness. The 116m x 26.5m vessel is intended for independent ice 

escorting of heavy-tonnage vessels; towage, fire-fighting on floaters and other facilities; salvage and assistance to 

distressed vessels; transportation of cargos. The 10,000 ton displacement vessels will be classed under Russian 

Maritime Register of Shipping (RMRS) KM (*) Icebreaker 6 [2] AUT1-ICS FF2 BWM EPP ECO Helideck Special 

purpose ship, and operated under the flag of the Russian Federation. Vessels will be powered by full-revolving rudder 

props and bow thruster with machinery provided by Wartsila. The delivery terms for the vessels completed are May 

and October of 2015. The keel-laying ceremony for the second icebreaker project 21900M is planned at Vyborg 

Shipyard at the end of the year 2012. 



16



As of 24 th October, the 2,000HP Project 90600 design ASD tug “No. 934”, being 

built by Pella Shipyards of Leningrad for the Russian Navy is ready for the 

mooring trials. Before the end of the year the 25.4m x 8.8m x 4.66m tugboat will be 

delivered to the state customer. Tug is classed KM *Arc4 R3 AUT3 Tug by the 

Russian Maritime Register of Shipping. Tug “No. 934” (at right) is fitted with Rolls 

Royce azimuthing drives……After 

successfully passing sea trials State 

Commission has accepted the 2,000HP ASD tugboat “RB-394” (Project 90600, 

building No. 933 photo at left). At the nearest time the vessel will be put into 

operation within Baltic Navy Fleet. Like her sister above, she is fitted with Rolls 

Royce z-drives and classed by the Russian Maritime Register of 

Shipping……Pella Open JSC is completing the design works and starting the 

preparation to construction of Pella PS-45 design multi-function rescue tug of 

unrestricted navigation area. The 48.0m x 13.3m x 5.4m draft rescue tug (photo at 

right) is designed for a 14.5kn free running speed and bollard pull of not less than 

75 tons. Vessel will be classed KM * Arc4 [1] Aut 1 FF2 WS Salvage Tug by the 

Russian Maritime Register of Shipping…… After successfully passing her sea-trials 

the JSC SC Zvyozdochka on 4 th October signed the Act of Acceptance and 

Transfer of the 34.4m x 12.7m x 6.0m depth tugboat “Alexandr Zryachev”, Building 

No. 502, project PE-65 (at left). “Alexandr Zryachev” is powered by a pair of 

1,864kW CAT 3516B diesels developing a 

total of 4,462HP at 1,600RPM, bollard pull 

of 63 tons and free running speed of 13kn. The twin screw tug is currently 

enroute to her new homeport of Arkhangelsk……The launching of the new 

2,000HP ASD tug “RB 395”, Building No. 934, Project 90600 (at right) was 

conducted on 28 th September. The 25.4m x 8.8m x 4.66m tug is fitted with aft 

mounted Rolls Royce azimuthing 

drives. “RB-395” is scheduled to be 

delivered to the state customer – RF 

Navy, before the end of this year……The State Commission accepted the 

2,000HP ASD tugboat “RB-391” (building No 932, project 90600 at left) on 24 th 

September. The tug is being delivered through inland waterways to 

Novorossiysk, where she will be put into 

operation within Black Sea Navy 

Fleet……The fitting-out construction of the 

16.74m x 5.50m x 2.25m draft, 444HP buoy boat “Vega” of Project R1760 for the 

needs of Federal State unitary enterprise Rosmorport was completed on 20 th 

September. The boat (at right) will be transferred into operation to Kaliningrad 

Administration of the North-West Basin Branch of 

Federal State unitary enterprise 

Rosmorport……The sea yard trials of the 

2,000HP ASD tugboat “RB-391” (project 90600, 

Building No. 932 at left) were successfully completed on 6 th September and the 

25.4m x 8.8m x 4.7m vessel was transferred to the Russian Navy……On the same 

day “RB-391” was successfully seatrialed, 

the launching of the second 

Robert Allan Ltd. “RAscal-2000” design, 

ASD line-handling tug was conducted. The 20.4m x 8.5m x 3.3m draft vessel 

(at right), fitted with Rolls Royce azimuthing drives, is expected to be 

completed next year when she will be delivered to the state customer. 

Excluding tugs being built for the 

Russian Navy, which are not reflected in 

Sea-Web records, Pella has one other 

34.4m x 12.7m, 63 ton bollard pull, twin 

screw tug on the order book – the “Pella 503”, which has been launched. Tug is 

powered by CAT 3516Bs and appears to be sister to the “Aleksandr Zryachev” 

(Building No. 502) mentioned above. 



17



North Kingston, Rhode Island’s Senesco Marine built 4,200BHP AT/B tug 

“B. Franklin Reinauer” (Hull 206) was delivered to Reinauer Transportation 

of Staten Island, New York on 24 th September. The 109.9’ x 33.0’ x 18.0’ 

depth tug is powered by a pair of MTU/DDC 16V4000 series diesels rated 

at 2,360BHP each at 1,800RPM with Lufkin reduction gears and stainless 

steel 104” diameter props in a pair of high performance Nautican nozzles 

with triple rudders. Deck machinery consists of a 25HP JonRie Intertech 

capstan and Beacon JAK 400 coupler system. “B. Franklin Reinauer” is a 

“Facettug” class AT/B tug design from 

Bob Hill at Ocean Tug & Barge 

Engineering. The tug is created solely 

from easily handled, pre-fabricated 

sections which makes the creation of double-skin fuel tanks significantly easier. 

117’ versions of the twin screw design are being built in both 4,000HP conventional 

drive and 5,000HP diesel electric drive variants. The design has been fully tank 

tested and the development of the initial shape verified by extensive CFD studies. 

Work continues on the slightly larger AT/B Tug Senesco Hull No. 107, “Curtis 

Reinauer” (photo right) which is also powered by a pair of MTU 16V5000 M60 

diesels. 

Greenbrier Companies of Lake Oswego, Oregon; parent company of west coast barge builder Gunderson Marine in 

Portland, reported results for fiscal fourth quarter and fiscal year ended August 31, 2012. Full year revenue reached 

$1.81 billion, a 45% increase over last year and a new record for Greenbrier. Record net earnings attributable to 

Greenbrier for the year of $58.7 million was a nine-fold increase over prior year. Net earnings for the fourth quarter 

were $7.4 million on revenue of $443.5 million. New railcar deliveries for 2012 were a record 15,000 units, compared 

to 9,400 units in 2011, and 2,500 units in 2010. During the 

fourth quarter, Greenbrier received orders for 2,900 new 

railcars. Marine backlog totaled $25 million as of August 

31, 2012; additionally they were awarded a letter of intent 

for 15 barges valued at $60 million subject to significant 

permitting and other conditions. William A. Furman, 

president and CEO noted: “In fiscal 2013, we expect less 

business visibility than in fiscal 2012, as a result of global 

economic and geopolitical uncertainty. We will focus on 

four key areas beyond basic execution of our operating 

plan. First, we will expand capacity in higher margin railcar types, such as tank cars, to respond to market demand. 

Second, we will continue to expand our product offerings in the businesses that are related to the oil, gas and 

chemical industries and in other high-growth areas. Third, we will continue to improve our working capital position, 

increase free cash flow and pay down debt. Lastly, we will continue to seek diversification and growth opportunities in 

the rail freight marketplace, especially in leasing.” 

US Fab, a Vigor Industrial company, won the contract to build American Construction Co., Inc.’s newest vessel, a 

242’ x 54’, 4,050 cubic yard, split hull dump barge. The barge was designed by The Glosten Associates of Seattle, 

Washington and features an advanced sealing mechanism to safeguard environmentally sensitive areas from potential 

leakage. “There are a limited number of split hull dump barges 

on the West Coast and American Construction is a leader in both 

cutting edge equipment and quality services,” said Bryan 

Nichols, Sales Representative, Vigor Industrial. “We’re proud to 

add them as a customer and are looking forward to a long-term 

relationship.” Construction of the barge will take place in Vigor’s 

Swan Island shipyard in Portland, Oregon. The yard is outfitted 

with an expansive 800’ buildway, 600T gantry crane and 

150,000’ of covered fabrication bays, ideally suited for new 

builds. Construction is on a tight schedule, with delivery set for 

June 30, 2013. “US Fab has a solid reputation for on time, on budget deliveries,” said Steven Brannon, President, 

American Construction. “We’re confident they will hit our deadlines and deliver a quality vessel to augment our fleet 

and ensure the safety of our operators.” American Construction is a premier west coast dredging and marine 

construction company headquartered in Tacoma, Washington. The firm’s history in the Puget Sound dates back to 

1903. 



18



Spanish tug company, Remolcadores Ibaizabal has taken delivery of two 

new 36.65m x 13.60m x 4.80m depth AVT 36/70E Escort tugs from the 

drawing board of Robert Allan Ltd. The tugs were constructed by 

Astilleros Armon in Navia, Spain. The design features a full raised 

forecastle running nearly half the length of the tug to provide a high 

standard of accommodation and the best possible sea-keeping capability 

for operation in exposed conditions. The vessel will be outfitted to the 

highest standards for a crew of up to 14 people. Main deck 

accommodations include three two-person cabins, four one-person 

cabins, a galley, mess, galley stores, workshop, oil lab, locker room/lobby, 

and deck store. The deckhouse at forecastle deck level includes four one-person 

officer cabins. The wheelhouse is designed for maximum visibility with a single 

control station providing maximum visibility to both fore and aft deck working areas, 

with the emphasis on the aft deck. The lower deck includes engineer's stores, and 

laundry facilities. All cabins are of a generous size, and boast en-suite lavatory 

facilities. The noise level throughout the crew accommodation is predicted to be in 

the range of 60 dBA, based on utilizing advanced methods of isolating main 

propulsion machinery, as well as high grade insulations and floating floor techniques. 

Main Propulsion for the AVT 36/70E comprises a pair of MaK 8M25 diesel engines, 

each rated 2,640kW at 750RPM, and each driving a Voith model 32R5-265-2 

cycloidal propeller in tractor configuration. This combination is predicted to deliver a 

Bollard Pull of 70 tons, and provide a free running speed of not less than 13.5 knots. 

The indirect escort steering force is estimated at 110 tons at 10 knots. The operating 

range at economical cruising speed is estimated at 3,500 nautical miles. Fire-fighting 

will be to a Fi-Fi 1 Class. The main towing winch is a waterfall-style, double drum 

type, in which the upper drum contains 1,000 meters of 56mm steel wire rope. The 

lower drum is a split configuration with a 250 meter synthetic hawser for escorting, 

and a 150 meter synthetic line for harbor towing. The anchor windlass, in 

a horizontal axis configuration is fitted with two chain wildcats and two 

warping heads, which are clutched separately. Towing flexibility is 

enhanced by the inclusion of a 70-ton, radial arm tow hook, while salvage 

and general stores/deck operations are aided by inclusion of a 25-tonmeter 

knuckle boom crane. Ship-handling fenders at the stern (skeg end) 

comprise a 900 x 450 cylindrical fender above a row of 450mm “W” block 

fenders. A 300 x 300 hollow “D” fender provides protection at the main and 

foc’sle deck sheer lines, and “W” block type fendering is used again at the 

bow. 

Shipowner Fukushima Kisen KK, based in Iwaki on the east coast of Japan, has commissioned the first Voith Water 

Tractor (VWT) with a fully electronic control system (ECS). On the ECS version, the hydraulic unit is no longer 

separate but is installed on the rotor casing foundation of the Voith Schneider Propeller (VSP). Not only does this save 

space, but it also simplifies maintenance and increases reliability. The new 

VWT “Shinano Maru” has been designed for harbor assistance and escort 

duties. The tug was constructed by Niigata Shipbuilding based in Niigata, 

Japan, and is equipped with two size 32 R5 ECS/265-2 VSPs with an input 

power of 2,600kW each. The owner, Dr. Nakamura, operates a fleet of 

different harbor assistance and escort tugs in the port city of Iwaki. In addition 

to the new control system, the VWT “Shinano Maru” is equipped with a Voith 

Turbo Fin to increase indirect tow-rope pull, in particular when escorting. The 

vessel is also fitted with a Voith roll stabilization system. With this first 

installation of the fully electronic control system in a VWT, Voith was also able 

to optimize the hydraulic components of the VSP propulsion system. While 

these components had previously been installed separately, they are now integrated into the propulsion system, thus 

saving space. This in turn results in a reduction in energy consumption due to the direct control of the proportional 

valves and the elimination of a separate hydraulic unit. The 39.3m x 13.6m x 5.30m depth / 4.8m draft “Shinano Maru” 

tractor tug was built by Niigata Shipbuilding & Repair as Hull No. 0053 and powered by a pair of Wartsila 8L26 

developing a total of 7,200HP at 1,000RPM and a bollard pull of 75 tons. Tug is classed LR +100A1 Tug, FiFi Ship 1 

(2,400m3/h) with waterspray, +LMC, UMS. 



19



On 18 th October 2012, van Wijngaarden Marine’ new tug / workboat “Amerstroom” 

was transported from the manufacturing hall to the river and launched using the 

yard’s heavy gantry crane and a floating sheerleg. There the hull was prepared for 

towing / pushing to her fitting out location at Neptune Shipyards in Aalst by van 

Wijngaarden’s inland launches “Vliestroom” and “Merwestroom”. The 23.7 x 8.75 x 

3.25m “Amerstroom” is registered under Dutch flag. Two CAT C18 mains develop a 

total output of 714kW (970HP). It is expected that the tug during trials will achieve a 

speed of 10kn and pull of 16.5 tons. Delivery is scheduled for end March 2013. 

An earlier launching I missed in the last Tug Market Report was Marnavi Transporti 

Marittimi’s anchor handling tug “Ievoli Amaranth” (ex-Selah 65) which was launched 

by Selah Makina Sanayi ve Ticaret A.S. Shipyard in the port of Tuzla, Istanbul, 

Turkey on 12 th July. The 65.72m x 15.75m x 7.80m depth, Italian flagged tug is 

powered by a pair of 400kW MaK 8M32C diesels developing a total of 10,876HP and 

fitted with variable pitch props in fixed kort nozzles. Maneuverability of the dynamically 

positioned tug is assisted by two 600kW bow thrusters and a single 600kW stern 

thruster. Continuous bollard pull is approx. 120 tons. “Ievoli Amaranth” is classed RINA 

- C✠ Supply Rescue Vessel, Anchor Handling, Tug, Unrestricted Navigation, Clean 

Air, Clean Sea, Fire Fighting 1 – Water Spray, AUT – UMS, Recoil, DP-2. Towing gear consists of a 400kN brake 

towing / anchor handling winch with capacity for 1,500m 70mm wire on each drum, gypsies for 3” and 3.25” chain, two 

10T capstans, two 12T tuggers, 400T SWL shark jaw, 300T SWL tow pins and a 320T SWL stern roller. 

Cochin Shipyard Limited (CSL) delivered the 120T bollard pull AHTS “SCI Ahimsa”, at a 

glittering ceremony to the Shipping Corporation of India Ltd., Mumbai (SCI). This is the 

third of the series of four 120 ton bollard pull AHTSs being built by CSL for SCI. The 

vessel is an AH03 type, designed by STX OSV, Norway (ex- Aker Yards) and certified 

under dual class by ABS & Indian Register of Shipping. “SCI Ahimsa” is registered under 

Indian flag. This 65.2 x 16.0m vessel is a high-end AHTS is equipped with a Rolls Royce 

Brattvaag waterfall anchor handling towing winch with a tested bollard pull of 120 tons. 

The vessel is also equipped with two 4,000bkW diesels with controllable pitch props in 

kort nozzles. The vessel is fitted with Grade 1 dynamic positioning and complies with ERRV class “C”, which allows the 

vessel to work as an emergency rescue and recovery vessel in case of an oil field emergency, plus rated FiFi class I. 

“SCI Ahimsa” has accommodations for 29 persons. The shipyard is presently constructing 3 other offshore vessels for 

SCI. 

Multraship of Terneuzen, The Netherlands, has taken delivery of “Multrasalvor 3”, a 

new 23.3 x 9.0 x 3.2m Multi-Cat 2409 from Damen. It is a bigger and better version of 

their old 1994 built “Multrasalvor”, which was sold to Leask Marine Ltd. in the U.K. The 

new Multi Cat has two cranes, spud-poles, an A-frame and a double-drum winch. She 

is powered twin CAT C32 ACERT DI-TAs totaling 1,724BHP developing a bollard pull 

of 23 tons. The vessel is extremely versatile and capable of undertaking a diverse 

range of roles in maritime contracting and salvage sectors. “Multrasalvor 3” has 

assumed “Multrasalvor’s” role as a workboat in the London Gateway project on the 

Thames. 

A thousand miles up the Amazon River the Port of Manaus has long attracted ocean 

going vessels. In the 19 th Century they came for rubber, today the products are more 

varied with a duty-free zone generating additional commerce. Other ports along the 

Amazon may be for a single commodity such as soya beans. Recently the first of a 

series of Robert Allan Ltd., -design ship docking tugs was launched from Estaleiros 

Rio Negro Ltda. (ERIN). The tug was launched into the waters of the Rio Negro at 

Manaus where it merges with the Solimões River to form the Amazon proper. This 

latest boat is a RAmparts 25 with a 25m length and 10m beam. Hull has a molded 

depth of 4.19m and, with additional depth of Z-drives and skeg, it has a 4.55m draft. 

Main propulsion is a pair of Cummins Tier 2, Cummins QSK38-Ms each delivering 1,400HP to Rolls Royce US155 

model azimuth drives. The new tug is fitted with a hawser winch and will be employed at the Itacoatiara Port of 

Hermosa Logistics about 260km down river from Manaus. (Credit: Cummins Hotips) 



20



ASD tug “GPC Rosario”, the second of three 32m x 13m x 5.5m Ramparts 3200 

sister-tugs being built by Cheoy Lee Shipyards for Cartagena Port Group 

departed from Hong Kong the end of November bound for Cartagena, Colombia. 

Both tugs are being delivered by Redwise. (See also page 15) 

Markey Machinery of Seattle, 

Washington was awarded the 

order for a complete suite of deck machinery for the most powerful 

Harbor Class Tugs ever to be built in Canada. Tugs will be operated by 

Group Ocean of Quebec, Canada for harbor operations, ship escort, 

short and long distance towing, as well as rescue ops and wreck 

removals. The new TunDRA 100 tugs, highly powerful, efficient and 

versatile, will serve to meet the growing needs in power and capacities 

for ice navigation of the maritime market in Northern Quebec and 

Canada. The hull of the TunDRA 100 tug will be reinforced and certified 

1A Super F.S. by Lloyd’s Register for ice navigation, and its engines will 

develop a force of 8,000BHP, resulting in a bollard pull of nearly 100 metric tons. Jacques Tanguay, Group Ocean 

First VP and General Manager stated in a Group Ocean press release earlier this year that “Ships are constantly 

increasing in size, Chinamax vessels are almost here and the shipping market of Northern Quebec and Canada offers 

a horizon of sustainable development. We needed to equip ourselves with tugs able to meet the increased demand in 

power and capacity in the ice. This new project is the result of several technical studies and a logical expansion of our 

fleet. We are already considering the production of a series of these ultra-powerful tugs”. 

The Markey suites of deck machinery will include a Markey Model 

DESDF-48-200HP electric Class III hawser winch with a split-drum sized 

to store up to 300m of 10” circ. (80mm dia.) soft-line on each side, an 

extra-heavy duty level-wind featuring two rope guides to service each 

side of mid-flange, Render/Recover® capable of operation up to full 

rated line-speeds and line-tension, instrumentation to allow for the 

display of line-tension, scope, and line speed during all modes of 

operation, controls including a handheld wireless remote unit, as well as 

wheelhouse and on-deck stationary control stations and a load shedding 

feature enabling the winch to automatically reduce power to a predefined 

limit if the generator becomes too loaded. The Markey TES-40UL-125HP 

electric single-drum towing winch is fitted with a drum sized for up to 800m of 64mm (2.5”) wire rope, enclosed chainand-diamond-screw 

automatic level-wind, in oil-bath (spooling gear); instrumentation to allow for the display of linetension, 

scope, and line speed, handheld wireless remote operation using the same control used for hawser winch 

operation, plus dedicated wheelhouse and on-deck stationary control stations. Two Markey VEP-16-40 electric vertical 

capstan / windlasses sized for 26mm stud link chain are also furnished along with an on-deck stationary control 

station. 

Scott Kreis, Markey’s VP of Sales and project leader for this opportunity, makes special note of the extensive 

collaborative effort between Group Ocean, Markey, Robert Allan Ltd. and Lloyd’s Register. “When we were first 

approached by Group Ocean over two years ago, the development and coordination of ‘Ice Class’ standards by the 

world’s marine rating agencies were in their earliest stages. Group Ocean had never used Markey equipment, but was 

well aware of our reputation as a manufacturer of rugged, reliable, and technologically superior equipment. Following 

our standard sales and engineering methodology, we visited Group Ocean’s headquarters, met with their senior 

management and rode their tugs to gain a better feel for their particular operational challenges. We then applied our 

decades of experience in supplying deck equipment for service in 

Alaska and oceanographic winches for use in Antarctica to satisfy the 

requirements of both Group Ocean and Lloyd’s Register. Finally, we 

worked closely with the naval architects and marine engineers at Robert 

Allan Ltd to integrate the winch systems into the TunDRA 100 tug 

design.” The two 36.0m length overall x 13.0m x 6.85m depth / 5.35m 

draft twin screw tugs are to be powered by a twin 2,970kW MAK 9M25 

diesels developing a total 8,078HP at 750RPM. (Vessel design by Robert 

Allan Ltd. Images courtesy Ocean Industries/Ocean Group - tug builder & operator). 



21



On November 16 th , Kotug´s new build RotorTug “RT Ambition” arrived in 

Bremerhaven. The tug left ASL Singapore Pte. Ltd. on September 22 th 

2012 and sailed under own power. “RT Ambition” has a length of 32 m, a 

width of 12m, 6,456BHP and a bollard pull of 84 tons. Due to her three 

propulsion units, which independently can be turned 360° degrees, the 

Rotortug has an unique maneuverability. RT Ambition is the 11 th RotorTug of 

a series of 14 sister vessels. They are built at Niigata Shipyards Japan and 

ASL Shipyard Singapore respectively and are a part of Kotug´s 

comprehensive fleet expanding and renewal program. Kotug expanding its 

services to ports and terminals in Europe, West-Africa and Australia. 

recently Kotug started towage activities in the new German deep sea port 

Wilhelmshaven, next to Hamburg and Bremerhaven the third German Port where Kotug is active. Due to this growth 

and the increased size of their client’s vessels, Kotug needed this additional Rotortug. Kotug´s president Ard-Jan 

Kooren emphasized that despite the downturn shipping industry, also affecting the towage business, Kotug continues 

to invest into a modern and strong tug-fleet to keep the high quality of their services. The “RT Ambition” will be 

equipped and prepared to commence her towage activities in the port of Bremerhaven around 30 th November. “RT 

Ambition” is powered by three 1,838kW Niigata 6L28HX diesels develping a total of 7,497HP Mcr. 

U.S. Transportation Secretary Ray LaHood today announced a combined $1.5 million for three 

demonstration projects at Los Angeles Harbor, Calif.; Puget Sound, Wash., and Perryville, Mo., to 

reduce harmful marine emissions by repowering ship engines to use alternative fuels and 

technologies. The funding is the first-ever awarded by the U.S. Maritime Administration for 

competitive selection of environmental innovation projects. “The same benefits provided by more 

fuel-efficient cars, can help the maritime industry, too,” said Secretary LaHood. “By encouraging 

projects that involve more fuel-efficient ships, we can help businesses save money and protect the 

environment at the same time.” The three awardees were chosen to partner with MARAD as part of 

a new program to demonstrate innovative technologies and practices and share data on the results. “As our maritime 

industry enters a new era in reducing vessel air emissions, publicly-available data for promising technologies will help 

take the guessing game out of which ones work best for particular uses,” said MARAD Administrator David Matsuda. 

“Through smart environmental sustainability efforts like these, mariners who work aboard these vessels and those who 

live and work in port communities will all breathe cleaner air.” In California, Foss Maritime will receive $600,000 to 

convert the 2008 built “Dolphin Class”, Los Angeles Harbor-based, ASD tugboat “Alta June” to a new fuel-efficient 

diesel hybrid engine that retains power and maneuverability while reducing 

emissions, noise and fuel consumption. Just as hybrid vehicles achieve better 

mileage in city driving, as starts and stops recharge its battery, a hybrid engine will 

specifically benefit a tugboat as it makes short trips around a harbor. In a 2010, a 

study by University of California Riverside compared the 78’ x 34’, 5,080BHP 

conventionally powered “Alta June” with the sister, but hybrid tug “Carolyn 

Dorothy” (photo). “Carolyn Dorothy” put out 27% less carbon dioxide, 51% less 

nitrogen oxide and 73% less diesel soot……In Puget Sound, Washington, the 

Puget Sound Clean Air Agency will receive $400,000 to replace the engine of 

the Seattle-based, 73.5’ x 23.6’ x 9.7’ depth twin screw tugboat “Island Chief” with Tier II, lowsulfur 

diesel engines and to support a student internship program between the Puget Sound 

Clean Air Agency and Seattle Central Community College’s Seattle Maritime Academy to 

provide students with field–based training and experience replacing engines. Island Tug and 

Barge’s “Island Chief” was built in 1963 by Luby Guidry in Houma, Louisiana and is presently 

powered with a pair of CAT 398TAs developing a total of 1,700BHP at 1,225RPM……In 

Perryville, Missouri, The Southeast Missouri Planning Commission will receive $500,000 to 

replace the engines of the Mississippi River-based, towboat “Jimmy Brown” with engines 

capable of running on biodiesel fuel. Such long trips on the Mississippi River are akin to 

highway driving and make the “Jimmy Brown” an ideal candidate for biofuel, 

since it will not require frequent “braking” like a harbor tug would. “Jimmy 

Brown” (ex-Bonnie, Conti Bonnie) was built in 1979 by Jeffboat, Inc. of 

Jeffersonville, Indiana for ContiCarriers & Terminals, Inc. of Chicago and now 

owned by AEP River Operations LLC. The 145’ x 48’ x 11.2’ towboat is 

powered by a pair of EMD 16-645E7BAs developing a total of 6,200BHP with 

Lufkin 4.189:1 gears and kort nozzles. 



22



Wärtsilä’s third quarter 2012 intake increased 14% to Euro 1,275 million (1,118) 

and net sales increased 28% to Euro 1,087 million (851). Operating result (EBIT) 

was Euro 113 million or 10.4% of net sales (Euro 94 million or 11.0%). For the 

period from January – September 2012, order intake increased 10% to Euro 3,583 

million (3,267) and net sales increased 7% to Euro 3,191 million (2,970). At the end 

of September, Wärtsilä’s order book totaled Euro 4,724 million (4,042), an increase 

of 17%. Bjorn Rosengren, President & CEO commented: “Despite continuing 

uncertainty in the global economy and tough market conditions, both our order intake and net sales developed well. In 

the third quarter they were up by 14% and 28% respectively. Ship Power’s year-on-year performance is strong, and 

has been supported by both an active offshore sector and the Hamworthy acquisition. Among the highlights are a 

major engine and propulsion equipment order for six Brazilian drillships from Jurong Shipyard Pte Ltd., and three 

platform supply vessel related orders from Statoil, as well as the first four ballast water management system orders. 

Wärtsilä again received a record power plant order, this time for an approximately 600 MW power plant to be 

constructed in Jordan. It will be the world’s largest tri-fuel power plant. I am also happy to note that the growth trend for 

Services continues, regardless of the difficult market environment that many of our marine service customers are 

experiencing. We believe that net sales will grow this year by around 10-15%, which is more than originally estimated. 

Our profitability now stands at 10.3% and we believe it will improve in the fourth quarter. As a result, we expect 

profitability for the full year to be 10.5-11%.” Wärtsilä expects net sales for 2012 to grow by 10-15% (previously 5-10%) 

and operational profitability (EBIT% before non-recurring items) to be 10.5-11% (previously 10-11%). 

During the third quarter of 2012, 229 contracts for new vessels were registered. Since the beginning of 2012, 761 

vessels have thus far been contracted globally. This activity level is considerably lower than in 2011, when the 

average quarterly contracting volume was 353 vessels. The decrease in activity is a reflection of the continuing tough 

market conditions for the traditional merchant segments, i.e. bulkers, tankers and 

container vessels. In these segments owners are experiencing severe pressure 

resulting from low earnings and high operating expenses, including high fuel costs, 

as well as difficulties in accessing financing. Contracting activity has, however, been 

robust for the offshore and specialized vessel markets during 2012, with offshore 

accounting for a notable 30% of all contracting, as measured in the number of 

vessels. The gas carrier market (LNG carriers & LPG carriers) has also been active 

with respectively 21 and 43 contracts booked this year to date. There has also been 

good contracting activity in the ferry segment. China and South Korea continued to 

be the dominant countries in shipbuilding, capturing respectively 36% and 35% of 

the contracts confirmed in 2012 in terms of gross tonnage. China closed the gap on 

South Korea as Chinese yards diversify their product mix and are moving into the offshore segment, in particular 

offshore support vessels. Non-traditional shipbuilding countries are emerging with 17% of the contracts confirmed. 

Brazil, Norway, the USA and Turkey stand out amongst the small shipbuilding nations that have been capturing 

newbuilding contracts during 2012. Wärtsilä’s share of the medium-speed main engine market was 48% (49% at the 

end of the previous quarter). The market share in low-speed engines decreased to 18% (22). In the auxiliary engine 

market, Wärtsilä’s share was 5% (5). 

Wärtsilä’s order intake for the third quarter increased by 14% to EUR 1,275 million (1,118). In relation to the previous 

quarter, order intake increased by 6% (EUR 1,198 million in second quarter 2012). The book-to-bill ratio for the third 

quarter was 1.17 (1.31). Third quarter order intake for Ship Power totaled EUR 391 million (196), an increase of 99% 

over the corresponding period last year. Compared to the previous quarter, order intake decreased by 13% (EUR 447 

million in second quarter 2012). During the review period, offshore and specialized tonnage related orders continued 

to dominate. Among various orders in these segments, Ship Power received a major engine and 

propulsion equipment order for six Brazilian drillships from Jurong Shipyard, an order for three 

new PSVs for use by the Norwegian oil and gas company Statoil, and an order for dual-fuel 

engines for China’s first LNG powered tugs from CNOOC Energy Technology & Services Ltd. 

The recently acquired Hamworthy related ordering activity continued to be lively, especially for oil 

& gas and environmental solutions. Offshore segment represented 53% of third quarter order 

intake, while the Merchant segment’s share was 21% and Special Vessels accounted for 18%. 

The Navy segment’s share of order intake was 4% and Cruise & Ferry segment’s 3%. Order 

intake in Wärtsilä Hyundai Engine joint venture in South Korea, and Wärtsilä Qiyao Diesel joint 

venture in China, producing auxiliary engines, totaled EUR 175 million (216) during the January- 

September 2012 review period. Wärtsilä’s share of ownership in these companies is 50%, and 

the results are reported as a share of the result of associates and joint ventures. 



23



The total order book at the end of the January – September 2012 review period stood at EUR 4,724 million (4,042), an 

increase of 17%. In relation to the previous quarter, Wärtsilä’s order book increased by 5% (EUR 4,515 million in the 

second quarter of 2012). At the end of the review period, the Power Plants order book amounted to EUR 1,691 million 

(1,478), an increase of 14%. The Ship Power order book stood at EUR 2,226 million (1,740), which is 28% higher than 

at the same date last year. The Services order book decreased by 2% to EUR 808 million (825). 

Wärtsilä’s net sales for the third quarter increased by 28% to EUR 1,087 million (851) compared to the corresponding 

period last year. Net sales for Power Plants totaled EUR 304 million (243), an increase of 25%. Ship Power’s net sales 

for the third quarter totaled EUR 339 million (197), which is 72% higher than in the corresponding quarter last year. 

The third quarter net sales for Services increased by 5% to EUR 435 million (412). Wärtsilä’s net sales for January- 

September 2012 increased by 7%, totaling EUR 3,191 million (2,970). Net sales for Power Plants totaled EUR 930 

million (952), a decrease of 2%. Ship Power’s net sales increased by 23% and totaled EUR 875 million (713). Net 

sales from the Services business totaled EUR 1,377 million (1,303), an increase of 6%. Of the total net sales, Power 

Plants accounted for 29%, Ship Power for 27% and Services for 43%. 

The business environment for the shipping and shipbuilding industry is challenging and concerns over the global 

economy continue to cause uncertainty. The traditional merchant segments are under particular pressure and risks 

related to cancellations and delayed deliveries in this area have elevated. 

The power generation market is expected to remain active during the remainder of 2012. Ordering activity continues to 

be focused on emerging markets, which continue to invest in new power generation capacity. In the OECD countries, 

there is still pent-up power sector demand, mainly driven by CO2 neutral generation and the ramp down of older, 

mainly coal-based generation. Despite the continuing interest for new power generation investments, the macro 

economic uncertainty may delay investment decisions. Robust contracting activity, in line with the activity levels seen 

during 2011 and so far in 2012, is expected for the offshore, gas carrier, and other specialized vessel markets. The 

outlook for overall vessel contracting activity during 2012 is slightly negative, with full year contracting expected to be 

less than during 2011. The decrease is largely driven by the low contracting levels in the traditional merchant 

segments. Interesting opportunities are being seen in the following areas: efficiency improvement, gas as a fuel, and 

environmental solutions. These are now central issues in many newbuilding discussions and are expected to grow in 

importance going forward. 

Wärtsilä has been awarded the contract to supply integrated power and 

automation systems for two new icebreakers being built for a Russian stateowned 

enterprise by Vyborg Shipyard JSC, a long-time partner of Wärtsilä. The 

contract was signed in October 2012. The vessels, scheduled to be delivered in 

2015, will operate mainly in the Baltic Sea and in Arctic waters. Wärtsilä’s track 

record in supplying reliable and technically sound solutions for icebreakers, and 

other vessels operating in arctic conditions, was cited as being a key factor in 

the award of this contract. There is an option pending to supply similar 

equipment for a third icebreaker within this same project. “Wärtsilä has a 

leading market position in supplying power and automation systems for 

icebreakers and other vessels that operate in harsh, arctic conditions. Such ships are usually working a long way from 

port repair facilities, and for that reason reliability and operating efficiencies are essential. We have worked closely 

with the leading Russian ship-owners for many years, and they 

are well aware of our capabilities in this area,” says Aaron 

Bresnahan, VP Sales, Wärtsilä Ship Power. Wärtsilä has been 

present in Russia for more than 30 years and has a strong 

position in the market. The company employs more than 125 

people serving the marine and power plant markets, for both new 

installations and after-sales service of existing installations. Each 

vessel is equipped with: 4 x 12-cylinder Wärtsilä 32 main engines, 

2 x 4-cylinder Wärtsilä 20 auxiliary gensets, Wärtsilä Power 

Management System (PMS), Wärtsilä Power Distribution System 

and Wärtsilä Power Drive System. Vyborg Shipyard JSC is one of 

the largest shipbuilding companies of the North-Western Region 

of Russia with over 60-years’ experience in shipbuilding. Since the Shipyard was founded (1948) there have been built 

more than 200 different vessels with deadweight up to 12,000 tons, total displacement over 1,300,000 tons. 



24



Caterpillar Inc.’s third-quarter 2012 sales and revenues of $16.445 billion, a 5% increase 

from third-quarter 2011 sales and revenues of $15.716 billion. Machinery and Power 

Systems (M&PS) operating cash flow was $994 million in the third quarter of 2012, 

compared with $2.037 billion in third quarter 2011. The decrease was primarily due to 

unfavorable changes in working capital. “Last quarter and then again a month ago at 

MINExpo, we discussed economic and geopolitical headwinds facing the world, and we 

are certainly continuing to see the impact of those uncertainties in our business,” said 

Caterpillar Chairman & CEO Doug Oberhelman. “Even so, we had a record third quarter, and our entire organization is 

focused on finishing 2012 as the best year for sales and profit in our history,” Oberhelman added. “Despite the 

turbulence in the global economy, we continue to track toward our goals on cost control, margin improvement, product 

quality, safety and better product availability for our customers.” The previous outlook for sales and revenues was a 

range of $68 to $70 billion. The decline in the sales and revenues outlook reflects global economic conditions that are 

weaker than Caterpillar had previously expected. In addition, CAT dealers have lowered order rates well below enduser 

demand to reduce their inventories. Production across much of Caterpillar has been lowered, resulting in 

temporary shutdowns and layoffs. Lower production will continue until inventories and dealer order rates move back in 

line with dealer deliveries to end users. The reduction in the profit outlook is in line with lower sales and revenues 

outlook, partially offset by gain on the sale of a majority interest in CAT’s third party logistics business. “As we've 

moved through the year, we've seen continued economic weakening and uncertainty. It's definitely impacting our 

business with dealers intending to lower inventories and mining customers delaying some projects and reducing 

orders,” Oberhelman said. “We're focused on being very nimble and taking actions to respond to the current 

environment while at the same time keeping our 2015 goals and expectations in mind. It requires a pragmatic and 

steady approach as we balance our actions in the short term with what we need to do to be prepared for better growth 

when the world economy improves,” Oberhelman added. 

From an economic standpoint, Caterpillar is expecting slightly better world growth in 2013 with modest improvement in 

the United States, China and most of the developing world, but continuing difficulty in Europe. Based on CAT’s 

economic forecast, Caterpillar’s preliminary outlook for 2013 is for sales and revenues to be about the same as 2012 

in a range of up 5% to down 5%. “We are taking a pragmatic view of 2013—we're not expecting rapid growth, and 

we're not predicting a global recession. At this point, we expect 2013 sales will be similar overall to 2012, but with a 

slightly weaker first half and a slightly better second half. While machine deliveries to end users have continued to hold 

up, our sales will probably remain relatively weak early in 2013 as dealers are likely to continue reducing inventories. 

When expected dealer inventory reductions level off, and easing actions by central banks and governments around 

the world begin to improve economic growth, we expect our business will begin to improve. While there's reason for 

optimism, and we're not expecting a global recession in 2013, we are prepared and stand ready to take action no 

matter what happens to the global economy,” Oberhelman added. The 2012 outlook reflects sales and revenues of 

about $66 billion. The previous outlook was a sales and revenues range of $68 to $70 billion. Capital expenditures for 

2012 are expected to be less than $4 billion—with about half invested in the United States. The outlook for 2012 

represents the highest sales and revenues and profit in Caterpillar history, exceeding last year’s record results. 

Power Systems’ sales were $5.317 billion in the third quarter of 2012, an increase of $242 million, or 5%, from third 

quarter 2011. The improvement was the result of acquisition of MWM, higher volume and improved price realization, 

partially offset by impact of currency. Excluding acquisition of MWM, Power 

Systems’ sales were about flat. Sales increased in Asia/Pacific and were partially 

offset by decreases in EAME - including Europe, Africa, the Middle East and the 

Commonwealth of Independent States (CIS). Worldwide demand for energy, at 

prices that encouraged investment, resulted in higher sales of engines and turbines 

for petroleum applications. Sales for electric power products also increased due to 

higher demand for large applications. These increases were offset by lower sales 

for industrial power applications. Power Systems’ profit was $943 million in third 

quarter 2012 compared with $794 million in third quarter 2011. The increase was 

primarily due to higher sales volume, which includes impact of a favorable mix of 

products, and improved price realization. Improvements were partially offset by 

increased SG&A and R&D expenses. Manufacturing costs were about flat. MWM, acquired during fourth quarter 2011, 

added sales of $143 million, primarily in EAME, and increased segment profit by $17 million. 



25



In the outlook that Caterpillar released with their year-end 2011 financial results in January, CAT expected world 

economic growth of about 3.3% in 2012. Caterpillar’s revised outlook assumes 2012 world economic growth of 2.5%, 

the weakest year for growth since 2009. From an economic standpoint, 2012 has been a disappointment with lower 

than expected growth in the United States and China, and with much 

of Europe in recession. While governments and central banks around 

the world have been easing policies, it is now evident that these 

actions have not been sufficient to benefit 2012 growth. CAT has 

lowered their outlook for 2012 and now expect sales and revenues of 

about $66 billion. The previous outlook was a sales and revenues 

range of $68 to $70 billion. The decline in the sales and revenues 

outlook is a result of two main factors: Lower demand – while dealer 

machine deliveries to end users continue to improve compared with 

2011, the rate of improvement is lower than CAT expected, primarily 

a result of slower than expected economic growth throughout much 

of the world; and over the past quarter, dealers lowered order rates to levels that are well below their deliveries to end 

users. This suggests they intend to lower inventories in the fourth quarter and into 2013. As a result, Caterpillar is 

lowering production levels until inventories and order rates from dealers move back in line with dealer deliveries to end 

users. 

While most countries have eased monetary and credit policies over the past year, and CAT expect continued easing in 

2013, growth has been slow to respond. As a result, Caterpillar is not expecting improvement in overall economic 

growth until second half 2013. Caterpillar is expecting 2013 economic growth of about 2.7%, up slightly from the 2.5% 

growth CAT expects for 2012. Average interest rates in developed countries are already below the lows reached 

during the financial crisis, so prospects for lower rates are limited. However, Caterpillar expects central banks in the 

larger economies to inject additional liquidity into banking systems to help drive increased lending. CAT expects that 

additional increases in liquidity along with measures to encourage bank lending will drive more credit and spending 

growth. Since the year will likely start weak, Caterpillar is only expecting economic growth in developed economies of 

about 1.5% in 2013, with some upside potential. In the United States, the 

Federal Reserve’s new emphasis on employment, along with signs that 

banks are increasingly willing to lend, are positives for private sector 

economic growth. Overall, Caterpillar expects about 2% economic growth 

in the United States for 2013. U.S. construction activity, which is coming off 

a 30-year low, is expected to fare better in 2013. Low mortgage interest 

rates, increasing employment and a near record low inventory of new 

homes will likely lead to an improvement in housing starts to about 950 

thousand units in 2013. Caterpillars expect nonresidential construction will 

benefit from lower vacancy rates, aging stocks and favorable interest rates. 

CAT does not see signs that governments in the Eurozone and the 

European Central Bank will change economic policies to deal with recession, record unemployment and social unrest. 

Consequently, Caterpillar expects only marginal growth in 2013, and construction activity will likely remain weak. The 

Bank of Japan is facing increased pressure to aggressively battle deflation, and Caterpillar expects it will increase 

liquidity further. However, recent economic weakness is likely to persist well into 2013, resulting in economic growth 

below 1.5%. Caterpillar expects low interest rates will benefit construction in Australia, but mining investment is likely 

to slow. CAT expect less than 3% economic growth in Australia for 2013. 

Developing economies, while slowing, have fared better than developed economies and are expected to respond 

more favorably to recent policy easing. Caterpillar expects growth in these countries will improve more than a half 

percentage point in 2013 to around 5.5%. In China, banks have 

been increasing lending, and the government announced 

acceleration of infrastructure programs. CAT expects additional 

easing in 2013 and project economic growth will improve to 8.5%. 

Construction activity and demand for commodities will likely 

increase. Caterpillar expects economic growth in other Asian 

countries will improve as well, on average about a half 

percentage point. Better growth should benefit construction. Economic growth in Latin America is expected to improve 

to almost 4% in 2013, driven primarily by a rebound in Brazil. Economic growth in Africa, the Middle East and CIS 

should be around 4%. Slightly better world economic growth and higher commodity prices should benefit these 

regions. 



26



Better world economic growth is expected to improve demand for most metals. Caterpillar believes the softness in 

2012 prices occurred in response to weaker demand, not excessive supply capacity. Consequently, CAT’s outlook 

assumes copper prices will increase from an average $3.60 per pound in 2012 to 

$3.75 in 2013. China port iron ore prices are expected to increase from $130 per 

metric ton in 2012 to $135 in 2013 as steel production increases. Abundant supplies of 

natural gas at low prices will likely continue to pressure U.S. coal demand and prices in 

2013. Caterpillars expect Central Appalachian coal prices to average about $65 per 

ton in 2013, up slightly from an average of $63 per ton in 2012. CAT expects prices in 

other countries will follow similar patterns, and Australian thermal coal should increase 

from $94 per metric ton in 2012 to $98 in 2013. Caterpillars expect oil demand next 

year will grow at about half the rate of overall economic growth. Worldwide production 

is at a record high, and producers should be able to accommodate the increase in 

demand expected in 2013 without tightening supplies. Caterpillar projects Brent crude 

oil will average about $110 per barrel, or about the same as in 2012. The West Texas Intermediate oil price should 

increase slightly to near $100 per barrel as the ability to send more oil to the Gulf of Mexico is reducing local surplus 

supplies. 

Caterpillar believes that the Eurozone is the most significant risk to its 2013 

economic outlook. Economic policies in Europe have led to another 

recession and intensified pressure on the Euro. In addition to concerns about 

growth, it believes there is risk that some countries may pull out of the Euro. 

The United States faces substantial economic risk as tax increases and 

government spending cuts will occur unless the government acts to prevent 

them from taking effect. While CAT expects that the government will act, the 

longer it takes and the more divisive the solution, the more it will hurt 

business and consumer confidence. In assessing the last two years, 

Caterpillar concluded the financial crisis left many economies in fragile 

condition and that quickly raising interest rates once the recovery started was 

a bad idea. Although most central banks retreated, the impact contributed to a decline in world economic growth from 

about 4% in 2010 to less than 2.5% in 2012. Business confidence deteriorated and another round of investment 

cutbacks is beginning. Caterpillar is concerned that central banks will be too quick to raise interest rates when growth 

improves, again preventing the world economy from completely recovering from the financial crisis. 

As Caterpillar expects 2013 sales and revenues to be about the same as 

2012 in a range of up 5% to down 5%, at the middle of that range Resource 

Industries’ sales are expected to be down in 2013. Declines in metals and 

coal prices along with increasing operating costs have hurt profit margins at 

many mining companies. Profit pressure combined with economic 

uncertainty has resulted in mining companies delaying investment. Although 

metals prices recently improved, Caterpillar expects companies will reduce 

capital spending in 2013 and sales of mining equipment will decline. CAT 

expects Construction Industries’ sales will improve in 2013. Caterpillar is 

expecting improving activity in the United States, sales growth in China 

coming off low levels in 2012 and continued improvement in other developing 

countries. CAT expects these improvements to be partially offset by continuing weakness in Europe and dealer efforts 

in much of the world to lower inventories. Caterpillar remains very positive on long-term industry growth in China and 

their strategy to grow their business there. Plans for the remainder of 2012 reflect a continued orderly ramp down of 

production that considers their entire supply chain in China. Given the current 

low rate of sales and the production ramp down, it will likely take the rest of 

2012 and continuing into 2013 to reduce inventory to levels more in line with 

sales. While the industry is down and will likely remain down for the balance of 

2012, Caterpillar is encouraged by recent actions that the Chinese government 

has taken to improve growth. They have lowered bank reserve requirements, 

increased infrastructure investment and have cut interest rates. Caterpillar 

expects they will continue to ease policy to help improve growth in their 

economy. Those actions will likely lead to better growth in the construction 

industry in 2013, although Power Systems’ sales are expected to be relatively 

flat with 2012. 



27



GE third-quarter 2012 Operating Earnings of $3.8 billion, up 10% and 50% respectively from third 

quarter 2011. GAAP earnings from continuing operations were $3.5 billion, or $0.33 per share (up 

43%). Revenues were $36.3 billion for the quarter, up 3%, and up 6% excluding FX. Industrial 

segment revenues grew by 6%, with organic growth of 8%. The strength of GE’s Industrial 

portfolio was evident. All Industrial segments had positive earnings growth for the first time since 

the third quarter of 2005; Energy Infrastructure, Transportation and Home & Business Solutions 

had double-digit earnings growth. “The overall environment remains challenging, but GE 

continues to execute on our growth strategy,” said GE Chairman and CEO Jeff Immelt. “GE’s Industrial segments 

delivered another quarter of strong organic revenue growth, and we ended the quarter with a 

robust backlog. As expected, our margins increased 70bps over the prior year period, with 

margin expansion in all five Industrial segments.” Infrastructure orders were $21.5 billion, down 

5% primarily driven by a decrease in orders for wind turbines. Orders were up 4% excluding the 

effects of Wind and FX. Year-to-date orders were up 4%, with four out of five Infrastructure 

businesses showing growth. Total revenues for the quarter were $36.3 billion, up 3%. GE’s 

third-quarter Industrial segment revenues were $24.8 billion, up 6%. 

Industrial segment organic revenues were up 8% for the quarter and 

10% year-to-date. Industrial segment growth market revenues were up 9%, excluding FX, 

driven by double-digit growth in China, Latin America, and Africa. GE expects seven of nine 

growth regions to have double-digit orders growth in 2012. GE Transportation Reported $1.4 

billion, up 9% versus third quarter 2011 in revenues and 24% year-over-year. Segment profits 

were $265 million, up 35% from $197 million in third quarter 2011. GE Transportation’s orders 

in the third quarter rose 21% to $1.2 billion, driven by locomotive orders from international 

customers. GE Transportation is also providing four GE 8L250 diesels for two newbuilding 120’ 

ASD tugs on the U.S. West Coast. 

Cummins Inc. of Columbus, Indiana reported third quarter revenue of $4.1 billion decreased 11% 

from the same 2011 quarter. Revenues in North America grew 2% while revenues from international 

markets declined 21%. Earnings before interest and taxes (EBIT) were $496 million or 12.0% of sales 

compared to $640 million or 13.8% of sales in the third quarter of 2011. “Demand has dropped sharply 

over the last three months, reflecting a high degree of uncertainty among customers in most 

geographic markets,” said Tom Linebarger, Chairman and CEO. “We have been responding to the 

conditions by delaying or cancelling projects, flexing production at some of our manufacturing plants, 

reducing discretionary expenses, and reducing our workforce by 1000 to 1500 people by the end of this year. We are 

continuing to fund projects that are important for future growth and meeting commitments to customers. We are 

working to respond to the conditions now to ensure the long term strength of the company and to best serve the many 

stakeholders who rely on Cummins long term success.” Based on the current forecast, Cummins expects full year 

revenues to be $17 billion, with EBIT region 13.5% of sales. Cummins’ engine segment reported sales of $2.5 billion, 

down 14% with a lower segment EBIT of $239 million, or 9.5% of sales compared to $349 million or 11.8% of sales 

during the same 2011 period. This was primarily due to lower demand in North American heavy duty truck, medium 

duty truck, oil and gas and mining markets, lower demand for trucks in Brazil and in the construction market in China 

offset stronger demand for light duty truck and construction engines in North America. 

Tognum AG confirmed its forecast for the full year 2012 at the end of the first nine months. 

The adjusted EBIT margin is expected to be at around 10% by the end of the year, while 

Tognum expects to see revenue growth in the lower single-digit percentage range. “The 

global economy cooled down further in the third quarter. As a result of our good order 

backlog, however, we are aiming for a fourth quarter slightly above last year’s level and 

therefore, from today’s perspective, we confirm our revenue and profit targets,” explained Joachim Coers, CEO of 

Tognum AG. “The fourth quarter, however, will be real challenge for the entire company.” Order intake at the end of 

the first nine months of the year was on a solid level at €2,296.3 million (Q1-Q3 2011: €2,382.3 million). Revenues 

were up 1.7% compared with the same period last year to €2,092.7 million (Q1-Q3 2011: €2,057.7 million). Revenues 

in the Engines segment amounted to €1,409.6 million (Q1-Q3 2011: €1,395.5 million). There was a strong increase in 

revenues in the Oil & Gas application area, primarily as a result of the increase in investing activities due to past 

increases in prices for raw materials. Increased revenues were also reported in the Defense application area due to 

several projects coming to an end. Business in government vessels in the Marine application experienced a project 

related decline. In the Industrial application area, business in rail engines, as expected, was weaker, following a boom 

in 2011 relating to tougher emission regulations. After Sales business remained stable at a high level. The adjusted 

segment EBIT at the end of the first nine months of the year amounted to €161.9 million (Q1-Q3 2011: €200.1 million). 



28



As of 20 th November 2012, MarineLog and Tim Colton reported 33 tugs on the order books in the U.S., the same as 

reported in both the May and August Market Reports. At this same time, Lloyd’s reports 14 “sea-going” U.S. flag tugs 

on the books. 

Shipbuilder Location Type Customer Name Description 



Contract 

Price ($mm) 

Contract 

Delivery 

Bollinger SY Amelia LA Ocean Tug Crowley Maritime Ocean Sun 10,880 HP 3Q12 

Bollinger SY Amelia LA Ocean Tug Crowley Maritime Ocean Sky 10,880 HP 1Q13 

Chesapeake SB Salisbury MD Tug Vane Brothers 3,000-HP 2013 

Chesapeake SB Salisbury MD Tug Vane Brothers 3,000-HP 2013 

Dakota Creek Ind Anacortes WA ATB Tug Crowley Marine Liberty 16,320 HP Mar-13 

Diversified Marine Portland OR Tug Shaver Towing 5,360 HP 2012 

Diversified Marine Portland OR Tug Harley Marine Bob Franco 2012 

Foss SY Rainier OR Tug Foss Maritime 2014 



Great Lakes SY Cleveland OH ASD Tug Caribbean Tugs 4,640 HP 12 2013 

Great Lakes SY Cleveland OH ASD Tug Caribbean Tugs 4,640 HP 12 2013 

Leevac Shipyards Jennings LA Escort Tug Bay Houston Towing 80 ft. Jun-13 

Leevac Shipyards Jennings LA Escort Tug Suderman & Young 80 ft. Sep-13 

Main Iron Works Houma LA Tractor Tug Bisso Towboat 4,000 HP 2012 

Main Iron Works Houma LA Tractor Tug Dann Marine 3,000 HP 

Martinac SB Tacoma WA Tug Pacific Tugboat Svcs. Menominee 3,620-HP 2012 

Nichols Bros. BB Freeland WA Tug Harley Marine Robert Franco 100 ft. 2013 

Nichols Bros. BB Freeland WA Tug Harley Marine Ahbra Franco 100 ft. 2013 

Raymond Assoc Bayou La Batre AL Tug North Bank Towing 6,000 HP 2012 

Raymond Assoc Bayou La Batre AL Tug North Bank Towing 6,000 HP 2012 

SENESCO North Kingston RI ATB Tug Reinauer Tptn. 2012 

SENESCO North Kingston RI ATB Tug Reinauer Tptn. 2012 

SENESCO North Kingston RI Tractor Tug McAllister Bros. Eric M. McAllister 5,150 HP 2013 

Signal 

International 

Orange TX ATB Tug Kirby Ocean Tpt. 6,000 HP 

May-12 

Signal 


Orange TX ATB Tug Kirby Ocean Tpt. 6,000 HP 

Dec-12 

Signal 


Orange TX ATB Tug Great Lakes Dredge 14,000 HP 

Jun-14 

Signet SB Pascagoula MS Tug Signet Maritime Signet Magic 5,150-HP May-13 

Washburn 

Doughty 

East Boothbay ME Tug Moran Towing James Moran 5,000 HP 2012 

Washburn 

Doughty 

East Boothbay ME Tug Moran Towing 5,100 HP 2012 

Washburn 

Doughty 


Washburn 

Doughty 


Western Towboat Seattle WA Tug Western Towboat Arctic Titan 6,000 HP Mar-12 

29



The Economy and the Towing Industry 

We are a month away from the U.S. “fiscal cliff”. I am tired of the daily in-fighting and 

wrangling between politicians and second-guessing by the media. To paraphrase 

Shakespeare, “a plague a’ both your houses,” or parties in this instance. I sometimes 

wonder if, regardless of the consequences, we should just fall off that mythical cliff and see 

if we have the ability to pick up the pieces afterwards and put them in the right order. 

Nevertheless, when I cool down, I hope that we do not come to that. Our lawmakers should 

be able to come up with a realistic solution that restores confidence to consumers and 

investors alike, while avoiding the “law of unintended consequences” in whatever they do. It 

sounds like I am asking for a miracle, but we need long-term economic continuity vs. just a 

short-term juggling of numbers behind the scenes and “cooking-the-books” so the 

lawmakers can all go home and enjoy their Christmas holidays. 

The International Monetary Fund says that prospects are for a sluggish and bumpy growth. They project 3.3% global 

growth for 2012 and 3.6% for 2013 year-over-year – assuming the U.S. manages to dodge that “fiscal cliff”. I do not 

mind sluggish growth if that growth has a solid foundation we can build upon. As to a bumpy road ahead – that is 

something we are used to at Marcon after 32 years. The S&P market is slower than we, of course, would like, but at 

least we are still here, have not let anyone go and definitely topped IMF’s growth projections for 2012. Regardless of 

the politicians, wherever they may be and whatever they may do, we are working towards a better 2013. 

According to the latest International Monetary Fund “World Economic Outlook”, the 

recovery continues, but it has weakened. In advanced economies, growth is now too low to 

make a substantial dent in unemployment. Growth that was strong earlier in major emerging 

market economies has also decreased. Relative to their April 2012 forecasts, IMF forecasts 

for 2013 growth have been revised from 1.8% down to 1.5% for advanced economies, and 

from 5.8% down to 5.6% for emerging market and developing economies. The downward 

revisions are widespread, however, are stronger for the euro zone, where the IMF expects 

growth in 2013 to be close to zero, and for the three of large emerging market economies of 

China, India, and Brazil with Brazil having one of the IMF’s largest downward revisions. The 

world economy continues to be interconnected through trade and flow of capital and the low 

growth encountered in advanced economies affects emerging and developing economies 

across the globe due to declining exports. 



Global manufacturing is down and industrial 

production has again sharply fallen in most 

economies along with world trade. The International 

Monetary Fund projects the average of annual 

percent change for world trade volume in goods, 

both exports and imports, to be +4.6% in 2013 after 

3.4% during 2012, but still below the average of 

7.1% annual average achieved during 1994-2003 

and the 5.2% average from 2004-2013. In U.S. 

dollars, the projections for 2012 and 2013 are 

expected to decline 2.1% and 0.7% respectively. 

Further downside risks to the economy have 

increased since early this year. There is now a 1 in 6 

chance of global growth falling below 2%, which 

would be consistent with a recession in advanced 

economies and low growth in emerging market and 

developing economies. The crisis in the euro area is 

the most obvious threat to global outlook, but if U.S. 

legislators do not remove the threat of the fiscal cliff, 

the U.S. economy could fall back into recession, 

with further spillovers to the rest of the world. 

30



The health of the world’s economy continues to deteriorate as insufficient 

demand, unemployment and the on-going debt crisis in Europe 

undermine recovery efforts, results of the International Chamber of 

Commerce -Ifo World Economic Survey (WES), released on 15 th 

November, revealed. Based on findings from the survey, which assessed 

the views of 1,156 experts in 124 countries across the globe, the World 

Economic Climate Indicator fell for the second consecutive quarter, 

dropping from 85.1 to 82.4 in Q4. Although the dip is less pronounced than in the previous quarter, it reveals that 

hopes of an economic recovery seen in Q2, when the climate indicator stood at 95, have suffered a further setback. 

The survey, conducted by the Munich-based Ifo Institute for Economic Research and the International Chamber of 

Commerce, shows the World Economic Climate Indicator in Q4 2012 standing well below the long term average of 

96.7 (1996 – 2011). This latest fall is due to less favorable assessments of the current economy and lower 

expectations for the six-month economic outlook. “By late 2012, economic activity lost momentum in nearly all regions 

of the world,” said ICC Secretary General Jean-Guy Carrier. “A clear factor in this is the on-going debt crisis in the 

Euro area, which governments will have to get to grips with in order to restore investor confidence.” The global 

economy continues to be affected by the struggling economies in the Euro area. With the debt crisis continuing to 

blight economies of member states like Greece, Portugal and Spain, the indicator for the Euro area currently stands 

well below the long term average of 109.0 (1996 – 2011). Public deficits, insufficient demand and unemployment are 

the chief causes of the Euro area’s on-going economic difficulties. With WES experts lowering economic expectations 

for the next six months they suggest there is no sign of any light at the end of the tunnel for the Euro area. In North 

America, the fall in the economic climate indicator was less marked than in Europe, owing 

largely to more positive expectations for the U.S. economy. Asia’s economy also continued 

a downward trend seen in Q3, though at a slower rate. Latin America was the only major 

continent to go against the trend, with the economic climate indicator rising in the fourth 

quarter of 2012 due to improved expectations for the economy for the next six months. 

Gernot Nerb, Ifo Director of Business Surveys, said the strength of the indicator in Latin 

America can partly be put down to increased competitiveness of the region’s currencies. 

“The positive signals from Latin America may be partly explained by the fact that some of 

the region’s currencies are no longer overvalued and some are even undervalued, 

compared to the US dollar, the euro, the pound and the yen,” said Mr. Nerb. “This helps 

somewhat to increase international price competitiveness. On top of this, the interregional 

trade in Latin America appears to have picked up somewhat which may also explain part of 

the improvement of the business climate in this region.” 

The global economy is expected to make a hesitant and uneven recovery over the coming two years. Decisive policy 

action is needed to ensure that stalemate over fiscal policy in the United States and continuing euro area instability do 

not plunge the world back into recession, according to the Organization for Economic Co-operation and 

Development’s latest Economic Outlook. “The world economy is far from being out of the woods,” OECD Secretary- 

General Angel Gurría said during the Economic Outlook launch 

in Paris on 27 th November. “The US ‘fiscal cliff’, if it 

materializes, could tip an already weak economy into 

recession, while failure to solve the euro area crisis could lead 

to a major financial shock and global downturn. Governments 

must act decisively, using all the tools at their disposal to turn 

confidence around and boost growth and jobs, in the United 

States, in Europe, and elsewhere,” Mr. Gurría said. GDP 

growth across the OECD is projected to match this year’s 1.4% 

in 2013, before gathering momentum to 2.3% for 2014, 

according to the Outlook. After softer-than-expected activity 

during 2012, growth has begun picking up in emerging-market 

economies, with increasingly supportive monetary and fiscal 

policies offsetting the drag exerted by weak external demand. 

China is expected to grow at 8.5% in 2013 and 8.9% in 2014, while GDP is also expected to gather steam in the 

coming years in Brazil, India, Indonesia, Russia and South Africa. Labor markets remain weak, with around 50 million 

jobless people in the OECD area. Unemployment is set to remain high, or even rise further, in many countries unless 

structural measures are used to boost near-term employment growth. The euro area crisis remains a serious threat to 

the world economy, despite recent measures that have dampened near-term pressures. Adjustment of deep-rooted 

imbalances across the euro area has begun, but much more is needed to ensure long-term sustainability, including 

structural reform in both deficit and surplus countries. 



31



Total nonfarm payroll employment rose by 146,000 in November, and the unemployment rate edged down to 7.7%, 

the U.S. Bureau of Labor Statistics reported recently. Employment increased in retail trade, professional and 

business services, and health care. The number of unemployed persons, at 12.0 million, changed little. The number of 

long-term unemployed, those jobless for 27 weeks or more, was little changed at 4.8 million in November. These 

individuals accounted for 40.1% of the unemployed. The civilian labor force participation rate declined by 0.2% point to 

63.6% in November, offsetting an increase of the same amount in October. Total employment was about unchanged in 

November, following a combined increase of 1.3 million over the prior 2 months. The employment-population ratio, at 

58.7%, changed little in November. The number of persons employed part time for economic reasons (sometimes 

referred to as involuntary part-time workers), at 8.2 million in November, was little changed over the month. These 

individuals were working part time because their hours had been cut back or because they were unable to find a fulltime 

job. In November, 2.5 million persons were marginally attached to the labor force, essentially unchanged from a 

year earlier. These individuals were not in the labor force, wanted 

and were available for work, and had looked for a job sometime in 

the prior 12 months. They were not counted as unemployed because 

they had not searched for work in the 4 weeks preceding the survey. 

Among the marginally attached, there were 979,000 discouraged 

workers in November, little changed from a year earlier. Discouraged 

workers are persons not currently looking for work because they 

believe no jobs are available for them. The remaining 1.5 million 

persons marginally attached to the labor force in November had not 

searched for work in the 4 weeks preceding the survey for reasons 

such as school attendance or family responsibilities. Employment in 

wholesale trade edged up over the month (+13,000). Since reaching an employment trough in May 2010, the industry 

has added 228,000 jobs. Employment in construction declined by 20,000 in November, with much of the loss occurring 

in construction of buildings (-11,000). Since early 2010, employment in construction has shown no clear trend. 

Manufacturing employment changed little over the month. Within the industry, job losses in food manufacturing (- 

12,000) and chemicals (-9,000) more than offset gains in motor vehicles and parts (+10,000) and wood products 

(+3,000). On net, manufacturing employment has changed little since this past spring. Employment in other major 

industries, including mining and logging, transportation and warehousing, financial activities, and government, showed 

little change in November. While the official unemployment rate is finally down to 7.7%, if you include 8.2 million 

“involuntary part-time workers for economic reasons” who are unable to find a full time job or hours were cut back, the 

2.5 million not counted because they had not looked for work in four weeks and 979,000 “discouraged workers” who 

gave up, the U.S. still has about 23.68 million, or 15.2% of the 155.291 million civilian workforce, either unemployed or 

under-employed – which is an improvement over the 27.9 million (18.12%) un- or under-employed in November 2010. 

The euro area (EA17) seasonally-adjusted unemployment rate3 was 11.7% in October 2012, up from 11.6% in 

September. The EU27 unemployment rate was 10.7% in October 2012, up from 10.6% in September. In both zones, 

rates have risen markedly compared with October 2011, when they were 10.4% and 9.9% respectively. These figures 

are published by Eurostat, the statistical office of the European Union. Eurostat estimates that 25.913 million men and 

women in the EU27, of whom 18.703 

million were in the euro area, were 

unemployed in October 2012. Compared 

with September 2012, the number of 

persons unemployed increased by 

204,000 in the EU27 and by 173,000 in 

the euro area. Compared with October 

2011, unemployment rose by 2.160 

million in the EU27 and by 2.174 million in 

the euro area. Among the Member States, 

the lowest unemployment rates were 

recorded in Austria (4.3%), Luxembourg (5.1%), Germany (5.4%) and the Netherlands (5.5%), and the highest in 

Spain (26.2%) and Greece (25.4% in August 2012). Compared with a year ago, the unemployment rate increased in 

sixteen Member States, fell in nine and remained stable in Austria and Slovenia. The largest decreases were observed 

in Estonia (11.5% to 9.6% between September 2011 and September 2012), Lithuania (14.2% to 12.4%) and Latvia 

(15.7% to 14.2% between the third quarters of 2011 and 2012). The highest increases were registered in Greece 

(18.4% to 25.4% between August 2011 and August 2012), Cyprus (9.2% to 12.9%), Spain (22.7% to 26.2%) and 

Portugal (13.7% to 16.3%). 



32



According to the World Bank, despite slower growth, Latin America is nearing historic 

unemployment lows. This year, the Latin America and the Caribbean region (LAC) will be growing at 

3.0%, more in line with global trends. But even with GDP beginning to slow, the region’s 

unemployment rate stood at 6.5% last year, approaching historic lows and well below its peak of 

11% a decade ago, according to the latest semiannual report by the World Bank’s Office of the Chief 

Economist for the region. Current consensus forecasts envisage that Latin America’s GDP will grow 

at 3.8 to 4% in 2013, after having expanded 6% in 2010 and 4% in 2011. This new phase reflects a 

significant slowdown in two of the largest economies in the region. Argentina and Brazil are projected to grow in 2012 

by 2% or less. Still, many countries in the region are projected to grow above the regional average, including Bolivia, 

Colombia, Costa Rica, Chile, Dominican Republic, Ecuador, Mexico (whose recovery lagged behind others in the 

region but is now gaining momentum), Uruguay and Venezuela. Panama and Peru continue to be the top growth 

performers in the region in 2012, with Asia-like growth rates of 8 and 6% respectively. “Global and internal factors are 

behind the region’s slowdown. On the one end, you find weaker economic activity in important growth pols, such as 

Europe and China, which has a negative impact in the demand for LAC exports. On the other, many middle income 

countries appear to have been running at their full growth capacity in 2010-2011,” said World Bank’s Chief Economist 

for the region, Augusto de la Torre. Among key findings is the fact that more than 35 million additional jobs were 

created in the 2000s. 

Real gross domestic product -- the output of goods and services produced by labor and 

property located in the United States -- increased at an annual rate of 2.7% in the third 

quarter of 2012 (that is, from the second quarter to the third quarter), according to the 

“second” estimate released by the Bureau of Economic Analysis. In the second quarter, 

real GDP increased 1.3%. The increase in real GDP in the third quarter primarily reflected 

positive contributions from personal consumption expenditures (PCE), private inventory investment, federal 

government spending, residential fixed investment, and exports that were partly offset by negative contributions 

from nonresidential fixed investment and state and local government spending. Imports, which are a subtraction in 

the calculation of GDP, increased slightly. The acceleration in real GDP in the third quarter primarily reflected 

upturns in private inventory investment and in federal government spending, a deceleration in imports, an 

acceleration in residential fixed investment, and a smaller decrease in state and local government spending that 

were partly offset by a downturn in nonresidential fixed investment and decelerations in exports and in PCE. 

The volume of world trade increased 0.8% in September 2012 month-onmonth, 

following a revised increase of 0.0% or stagnation in August. This is 

shown by the CPB World Trade Monitor. Trade ended up down 0.2% in the 

third quarter, following a 0.5% increase in the second. World industrial production was down 0.4% month-on-month in 

September, again following stagnation in August. Third quarter’s world industrial production was up 0.3% in 

September following a 0.1% increase in the second. The global economy is slowing down, and most seriously in the 

Eurozone. Growth in international trade has declined during first half 2012. The disappointing growth in international 

trade has mostly been due to a sharp decline in Eurozone imports. The slow-down has been most pronounced in this 

region, but in emerging economies, such as those of China, India and Brazil, production growth is also slowing due to 

reduction in export and lower domestic spending. In the U.S., growth is expected to increase slightly, compared with 

2011, to 2¼% in 2012 and 2013. This assumes that agreement is reached on continuation of a number of fiscal 

measures before end 2012. If agreement fails, more severe spending cuts will result in the U.S., with a further 

dampening effect on global economic growth. International trade is expected to recover to a certain extent in the 

second half of 2012 and in 2013. 

According to the Container Trades Statistics team in the U.K., October was another bad month 

for the shipping community. World trade of containerized cargo deteriorating by 1.5% compared to 

September, down to 10,466,100 TEU, or 6.5% compared to May’s peak of 11,193,600 TEU. The 

economic slowdown of developed countries remained stubbornly in place, further confirming that 

the cargo growth registered earlier in the year was just a “false dawn”. The U.S., in particular, is still confronted by a 

fiscal cliff, and Europe has yet to make a serious dent in the level of its mounting sovereign debt. Stock Exchanges 

around the world may be bouncing high, but the improved company financial results responsible for it appear to mainly 

reflect artificially reduced borrowing costs stimulated by Quantitative Easing. Sales growth in developed countries is an 

elusive target. The trading picture is worse than it seems, as October is still a peak period for Europe and the US, so 

should have experienced growth, although volumes were affected by “Golden Week” in early October, the annual 

build-up of Christmas goods has slowed. Instead, containerized goods shipped from all overseas countries to North 

America fell by 3.7% compared to September, down to 1,795,500 TEU, or 5% compared to May’s peak of 1,890,800 

TEU, and that to Europe fell by 4.5%, down to 1,623,300 TEU, or 10.5% compared to May’s peak of 1,823,300 TEU. 



33



Cargo throughput in the Port of Rotterdam increased by 1.7% to 333 million tons during the first 

nine months of 2012. Growth is attributed completely to exports: incoming cargo was flat (0%), 

while outgoing cargo rose 7%. ThrougHPut of crude oil (+6%), mineral oil products (+13%), other 

liquid bulk (+5%), containers (+2%) and roll on/roll off (+2%) increased. Less agribulk (-15%), iron 

ore and scrap (-16%), coal (-5%), other dry bulk (-8%), LNG (-6%) and other general cargo (-24%) 

was loaded and unloaded. Dry bulk handling decreased by 11% to 58 million tons and liquid bulk 

handling increased by 9% to 161 million tons. Hans Smits, CEO Port of Rotterdam Authority: 

‘ThrougHPut in the port enjoyed a good third quarter mainly due to the oil sector. Growth weakened during the third 

quarter due to declining world trade and while the corresponding quarter of 2011 was relatively strong. Across the 

entire year, we still expect a small growth of approx. 1%”. The economic crisis has a clear effect on container 

transport. 

Port of Hamburg / Hamburger Hafen und Logistik AG increased container throughput in the 

first nine months of 2012 by 1.9% to 5.4 million standard containers. Revenue fell by 7.2% to € 

847.2 million due to restructuring of the Intermodal segment and changes in consolidation 

methods. The operating result (EBIT) declined by 12.6% to € 143.8 million. “As we expected, 

the economic environment continued to deteriorate over the course of the third quarter of 

2012. On the basis of our performance to date we are nevertheless able to confirm our 

forecast for the full year 2012,” said Klaus-Dieter Peters, Chairman HHLA. “We continue to expect container 

throughput on par with last year and on this basis are aiming for revenue in the region of € 1.1 billion and an operating 

result in the range of € 170 million to € 190 million.” ThrougHPut growth at HHLA container terminals in Hamburg and 

Odessa slowed as forecasted over the first nine months, but was still up by 1.9%, with throughput of 5.4 million TEU. 

Without non-recurring year-on-year effects, HHLA was able to improve 

profitability in core business activities substantially in third quarter 2012 

compared with the previous two, in particular due to improvements in cost 

efficiency. In view of gloomier economic prospects HHLA reduced investment 

volume originally planned for the 2012 financial year from € 250 million to 

around € 200 million. Postponed investments relate mainly to capacity 

increases in container throughput. 

DP World Limited handled 14.2 million TEU across its portfolio of container terminals 

in the third quarter 2012. This was 1% lower than the same period last year reflecting 

the divestment of three joint venture terminals and a decline in volumes in the Europe, 

Middle East and Africa region. Like for like gross container volume growth in the third 

quarter was 0.5%. Gross container volumes continued to grow 4.5% in the first nine 

months of the year driven by strong growth across the Americas, Asia Pacific, Middle East and UAE region. The UAE 

region continued to increase the number of containers handled with 3.4 million TEU handled in the third quarter. This 

takes its volumes in the first nine months of the year to 4.6% ahead of the same period 

last year. DP World’s portfolio of consolidated terminals reported a 0.7% decline in 

volumes in the third quarter as the Asia Pacific and Indian Subcontinent region and the 

Europe, Middle East and Africa region reported a small decline in volumes. For the nine 

months to 30 September, container volumes across their consolidated portfolio would 

have increased 3.4% ahead of the same period last year had DP World’s terminals in 

Australia not been deconsolidated from 12 March 2011. 

As of the end of October 2012, the cumulative total number of containers handled at the Port of Hong 

Kong decreased 4.4% to 19,432,000 TEUs compared to the same year earlier period. October’s 

figures for the month itself were off 9.9% to 1,891,000 TEUs. Most of the decline in both instances were 

at terminals other than thekWai Tsing Container Terminals. Total seaborne and river freight movements 

for August 2012, the latest figures available, were 16,413,000 tons and 7,367,000 tons respectively. 

Seaborne freight was at the lowest volume since April and down 5.1% year-on-year, while river trade hit a high for the 

year and was up 7.8% compared to August 2011. Cumulative freight movements were 127,615,000 tons seaborne 

and 53,026,000 river borne, falling 1.3% and 3.8% over 2011’s tonnages……While Ningbo Port’s container 

throughput was up 20% in September 2012 compared a year ago, the figures declined in October over the previous 

month due mainly to slowing demand from the United States……Shanghai International Port, the world’s busiest 

container port, saw container volume increase 5.6% in September 2012, up 5.6% from September 2011 and also the 

highest monthly volume over the last twelve months. 



34



The preliminary estimate for total container throughput at Singapore’s Maritime and Port 

Authority were 2,675.4 thousand TEUs up slightly from September, but still down from the over 

2,700 thousand the previous four months. Total cargo, including containerized, conventional 

general, petroleum and non-oil bulk cargoes were 44,743.7 thousand tons, down very slightly from 

the previous month with most of the decline being in conventional general cargo. The record cargo 

throughput for the year was in March 2012 with a total of 48,624.0 million tons. 

Port Metro Vancouver in British Columbia reported a total 235,203 TEU container 

traffic for October, up 9.25% over September’s figures. The accumulated number of 

containers for the year through October were 2,259,316 TEU, up 8.3% over January – 

October 2011’s 2,086,423 TEU. DP World Vancouver and DP World Nanaimo have 

announced that, due to market demand, they will be implementing a new bi-weekly service to their Short Sea Shipping 

barge service between Vancouver Island and Vancouver. The service was initially launched on a weekly schedule on 

August 18, 2012. In January of this year, DP World and the Nanaimo Port Authority signed a three year agreement 

that awards DP World Vancouver the right to operate Port of Nanaimo’s facilities, including Duke Point facility 

Assembly Wharf. 

Reports from the twelve U.S. Federal Reserve Districts in 28 th November “The Beige 

Book” indicate that overall economic activity expanded at a measured pace in recent 

weeks. Weaker conditions in New York were attributed to widespread disruptions at 

the end of October and into November caused by Hurricane Sandy. Philadelphia 

reported general weakness exacerbated by the hurricane. Contacts in a number of Districts expressed concern and 

uncertainty about the federal budget, especially the fiscal cliff. Among key sectors, consumer spending grew at a 

moderate pace in most Districts, while manufacturing weakened, on balance. Seven Districts reported either slowing 

or outright contraction in manufacturing, and two others gave mixed reports. In some cases, such as 

high-tech equipment and steel production, an industry slowed in one District while strengthening in 

another. Several Districts reported slight gains in residential and commercial real estate. In 

transportation, reports were, again, mixed. In addition, hurricane disruptions slowed freight shipments 

in some Districts, while simultaneously boosting demand for shipments of emergency supplies. 

Reports on agricultural conditions were mixed, as drought conditions persisted in several Districts. In 

the energy sector, extraction expanded on balance in San Francisco and activity remained at high 

levels in the Minneapolis and Dallas Districts. However, there were fewer active oil rigs in Kansas 

City, Dallas, and San Francisco. In addition, coal production fell in the Cleveland and Kansas City Districts. Most 

Districts reported modest gains in hiring, while wage and price pressures remained mostly subdued. Employment 

increased in more than half of the Districts. Wage growth was described as modest at best, constrained in part by an 

abundant labor supply. However, a few Districts reported pockets of strength in wage growth, notably in North Dakota, 

where oil drilling pushed up demand for workers, and in the Kansas City District, where wages were rising for 

specialized workers in transportation, high-tech, and energy. 

U.S. import volume in October, measured in TEUs, is down 6.8% from September and another 4.8% from October of 

last year. According to Zepol Corporation, this is total of 1,433,446 containers imported. “Interestingly, low October 

numbers were not always the case.” commented Zepol’s CEO Paul Rassmussen. “Looking at prerecession levels, 

October had some of the highest TEU counts, but in 2011 and 2012, the holiday import-surge has shifted back to July 

and August.” According to Rassmussen, U.S. imports will most likely decline as 

the peak season ends for importers and consumption begins to wane. 

Meanwhile, the U.S. saw a significant drop in imports from Asian countries by 

over 5%. China, which accounts for over 60% of Asian exports to the U.S., fell 

8.2% from September and 2.4% from October of 2011. Japan, on the other 

hand, increased in TEUs to the United States by 14.2% from September and 

increased from last October by 1.7%. Europe was a similar story to Asia, with 

most countries seeing a drop in imports from September. Germany saw a 

16.4% drop from September and Italy and Belgium decreased 7.3% and 19%, 

respectively. The Port of Newark/New York also fell significantly from September by 24.8%. But the Port of Tacoma 

actually saw an increase in TEUs of 2.3% and an even larger increase from last October by 36.3%. Most ocean cargo 

carriers also saw a drop in October TEU imports from September. Top VOCC (vessel-operating common carrier), 

Maersk Line, fell 13.5%, as well as Mediterranean Shipping Company by 9.6%. On the other hand, APL had a 

significant rise in imports by 12% and even rose from October of 2011 by 13.6%. Overall, even though vessel imports 

are down in October, total U.S. imports for the year are up 2.6%, compared with January through October of 2011. 



35



The amount of freight carried in the United States by the for-hire transportation industry rose 0.2% in September from 

August, after a one-month decline, according to the U.S. Department of Transportation's Bureau of Transportation 

Statistics' (BTS) Freight Transportation Services Index (TSI) released. The September 2012 index level (109.2) was 

15.8% above the April 2009 low during the recession. BTS reported that the level of freight shipments in September 

measured by the Freight TSI (109.2) dropped 4.2% below the all-time high level of 114.0 in December 2011. BTS' TSI 

records began in 1990. The Freight TSI measures the month-to-month changes in freight shipments by mode of 

transportation in tons and ton-miles, which are combined into one index. The index measures output of the for-hire 

freight transportation industry and consists of data from for-hire trucking, rail, inland waterways, pipelines and air 

freight. The Freight TSI in September 2012 continued a pattern of little 

change since January as some other indicators showed an uptick in 

economic growth. GDP grew 2.0% in the third quarter, up from 1.3% 

growth in the second quarter (though below 4.1% in fourth quarter 2011), 

according to the Bureau of Economic Analysis. Employment grew by 0.6% 

in September. Almost all freight modes experienced some increase in 

September, but rail freight showed a significant decline. Since peaking in 

December 2011 (114.0) at the highest level in the 22-year history of the 

Freight TSI series, the index has remained in a narrow band during the 

nine months of 2012. It reached a high of 110.6 in February and a low of 

109.0 in August. After dipping to 94.3 in April 2009 during the recession, 

freight shipments increased in 27 of the last 41 months, rising 15.8% 

during that period. In April 2009, freight shipments were at their lowest level since June 1997 (92.3). Freight shipments 

are up 1.0% in the five years from the pre-recession level of September 2007 and up 6.5% in the 10 years from 

September 2002 despite declines in recent years. September 2012 freight shipments rose 0.1% from September 2011 

and 11.5% from September 2009, which was in the trough of the recession, but remained below the level in 

September 2006 (111.2) prior to the recession. The Freight TSI fell 0.3% in the third quarter following no change in the 

second quarter (revised from -0.2) and a 3.9% decline in the first quarter. The index rose in two of the last six quarters 

with the last quarterly increase in the fourth quarter of 2011. 

The Association of American Railroads reported mixed weekly rail traffic for the week ending 

November 24, 2012, with U.S. railroads originating 252,931 carloads, down 4.6% compared with the 

same week last year. Intermodal volume for the week totaled 194,538 trailers & containers, up 1.9% 

compared with the same week last year. Twelve of 20 carload commodity groups posted increases 

compared with the same week in 2011, with petroleum products, up 63.6%; farm products excluding 

grain, up 24.8%, and lumber & wood products, up 17.1%. Groups showing a decrease in weekly traffic 

included metallic ores, down 24.7%; grain, down 16.7%, and coal, down 12.2%. For the first 47 weeks 

of 2012, U.S. railroads reported cumulative volume of 13,290,121 carloads, down 3.1% from the same point last year, 

and 11,137,923 trailers & containers, up 3.4% from last year. Canadian railroads reported carloads up 3.1% compared 

with the same week last year, and trailers and containers, up 5.4% compared with 2011. For the first 47 weeks of 

2012, Canadian railroads reported cumulative volume of 3,631,321 carloads, up 2.2% from the same point last year, 

and 2,434,448 trailers & containers, up 6.9% from last year. Mexican railroads reported carloads up 8.6% compared 

with the same week last year, and trailers & containers up 20.3%. Cumulative volume on Mexican railroads for the first 

47 weeks of 2012 is up 0.6% compared with the same point last year, and trailers & containers, up 19.8% from last 

year. 

American Trucking Associations’ advanced seasonally adjusted (SA) For-Hire Truck Tonnage 

Index decreased 3.8% in October after falling 0.4% in September. October’s drop was the third 

consecutive totaling 4.7%. As a result, the SA index equaled 113.7 in October, the lowest level 

since May 2011. Compared with October 2011, the SA index was off 2.1%, the first year-over-year 

decrease since November 2009. Year-to-date, compared with the same period last year, tonnage 

was up 2.9%. The not seasonally adjusted index, which represents change in tonnage actually 

hauled by fleets before any adjustment, equaled 123.7 in October, which was 7.7% above the previous month. “Clearly 

Hurricane Sandy negatively impacted October’s tonnage reading,” ATA Chief Economist Bob Costello said. “However, 

it is impossible for us to determine the exact impact.” Costello noted that a large drop in fuel shipments into the 

affected area likely put downward pressure on October’s tonnage level since fuel is heavy freight, in addition to 

reductions in other freight. “I’d expect some positive impact on truck tonnage as the rebuilding starts in the areas 

impacted by Sandy, although that boost may only be modest in November and December,” he said. “Excluding the 

Hurricane impacts, I still think truck tonnage is decelerating along with factory output and consumer spending on 

tangible-goods.” Trucking serves as a barometer of the U.S. economy, representing 67% of tonnage carried by all 

modes of domestic freight. 



36



Under U.S. law, vessel operators must report domestic waterborne 

commercial movements to the U.S. Army Corps of Engineers. 

October 2012’s 41.7 million short tons of all commodities moved on 

internal U.S. Waterways was up 12.7% over September’s 37.0 

million, but the lowest tonnage for the same month since 2009. 19.4 

million short tons of petroleum & chemicals were carried in October 

2102. This tied with October 2010 and was the highest monthly 

tonnage in petroleum & chemicals moved since May 2007’s 20.4 

million tons. Coal & Coke, at 14.2 million tons, hit a six month high, 

while 3.53 million tons of farm & food products were moved. During 

September, the volume of farm & food products moved was a record 

low of 0.71 million tons due to effect of the drought on river traffic. 

More information on the drought can be found on page 42. 

Great Lakes St. Lawrence Seaway System’s total 2012 cargo through 31 st October for Montreal 

/ Lake Ontario and the Welland Canal was 29,503 thousand tons, up 1.4% from. Iron ore, coal and 

general cargo were up with iron ore showing the greatest improvement from 7,080 to 8,491 

thousand tons, while grain, dry & liquid bulk were off. Total transits were also down 6.1%. 

According to the Lake Carriers’ Association, iron ore shipments on the Great Lakes totaled 5.5 

million tons in October, a decrease of 6% compared to September, and 3.6% below the level of a 

year ago. Shipments were, however, marginally ahead of October’s 5-year average. Shipments from 

U.S. ports totaled 4.5 million tons, a decrease of 11.1% compared to a year ago. Included were 

81,000mt shipped to Québec City for final delivery overseas. Loadings at Canadian ports jumped 

more than 60% to 950,000 tons. Through October the iron ore trade stands at 50 million tons, an 

increase of 2.5% compared to a year ago, and 14.6% better than the 5-year average for the January-October 

timeframe. Shipments from U.S. ports are virtually tied with a year ago, and 14.6% ahead of the 5-year average. 

Cargoes destined for Quebec City for transshipment overseas total 3.5 million tons through October. Loadings at 

Canadian ports are up 23.3% compared to a year ago, and 14.3% ahead of the 5-year average. Shipments of coal on 

the Lakes totaled 2.7 million tons in October, a decrease of 11.6% compared to September, and a drop of 11% 

compared to a year ago. Compared to the month’s 5-year average, loadings were down 25.3%. Loadings at Lake 

Superior ports rose by 5.5%, but shipments from Lake Michigan and Lake Erie terminals decreased by 33.4 and 

26.1% respectively. There were no overseas shipments from Superior, Wisconsin, in October. Year-to-date the Lakes 

coal trade stands at 20.2 million tons, a decrease of 8.5% compared to a year ago, but loadings are nearly 26% 

behind the 5-year average. Shipments of limestone totaled 2.9 million tons in October, a down 10% compared to 

September, and 21.8% below the level of a year ago. The October stone float was also 20% 

off the month’s 5-year average. Shipments from U.S. ports fell 22% in October. Loadings at 

Canadian quarries slipped by 24%. Year-to-date the Lakes limestone trade stands at 23.5 

million tons, an increase of 36,000 tons compared to a year ago, but a decrease of 

1,258,000 tons, or 6%, compared to the 5-year average for January-October timeframe. 

Lake Carriers’ Association represents 17 American companies that operate 57 U.S.-flag 

vessels and tug/barge units on the Great Lakes and carry raw materials such as iron ore 

&fluxstone for the steel industry, limestone & cement for the construction industry, coal for 

power generation, as well as salt, sand and grain. 

Port of Tacoma international container volumes improved 20% year to date in October, even as peak shipping 

season began winding down. Total volume improved 34% over the same month last year, with 165,173 TEUs crossing 

Tacoma's terminals. Full import containers improved 26% year to date, while full exports grew nearly 17% in the same 

time period. For the year, container volumes increased nearly 14% to 1,387,761 TEUs. Meanwhile, intermodal lifts and 

breakbulk cargo volumes continued improvement last month. High demand for machinery and construction equipment 

overseas drove breakbulk volumes up 91% on the year….. Port of Seattle year-to-date through October’s total 

container through-put was 1,611,230 TEUs, down 5.4% over the 2011 period. October 2012’s total volume was 

150,847 TEU, up from 138,307 in September, but down 15.9% from the 179,317 TEU handled in October 2011…… 

4,930,029 TEUs were handled between January and end October at the Port of Long Beach, down 3.2% from last 

year. The 530,312 TEU through-put in October was up 8.7% over the same month in 2011. Year-to-date tonnages 

were up 26.53% for breakbulk 868,798mt, down 4.75% for dry bulk from 91,301,661mt in 2011 and marginally up 

0.74% to 25,597,584mt for bulk liquid cargoes……718,406TEU total containers were handled at the Port of Los 

Angeles during October, up 0.82% and 6,906,578 total count year to-date through end October, up 4.69%. 



37



Bunker Prices Worldwide 

Although fuel remains a major expense and 

concern for all tug operators, there has been a 

slight softening in the price which I am sure will 

be appreciated, even if it may just be 

temporary. Average November 2012 MDO 

prices in Houston were US$ 1,028.50 per 

metric ton, down from $1,045.50 in October, but 

generally up from average prices seen in the 

last Tug Market Report with the exception of 

Singapore. Average MGO prices for November 

were $1,000.50 in Houston ($1,052.50), 

$1,015.50 in Fujairah ($1,027.50), $924.00 in 

Rotterdam ($972.50) and $934.00 in Singapore 

($959.00). OPIS contract average prices 

declined slightly on the U.S. West Coast in the 

last month. As of the end of Thanksgiving week, 

ultra-low sulfur fuel was $3.24/U.S. gallon in 

Seattle (compared to around $3.30 in October), Portland at US$ 3.25 /g ($3.29), San Francisco $3.17/g ($3.24), Los 

Angeles, Long Beach and El Segundo, California $3.22/g ($3.26) and San Diego at $3.29/g ($3.29). Boston on the 

East Coast was $3.49/g ($3.41). Kirby Corporation of Houston, Texas noted that average diesel fuel prices for their 

average of 246 towboats operated during third quarter 2012 decreased to $3.10 from $3.35 the previous quarter for 

fuel consumed. 

The International Energy Agency’s 13 November 2012 “Oil Market Report” shows oil 

prices falling to four-month lows in late October and early November amid mounting 

pessimism over the global economic outlook. Prices fell further after the U.S. presidential 

election on worries over the so-called U.S. “fiscal cliff” looming at end-year, with Brent 

last trading at $109.25/bbl and WTI at $86/bbl. The forecast of 4Q12 global oil demand 

has been cut by 290 kb/d since last month’s report, to 90.1 mb/d, reflecting persistent 

weakness in Europe and impact of Hurricane Sandy in the US. 

U.S. Energy Information Administration projects that West Texas Intermediate (WTI) crude oil will average $89/bbl 

in fourth quarter 2012, about $4/bbl lower than in last month’s “Short-Term Energy Outlook” while the Brent price is 

expected to average about $1/bbl less than in last month’s forecast at about $110/bbl over the same period. Projected 

WTI discount to Brent crude oil, which averaged $22/bbl in October 2012, falls to an average of $11/bbl in fourth 

quarter 2013. WTI crude oil is forecast to average $88/bbl in 2013, while the Brent forecast remains unchanged at 

$103/bbl. EIA expects U.S. total crude oil production to average 6.3 million barrels per day (bbl/d) in 2012, an increase 

of 0.7 million bbl/d from 2011. Projected U.S. domestic crude oil production increases to 6.8 million bbl/d in 2013, the 

highest level of production since 1993. EIA expects global oil markets to loosen in fourth quarter 2012 as forecast 

liquid fuels supply, which was 0.7 million bbl/d lower than world consumption in third quarter 2012, outpaces 

consumption by 0.1 million bbl/d in the fourth quarter, leading to an increase in world inventories. Projected liquid fuels 

consumption declines by 0.3 million bbl/d from third quarter 2012 to fourth quarter 2012 while global production 

increases by 0.5 million bbl/d, as members of OPEC continue to produce more than 30 million bbl/d of crude oil and 

non‐OPEC countries recover from unplanned outages and scheduled maintenance. EIA also expects global inventory 

builds to continue during first half 2013, mostly due to an increase in non‐OPEC supply. World liquid fuels 

consumption grew by an estimated 1.0 million bbl/d in 2011. EIA expects world consumption growth of about 0.7 

million bbl/d in 2012 and 0.9 million bbl/d in 2013, with countries outside of 

the Organization for Economic Cooperation and Development (OECD) 

driving global consumption growth. Energy price forecasts are highly 

uncertain. WTI futures for February 2013 delivery during the five‐day 

period ending November 1, 2012, averaged $87.21/bbl. Implied volatility 

averaged 31%, establishing lower and upper limits of the 95% confidence 

interval for expectations of monthly average WTI prices in February 2013 

at $66/bbl and $115/bbl, respectively. Last year at this time, WTI for 

February 2012 delivery averaged $93/bbl and implied volatility averaged 

39%. The corresponding lower and upper limits of the 95% confidence 

interval were $66/bbl and $130/bbl. 



38



Recent News – North America 

The Great Lakes Towing Company completed a contract with American 

International Line to deliver six FRP tanks to Alpena, Michigan. The tanks 

were shipped aboard the M/V “Copenhagen” which sailed from India. The 

vessel arrived at the Cleveland-Cuyahoga County Port Authority Dock on 

Tuesday, October 23. It was there that the tanks were then loaded onto a 

barge. The Great Lakes Towing Company vintage 118’ x 26’ x 14’ depth 

tug “Ohio” (ex-Lawrence C. Turner, No. 15 M.F.D.) towed the barge from 

Cleveland, Ohio to Alpena, Michigan where the tanks were delivered to 

Lafarge Corporation. The 1,950BHP “Ohio” was originally built in 1903 by 

Ship Owners Drydock Co. in Chicago, Illinois as a City of Milwaukee fire 

tug and purchased by Great Lakes Towing in 1952 during their conversion 

of 25 vessels of their fleet from steam to diesel power. Only the hull of the original vessel remains. Initially the tug 

was repowered with Cleveland 16-278A driving a 1,090kW, 525vDC generator and an electric propulsion motor, 

but is now fitted with a single EMD 16-645E6 with a Falk 3.571:1 gear and 102” five-blade prop. The “Ohio” is still 

going strong and actively classed ABS A1 Towing Service, Great Lakes, St. Lawrence River Service, AMS River 

Service. 

Rand Logistics, Inc. announced the christening and commencement 

into service of the Jones Act compliant tug “Defiance” (ex-Beverly 

Anderson, April T. Beker) and the self-unloading barge “Ashtabula” (ex- 

Mary Turner, Erol Beker). The articulated tug/barge was acquired on 

December 1, 2011 from US United Ocean Services LLC. Modifications 

required for Great Lakes service began in May 2012 and have now been 

completed. The vessel was originally scheduled for delivery in early 

August but was delayed due to complexities in the conversion process. 

The total invested cost of the ATB is substantially less than the new build 

cost of a similarly-sized Jones Act compliant vessel. This ATB unit is 

Rand Logistics’ sixteenth vessel. The “Ashtabula” loaded sand in Brevort, 

Michigan for delivery to Buffalo, New York on its maiden voyage. Scott Bravener, President of Lower Lakes, 

commented, “The ‘Ashtabula’ is a versatile vessel that will augment our river class capabilities with sufficient carrying 

capacity to allow for increased market penetration in the mid-class vessel segment of the Great Lakes market. The 

introduction of this vessel into service demonstrates our continuing commitment and confidence in the future of our 

industry and our customers' growth prospects. The addition of the Ashtabula has allowed us to gain additional market 

share in several end markets. These market share gains will allow us to maximize the efficiency of our existing fleet. 

Despite a challenging economic environment, our fleet is fully booked for 

the balance of this season and the 2013 sailing season.” The twin screw, 

7,200BHP “Defiance” was built in 1982 by Marinette Marine Corp. and 

powered by a pair of EMD 20-645E7s. The 42,800stdw, 610’ x 78’ x 51’ 

depth ocean hopper barge was built in 1982 by Bay Shipbuilding of 

Sturgeon Bay, Wisconsin at a cost of about US$ 35,000,000 for Beker 

Industries to haul phosphate rock and other dry bulk cargoes and fitted 

with a loop-belt 4,500tph discharge system and deep notch for the tug. 

The barge went through a life-extension program in the 1990s and a 

Bludworth coupling system fitted in 2007. 

Tidewater Barge Lines’ 274’ x 84’ x 18.5’, 1997 built, double hull, inland tank 

barge “Tri-City Voyager” with about 42,143bbl of diesel on board, struck the 

walls of the lock approach to The Dalles on the Columbia River in Oregon early 

morning on Friday 23 rd November, while being pushed by the 95’ x 31’, 

2,800HP push boat “Defiance”. There was no pollution or breach to the hull. 

The pushboat and barge continued north through the Dalles Dam locks. Coast 

Guard investigators concluded that the barge struck the walls of the lock 

approach to The Dalles and not a submerged object as initially thought. 



39



The Coast Guard rescued five crewmembers from Northland Services’ twin screw, 

3,000HP tug “Polar Wind” (ex-Gale Wind) which ran aground and began taking on 

water on the south side of Ukolnoi Island, approx. 206 miles east-northeast of Dutch 

Harbor and 40 miles east of Cold Bay, Alaska at Lat: 55.200; Long -161.613 at 2058 

pm Tuesday 13 th November. The 86’ x 32’, 1991 built twin screw tug and 250’ x 75’ 

x 16’ ocean deck barge “Unimak Trader” (ex-EM 1146, Barge 250-1) were transiting 

from Sand Point to Dutch Harbor with a cargo of frozen seafood for Trident 

Seafoods when they grounded, while the tug was reportedly attempting to recover 

the barge after the towline parted in stormy weather. The weather at the time of the 

grounding was 6 to 8’ seas and 40 mph winds. A Coast Guard MH-65 Dolphin 

helicopter crew, deployed aboard the Coast Guard Cutter “Sherman”, 

arrived on scene at 0214 am Wednesday, and safely hoisted three of the 

five crewmembers from the vessel and transported them to Cold Bay. The 

Dolphin helicopter crew left their Coast Guard rescue swimmer with the 

remaining two crewmembers and an Air Station HC-130 Hercules airplane 

remained overhead to monitor the situation. An Air Station Kodiak MH-60 

Jayhawk helicopter crew from Air Station Kodiak arrived on scene and 

hoisted the two remaining crewmembers and the rescue swimmer and 

transported them safely to Cold Bay. The Coast Guard worked with the 

Alaska Department of Environmental Conservation and the owner of the 

tug and barge, Northland Services, to respond to the situation. Northland 

Services hired Global Diving and Salvage to develop a plan to salvage the tug 

and barge, and Alaska Chadux to respond to any pollution issues. “The safe 

rescue of the crewmembers of the tug Polar Wind highlights the importance of 

our continual presence in the Bering Sea and the northern Pacific and the quick 

response capabilities of our ship and aircraft crews,” said Capt. Paul Mehler III, 

Commander, Coast Guard Sector Anchorage. “However, our mission still 

continues. Now that the crew of the ‘Polar Wind’ has been safely removed from 

vessel, we are shifting our focus to ensure that any potential pollution from the 

vessel is contained to protect the environment and marine life.” 

Responding to an aerial survey report of a fuel sheen around the grounded 

tug and barge, response crews on Friday 16 th November deployed 

containment boom around the “Polar Wind” to help minimize any 

environmental impact. Initial evaluations of the tug showed propeller damage 

and a missing rudder. It was unknown at that time if the fuel tanks had been 

damaged, however the sheen was 

reportedly coming from the tug. 

“Unimak Trader” had at least five 

flooded spaces in the hull and 

remained hard aground. There are no 

cargo areas below the main deck of 

the barge. Fuel on board “Polar Wind” was updated to reportedly more than 

20,500g of diesel and the barge was reportedly carrying 1,800g of diesel and a 

deck cargo of heavy equipment and 97 refrigerated cargo containers, 33 of 

which were in use with a cargo of over 1,475,000lbs. of frozen seafood 

products. 64 containers were empty. 

Northland Services activated eleven response vessels and approx. 70 

personnel to conduct fuel recovery, grounded vessel assessment, barge 

cargo offload, and other response operations. On Saturday 24 th November, 

weather conditions allowed thirteen containers to be transferred from the 

aground “Unimak Trader” to Northland Service’s 276’ x 70’ x 18’ ocean deck 

barge “Nushagak Trader”, bought in by Western Towboat’s 4,000HP, 117’ x 

32’ twin screw tug “Ocean Ranger” and anchored offshore. Four local fishing 

vessels out of King Cove also assisted salvage operation carrying divers, 

environmental responders and performing sonar soundings. 



40



De-fueling of the “Polar Wind” began on Saturday as well, with fuel and lube 

oil being transferred to Mangone Marine’s 132’ x 30’ salvage vessel 

“Redeemer” (ex-Tenille, USN YF-881) from Unalaska. Refueling of the 

generators to maintain power to the refrigerated containers on the “Unimak 

Trader” was also conducted. Qayaq Marine Transportation’s 150’ x 50’, 

1997 built, landing craft “Sam M. Taalak”, 145’ x 46’ landing craft “Nunaniq” 

and Global Diving’s 80’ x 24’ dive support 

vessel “Sand Island” (ex-Beacon Fleet 

200) assisted in operations. Approx. 

13,000 gallons of diesel and lube oils 

were removed from the “Polar Wind” and 

additional lube and hydraulic oils were removed on Monday 26 th November. The 

below deck fuel tanks were examined and all residual fuel scheduled to be 

removed. An anchor was positioned at the stern of the Polar Wind to help secure 

the vessel in place during the salvage operation. All remaining shipping 

containers were expected to be removed from the barge “Unimak Trader” by the 

end of Monday 26 th November. 

Divers conducted a survey of the hull of the “Unimak Trader” on the night of November 25, 2012 and discovered 

significant damage to the starboard side and bottom of the 250’ barge. All containers holding frozen seafood were 

offloaded and lightered to the barge “Nushagak Trader” and their contents maintained at minus 15°F throughout the 

event. The valuable cargo of frozen halibut, cod, pollock and surimi are reportedly in good condition and marketable. 

The Alaska Department of Environmental Conservation reported no sign of impact to wildlife. The site is within 

designated critical habitat for Stellar sea lions and sea otters. The response was been hampered by rough weather, 

with winds at times reaching 40mph and seas as high as 14’. Weather on the 

26 th was northeasterly winds to 25kn, seas 9’ and fog and forecast to 

increase to 30kn with 8’ seas and fog on Tuesday. By Friday 30 th November, 

the crew removed 95 containers which had been successfully transshipped 

and transported them to Dutch Harbor by the “Nushagak Trader” despite 

25kn northerly winds and 14’ seas and the barge being in the surf line. Two 

empty containers, a generator, crane and two forklifts were left on the barge 

to assist with the salvage operation scheduled to commence at Saturday 

afternoon’s high tide. Winds were expected to increase to 30kn at night with 

northwesterly 30kn winds and 10’ seas forecast for Saturday. 

In spite of the continuing high winds and seas, at approx. 1530PM on Friday 30 th November, “Polar Wind” was 

successfully recovered from the grounding site. An underwater inspection was conducted and after consultation with 

the U.S. Coast Guard, the vessel was towed to Sand Point for further inspection and completion of temporary repairs. 

Barge “Unimak Trader” was removed from the grounding site at 1300PM on Saturday 1 st December and an 

underwater survey conducted by Global Diving to determine the condition of the barge and if immediate temporary 

repairs would be required before transit to Sand Point. Weather during Saturday day was 35kn Northwest winds with 

higher gusts, seas to 11’ and freezing spray, increasing to Northwest winds of 40kn with higher gusts at night, seas to 

12’ and heavy freezing spray. Weather on Sunday 2 nd December was Northwest winds 40kn with higher gusts, seas 

13’ and heavy freezing spray. After temporary repairs and inspection are completed, Northland Services, in 

consultation with the U.S. Coast Guard will select a shipyard for permanent repairs to both vessels. 

An investigation as to the cause of the grounding is ongoing by the U.S. Coast 

Guard and Northland Services. “Polar Wind” was built in 1991 by Tri-Star Marine of 

Seattle, Washington with a steel hull and aluminum pilothouse for Anderson Tug 

and Barge Company of Alaska. She was purchased by Northland in 2007 and 

underwent a complete rebuilding / refurbishment in 2008. She is powered by a pair 

of CAT 3512DITAs total 3,000BHP with Reintjes 5.75:1 gears and 90” 4-blade 

stainless steel props. Towing gear consists of a single drum hydraulic winch with a 

wire capacity of abt. 2,400’ of 1.75” wire and hydraulic tow pins. “Unimak Trader” 

was built in 1976 by Todd Shipyards in Seattle, Washington originally for Crowley 

Maritime. (On-site photos courtesy of U.S. Coast Guard). 



41



The 150’ x 39’ x 20.2’ twin screw tug “Samuel de Champlain” made an unexpected call in Port Washington, Wisconsin 

on 20 th November to await a break in weather while being towed to Bay Shipbuilding in Sturgeon Bay by Great Lake’s 

Towing’s “Missouri” to assess damages after an engineroom fire. “Samuel de Champlain” is normally assigned to the 

460’ x 70’ x 77’, 18,000dwt self-discharge cement barge “Innovation” which was built in 2006 by Manitowoc Marine of 

Sturgeon Bay, Wisconsin and working on behalf of Lafarge and managed by Andrie, Inc. of Muskegon. The tug and 

barge were disconnected in Milwaukee for the tow. “Samuel de Champlain” (ex-Norfolk, Vortice, Margarita, Tender 

Panther, Musketeer Fury) was originally built in 1976 as the “Musketeer Fury”, along with two sister-tugs, for B. 

Hanssen to work in the North Sea and later operated for companies as Ugland, 

Wilhelmsen and Rimorchiatori Riuniti. The tug probably should have at one point in 

her life been renamed “Phoenix”. In 1993, while enroute from the Mediterranean to 

Veracruz, Mexico for a PEMEX contract, the “Vortice” suffered a devastating fire, 

was abandoned and left adrift at 28 deg. 01.3’N; 34 deg, 51.8’W. The crew was 

rescued and the tug towed first into Las Palmas and then on to Trieste where she 

was sold to Finanziaria Commerciale Marittima S.r.l. and laid-up awaiting repairs. In 

August 1996, Marcon sold the burnt-out tug hull to McKeil Marine of Hamilton, 

Ontario and had her towed across the Atlantic by the Panama flagged tug supply 

boat “Joan Salton” which Marcon had also just sold out of Trapani, Italy to Caribbean operators. Bay-Gulf Trading of 

Norfolk, Virginia purchased the tug hull from McKeil in 1999 and renamed her “Norfolk”. The tug, which was reflagged 

under U.S. registry, received full Jones Act Trading privileges through an Act of Congress and was completely rebuilt 

local Colonna’s Shipyard, Inc. with a new superstructure fitted and the tow winch and all machinery totally rebuilt. At 

the end of 2005, “Norfolk” was sold to Lafarge North America Inc. who made further upgrades to the tug to operate 

with their newbuilding cement barge “Innovation”. “Samuel de Champlain” is powered by a pair of EMD 20-645E5s 

developing a total of 7,200BHP at 900RPM and fitted with 10’10” diameter Liaaen controllable pitch props in kort 

nozzles. Great Lakes Towing’s 88.4’ x 24.6’ x 12.3’, 800HP single screw tug “Missouri” was built in 1927 by American 

Ship. As a side note, after the initial 1993 fire Marcon sold the replacement tug to the “Vortice” into Mexico for the 

contract. 

The Mississippi River System stretches from Minneapolis, 

Minnesota to New Orleans, Louisiana. The Illinois, Missouri, and 

Ohio River systems all empty into the Mississippi. Further south, the 

Arkansas and Ouachita Rivers also flow into the Mississippi. The 

Mississippi main stem runs for 1,800 miles and the entire system is 

9,000 miles. Therefore anything affecting traffic on this waterway can 

have a major effect that could ripple right through the entire U.S. 

economy. The water level continues to fall to historic lows on the 

Mississippi and Missouri Rivers which is already slowing and could 

further limit and even temporarily halt barge traffic on sections of the 

waterway. Unlike 2011 when widespread flooding swamped the 

Missouri Basin, drought conditions have gripped the entire area this 

year. Normally the U.S. Army Corps of Engineers reduces the flow of 

water for the winter seasons from the Gavins Point hydroelectric dam, the lowermost and last dam on the Missouri 

River before the Mississippi, as outlined in their Master Manual. This is for water conservation measures, prevent 

potential flooding and ensure that there is enough water for the spring shipping season. Under normal conditions, 

water from the Missouri River accounts for about 60% of the flow in the Mississippi River. Because of this year's 

significant drought though, the Mississippi River has received as much as 78% of its water from the Missouri River. 

This year’s drought that the upper Missouri River basin is experiencing is causing record low inflows of water. 

Basically there is less water coming into the upper basin and more going out of the system as the drought conditions 

downstream already have required higher than normal releases to meet navigation flow targets. For the eighth 

consecutive month, runoff into the main stem reservoir system was below normal. Due to the low water in the upper 

basin, drought conservation measures started this winter with Gavins Point Dam with releases at minimum levels and 

these releases likely to continue at a low level or may even be halted this winter. The 2013 navigation season will also 

begin with reduced navigation flow support. The reduction in the amount of water released into the Mississippi River 

could cause the depth of the navigable channel in the Mississippi River to drop below 9’ if the drought continues and 

the area does not see any significant rain in the very near future. Most vessels in the area are now limited to a 9’ draft 

and a number of operators are shifting their shallower pushboats onto the Cairo, Illinois to St. Louis, Missouri run to 

handle traffic. Cargo Carriers is reportedly limiting drafts on northbound barges on the Mississippi River to 8’ due to 

the low water and likely to soon do the same on southbound traffic. If shippers go to a 6’ draft limitation, the river could 

be effectively considered as closed. 



42



For months, low water on the Mississippi River slowed and sometimes stopped barge traffic - 

and navigating the river is not getting any better. As of 3 rd December, the National Weather 

Service reported that the river was 2.18’ below gauge at St. Louis, and about 4’ below normal for 

this time of year. Forecasts indicate that it could hit 4’ below gauge by mid-December. The 

record low level for the Mississippi River at St. Louis is 6.2’ below normal set in 1940. As the 

National Weather Service has already warned, water levels may drop even lower, particularly in 

the 180-mile stretch between West Alton, Missouri, at the mouth of the Missouri River and Cairo, 

Illinois., at the mouth of the Ohio River. This is an area well known for its rocky river bottom. To 

maintain navigable depths, the Army Corps of Engineers relies on flows from the Missouri River plus releases from its 

six huge main stem reservoirs, often referred to as the “Great Lakes of the Missouri.” Unlike 2011 when widespread 

flooding swamped the Missouri Basin, drought conditions have gripped the entire area this year. The Missouri River’s 

runoff was at its lowest level in September in more than a century of record keeping. Ordinarily, the Missouri 

contributes 60%, or more, of the flow in the Mississippi River. Through next 

February, the Corps plans lower-than-normal releases from its reservoirs. In 

fact, the agency has already announced that it will decrease water releases 

from Gavin’s Point Dam, the most downstream reservoir on the Missouri 

River, to minimum water levels, affecting navigation south of St. Louis around 

December 1. In response, the barge industry launched a campaign to keep 

navigation moving. Barge traffic is becoming more congested as the 

remaining navigable channels become narrower. At one time in recent 

weeks, at least 97 barges were stranded or grounded due to low water. As 

many as 10 dredges have been working ‘round-the-clock to keep navigation 

channels open. 

Shippers requested the Corps of Engineers to expedite removal of two rocky 

patches which could obstruct navigation and stop barge traffic below St. Louis if 

the river level continues to drop in December and January. As releases from 

Missouri River reservoirs are reduced, water levels in the Mississippi could drop 

by another 2 to 4’. Michael D. Petersen, chief of public affairs at the Corps’ St. 

Louis District, said dredges had been working nonstop since last July 1 st , a 

month earlier than normal, to keep navigation channels open. As rock 

outcroppings near Grand Tower and Thebes, Illinois, are considered potential 

“trouble spots,” the Corps has begun contract negotiations so rock can be 

blasted away. Other rocky sections in the same general area have been cleared 

in recent years. The question though is timing. Although there are hopes they 

can start blasting in December, the general feeling is that it may end up being too little, too late. 

The American Waterways Organization (AWO), along with the National Waterways Conference and Waterways 

Council, Inc. and 15 other national organizations submitted a letter to President Obama and the Federal Emergency 

Management Agency requesting a presidential declaration of emergency and seeking “immediate assistance in 

averting an economic catastrophe in the heartland of the United States.” The letter calls attention to the worsening 

situation on the Mississippi River, which has already seen near historic low water since this summer and heightened 

further as the U.S. Army Corps of Engineers began reduction of water to the river. The groups are calling upon the 

President to issue an emergency declaration to immediately begin the work to remove the rock pinnacles that will soon 

become an impediment to navigation and to maintain sufficient water flows while the rock removal work is taking 

place. The groups warned of $7 billion in key products such as corn, grain, coal, 

petroleum, chemicals that are at risk in December and January, including: over 7 million 

tons agricultural products worth $2.3 billion; over 1.7 million tons chemical products worth 

$1.8 billion; 1.3 million tons petroleum products worth over $1.3 billion; over 700,000 tons 

crude oil worth $534 million; and 3.8 million tons of coal worth $192 million. AWO and WCI also issued a statement 

calling attention to the jobs and wages in jeopardy in the wake of further navigation restrictions or possible closure to 

barge traffic on the Mississippi River in December and January. States along the river would see an immediate impact 

on jobs and wages, and the potential toll would be harshest in Louisiana, Illinois and Missouri, with thousands of 

impacted jobs and tens of millions of dollars in wages at risk at a time when the economy is still recovering from 

recession and record high employment. Also, lawmakers continue to press the Administration to take action. 15 U.S. 

Senators and 62 members of the U.S. House of Representatives signed joint letters to the Administration calling 

attention to the severity of the situation and urging action to keep the river open to navigation. Politics and local 

economies also come into play. As in all over the world there is increasing competition for water resources and some 

upstream states like South Dakota are trying to hold onto water for use in the oil-fracking boom. 



43



Earlier this month, Missouri Governor Jay Nixon sent a letter to the Assistant Secretary of the Army, urging the U.S. 

Army Corps of Engineers to continue providing water flow from the Missouri River. The Corps' plans stops release of 

water from the Missouri’s upstream reservoirs beginning December 1 st , which would negatively impact ability to 

navigate the Mississippi River. “The 2012 drought has caused a significant impact on water levels on the Missouri and 

Mississippi Rivers. With the continuing and projected lack of adequate precipitation, additional barge traffic restrictions 

on - or even closure of - the Mississippi River channel become imminent possibilities. I urge the U.S. Army Corps of 

Engineers to avert potential economic disaster on this vital avenue American farmers 

use to get their goods into the world market. During this summer and fall, Missouri River 

flow support contributed as much as 78% of Mississippi River flows at St. Louis. Even 

with that significant support, the section of the Mississippi from St. Louis to Cairo, Illinois 

(the ‘bottleneck reach’) is fast approaching levels last seen during the historic 1989 low 

water year. Already, companies in the navigation industry along these rivers are being 

forced to ship less material by ‘light loading’ fleets, and the potential for further 

restrictions is likely. In addition, harbors are challenged with loading and unloading in 

difficult shallow water conditions. I know that alternative measures are being considered to maintain the Mississippi 

channel, including dredging and clearing of rock pinnacles along the river. I urge you to fast-track and fully implement 

those efforts. This emergency requires a multifaceted approach, and I encourage you to use all possible means to 

ensure that this vital asset is preserved. The Corps of Engineers plans to restrict Missouri River navigation flow 

support to the Mississippi River on December 1, based on the Missouri River Master Manual. Given the already taxed 

status of the Mississippi - when it has flow support from the Missouri - it is clear that the withdrawal of that support 

December 1 would have a significant adverse effect on our Nation's economy……” Gov. Nixon wrote. 

Low water levels on the Mississippi are going to end up costing barge operators more money. This added cost for 

transporting cargoes will naturally end up being transferred to the consumer due to 

reduced cargo capacities and in some cargoes being transferred to rail or highway. The 

amount of cargo lost on a typical 200’ x 35’ x 12’ jumbo box barge forced to “light load” 

and operate at an 8’ draft (abt. 1,464stdw) vs. a 9’ draft (abt, 1,683stdw) in fresh water 

during drought conditions is approx. 219 short tons deadweight – which is equivalent to 

about 2 railcars or 8.75 semi-tractor / trailer trucks carried at higher cost, with higher 

greenhouse gases, more petroleum consumed, potentially even times more fatalities - 

and a possible loss of thousands of dollars to the barge operators. A lot of people in the 

Mid-West are going to be praying for rain as it is very unlikely that the Corps. will release more water. 

Low water is also plaguing ore and coal carriers on the Great Lakes. In mid-August, the 

1,013’.5’ x 105.0’ self-unloading bulk carrier “Paul R. Tregurtha”, owned by Interlake 

Shipping Co., ran aground in St. Mary’s River between Lakes Superior and Huron while 

hauling 62,000 tons of coal. Shippers said lack of needed dredging added to drought 

problems. Lake Carriers’ Association, which represents owners of 57 U.S. flag selfpropelled 

vessels and tug/barge units ranging from 494’ – 1,013.5’ in length, said water 

levels and lack of authorized channel depths had adversely affected the dry-bulk cargo 

trade. Only seventeen of the Great Lakes’ 63 federally maintained ports were dredged this year. The Corps of 

Engineers predicted that Lakes Michigan and Huron will hover within an inch, either above or below, the system’s alltime 

low set in 1964. The three lower lakes – Erie, St. Clair and Ontario – are forecast to remain well below historical 

averages for the next several months. Years of inadequate funding for dredging left an estimated 17-plus million cubic 

yards of sediment clogging the Great Lakes Navigation System. That total is expected to grow to 21 million cu. yds. by 

2015. The impacts of the dredging crisis are felt every day. LCA's members estimate that three of every four cargos 

they carry each year represent less than full loads. The amount of cargo that's left behind varies with the size of the 

vessel. When low water levels have amplified the lack of dredging, the largest vessels have forfeited as much as 

12,000 tons, or 17% of their per-trip carrying capacity. If the ship is carrying iron ore for the steel industry, 12,000 tons 

is enough product to make the steel in 10,000 cars, production of which would keep a large auto plant in operation for 

more than three weeks. The dredging crisis is reportedly man-made. The Corps needs $200 million to restore the 

system. The Harbor Maintenance Trust Fund (HMTF), the repository for a Federal tax levied on waterborne commerce 

specifically to pay for dredging, has a surplus that is projected to reach $7 billion by the end of FY12 because the 

HMTF collects about $1.6 billion per year, but annually spends less than $800 million. Two bills requiring the HMTF to 

spend as much as it takes in have been introduced in the 112th Congress: H.R. 104 and S. 412. If provided adequate 

funding the Corps can restore the Great Lakes Navigation System to project dimensions and allow waterborne 

commerce to achieve the efficiencies the American economy needs to fully rebound from the recession. 



44



Seacor Holdings Inc.’s net income for quarter ended September 30, 2012 

was $16.1 million. During the first quarter, Seacor disposed of certain 

companies and assets that were part of its Environmental Services business 

segment for a net sales price of $99.9 million. For the preceding quarter ended June 30, 2012, net income attributable 

to Seacor Holdings was $11.2 million. For the quarter ended September 30, 2011, net income attributable was $3.8 

million, including a net loss from discontinued operations of $0.8 million. 

Offshore Marine Services – Operating income was $21.2 million on operating revenues of $134.3 million compared 

with operating income of $0.8 million on operating revenues of $123.3 million the preceding quarter. In the U.S. Gulf of 

Mexico, operating income was $13.3 million higher in the third quarter, of which $9.1 million was due to an increased 

contribution from Seacor's liftboat fleet and $4.6 million due to gains on asset dispositions, of which $4.1 million had 

been deferred in prior periods. The liftboat fleet contributed an additional $6.8 million of time charter revenues primarily 

due to reduced drydocking activity and positive impact of seasonal market conditions. Time charter revenues for other 

vessel classes declined by $0.8 million in total during the current quarter. In overall terms including liftboats, fleet 

utilization was 77.3% compared with 71.1% the preceding quarter and average day rates increased from $12,610/d to 

$13,394/d. During the quarter, Seacor cold-stacked three AHTSs. As of June 30, 2012, 

Seacor had no vessels in cold-stack. Operating expenses were $3.0 million lower 

primarily due to reduced drydocking activity. In international regions, operating income 

was $7.1 million higher, including higher gains on asset dispositions of $1.4 million. Time 

charter revenues were $5.0 million higher primarily due to a seasonal time charter in 

Asia and reduced drydocking activity during the third quarter. Excluding Seacor's fleet of wind farm utility vessels, 

utilization was 86.3% compared with 83.3% in the preceding quarter and average day rates increased from $11,631/d 

to $12,162/d. Operating expenses were $2.2 million lower primarily due to decreased drydocking and cost of 

mobilizations between geographic regions during the preceding quarter. In the third quarter, total number of days 

available for charter for Seacor's fleet, excluding wind farm utility vessels, decreased by 197 days, or 2% primarily due 

to net fleet dispositions. Overall utilization increased from 77.4% to 82.0% and overall average day rates increased by 

5% from $12,068 to $12,718/d. Drydocking costs were $4.3 million compared with $10.8 million. 

Marine Transportation Services – Operating income was $2.0 million on operating 

revenues of $27.4 million compared with operating income of $0.5 million on operating 

revenues of $25.8 million the preceding quarter. Operating results for Marine 

Transportation Services' U.S.-flag product tanker fleet were $2.3 million higher the third 

quarter primarily due to less out-of-service time and lower repair and maintenance 

expenses. Operating results for foreign flag Roll-on/Roll-off vessels were $0.8 million lower primarily due to settlement 

of a legal dispute. As of September 30, 2012, Marine Transportation Services’ fleet included seven U.S.-flag product 

tankers operating in domestic coastwise trade, of which five were owned and two were leased-in, and seven owned 

foreign flag RORO vessels operating between the United States, Bahamas and Caribbean. Of the U.S-flag product 

tankers, four were operating under long-term bareboat charters and three under time charters. The fleet also includes 

five U.S.-flag deck barges, two U.S.-flag RORO barges and one U.S.-flag articulated tug-barge unit operating under a 

joint venture. At September 30, 2011 quarter-end, Marine Transportation Services’ 

fleet included five U.S.-flag product tankers and eight foreign flag RORO vessels. 

Other, primarily Harbor and Offshore Towing Services, reported a segment profit of 

$6.6 million on operating revenues of $18.0 million compared with segment profit of 

$2.6 million on operating revenues of $17.6 million in the preceding quarter. Third 

quarter results included a termination payment of $7.0 million received from one of 

Harbor and Offshore Towing Services customers following the cancellation of a longterm 

charter, partially offset by a $1.2 million impairment charge for an aircraft 

included in Seacor's lending and leasing activities. 

Seacor's unfunded capital commitments as of September 30, 2012 included: 12 offshore support vessels for $131.4 

million; seven inland river tank barges for $15.1 million; three inland river towboats for $9.4 million; and four harbor 

tugs for $23.0 million. In addition, Seacor notified the lessee of its intent to purchase two harbor tugs currently 

operating under capital leases for $2.6 million. During the nine months ended September 30, 2012, capital 

expenditures were $257.0 million. Equipment deliveries included two offshore support vessels, one wind farm utility 

vessel, three inland river dry cargo barges, four liquid tank barges, and two inland river towboats. During the same 

period, Seacor sold four offshore support vessels, nine inland river dry cargo barges, two inland river towboats, one 

RORO vessel, two harbor tugs and other equipment. Two offshore support vessels sold were to Seacor's Mexican 

joint venture for $48.5 million. 



45



Hornbeck Offshore Services’ third quarter 2012 revenues increased 20.9% to $127.9 million 

compared to $105.8 million for third quarter 2011 and decreased 2.8% compared to $131.6 

million for second quarter 2012. Operating income was $26.3 million, or 20.6% of revenues, for 

third quarter 2012 compared to $14.6 million, or 13.8% of revenues, for the prior-year quarter; 

and $33.8 million, or 25.7% of revenues, for second quarter 2012. Hornbeck recorded net 

income for third quarter 2012 of $7.4 million, compared to a net loss of ($0.7 million) for the yearago 

quarter; and net income of $12.0 million, for second quarter 2012. Included in third quarter 

2012 results was a $0.3 million ($0.2 million after-tax) gain on 

sales of the 110’, 3,000HP tug “Spartan Service” (ex-Spartan, 

ex-Domar Captain) built in 1978 (photo left), sold by Marcon 

International to Mexican buyers, and certain shoreside assets for net cash proceeds 

of $3.0 million compared to $1.0 million ($0.6 million after tax) gain on sale of two 

remotely operated vehicles for net cash proceeds of $9.3 million during the prioryear 

quarter. Third quarter 2012 EBITDA increased 37.4% to $48.1 million 

compared to $35.0 million for third quarter 2011 and decreased 13.3% compared to 

$55.5 million for second quarter 2012. An $11.1 million sequential decrease in 

Upstream EBITDA was partially offset by a $3.7 million increase in Downstream 

EBITDA as three modified barges were successfully deployed into crude service to meet increased demand in the Gulf 

of Mexico from the Eagle Ford Shale trend. 

Revenues from the Downstream segment of $12.9 million for the third quarter of 2012 decreased by $1.0 million, or 

7.2%, compared to $13.9 million for the same period in 2011, and were higher than the sequential quarter by $3.0 

million, or 30.3%. Hornbeck's double-hulled tank barge average dayrates were $16,626 for third quarter 2012 

compared to $18,222 for the same period in 2011 and $16,284 for the sequential quarter. The decrease in dayrates 

from the prior-year quarter was largely due to a higher concentration of vessels operating under time charter contracts 

instead of contracts of affreightment (COAs). Utilization for the double-hulled tank barge fleet was 93.4% for the third 

quarter of 2012 compared to 92.0% for the year-ago quarter and 74.6% for the sequential quarter. The sequential 

increase in utilization is primarily due to fewer days out-of-service for discretionary commercial capital expenditures 

readying three barges with vapor-recovery systems for charters that commenced in the third quarter of 2012 and, to a 

lesser extent, fewer days out-of-service for the regulatory drydocking of a fourth barge during the third quarter of 2012. 

Effective, or utilization-adjusted, dayrates for Hornbeck's double-hulled tank barges were $15,529 for the third quarter 

of 2012, which is $1,235, or 7.4%, lower than effective dayrates for the prior-year quarter; and $3,381 or 27.8%, higher 

than effective dayrates for the second quarter of 2012. 

Hornbeck Tug & Tank Barge Quarterly Utilization and Day Rates 

2012 2011 2010 2009 

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

No. Tank Barges 9 9 9 9 9 9 9 9 9 9 9 9 

Fleet Cap. (k bbl) 884.6 884.6 884.6 884.6 884.6 884.6 884.6 884.6 884.6 884.6 884.6 884.6 

Barge Size (bbl) 98,291 98,291 98,291 98,291 98,291 98,291 98,291 98,291 98,291 98,291 98,291 98,291 

Utilization 93.40% 74.60% 85.40% 87.30% 92.00% 90.60% 82.30% 85.60% 86.90% 74.20% 75.10% 71.50% 

Avg. Dayrate $16,626 $16,284 $17,271 $18,176 $18,222 $17,333 $16,377 $16,782 $18,615 $18,708 $15,816 $16,210 

Note: As of 9/30/09, above only includes the double-hulled tank barges. All single-hulled tank barges have been stacked and excluded from above computations. 

As of September 30, 2012, excluding six inactive non-core vessels, Hornbeck's 

operating fleet consisted of 51 new generation OSVs, four MPSVs, nine 

double-hull tank barges and nine ocean-going tugs. Hornbeck's active 

Downstream fleet for fiscal 2012 is expected to consist of nine double-hulled 

tank barges and nine-ocean going tugs. Hornbeck's forward contract coverage 

for its nine-vessel fleet of double-hull tank barges for fourth quarter 2012 and 

for fiscal 2013 is currently 73% and 20%, respectively. Hornbeck does not 

currently have any contracts extending into fiscal 2014 for its Downstream fleet. 

These contract backlog percentages are based on available vessel-days for 

guidance periods, not estimated revenue. Effective dayrates for Hornbeck's 

nine double-hull tank barges are projected to be in the range of $14,000 to 

$15,000 for full-year 2012. 

Hornbeck expects maintenance capital expenditures and other capital to be approximately $57.0 million and $18.1 

million, respectively, for full-year 2012. For fiscal years 2013 and 2014, Hornbeck expects that annually recurring 

maintenance capital expenditure budget for its company-wide fleet of vessels will range between $45.0 million and 

$55.0 million per year. 



46



Kirby Corporation of Houston, Texas announced net earnings for the third quarter ended 

September 30, 2012 of $53.1 million compared with $52.7 million for third quarter 2011. 

Consolidated revenues for the 2012 third quarter were $521.3 million compared with $563.6 

million reported third quarter 2011. Joe Pyne, Kirby’s Chairman and CEO, commented, “We 

were pleased with our overall third quarter performance, particularly in light of challenging 

weather conditions related to persistent low water throughout the Mississippi River System 

and the impact of Hurricane Isaac. These weather events negatively impacted our third quarter revenues and our 

earnings by an estimated $0.03 to $0.04 per share. During the third quarter, overall demand remained strong within 

the inland tank barge fleet with continued high utilization levels and price increases on both term and spot contract 

business. For the coastal tank barge fleet, revenues were relatively consistent with the prior year quarter and 2012 

second quarter. Utilization levels have begun to increase and there are some signs of overall market improvement….” 

Marine transportation revenues for the 2012 third quarter were $349.8 million, compared with $351.2 million for the 

2011 third quarter, and operating income for the 2012 third quarter was $81.7 million compared with $78.1 million for 

the third quarter of 2011. Inland tank barge fleet utilization during the third quarter remained in the 90% to 95% range 

with favorable pricing trends, reflecting healthy demand across all major product markets. These favorable trends were 

partially offset by the negative impact of Hurricane Isaac and low water conditions throughout the Mississippi River 

System which led to the light loading of tank barges, restricted tow sizes and increased transit times, all of which led to 

lower revenues and ton miles. Water levels along the Gulf Intracoastal Waterway have remained at normal levels. 

Kirby’s coastal fleet contributed positively to the segment’s operating income and generated approx. 20% of segment 

revenues. Operating results for the coastal operations reflected some modest demand improvement in the Atlantic, 

Gulf Coast, and West Coast markets, but were negatively impacted by continued low equipment utilization and 

competitive bidding for available movements in New York Harbor. However, an increase in the transportation of crude 

oil, the relocation of equipment from the East Coast to the Gulf Coast, as well as some modest improvement in the 

demand for refined petroleum products along the East Coast have served to absorb some excess industry capacity. 

Kirby Marine Transportation Performance Measurements 

2012 2011 2010 2009 

Q3 Q2 Q1 Q4 Q3 Q2 Q1 Q4 Q3 Q2 Q1 Q4 

Ton Miles (in millions) 2,791 3,194 3,282 3,392 3,552 3,241 3,229 3,317 3,246 3,336 3,058 2,945 

Revenue/Ton Mile (cents/tm) 9.8 8.3 8.1 7.7 7.6 7.9 7.2 6.7 6.9 6.7 7 7.1 

Towboats operated (average) 246 239 242 239 244 247 230 220 217 221 224 212 

Delay Days 1,244 1,164 2,471 1,721 1,111 1,964 1,981 1,498 1,006 1,446 1,822 1,808 

Avg. cost/gal. fuel consumed $3.10 $3.35 $3.16 $3.14 $3.27 $3.25 $2.65 $2.29 $2.17 $2.29 $2.14 $1.98 

Tank barges active 853 818 806 819 837 837 829 825 850 860 861 863 

Coastwise & local tank barges 53 57 58 59 57 

Coastwise dry cargo barges 4 4 4 4 4 

Inland Bbl Cap.(mill) active 16.9 16.4 16 16.2 16.3 16.4 16.1 15.9 16.4 16.5 16.6 16.7 

Coastwise & local tank barges Bbl Cap. 3.7 3.9 3.8 3.8 3.8 

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. 

Marine transportation operating margin for the 2012 third quarter was 23.4% compared with 22.2% for third quarter 

2011. Improvement in the 2012 third quarter operating margin reflected steady equipment utilization and higher 

pricing. Commenting on the 2012 fourth quarter and full year market outlook, Mr. Pyne said, “Our earnings guidance 

for the 2012 fourth quarter is $0.83 to $0.93 per share compared with $1.00 per share reported for the 2011 fourth 

quarter. Our fourth quarter guidance range reflects our expectation for continued strong inland marine transportation of 

petrochemical and black oil products, as well as favorable term and spot contract pricing. Our guidance also reflects 

continued low water restrictions in the Mississippi River System throughout 

the fourth quarter. We anticipate a normal seasonal decline in our coastal 

marine transportation market, partially offset by some very modest 

improvement in utilization….” Mr. Pyne continued, “Our 2012 capital 

spending guidance range is currently $305 to $315 million, including 

approximately $130 million for the construction of 55 inland tank barges and 

five inland towboats, and approx. $70 million in progress payments on the 

construction of two offshore dry-bulk barge and tugboat units (photo left) 

scheduled for delivery in 2012 with an estimated cost of $52 million 

each….” 



47



As November came to a close, Kirby entered into an agreement to acquire 

Penn Maritime Inc. and Maritime Investments LLC, an operator of tank 

barges and tugboats participating in the coastal transportation of primarily 

black oil products in the United States. Transaction will be financed through 

a combination of borrowing under Kirby’s revolving credit facility, issuance 

of new unsecured fixed rate senior notes, and issuance of Kirby common 

stock. Closing is expected to occur in mid-to-late December 2012, subject 

to certain conditions. Under terms of the agreement, total value of the transaction is approx. $295 million (before postclosing 

adjustments & transaction fees), consisting of $180 million for all voting and nonvoting equity interests in Penn 

Maritime Inc. and Maritime Investments LLC and approx. $115 million for retirement of Penn’s debt. The $180 million 

consideration paid to Penn equity holders will include a combination of cash of approx. $152 million and 500,000 

shares of Kirby common stock. The new unsecured fixed rate senior notes are scheduled to close in mid-December 

and provide for $500 million in fixed rate debt with $150 million at a 7-year maturity and $350 million at a 10-year 

maturity. Pricing, inclusive of amortization of up-front fees, is 2.79% for the 7-year and 

3.34% for the 10-year maturities. Kirby anticipates drawing up to $300 million for the 

closing of Penn prior to year end, with the balance drawn in February 2013 to replace 

$200 million of senior notes due February 27, 2013. Penn operates a fleet of 18 heated, 

double-hull tank barges, with a capacity of 1.9 million barrels, and 16 tugs along the East 

Coast and Gulf Coast of the U.S. Penn’s tank barge fleet has an average age of approx. 

13 years with a product mix that consists primarily of refinery feedstocks, asphalt and 

crude oil. Penn’s customers include major oil companies and refiners, nearly all of whom 

are current Kirby customers for inland tank barge services. In March 2000, Morania Oil 

Tanker, established in 1947, merged into Penn Maritime, after being affiliated since 

1985. 

Barge Built/Rebuilt GRT LOA Beam Depth 

Penn Maritime, Inc. Fleet 

Coastal 

Loadline 

DWT 


Loadline 

Capacity 

(Gross BBL) 


Tug HP Connect 

Penn 110 2009 7,995 414’ 74’ 31.0’ 25.75’ 16,200 ~105,000 Yellowfin 4,000 AT/B 

Penn 120 2002 7,320 425’ 73’ 41.0’ 30.00’ 18,000 115,000 Penn 6 5,700 Wire Tow 

Penn 121 2003 7,320 425’ 73’ 41.0’ 30.00’ 18,000 115,000 Dolphin 4,300 Wire Tow 

Penn 410 1979/2007* 7,527 420’ 72’ 29.0’ 22.00’ 12,471 ~77,000 Amberjack 3,900 Wire Tow 

Penn 80 2010 6,373 378’ 74’ 31.0’ 24.58’ 13,686 ~78,000 Bluefin 4,000 AT/B 

Penn 81 2011 6,373 378’ 74’ 31.0’ 24.58’ 13,686 ~78,000 Mako 4,000 AT/B 

Penn 90 2002 7,592 417’ 76’ 31.0’ 25.0’ 15,000 88,000 Penn 4 4,300 Wire Tow 

Penn 91 2008 7,106 414’ 74’ 31.0’ 24.75’ 15,225 88,000 Skipjack 4,000 AT/B 

Penn 92 2008 7,106 414’ 74’ 31.0’ 24.75’ 15,225 88,000 Coho 4,000 AT/B 

Acadia 1997 9,451 490’ 76’ 36.0’ 30.58’ 20,041 136,000 Teresa 7,010 AT/B 

Atlantic 1995 8,327 460’ 72’ 36.0’ 29.50’ 17,068 115,000 Eliza 7,010 AT/B 

Caribbean 1995 8,327 460’ 72’ 36.0’ 29.50’ 17,034 115,000 Lucia 7,010 AT/B 

Chesapeake 2006 3,195 300’ 60’ 24.0’ 18.75’ 6,114 34,000 Wire Tow 

Delaware 2006 3,195 300’ 60’ 24.0’ 18.75’ 6,114 34,000 Wire Tow 

Everglades 1981/2006* 15,126 502’ 84’ 42.0’ 35.58’ 26,800 175,000 Valiant 8,000 AT/B 

Key West 2004 8,722 480’ 78’ 36.50’ 29.50’ 21,500 ~140,000 Capt. Hagen 6,000 AT/B 

Potomac 1975/2006* 5,738 388’ 74’ 29.50’ 24.50’ 13,150 ~78,000 Tarpon 4,300 AT/B 

Yucatan 1998 10,390 490’ 76’ 36.00’ 31.25’ 20,664 138,500 Julie 7,010 AT/B 

(*) Double-hulled 

Joe Pyne commented, “We are pleased to announce our agreement with Penn Maritime. 

Penn is a well-respected U.S. Jones Act coastal tank barge operator with a wellmaintained 

fleet, and earns the majority of its revenue from term contracts with blue chip 

domestic and international oil and refining customers. Penn’s fleet will extend our coastal 

product capabilities, particularly transporting asphalt, which we expect to benefit from the 

need to repair and upgrade aging highway infrastructure throughout the United States. 

Penn also has vessels operating in the Gulf Coast crude oil trade which is benefitting from 

the production and transport of shale-based crude, particularly out of the Eagle Ford shale 

formation.” Mr. Pyne further commented, “We expect this transaction to close in mid-to-late 

December of this year. In connection with the acquisition, we expect to incur some 

onetime transaction fees that will impact our earnings per share in the fourth quarter of 

2012. For 2013, we expect Penn to be accretive to our earnings per share, inclusive of 

added interest costs and dilution from stock issuance, in the range of $0.12 to $0.18. The 

accretion range is dependent upon integration, synergies, purchase price allocation and 

market conditions.” 

48



Tidewater Inc. of New Orleans, reported second quarter net earnings for the period ended 

September 30, 2012, of $41.4 million on revenues of $311.9 million, which includes approx. $7.4 

million of vessel revenue associated with retroactive rate increases agreed to during the current 

quarter, but related to the period from January 1, 2012 through June 30, 2012. For the same 

quarter last year, net loss was $4.9 million on revenues of $250.9 million. The immediately 

preceding quarter ended June 30, 2012, had net earnings of $32.9 million on revenues of $294.4 

million. Included in the prior fiscal year second quarter’s net loss is a non-cash goodwill 

impairment charge of $30.9 million ($22.1 million after tax), resulting from Tidewater’s decision to change its reportable 

segments during the September 2011 quarter. 

Crude oil prices trended upward during the quarter ended September 30, 2012 because of renewed optimism that 

governmental economic stimulus plans that were initiated during the quarter in the U.S., the Euro-Zone and in China 

will provide the stimulation needed to lead to stronger economic growth globally (which, in turn, should increase 

demand for crude oil) and because of geopolitical tensions in the Middle East that have renewed concerns over 

potential oil shortages due to supply disruption if the tensions escalate. However, by the end of the September 2012 

quarter, crude oil price volatility emerged as renewed concerns regarding prolonged levels of relatively high 

unemployment in the U.S. and other advanced economies, along with a 

worsening financial uncertainty in certain Euro-zone countries (despite 

reduced debt burdens in ailing European countries resulting from the 

sovereign debt purchases by the European Central Bank), and inflation 

risks in emerging economies creating market concerns that global 

demand for crude oil in the near term will soften. In addition, the OPEC, 

expressed at its meeting held in June 2012 that it will strive to meet 

consumer demand, stabilize the crude oil market, and ensure a 

balanced global supply of crude oil by responding quickly to market 

developments as the long-term demand for crude oil is expected to 

grow. Tidewater anticipates that its longer-term utilization and day rate 

trends for its vessels will continue to be correlated with demand for, and 

the price of, crude oil, which in mid-October 2012, was trading around 

$91 per barrel for West Texas Intermediate (WTI) crude and around $114 per barrel for Intercontinental Exchange 

(ICE) Brent, up from $87 per barrel for WTI and $103 for ICE in mid-July 2012. High crude oil prices generally bode 

well for increases in drilling and exploration activity, which would support increases in demand for Tidewater's vessels. 

Conversely, downward pricing trends result in lower E&P expenditures by Tidewater’s customers, and accordingly, 

lower demand for Tidewater's vessels. 

Natural gas prices continue to be relatively weak due to the rise in production of unconventional gas resources in 

North America (in part due to increases in onshore shale production resulting from technological advancements in 

horizontal drilling and hydraulic fracturing) and the commissioning of a number of new, large LNG exporting facilities 

around the world, which have contributed to an oversupplied natural gas market. The price of natural gas continued to 

trend higher during the quarter ended September 30, 2012 as the supply and demand balance for natural gas 

tightened due to increased demand for natural gas as a result of the 

industrial sector switching from coal to gas. In addition, some production 

shut-ins of natural gas dry wells occurred, but to date such shut-ins have 

not yet had a significant impact on natural gas pricing, in part because a 

considerable amount of natural gas is being derived as a byproduct of 

drilling crude oil and natural gas liquids-oriented wells in liquid rich 

basins onshore, which is contributing to an oversupplied market. As of 

mid- October 2012, natural gas was trading in the U.S. in the $3.40 to 

$3.60 per Mcf range which is up from the $2.85 to $2.95 range in mid- 

July 2012. Oversupplied natural gas inventories in the U.S. exert 

downward pricing pressures on natural gas prices in the U.S. Prolonged 

periods of oversupply of natural gas (whether from conventional or 

unconventional natural gas production or gas produced as a byproduct 

of crude oil production) will likely continue to suppress prices for natural gas, although over the longer term, relatively 

low natural gas prices may also lead to increased demand for the resource. High onshore gas production along with a 

prolonged downturn in natural gas prices can negatively impact the offshore exploration and development plans of 

E&P companies, which in turn, would suppress demand for offshore support vessel services, primarily in the Americas 

segment (specifically Tidewater’s U.S. operations where natural gas is the more prevalent exploitable hydrocarbon 

resource). 



49



Deepwater activity continues to be a significant segment of the global offshore crude oil and natural gas markets, and 

deepwater activity has also been a source of growth for Tidewater. Deepwater activity in non-U.S. markets did not 

experience significant negative effects from the 2008-2009 global economic recession, largely because deepwater oil 

and gas development typically involves significant capital investment and multi-year development plans. Such projects 

are generally underwritten by the participating exploration, field development and production companies using 

relatively conservative assumptions relating to crude oil and natural 

gas prices. These projects are, therefore, considered less susceptible 

to short-term fluctuations in the price of crude oil and natural gas. 

During the past few years, worldwide rig construction increased as rig 

owners capitalized on the high worldwide demand for drilling and lower 

shipyard construction and financing costs. Reports published by IHS- 

Petrodata in mid-October 2012 indicate that the worldwide movable 

offshore drilling rig count (currently estimated at approx. 862, approx. 

45% of which are designed to operate in deeper waters), will increase 

as approx. 200 new-build offshore rigs that are currently on order and 

under construction, most of which will be delivered within the next 

three years. Of the estimated 862 movable offshore rigs worldwide, approx. 630 are currently working. It is further 

estimated that approx. 54% of the new-build rigs are being built to operate in deeper waters, suggesting that the 

number of rigs designed to operate in deeper waters could grow in the coming years to nearly 50% of the market. 

Investment is also being made in the floating production unit market, with approx. 72 new floating production units 

currently under construction and expected to be delivered primarily over the next three years to supplement the 

current approx. 354 floating production units worldwide. 

According to IHS-Petrodata, the global offshore supply vessel market in mid-October 2012 had 439 new-build 

offshore support vessels (PSVs and AHTSs only) under construction, most of which are expected to be delivered to 

the worldwide market within the next two and one half years. The current worldwide fleet of these classes of vessels is 

estimated at 2,808 vessels, of which Tidewater estimates more than 10% are stacked. An increase in worldwide 

vessel capacity without a corresponding increase in vessel demand would tend to have the effect of lowering charter 

rates. Effects of vessel oversupply are particularly acute when reduced 

market prices for oil lead to lower levels of exploration, field 

development and production activity. The worldwide offshore marine 

vessel industry, however, also has a large number of aged vessels 

including over 700 vessels, or approx. 26%, of the worldwide offshore 

fleet are at least 25 years old and nearing or exceeding original 

expectations of estimated economic lives. These older vessels, up to 

50% of which Tidewater estimates are already stacked, could 

potentially be removed from the market within the next few years if the 

cost of extending the vessels' lives is not economically justifiable. 

Although the future attrition rate of these aging vessels cannot be 

determined with certainty, Tidewater believes that the retirement of a 

sizeable portion of these aged vessels could mitigate the potential 

combined negative effects of new-build vessels on vessel utilization and vessel pricing. Additional vessel demand 

could also be created by addition of new drill rigs and floating production units expected to be delivered and become 

operational over the next few years, which should help minimize possible negative effects of the newbuild OSVs being 

added to the offshore support vessel fleet. 

At September 30, 2012, Tidewater had 321 owned or chartered 

vessels (excluding joint-venture vessels and vessels withdrawn 

from service) in its fleet with an average age of 12.9 years. The 

average age of 222 newer vessels that have been acquired or 

constructed since calendar year 2000 as part of Tidewater's newbuild 

and acquisition program is 5.6 years. The remaining 99 

vessels have an average age of 29.4 years. During the six months 

ended September 30, 2012 and 2011, Tidewater's newer vessels 

generated $547.9 million and $422.1 million, respectively, of 

revenue and accounted for 97%, or $248.2 million, and 91%, or 

$171.5 million, respectively, of total vessel margin (vessel 

revenues less vessel operating costs). Vessel operating costs 

associated with Tidewater's new vessels exclude depreciation of 

$61.3 million and $53.0 million, respectively, during same comparative periods. 



50



Tidewater's consolidated net earnings for first half fiscal 2013 increased 277%, or $54.5 million, compared to the same 

period in fiscal 2012, primarily due to an approx. 20% increase in total revenues, which was partially offset by a 9%, or 

$29.3 million, increase in vessel operating costs, and a $16.2 million, or 207%, increase in income tax expense as a 

result of incurring higher earnings before taxes during the comparative periods. In addition, $30.9 million non-cash 

goodwill impairment ($22.1 million after-tax) was recorded during second quarter fiscal year 2012 on Tidewater's 

Middle East/ North Africa segment. Tidewater recorded $606.4 million in revenues during first half fiscal 2013, which is 

an increase of $100.9 million over the revenue earned during the same period fiscal 2012, due to a 17% increase in 

Tidewater’s total average day rates and an approx. seven percentage point increase in total vessel utilization. 

Increases in average day rates is attributable to higher demand for Tidewater’s vessels as a result of increased E&P 

activity by Tidewater’s customers due to upward trending oil prices as well as the operation of newer, more 

sophisticated vessels. 

Vessel revenues generated by Tidewater's Americas 

segment decreased 2%, or $2.6 million, during first half 

fiscal 2013 compared to the revenues earned during the 

same period in fiscal 2012, primarily due to a $6.9 million 

and $3.7 million decrease in revenues earned on the towing 

supply/supply and other classes of vessels, respectively. 

These decreases in revenue were partially offset by an $8.0 

million increase in revenue generated by deepwater vessels 

during the same comparable periods. Americas-based 

vessel operating costs decreased a modest 1%, or $0.9 

million, during first half fiscal 2013 compared to the same 

period in fiscal 2012. Total utilization rates for the Americasbased 

vessels increased 5 percentage points, during first half fiscal 2013 as compared to the first half in fiscal 2012; 

however, this increase is primarily a result of the sale of 25 older, stacked vessels from the Americas fleet during the 

eighteen month period ended September 30, 2012. Vessel utilization rates are calculated by dividing the number of 

days a vessel works by the number of days the vessel is available to work. As such, stacked vessels depressed 

utilization rates during the comparative periods because stacked vessels are considered available to work, and as 

such, are included in the calculation of utilization rates. Within the Americas segment, Tidewater continued to stack, 

and in some cases dispose of, vessels that could not find attractive charters. At the beginning of fiscal 2013, Tidewater 

had 21 Americas-based stacked vessels. During the first six months of fiscal 2013, Tidewater stacked five additional 

vessels, sold one vessel from the previously stacked vessel fleet and put one previously stacked vessel back to work 

resulting in a total of 24 stacked Americas-based vessels as of September 30, 2012. 

Vessel revenues generated by Tidewater’s Asia/Pacific segment increased 

51%, or $32.9 million, during the first six months of fiscal 2013 as compared to 

revenues earned during the same period in fiscal 2012, due to a 22 percentage 

point increase in utilization rates and a 73% increase in average day rates on 

the deepwater vessels (providing a $21.7 million increase in deepwater vessel 

revenues) along with a 10% increase in average day rates on towing supply/ 

supply vessels (which provided an $11.4 million increase in revenue on this 

class). Vessel operating costs for the Asia/Pacific segment increased 21%, or 

$9.8 million, during the same comparative periods. Within the Asia/Pacific 

segment, Tidewater continued to dispose of vessels that could not find attractive charters. At the beginning of fiscal 

2013, Tidewater had 16 Asia/Pacific-based stacked vessels. During the first six months of fiscal 2013, Tidewater 

stacked no additional vessels and sold four vessels from the previously stacked vessel fleet, resulting in a total of 12 

stacked Asia/Pacific-based vessels as of September 30, 2012. 

Vessel revenues generated by Tidewater’s Middle East/North Africa segment increased 

27%, or $13.6 million, during the first six months of fiscal 2013 as compared to the 

revenues earned during the same period in fiscal 2012, primarily due to a 20 percentage 

point increase in utilization rates and a 22% increase in the average day rates on the 

towing supply/supply vessels operating in this segment. During the first half of fiscal 2013, 

vessel operating costs for the Middle East/North Africa segment decreased 4%, or $1.4 

million, as compared to the same period in fiscal year 2012. At the beginning of fiscal 

2013, Tidewater had seven Middle East/North Africa-based stacked vessels, and during 

the first six months of fiscal 2013, Tidewater did not add to or sell vessels from the 

previously stacked vessel fleet, resulting in a total of seven stacked Middle East/North Africa-based vessels as of 

September 30, 2012. 



51



Vessel revenues generated by Tidewater’s Sub-Saharan Africa/Europe segment increased 24%, or $54.3 million, 

during the first six months of fiscal 2013 as compared to revenues earned during the same period in fiscal 2012, 

primarily due to a $46.2 million increase in deepwater vessel revenue as a result of a 17% increase in average day 

rates and an increase in the number of deepwater vessels operating in this segment resulting from the addition of new 

vessels and vessels mobilizing in. Also included in fiscal 2013 second quarter revenues are retroactive rate increases 

(retroactive to January 1, 2012) on certain vessel charter agreements for which Tidewater recognized a total of $7.4 

million of revenues related to services provided during the six-months ended June 30, 2012. Revenue on the towing 

supply/supply class of vessel contributed $11.2 million to increase of revenue during the same periods due to a 12% 

increase in average day rates. Vessel operating costs for Sub-Saharan Africa/Europe increased 17%, or $21.8 million, 

during the same comparative periods. Total utilization rates for the Sub-Saharan Africa/Europe-based vessels 

increased 4 percentage points during the first half of fiscal 2013 as compared to the first half in fiscal 2012; however, 

this increase is a result of the sale of 19 older, stacked vessels from the Sub-Saharan Africa/Europe-based vessel 

fleet during the eighteen month period ended September 30, 2012. Within the Sub-Saharan Africa/Europe segment, 

Tidewater also continued to stack, and in some cases dispose of, vessels that could not find attractive charters. At the 

beginning of fiscal 2013, Tidewater had 23 Sub-Saharan Africa/Europe-based stacked vessels. During the first six 

months of fiscal 2013, Tidewater stacked three additional vessels and sold eight vessels from the previously stacked 

vessel fleet, resulting in a total of 18 stacked Sub-Saharan Africa/Europe-based vessels as of September 30, 2012. 

At September 30, 2012, Tidewater had four 7,100BHP towing supply/supply vessels under construction at an 

international yard, for a total expected cost of $75.1 million. The vessels are expected to be delivered beginning in July 

2014 with final delivery in November 2014. As of September 30, 2012, Tidewater invested $13.8 million for these 

vessels. Tidewater is also committed to construction of two 246’, one 261’, eight 275’, four 286’ and two 300’ 

deepwater PSVs for a total estimated cost of $541.6 million. One U.S. located shipyard is constructing the 261’ 

deepwater class vessel and a different U.S. yard is constructing two 300’ deepwater PSVs. Two different international 

shipyards are each constructing four 275’ deepwater PSVs, and a fourth international yard is constructing three 286’ 

deepwater PSVs. The 261’ deepwater PSV has an expected delivery in March 2014. The eight 275’ deepwater class 

vessels are expected to be delivered beginning January 2014, with final delivery in January 2015. Tidewater took 

delivery of the first 286’ deepwater class vessels in October 2012 with final delivery of the last 286’ vessel scheduled 

for March 2013. The two 300’ deepwater class vessels are scheduled for 

delivery in August and December 2013. As of September 30, 2012, 

$188.2 million was invested in these 17 vessels. Two vessels under 

construction at a domestic yard have fallen substantially behind schedule. 

Tidewater and the shipyard reached an agreement during the quarter 

ended September 30, 2012 which includes an increase in the contract 

price of each vessel, one or more change orders for each hull, among 

other modifications to contract terms and extension of the delivery dates 

by approx. seven and eight months, respectively. Tidewater is also 

committed to construction of one 175’, fast supply boat, four water jet 

crewboats, and two 215’ specialty vessels for a cost of $72.7 million. Three separate international shipyards are 

constructing these vessels. Tidewater is experiencing a substantial delay with the FSV, which is under construction in 

Brazil and originally scheduled to be delivered in September 2009. Tidewater continues to pursue arbitration. The four 

water jet crewboats are expected to be delivered in February, April and June 2013. As of September 30, 2012, 

Tidewater had invested $41.8 million for the construction of these vessels. At September 30, 2012, Tidewater agreed 

to purchase two PSVs for an aggregate approx. total purchase price of $47.5 million. Tidewater took possession of 

both PSVs in October 2012 for $19.2 and 28.3 million, respectively. The first PSV has 3,500 DWT cargo capacity and 

the second 3,100DWT cargo capacity. As of September 30, 2012, Tidewater had invested $7.0 million to acquire 

these two vessels. 

During first half fiscal 2013, Tidewater disposed of 16 vessels, including seven AHTS vessels and four PSVs. Five of 

the 16 vessels were disposed from the Asia/Pacific fleet, two from Americas fleet, eight from Sub-Saharan 

Africa/Europe and one from the Middle East/North Africa fleet. During the same period 2012, Tidewater disposed of 36 

vessels, including 28 AHTSs and six PSVs. During first half of fiscal 2013, Tidewater took delivery of four new built 

vessels and acquired four vessels from third parties. Two of the delivered vessels are 286’, deepwater, PSVs, both 

constructed at an international shipyard for a total cost of $58.7 million. The other two vessels delivered are AHTS 

vessels that have 8,200BHP. These two vessels were constructed at different international yards for a total cost of 

$47.5 million. Tidewater also acquired three deepwater, PSVs and one towing supply/ supply class PSV for a total cost 

of $75.3 million. These vessels range between 220’ to 250’. The acquired towing supply/supply class PSV vessel was 

originally sold and leased back in fiscal year 2006. Tidewater elected to repurchase this vessel from the lessor for a 

total $8.9 million in September 2012. 



52



Quarterly Utilization and Average Day Rates for Tidewater Inc. 

2012 2011 2010 2009 

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

Utilization 

Americas Fleet 

Towing-Supply/Supply 48.20% 53.40% 53.10% 54.20% 42.90% 43.30% 48.30% 41.00% 42.70% 39.30% 40.80% 43.30% 

Offshore Tugs 38.70% 23.60% 19.30% 20.00% 20.00% 16.40% 17.00% 16.80% 25.10% 19.80% 

New Vessels 79.80% 85.30% 87.30% 90.10% 85.60% 86.80% 87.40% 83.40% 84.70% 82.00% 76.50% 75.70% 

Traditional Vessels 

Asia Pacific Fleet 

36.10% 41.80% 41.30% 37.70% 36.20% 35.10% 36.10% 30.20% 31.10% 29.20% 32.20% 34.70% 


Offshore Tugs 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 93.30% - 

New Vessels 84.20% 93.60% 81.00% 83.10% 69.80% 80.80% 79.30% 79.70% 69.70% 87.80% 82.40% 76.40% 


Mid-East / No. Africa Fleet 

0.00% 0.00% 10.40% 10.20% 8.20% 16.80% 22.00% 31.70% 34.00% 37.60% 44.40% 66.30% 



New Vessels 84.80% 89.50% 83.90% 68.20% 58.60% 69.10% 79.70% 93.00% 87.70% 70.20% 77.90% 70.20% 


Sub-Sahara Africa / Europe 

37.50% 46.00% 55.90% 59.60% 55.90% 54.30% 61.30% 59.70% 63.40% 66.20% 60.90% 67.10% 



New Vessels 86.80% 83.70% 82.20% 84.80% 86.80% 88.00% 87.80% 89.70% 89.80% 88.20% 87.00% 91.60% 

Traditional Vessels 36.70% 31.60% 32.10% 36.10% 33.70% 33.80% 35.80% 41.70% 41.60% 45.20% 51.20% 51.70% 

Average Day Rates 


Towing-Supply/Supply $14,103 $14,135 $13,704 $13,812 $14,786 $14,031 $14,411 $13,741 $13,603 $13,005 $11,742 $12,036 

Offshore Tugs $9,613 $8,525 $6,318 $6,332 $6,341 $6,342 $6,383 $6,345 $7,261 $6,775 

New Vessels $20,771 $19,119 $19,096 $18,863 $19,469 $18,849 $18,400 $20,078 $20,073 $20,247 $20,928 $22,095 



$8,203 $8,318 $8,851 $8,655 $8,650 $9,958 $10,115 $9,757 $10,264 $10,416 $8,914 $8,442 


Offshore Tugs $10,000 $9,709 $9,236 $9,709 $9,709 $9,426 $9,426 $9,426 $9,497 $0 

New Vessels $20,109 $19,384 $20,247 $17,395 $15,028 $16,716 $18,332 $18,880 $20,235 $19,503 $19,313 $21,494 



$0 $0 $3,642 $3,749 $3,953 $4,232 $5,195 $5,769 $6,361 $6,320 $6,725 $7,176 



New Vessels $12,453 $12,388 $11,657 $12,337 $13,562 $12,496 $12,325 $11,028 $10,983 $13,526 $16,636 $17,647 



$7,179 $7,186 $7,377 $7,174 $6,759 $6,259 $6,414 $6,442 $6,591 $6,835 $6,293 $7,043 



New Vessels $15,332 $13,680 $14,098 $12,921 $12,134 $11,907 $11,077 $11,022 $11,164 $11,506 $12,467 $12,331 

Traditional Vessels $8,773 $8,331 $8,353 $8,226 $8,313 $7,970 $7,537 $7,274 $7,268 $7,319 $7,738 $8,096 

Average Vessel Count (excluding stacked) 

Domestic 

Towing-Supply 


24 25 

Towing-Supply/Supply 57 52 57 65 70 70 70 81 

Offshore Tugs 5 6 5 5 6 6 6 7 

New Vessels 46 43 41 42 41 39 39 45 45 42 40 37 



19 21 24 24 26 30 31 35 33 42 50 55 

Towing-Supply 200 206 

Offshore Tugs 


27 25 



New Vessels 29 31 32 30 30 27 30 32 27 23 23 21 



0 1 1 3 3 3 6 10 4 18 21 27 



New Vessels 28 27 27 27 25 24 18 14 15 11 7 8 



8 8 9 11 13 17 20 22 22 23 25 28 



New Vessels 114 115 113 105 102 104 103 99 97 94 91 87 

Traditional Vessels 14 15 18 20 23 23 27 29 32 36 41 44 



53



Trinity Industries of Dallas, Texas, reported net income attributable to Trinity 

stockholders of $63.2 million for the third quarter ended September 30, 2012. Net 

income for the same quarter of 2011 was $31.9 million. Revenues for third quarter 

2012 increased 19% to $937.5 million compared to revenues of $791.1 million for the 

same quarter of 2011. Trinity reported an operating profit of $141.9 million in the third quarter of 2012, a 35% increase 

compared to an operating profit of $105.4 million for the same quarter last year. “I am pleased with our third quarter 

2012 results, which represent the Company's eighth consecutive quarter of combined year-over-year revenue and 

earnings growth,” said Timothy R. Wallace, Trinity's Chairman, CEO and President. “During the quarter, our portfolio of 

businesses performed well, especially those serving the North American oil, gas, and chemical industries.” “We made 

solid progress during the quarter leveraging our manufacturing flexibility to reposition a portion of our production 

capacity to meet growing demand in these industries,” Mr. Wallace continued. “During the short term, repositioning 

requires up-front investment and causes operating inefficiencies that will impact results through the end of this year. In 

the long term, our repositioning enhances our ability to better serve our customers. Our outlook for 2013 remains 

optimistic. We are anticipating long production runs, resulting in additional operating leverage in our businesses that 

support the oil, gas, and chemical industries.” The Inland Barge Group reported revenues of $166.5 million compared 

to revenues of $143.2 million the third quarter 2011. The increase in revenues 

was due to higher volumes and a change in mix of barge types. The increased 

volume was partially due to the recovery from flooding that reduced production 

levels in the third quarter of last year. Operating profit for this Group was $26.9 

million in the third quarter of 2012 compared to $26.0 million in the third quarter 

of 2011. Third quarter 2011 operating profit included a $3.1 million net gain from 

flood-related insurance recoveries. During the third quarter of 2012, the Inland 

Barge Group received orders of $162 million, and as of September 30, 2012 

had a backlog of $537 million compared to a backlog of $542 million as of June 

30, 2012. 

Conrad Industries, Inc. of Morgan City, Louisiana net income for the third quarter of 2012 ending September 30 th was 

$4.4 million compared to net income of $3.5 million during the third quarter of 2011. Conrad had net income of $12.9 

million for the nine months ended September 30, 2012 compared to net income of $12.4 million for the nine months 

ended September 30, 2011. During the first nine months of 2012, Conrad added $183.5 million of backlog to its new 

construction segment compared to $135.8 million added to backlog during the first nine months of 2011. Backlog at 

September 30, 2012 was $104.4 million compared to $87.7 million at September 30, 2011, $47.1 million at December 

31, 2011, and $57.2 million at June 30, 2012. Conrad Industries has signed $58.7 million of new contracts since 

September 30, 2012. 

In just under three months, Vigor Marine in Portland, Oregon replaced the bow of the 369’ x 72’ x 28’ “Olympic Spirit”, 

an 80,000bbl double-hull, ocean petroleum barge owned by Harley Marine subsidiary, Olympic Tug & Barge, Inc. 

Meeting the aggressive schedule has helped keep Harley’s fleet in the water where it needs to be to continue to 

provide quality marine services. “This was a very unique project that you just can’t do in any shipyard,” said Harley 

Franco, Founder & CEO of Harley Marine Services. “So we went to Vigor, 

who we thought would be the best facility and the best place on the West 

Coast to meet that challenge. The size of this bow, how to stage the job 

effectively and get us back out to sea as quickly as possible were major 

considerations. How our organizations worked together to accomplish our 

goals was, to me, a testimony to innovation. It all went into place very, very 

well. Vigor exceeded our expectations.” The bow replacement of “Olympic 

Spirit” was necessitated by some mistakes that were made during the original 

construction of the barge. Harley worked closely with naval architect, Elliott 

Bay Design Group, on the most effective strategy to bring “Olympic Spirit” 

up to Harley’s standards of excellence. It was decided a total bow 

replacement was the best solution. Solid teamwork was a key component to 

the success of this significant and complex project. The 300-ton bow module was pre-built in a section of Vigor’s 

150,000 square feet of fabrication bays in its Swan Island shipyard allowing the barge to continue operations. As the 

module neared completion, the “Olympic Spirit” was transported to the Portland yard and lifted by one of Vigor’s 

versatile drydocks, purchased through Marcon International in 2006, and positioned at the end of a 800’ long buildway. 

There the existing bow was removed and the new module was attached. The excellent design work provided by 

Harley and Elliott Bay allowed Vigor Marine teams to retain the forward collision bulkhead both speeding and 

simplifying installation. 



54



Recent News – Latin America & Caribbean 

Redwise Maritime Services BV is currently delivering the 

33.2m x 9.76m x 4.3m depth, twin screw tug “Clara B” (ex- 

Target 3, Sapor 45) and tow on a 10,600nm voyage from Sibu, 

Malaysia to Montevideo, Uruguay on behalf of Paranave SA of 

Paraguay. The 3,200HP tug was built in 2011 by Sapor 

Shipbuilding Industries Sdn Bhd in Sibu, Malaysia. Tug is 

powered by a pair of 1,193kW Cummins KTA-50-M2 diesels 

developing a bollard pull of abt. 40 tons. Tug, tow and the seven 

man crew departed from the shipyard on 27 th September for 

Singapore where stores, bunkers and water were replenished 

along with towing gear and wire replaced for the long trip to Cape Town and West Africa via the South Cocos Islands 

to find some shelter to check the barge and it’s running lights with the assistance of a couple of meters of duct tape. By 

9 th November the tow was lying offshore Mauritius to re-arrange the towing gear and adjust main engine settings – 

which brings back memories as I remember 32 years ago on a tug supply boat rolling our decks under while briefly at 

anchor off Mauritius with an eastbound tow from Pointe Noire, 

Republic of Congo around Cape Horn and beating our way across 

the Indian Ocean and into Singapore……Also presently enroute for 

Paranave SA under command of a Redwise crew is the 32.4m x 

9.15m x 4.48m tug “Raul D” (ex-Fordeco 87, Sapangar SS018) and 

tow from Lahad Datu, Malaysia to Nuevo Palmira Uruguay. “Raul D” 

was built earlier this year by Sapangar Shipyard Sdn Bhd in Lahad 

Datu and like the “Clara D” above powered by a pair of Cummins 

KTA-50M2 diesels developing a bollard pull of abt. 42 tons. 

Fairmount Marine’s tug “Fairmount Sherpa” has delivered rig “Atwood Condor” to 

Port of Spain, Trinidad. The semi-submersible rig was towed from Port Louis, 

Mauritius, over a distance of 8,100 nautical miles with an average speed of 8.5 

knots. The “Atwood Condor” is a 2012 Singapore built dynamically positioned semisubmersible 

drilling unit capable of operating in 3,050 meters of water and drilling 

depths up to 12,200 meters. The 118m long state-of-the-art rig has an 

accommodation capacity for up to 200 persons. The rig is owned by Atwood 

Oceanics, headquartered in Houston, Texas. Before crossing the Atlantic Ocean 

“Fairmount Sherpa” and her tow made a planned four days stop-over at Walvis Bay, 

Namibia. During this stop-over the “Fairmount Sherpa” performed several cargo and 

passengers runs between the rig and the port. 

On 7 th November, Harms Bergung’s 100 ton 

bollard pull AHT “Pegasus” assisted with an 

emergency tow of the Liberian flag, 229.0m x 32.3m 

x 20.1m, 81,652dwt bulk carrier “Blumenau” off 

Recife, Brazil to a safe anchorage in Natal, Brazil. 

The 48.8m x 14.1m, 8,000HP “Pegasus” was 

mobilized from Rotterdam to tow the 122m x 30m 

derrick / pipelay barge “Global Iroquois” from Natal, 

Brazil to Cameron, Louisiana on behalf of Technip. 

The Panama Canal Authority (ACP) awarded the contract to build a bridge on the Atlantic side of the Canal to Vinci 

Construction Grands Projets of France who offered the lower price of US$ 365,979,472 and selected as the 

contractor to build the bridge. The bridge design is inspired on similar infrastructure work in countries such as Spain, 

Korea, France, China and Japan. The double-plane, twin pylon, cable-stayed bridge will feature two lanes of traffic in 

each direction. Its length will be 4.6km and it will stand 75m above sea level. The bridge will be located 3km North of 

Gatun Locks and the new Post-Panamax locks on the Atlantic side province of Colon. The bridge will be built with 

reinforced concrete. Odebrecht - Hyundai Joint Venture (Brazil - Korea) and Acciona Infraestructuras - Tradeco 

(Spain - Mexico) were also pre-qualified and presented offers of US$ 429,633,298 and US$ 386,619,316.04 

respectively. 



55



Grupo TMM, S.A.B., reported financial results for third quarter of 2012. José F. Serrano, 

Chairman and CEO of Grupo TMM, said, “In the 2012 third quarter we secured three new 

vessel contracts, which are worth a total of $30 million in revenue. These new contracts 

demonstrate the resilient nature of the Company´s Maritime division, despite the global 

downturn in this industry. To date, the Maritime division´s backlog is $175.6 million.” 

“While 2012 third-quarter consolidated revenue decreased compared to the 2011 period, 

primarily as a result of lower tariffs and lower utilization at the product tanker segment and reduced operations at 

Acapulco, our Maritime division continues to generate important EBITDA margins.” Serrano concluded, “We believe 

the future holds profitable opportunities for Grupo TMM. Although it has taken longer than anticipated, we expect to 

reach an agreement for the financing of the development of a container terminal at Tuxpan before year end. 

Additionally, we are working on a potential joint venture with an international shipyard, which would provide the 

necessary capabilities to build vessels at our own shipyard. These additional capabilities would position TMM in a new 

niche market of building vessels, for the Company or for third parties. Both of these projects will significantly grow our 

revenue and profit base in the longer term.” 

Compared to the same period last year, consolidated revenue in the 2012 third quarter decreased 3.0%. Third-quarter 

2012 consolidated operating profit was $11.1 million, increasing 85.0% compared to $6.0 million recorded in the third 

quarter of 2011. Consolidated EBITDA in the 2012 current quarter was $23.7 million, improving 26.1% compared to 

$18.8 million in the same period of last year. 

Maritime revenue increased 0.4% in the 2012 third quarter compared 

to the same period last year, due to improvements at all segments 

except for product tankers, which was impacted by one unemployed 

vessel for half of the 2012 third quarter, by lower average daily tariffs 

compared to the third quarter of last year, and by two less vessels in 

operation, which had been leased in 

the 2011 third quarter. Maritime 

operating profit increased 2.8% in the 

2012 third quarter compared to the 

same period of last year as a result of profit improvements at offshore and lower costs 

at harbor tugs compared to the 2011 third quarter, during which an additional vessel 

was leased to substitute two of the fleet´s tugboats while in dry dock. The operating 

profit increase in the 2012 third quarter was partially offset by an operating loss at 

product tankers and by higher costs at chemical tankers due to the addition of a leased 

vessel in September, to substitute one of the fleet´s tankers while in dry dock. 

TMM is the major shipping company that provides transport services for chemicals, molasses and vegetable oils 

between Mexican and US ports in the Gulf of Mexico. It operates a modern fleet of two chemical tankers equipped with 

stainless steel and Marine Line coated tanks and heating and cleaning systems which permit the suitable and safe 

handling of every product TMM transports. Since 1992 Grupo TMM has provided transportation of clean petroleum 

products for “Pemex Refinación” in cabotage trades and for third parties in international trades. Its operations are 

carried also in the international market out in compliance with the highest international standards in order to ensure a 

safe and reliable operation to its customers. 

Grupo TMM currently operates a fleet of six product and two 

chemical tankers, about nine AHTSs, six crew/supply vessels and 

nine PSVs. Since 1997 Grupo TMM has offered a towing service 

at the port of Manzanillo, Colima, Mexico’s busiest commercial 

port. Grupo TMM has five tugs. Last March 16 th , two new ASD 

tugs were incorporated into Transportación Marítima Mexicana, 

S.A de C.V.’s fleet. “V.B. Chihuahua” and Intertug S.A.’s 

5,364BHP, 75 ton bollard pull “Tyr”, the latter 32m x 11.6m, 2011 

built tug brokered through Marcon International on the short term 

time charter to provide port towage, along with the other TMM tugs 

at the Port of Manzanillo and the Maritime Terminal to receive 

LNG. 



56



Ultrapetrol (Bahamas) Limited, serving three markets (River Business, Offshore 

Supply Business and Ocean Business), recorded third quarter 2012 revenues of $82.8 

million as compared with $80.0 million in the same period of 2011. Adjusted EBITDA for 

the third quarter 2012 was $9.1 million as compared with $13.3 million in the same 

period of 2011. Adjusted net loss for the third quarter of 2012 was $(11.5) million, as compared with net loss of $(2.9) 

million during the same period 2011. Third quarter 2012 adjusted net loss excludes a $(0.5) million loss for deferred 

taxes on an unrealized foreign currency exchange gain on U.S. dollar-denominated debt of its Brazilian subsidiary in 

the Offshore Supply Business and includes a $0.8 million gain related to the sale of six dry barges, which were leased 

back to Ultrapetrol. Without these adjustments, the net loss for the third quarter of 2012 was $(12.9) million. Len 

Hoskinson, Ultrapetrol's CFO, said, “To date, 2012 has been a challenging year due to the drought related weather 

effects in our River Business. Third party sale of barges from our new building yard have partially compensated this 

effect….” Felipe Menéndez, Ultrapetrol's President and CEO, stated, “… While it has been a very difficult year for our 

River Business because of the severe drought, the new planting season has commenced very successfully and 

experts anticipate very strong crops in the regions we serve for 2013. Our new building yard has achieved high 

productivity levels and is fully employed building barges for us and third parties…. We look forward to a strong 2013 

with an expanded and fuel efficient river fleet in operation, which we expect will meet high transportation demand … 

and a good performance of our ocean feeder container service.” 

Third quarter 2012 River Business segment adjusted EBITDA decreased to a 

$(0.3) million loss from an $8.3 million gain when compared to the same period of 

2011. This quarter's result had a combined effect of a severe drought that 

affected soybean production in the region earlier in the year which reduced 

significantly volumes of soy products transported, and by lower than usual water 

levels in the Upper Paraguay River which translated into a 27% decrease in the 

volume of cargo transported in third quarter 2012 compared with the same period 

of 2011. Ultrapetrol’s operating costs in the River Business, particularly manning 

and maintenance costs, have been impacted by salary increases and inflationary 

pressure on costs not adjusted by a proportional devaluation of local currencies 

with respect to the U.S. dollar. According to the United States Department of 

Agriculture, the soybean crop in Paraguay for 2012 dropped to 4.0 million tons down from 8.4 million tons in 2011, a 

decrease of 52% year over year. This decrease is mainly attributable to the effects of a severe drought and higher 

than average temperatures in January and February 2012 in large parts of Argentina and central Brazil, as well as 

Paraguay. Soybean, particularly the early variety crop in Paraguay, suffered severe impacts on yields. Compounding 

this, low river levels limited the draft at which Ultrapetrol could operate through the Upper Paraguay River during the 

third quarter. Ultrapetrol has partially offset lower prospects for agricultural products in the Hidrovia region for 2012 by 

skewing cargo mix to include higher proportions of iron ore which produce lower margins. As a result, longer transit 

times and fuel costs impacted substantially Ultrapetrol's operations of river activity. During third quarter 2012 river 

levels through the Upper Paraguay River decreased earlier and even further than anticipated, which prevented 

Ultrapetrol from loading as much iron ore as expected. Despite the severe drought the seeded area is expected to 

continue to grow in 2013 and beyond fostered by strong prices of soybean and other agricultural commodities. 

Argentina, Brazil, Bolivia, Paraguay and Uruguay are estimated to account for approx. 55% of world soybean 

production in 2013, compared to 30% in 1995. This steady long-term growth trend represents an important demand 

driver for Ultrapetrol's future River Business. Ultrapetrol continues to add capacity and implement various marginexpansionary 

initiatives to profitably capitalize on the long-term growing demand of the agricultural sector along the 

Hidrovia which remains strong. Ultrapetrol's barge building shipyard, which it believes is one of the most modern in 

South America, has been in operation since first quarter 2010. During third quarter 2012 Ultrapetrol delivered nine 

barges in connection with contracts with third parties entered into during second quarter 2012: In addition to these 

contracts, in the third quarter Ultrapetrol entered into another contract to build seven tank and seven dry barges for a 

total of $20.3 million. These barges will be exported to Colombia and buyers have advanced a portion of the purchase 

price. The yard will continue to be fully employed until the end first quarter 2013 addressing construction of barges to 

be delivered under the shipbuilding contracts already signed and also barges for Ultrapetrol's own use. Ultrapetrol 

successfully continued re-engining and re-powering programs that aim to change the engines on a substantial portion 

of its line pushboats from diesel to heavy fuel. Having finalized re-engining two pushboats in second quarter 2012, six 

heavy fuel-consuming pushboats are now in operation compared to only two pushboats a year ago. The next reengined 

pushboat is expected to commence operation within first quarter 2013 bringing the total to seven where 

Ultrapetrol will have installed 17 out of a total of 25 new engines purchased. Ultrapetrol expects this program to lead to 

substantial savings in fuel expense and to an increase in tow size and navigation speed which will enhance its 

EBITDA margins in the future. 



57



Recent News – Europe and Mediterranean 

The tugs “VB Lanzarote” of 4.260BHP, “VB Alborán” and “VB 

Mediterráneo” of 4.134BHP, from the fleet of Boluda Towage and 

Salvage, based in Las Palmas, in November the perforation 

platform “Constellation” that, transported by the ship “Truster”, 

accessed to the port to be repaired, with its way-out preview in 40 

days. The fleet of Boluda Towage and Salvage is specialized in 

rescuing, during port maneuvers, big platforms and boats of 

special transport, having assisted in the year past in the Port of 

Las Palmas at 5 platforms of those characteristics. Boluda 

Towage and Salvage, counts with a fleet of nearly 200 tugs, that 

operate in the Peninsula, Canary Islands, France and West 

Coast of Africa, to assist maneuvers in port and offshore…… Tugs from Boluda Towage and Salvage France, also 

had to act urgently due to the big storm suffered by the coast of Marseille which originated that the Ferry Napoleon 

Bonaparte, of 172m long and 30.4m beam, because of a violent knock of wind, broke all its moorings and drifted to go 

to crash into the dock of the port of the French city, provoking a way of water. The tugs of Boluda France were alerted 

urgently by the maritime competent authorities to go to rescue the “Napoleón 

Bonaparte”. The maneuvers executed in the middle of a big storm, allowed the 

stabilization of the boat and to maintain against the dock, till it was moored 

again. As a precaution of the bad weather the fleet of tugs of Boluda France 

was maintained in alert from Saturday the 27 th , and it was on Sunday, about 

0130am, due to the increase of the strength of the wind, when it has to 

intervene to avoid a disaster of big dimensions. Thanks to the skill of the 

maneuvers of rescue executed, there were neither victims nor any marine 

pollution. Boluda Towage and Salvage has in Marseille a fleet of 11 tugs 

assisting maneuvers in the port, salvage and pollution control. 

On Monday 5th November 2012 Landfall Marine Contractor’s 36.0m x 

11.4m, 44 ton bollard pull “Neptun 11” departed from Rotterdam with two 

fully loaded barges with “contractor's materials” to Sierra Leone in West 

Africa; meanwhile this convoy is crossing the Bay of Biscay and is 

expected to arrive at her destination before the end of the month. After her 

arrival in Sierra Leone and delivery of the present double tow, this 2011 

built “beautiful lady” will pick up another flattop barge for the return tow to 

Rotterdam again. The Bureau Veritas classed “Neptun 11” is powered by 

a pair of Cummins KTA-50M diesels developing a total of 3,200BHP and 

fitted with a double drum waterfall anchor handling / towing winch with 

capacity for 1,000m and 800m 48mm tow wires……Throughout the past years, Avra Towage and Landfall have 

cooperated on projects and recently 

Landfall has taken Avra's strongest tug, 

the 3,454HP, 50 ton bollard pull 

“Compass”, on charter again to perform a 

double Atlantic crossing with Fugro 

Seacore / Van Oord’s 32m x 32m x 

4.5m, eight independent leg, walking jackup 

platform “Wave Walker 1” loaded onto 

a flattop-barge from Rotterdam to Brazil working on the Brazilian Suape Outer Channel project. The 2012 built 

“WaveWalker 1” was developed by Fugro and Van Oord to move and operate in rough seas, surf zones, beaches and 

other intertidal locations supporting activities such as installing pipelines 

through surf zones, excavating trenches, geotechnical drilling and drilling 

and blasting. Departure of this convoy was due to depart from Rotterdam 

on 5th November 2012 and after delivery of the “Wave Walker 1” in 

Brazil, the “Compass” will bring back the empty barge to Rotterdam 

again……In early October, the “Neptune 11” departed from Rotterdam 

with the 2008 built, 330’ x 110’ x 25’ depth flattop barge “H-331” bound 

for Wismar on the German Baltic Sea coast. 



58



On Friday September 21 st , 2012 the new “JadeWeserPort”–Container 

Terminal Wilhelmshaven was commissioned. During the official Opening 

Ceremony, in the presence of 1,400 guests, Kotug´s 31.6m x 12.0m, 75 ton 

bollard pull RotorTugs “RT Innovation” and “RT Pioneer”, both built by 

Balenciaga, S.A. in Zumaia, Spain in 1999, performed symbolically the first 

assistance of the container vessel “Maersk Laguna” into Germany’s only deep 

water port. “JadeWeserPort” – Container Terminal Wilhelmshaven (CTW) in 

Wilhelmshaven will be Germany's third largest container port on the German 

North Sea coast. The rise in the number of containers transported, and in 

particular the increasing size of the container ships (currently: 18,000 TEU) 

must be catered to with suitable port structures. Wilhelmshaven is optimally 

located. “JadeWeserPort” – Container Terminal Wilhelmshaven (CTW) with its short navigable channel of only 23nm 

can handle fully loaded container ships up to 430m length, 58m width and drafts of 16.5m, at any time independent of 

tide. The 1,725m long riverside quay can simultaneously handle large container ships and feeder ships. CTW expects 

more than 30 container vessels until end of 2012. Earlier this year Kotug was awarded a 6 years towage concession 

for the German container terminal. 

Two new tugs, “Smit Kiwi” (ex-RT Samba) and “Smit Emoe”, have joined the 

URS Belgie NV fleet. Last year URS won the concession for exclusive tugboat 

assistance in the port of Zeebrugge again for a period of 7 years. With this new 

concession URS had to upgrade the fleet from six 65 tons bollard pull tugs up 

to four 80 plus tons bollard pull and two 65 tons bollard pull. As part of the 

upgrade process “Smit Kiwi” and “Smit Emoe”, both 28.3m x 12.0m, 86 ton 

bollard pull Rotortugs, joined URS’ fleet in the port. Both Rotortugs were built 

by PT ASL Shipyard Indonesia in Batam 

in 2011 as Hull No. 895 and No. 896 

respectively, and are equipped with firefighting. 

Tugs are powered by three 1,760kW ABC 8DZC diesels developing a 

total of 7,179HP. The 2009 and 2010 Damen built, 32.1m x 13.3m x 5.4m depth, 

sea-going ASD tugs “Smit Tiger” and “Smit Lion”, both 96 tons bollard pull, are 

also part of the upgrade but were transferred from other locations to Zeebrugge. 

“Smit Tiger” and “Smit Lion” are powered by a pair of 2,710kW CAT C280-8 

diesels developing a total of 7,370HP. 

On Wednesday 19 th September 2012 Tsavliris Salvage Group of Piraeus, Greece dispatched their 47.0m x 11.1m, 

80 ton bollard pull salvage tug “Megas Alexandros” (ex-Tito Neri) from her Piraeus 

salvage station for the towage of the 54,057dwt bulk carrier “Delos Ranger” laden 

with 36,900mt of grain, disabled due to stern tube problems from Suez Gulf, Egypt 

to Aqaba, Jordan. On Saturday 22nd September, the salvage tug arrived alongside 

190.0m x 32.3m x 17.5m depth “Delos Ranger” and connected up, departing the 

Suez anchorage the same day bound for Aqaba. Although the convoy encountered 

bad weather and strong currents during the tow, both vessels safely arrived on 

Wednesday 26 th September. “Megas Alexandros” provided standby services to 

“Delos Ranger” until 8 th October whence the tug demobilized to Piraeus. 

In October, Rimorchiatori Riuniti’s 81 ton bollard pull VSP anchor-handling 

tug “Spinola” was contracted for a spot job in Tunisia in August 2012 to assist 

the FPSO “Ikdam” off Sousse. The operation was conducted smoothly and to 

full satisfaction of charterers. This was followed by “Spinola” once again 

chartered to carry out final positioning of the FSO “Alba Marina” in Rospo 

Mare field, Adriatic Sea. The scope of work was to maintain the 244.6 x 42.0 

x 22.2m depth FSO in position for the time necessary to connect the 

140,000dwt vessel to the mooring system. The job lasted 9 days at the end 

of which 36.65m x 13.60m x 6.60m “Spinola” returned to Malta. “Spinola” was 

built in 2009 by Armon Shipyards in Spain and powered by twin MaK 

8M25s developing a total output of 7,180BHP. 



59



Gigilinis Salvage & Towage’s 45.0m x 10m x 4.4m depth. 75 ton 

bollard pull ocean salvage tug “Hellas” (ex-Petrola’s Seamaster 20, 

Nego Prince) successfully completed towage of a N/B Hull from 

Istanbul, Turkey to Leirvik, Norway. The voyage, which lasted 

approximately 25 days, was concluded with the safe delivery of the 

tow to her owners on the 12 th of October 2012, after successfully 

completing the challenging transatlantic tow of a 180m tanker from 

Freeport, Bahamas to 

Aliaga, Turkey. The 

voyage lasted for approx. 50 days and was completed with safe delivery of 

the tow to her owners on 21 st September. “Hellas” has since been 

positioned on salvage station in Falmouth, U.K. Tug was built in 1975 by 

Matsuura Tekko Zosen K.K. in Osakikamijima, Japan and powered by a 

pair of Fuji 8M34CH4C diesels developing a total of 5,200HP with fixed 

pitch props in kort nozzles. 

The “Eurosund” (ex-Formidable) was sold by Svendborg Bugser of Denmark to 

her new owners Kiev Shipping & Trading Corp. during closing in Copenhagen, 

Denmark on 16th of October 2012 and renamed “Mignon”. For over a decade, the 

“Eurosund” was Svendborg Bugser’s largest tug at over 50 tons bollard pull and 

was also considered as the flagship of their fleet during that time. Physical delivery 

of the tug to her new owners took place at Lekhaven in the port of Rotterdam and 

the delivery coincided with the closing. During her time under Svendborg Bugser 

colors, “Eurosund” successfully sailed just short of half a million miles, well over half 

of which were performed with tows. Add several months of project charters to that 

tally and she proved to be one of the hardest working tug's Svendborg Bugser ever 

had the pleasure to own. Time and tide waits for no man or no tug for that matter, 

so “Eurosund” will eventually be replaced by a younger and larger tug at some point in the future. This is part of a 

wider fleet re-generation program that Svendborg Bugser A/S has been employing in recent years. The 35.7m x 10.3m 

x 4.9m depth twin screw tug was built as ocean going tugs equipped for harbor duties in 1979 by Richard Dunston 

(Hessle) Ltd. in the U.K. “Formidable” was originally built for Alexandra Towing, along with her sister-tug 

“Indomitable”, now sailing as the “Hibernia” for GPS Marine Contractors, Ltd. 

The tugs are powered with a pair of Ruston 8RK3CM diesels developing a total of 

3,500HP / 5,000IHP to controllable pitch props in nozzle rudders. Howard Smith 

Towage purchased in late 1992 the old-line U.K. towage company Alexandra 

Towing Co. Ltd. of the U.K. which had been involved in towage as early as 1833, 

although not under this name. Adsteam Marine Ltd. acquired the Australian and 

U.K. harbor towage and related assets of Howard Smith in 2001 and in 2006, 

SvitzerWijsmuller, the wholly owned subsidiary of A.P. Moller-Maersk A.S. made 

a cash offer for all the shares in Adsteam Marine Ltd., which was accepted. 

Harms Bergung’s 58.5m x 14.8m, 19,000BHP AHT “Magnus” towed the jack-up rig “Ukraine” from 

Kavala to Giresun through the Bosporus. The rig was especially changed by having her legs 

shortened in order to fit under the bridges. The 200 ton bollard pull AHT “Magnus” was mobilized 

from Rotterdam to execute this tow. 

Farstad Shipping achieved an operating income of NOK 958.8 million for 

the 3rd quarter. The operating profit (EBIT) was NOK 213.6 million. The profit 

after taxes was NOK 122.8 million. The operating income at 30.09.12 was 

NOK 2,798.0 million. Operating profit (EBIT) was NOK 578.3 million. The 

profit after taxes was NOK 280.6 million. Farstad Shipping's fleet currently 

consists of 56 vessels (29 AHTS, 24 PSV and 3 SUBSEA) and 5 PSV and 4 

AHTS under construction. Farstad’s operations are managed from Aalesund, 

Aberdeen, Melbourne, Perth, Singapore, Macaé and Rio de Janeiro with a 

total of 2,000 employees engaged onshore and offshore. Photo is the 

25,000BHP, 85m “Far Sovereign” with a bollard pull of 280 tons. 



60



Compared with third quarter 2011, Bourbon posted revenues of €306.1 million, up 21.4% 

(+13% at constant exchange rates) owing to addition of 31 vessels to their fleet. Growth is 

especially substantial in the Shallow Water Offshore segment (+49.1%). Compared with 

second quarter 2012, Bourbon’s revenues were up 5.6%, thanks to the three Marine 

Services segments, and more particularly to Shallow Water (+10%). “In a favorable oil and 

gas services market, Bourbon’s growth is in line with the Bourbon 2015 Leadership 

Strategy. Average daily rates are rising regularly and apply to an ever growing fleet,” says Christian Lefèvre, Bourbon's 

CEO. “Revenues from Shallow water offshore vessels segment are up sharply for the quarter at €92 million, driven by 

a number of factors such as long-term contracts signed for three ‘Bourbon Liberty 300’ vessels in Asia and Persian 

Gulf.” 

Compared with third quarter 2011, revenues from Marine Services grew 27.1% to 

€254.5 million from €200.3 million, also an improvement over second quarter 2012’s 

€238.4 million. Third quarter 2012 ended up with 439 vessels (+ 21 vessels over Q3 

2011) reporting an average utilization of 83.4% up 0.4% over the same time period, 

but off slightly from Q2 2012’s utilization of 83.9% when 428 vessels were in the 

fleet. In the first nine months of 2012, Marine Services’ revenues amounted to €715 

million, up 24% over the same period in 2011. 

Deepwater Offshore revenues were up 14% at €93.2 million 

mainly due to increase in daily rates and impact of the dollar. 

Compared to second quarter 2012, Deepwater revenues were up 

5.2%. In Africa, Bourbon continues to benefit from increase in day 

rates, in particular the signing of a new contract in Ghana for a 

PSV and renewal of a PSV contract in Nigeria. North Sea activity 

was disappointing over the summer, with low day rates and 

utilization, mild weather and over-capacity of PSVs and AHTSs 

increased by new built vessels on the market and return of vessels 

working in Brazil. During the first nine months of 2012, revenues 

reached €268.2 million, up 16.1% from same period 2011. 

Compared with third quarter 2011, third quarter 2012 revenues posted by Shallow Water Offshore vessels were up 

sharply (+49.1%) at €91.7 million, driven by increase in average daily rates (+8.6%), by growth of the fleet (+10 

vessels in 12 months), improvement in the average utilization rate (+3.9 points) and by impact of the dollar. As a result 

of Bourbon’s strategic choice to invest in this replacement market, the 

percentage of revenues accounted for by Shallow Water Offshore vessels 

rose further. Compared with the second quarter of 2012, revenues were up 

10.0%, driven by the growth of the fleet, increase in average daily rates 

(+3.9%) and commissioning of three “Bourbon Liberty 300” vessels (photo 

left) under contract in Thailand and Qatar. It should be noted that the longterm 

contract signed in Qatar with Maersk Oil, which has unusually high 

operating standards, points to the future need for replacement vessels 

equipped with deepwater offshore technology in the Persian Gulf region. In 

the first nine months of 2012, revenues reached €245.5 million, up 40.4% 

over the same period in the prior year. This reflects commissioning of 9 new Bourbon Liberty vessels, a 6.3% increase 

in average daily rates, slight improvement in average utilization (+2 points) and favorable impact of the dollar. 

In 2013, demand for offshore vessels is expected to be steady, buoyed by 

investments by oil and gas company clients which are expected to rise by around 

13%. More than 60 new drilling rigs should be commissioned during 2013, and 

order books of offshore construction companies and subsea production 

equipment manufacturers are fuller than ever. In shallow water offshore, speeding 

up the job of replacing old vessels on the market deemed obsolete seems vital for 

oil and gas companies to meet increasing requirements in terms of risk 

management. In deepwater offshore, the international fleet continues to grow, 

with new vessels commissioned, mainly large PSVs. In line with its strategy of 

factoring in risk of over-capacity, Bourbon has little exposure in this market and is 

focusing on medium-sized vessels, for which there is always a high demand on global markets. 



61



Maersk delivered a profit of US$ 933m (US$ 371m) and a return on invested capital (ROIC) of 

8.3% (4.9%) for Q3. Cash flow from operating activities was US$ 2.9bn (US$ 2.1bn) and cash 

flow used for capital expenditure was US$ 678m (US$ 4.8bn). The Group’s equity ratio was 

52.2% (51.9%) and net interest-bearing debt was US$ 14.8bn (US$ 14.5bn). The third quarter 

result was better than expected, particularly in Maersk Line and Maersk Oil, while the result 

was negatively affected by vessel impairments of US$ 267m on some of Maersk Tankers’ 

crude and product tanker segments. The divestment of the FPSO “Maersk Peregrino” resulted 

in a divestment gain of US$ 177m, recognized in Q3. 

Maersk Oil’s profit for the period was US$ 243m (US$ 368m). The result was negatively impacted by a 23% decline in 

share of production to 240,000 barrels of oil equivalent per day (312,000 boepd), a lower average oil price of US$ 109 

per barrel (US$ 113/bbl), as well as a change in the decommissioning relief tax in the UK. Maersk Oil completed three 

exploration/appraisal wells (five wells) and exploration costs were US$ 268m (US$ 336m). The Caporolo discovery 

offshore Angola was announced. APM Terminals’ profit for the period was US$ 

160m (US$ 173m) and EBITDA margin was at 23.5% (23.2%). Volume throughput 

increased by 4% to 9.0m TEU (8.6m TEU), equivalent to a 2% increase on a likefor-like 

basis. Positive developments in Africa and Americas were able to offset 

reductions in the ports servicing the Asia – Europe trade. APM Terminals signed an 

agreement to acquire a co-controlling 37.5% ownership interest in the publicly listed 

company Global Ports Investments PLC. Subject to regulatory approvals, the 

transaction is expected to close in 2012. Maersk Drilling’s profit for the period was 

US$ 87m (US$ 139m). The result was negatively impacted by delayed start-up and 

maintenance yard stays of two units. Maersk Drilling has contract coverage of 

100% of the available rig days for the remainder of 2012 and 97% for 2013. Maersk Supply Service’s result was US$ 

48m in Q3 (US$ 80m) and cash flow from operating activities was US$ 105m (US$ 111m). ROIC was 8.9% (14.3%). 

The market in the AHTS, PSV and subsea support segments continued to be competitive during Q3. Especially the 

North Sea market experienced less seasonal activity and a large supply of vessels led to pressure on day rates and 

utilization. Main areas of operation remain Brazil (29% of revenue) and Africa (26% of revenue) with demand for high 

end tonnage and a number of new contracts and extensions being completed during Q3. Maersk Supply Service has 

in Q3 concluded a contract with a major oil company on the East Coast of Canada for two years with a total value of 

approximately US$ 35m. The contract adds to Maersk Supply Service’s leading position in the Canadian market. 

Within the emergency response and rescue segment Esvagt has achieved nearly full employment during Q3. Two new 

Esvagt vessels have been delivered. Both are on fixed contracts in Norway, for eight years and ten years respectively. 

Contract coverage for the remainder of 2012 is 83% and for 2013 56% excluding options. 

Svitzer’s profit was US$ 33m in Q3 (US$ 26m), an increase of 29% compared to 

Q3 2011, primarily driven by Harbor Towage tariff increases. ROIC was 8.1% 

(6.1%). Activity in Svitzer’s 

Harbor Towage business 

improved during the quarter, up 

3% year-on-year. Robust growth in Australian activity during Q3 was 

partly offset by weakness in Scandinavia and the UK. Terminal 

Towage activities developed as planned whereas salvage market 

activity was very low during the quarter. Svitzer has decided to 

divest its Ocean Towage division (1% of Svitzer invested capital), as 

a consequence of the very small, ageing fleet which is not part of 

core business. 

The A.P. Moller - Maersk Group expects a result for 2012 around US$ 3.7bn (US$ 3.4bn in 2011) with an impairment 

of US$ 267m in Maersk Tankers recognized in Q3. Cash flow used for capital expenditure is expected to be lower than 

2011 (US$ 9.8bn) while cash flow from operating activities is expected to be at the same level as 2011 (US$ 7.3bn). 

Maersk Line still expects a modest positive result in 2012 based on higher average rates in the second half of the 

year. Global demand for seaborne containers is now expected to increase by 3% in 2012 with declining inbound 

European volumes. Maersk Drilling expects the result for 2012 to be lower than 2011 (US$ 488m), mainly due to 

delayed start-up on new contracts. Total result from all other activities is still expected to be lower than 2011, excluding 

divestment gains and impairments, primarily due to lower expected result in Dansk Supermarked and Maersk Supply 

Service. The outlook for 2012 is subject to considerable uncertainty, not least due to developments in the global 

economy. 



62



Royal Boskalis Westminster N.V. has concluded a good third quarter. Revenue 

and profit was higher than in the first half of 2012 against stable market conditions. 

The order book increased in recent months and stood at a new record high of EUR 4 

billion at the end of the third quarter. Based on current insights, the second half of 

the year is expected to be strong with a high workload and good results anticipated 

on a number of dredging projects in progress and close-out results. Boskalis is now 

expecting net profit to amount to around EUR 230-245 million in 2012. Boskalis has recently been approach by a party 

from the Middle East, with whom talks are now being held on the possible sale of the 40% stake in Archirodon. 

The Dredging segment achieved a good result in the third quarter. Utilization of the hopper 

fleet was slightly lower than in the first half whereas utilization of the cutter fleet was at a 

comparable level. In the second half of the year Boskalis added large contracts in India and 

eastern Africa to the well-filled order book. The order book for Dredging rose incrementally 

compared to mid-2012. In Harbor Towage activities volumes grew in the third 

quarter at most of the locations where Smit operates. The level of activity at 

Salvage, Transport & Heavy Lift was good. Smit Salvage had a relatively quiet 

period with a limited number of emergency response assignments. Continued strong demand from the 

offshore industry translated into strong fleet utilization at Subsea and Transport. At Heavy Lift demand 

in Asia for floating sheerlegs was high. The level of utilization of the European fleet was lower despite a 

“Taklift 4” installation project in Brazil. The level of activity at Terminal Services (mainly the 50% stake 

in Smit Lamnalco) was in line with expectations. The order book increased as a result of a new 

contract in Iraq. Maritime Infrastructure (40% stake in Archirodon) had a good third quarter with a 

high level of revenue and good results. The order book rose due to several large new contracts. At the 

end of September Smit Lamnalco (50% stake) completed its full refinancing by signing a new US$ 500 

million credit facility. The bridging loan provided by Boskalis at the end 2011 was repaid, on balance 

resulting in a positive cash effect of around EUR 80 million. 

For the remainder of the year the Board of Management expects market developments to be in line 

with the first three quarters, barring unforeseen circumstances. Based on current insights, the 

second half of the year is expected to be strong with a high workload and good results anticipated on 

a number of dredging projects in progress and close-out results. The 2012 full year net profit outlook 

has been revised upward to approx. EUR 230-245 million. 

Touax Group, owners and operators of river barges, railcars, shipping containers and 

modular buildings, reported consolidated revenue for Q3 2012 amounted to €73.2 million 

compared with €69.2 million in Q3 2011, i.e. an increase of 5.8%. On an cumulative basis, 

consolidated revenue at September 30, 2012 amounted to €260.4 million and increased 

18.8% compared with the first three quarters of 2011 (€219.3 million). On a constant 

currency basis and excluding changes in the consolidation perimeter, the accumulated consolidated revenue at 

September 30, 2012 increased by 12.6%. The increase in revenue in the third quarter of 

2012 corresponds to a rise of 3.7% in leasing businesses, and a rise of 14.1% in sales 

businesses. In total, the leasing businesses grew by 2.1% in the first three quarters of 2012 

and sales businesses grew by 65.4%. Fabrice and Raphaël Walewski, Managing Partners of 

Touax, commented: “The growth in revenue of the Touax Group is in line with the forecast 

thanks to its international presence, in particular in emerging countries, and the development 

of its asset sales and trading businesses alongside leasing”. 

The European Maritime Safety Agency has strengthened its network of stand-by oil 

spill response vessels by finalizing tenders for the Bay of Biscay, South Atlantic Coast 

and Central Mediterranean Sea. In total, EMSA has contracted three bunker tankers, 

located in Ferrol, Spain; Sines, Portugal and Malta. The tankers contracted for the 

South Atlantic and Central Mediterranean replace previous arrangements following 

the expiration of the contractual period. Only the vessel contracted for the Bay of Biscay will add a new response 

capacity to an area that has suffered some of the worst spills in Europe. All vessels will be pre-fitted and specially 

equipped for oil spill recovery activities and are expected to enter into operational service during the first half of 2013. 

EMSA’s Executive Director, Markku Mylly, expressed his pleasure that the Agency is now able to provide oil spill 

response for the Bay of Biscay as this was one of the main target areas in previous years. 



63



Southeast / Southwest Asia, South Pacific and Far East News 

Singapore’s CH Offshore Ltd.’s first quarter ended 30 September 2012 (1Q12/13) with 

a profit after income tax of US$ 9.18 million, 43.3% higher than the profit after income 

tax of US$ 6.405 million for the previous corresponding first quarter ending 30 

September 2011. Revenue for 1Q12/13 rose 6% to US$ 13.21 million from US$ 12.468 

million (1Q11/12) primarily due to higher utilization. During the previous corresponding 

first quarter, one vessel was unable to secure a contract and another off-hire for 

upgrading works and major overhaul. Higher revenue contributed by these two vessels 

were able to mitigate the loss of revenue from one vessel sold Q3 of the previous financial year. 

Jaya Holdings Ltd. of Singapore reported consolidated revenue of US$ 38.7 million and 

net profit of US$ 10.1 million for the financial quarter ended 30 September 2012. Jaya’s 

total revenue for the quarter was 36% higher than the previous corresponding quarter. 

The Offshore Support Services Division recorded revenue of US$ 26.4 million, 65% higher 

than the previous corresponding quarter while revenue from Offshore Engineering of US$ 12.3 million was 2% lower 

than the previous corresponding quarter. Higher Offshore Support Services revenue was attributable to higher charter 

utilization and higher day rates achieved at 84% compared to 68% for the previous corresponding quarter, on the 

same fleet size of 28 vessels. Net profit for the Division was at US$ 9.3 million compared to US$ 2.6 million in the 

previous corresponding quarter. The increase in net profit in the quarter under review was mainly attributable to 

improved charter utilization and higher day charter revenue of 84% versus 68%, and US$ 12,104/d versus US$ 10,742 

/day respectively. Offshore Engineering Services Division’s revenue remained flat as the Division sold only one vessel 

in each respective quarter. This Division recorded a net profit of US$ 1.2 million in 1st Quarter FY2013 compared to 

US$ 2.5 million the previous corresponding quarter. Lower net profit was attributable to lower gross profit margin in 1st 

Quarter FY2013. Net profit was US$ 10.1 million, a 113% increase from US$ 4.8 million in the previous corresponding 

quarter. Commenting on results, CEO Mr. Venkatraman Sheshashayee said, “We are in a significantly better position 

today, compared to a year ago. With the timely shift in our strategic focus to grow our charter fleet and operations, 

Jaya has been able to capitalize on the upturn in the sector. We will continue to optimize our fleet to meet the 

demands of our customers as we expand our services to new markets in West Africa, the Middle East and Australia.” 

Healthy oil prices and continued growth in exploration and production spending will underpin demand for offshore 

supply vessels. Hence, outlook for the offshore market remains positive, supported by major oil and gas companies 

increasing budgets for exploration and production activity. In addition, the drilling rig fleet, which is a key driver of OSV 

demand, is growing. The subsea vessel market also remains strong. Despite high level of activity, day rates remain 

low due to supply of new tonnage from the yards and vessels coming off existing contracts. Notwithstanding this, 

market values of OSVs have held up well. Although recovery in rates for offshore supply vessels has been slow, the 

improving supply-demand balance and increasing preference for newer tonnage will add traction to the recovery in 

2013. Jaya Holdings has sales contracts of US$ 95 million for three AHTSs planned for delivery in Q2 FY2013. 

Further, Jaya has a strong charter backlog of US$ 196 million. On 7 th November, Jaya secured a term loan and 

revolving credit facility of up to US$ 150 million from a consortium of financial institutions and banks led by GE Capital 

Services Pte. Ltd., United Overseas Bank Limited and Cathay United Bank, Singapore Branch. CEO Mr. Venkatraman 

Sheshashayee said, “FY2013 is shaping up to be a good year. Our charter utilization is improving and the strong 

charter backlog will provide a strong recurring income base. We are pleased to be able to refinance the existing 

Scheme Debt, as this would free the Group from Scheme restrictions, including those on the payment of dividends to 

shareholders, and allow the Group flexibility to make new investments as well as seek additional borrowings.” 

As part of Miclyn Express Offshore Limited of Singapore’s strategy to rebalance its tug and barge 

fleet, Miclyn entered into an agreement with an Australian customer to sell two smaller 250’ barges. 

Gain on disposal to be realized in FY2013 is approx. US$ 0.3m. Miclyn also commenced 

construction of two 400’ ballastable barges in its Batam shipyard. The barges will be delivered in 

first quarter FY2014. For the financial year ended 30 June 2012 (FY12), MEO continued to deliver 

strong earnings growth. Revenues increased by 61%, and EBITDA by 26% versus the previous 

year. As anticipated, overall fleet utilization continued to trend upwards as a result of strategy 

execution and more lively market conditions. Overall utilization was 84% versus 80% the prior year. OSV fleet 

utilization dropped off somewhat in FY12 to 82% as a result of preparations for new contracts and repositioning some 

vessels. Tug and barge utilization improved substantially versus prior year from 53% to 77% partially due to long term 

contract positions (LNG development in North-West Australia) and partially due to arms-length charters from MEO’s 

newly established pipe transport business Express Offshore Solutions. Miclyn furthermore enjoyed full benefit of 

ownership of their Australian business, Samson Express Offshore, for half a year following completion of acquisition of 

the remaining 50%. 



64



Recent News – Mid-East 

In October, Harms Bergung’s Antigua & Barbudan flagged AHT “Centaurus” was lead tug for a rig move of 

SinoTharwa Drilling’s jack-up rig “St. Bahari” in the Red Sea. The Egyptian flag 

“St. Bahari” was built in 2011 by FG Offshore at Dalian Shipyard in China. After 

completing the move, “Centaurus” then steamed to Aqaba to undertake a scrap 

tow of the Jordanian 345m x 52m x 28m SBM-fitted VLCC “Rashi” to Gadani, 

Pakistan where the 32,401ldt was beached and broken up. The 47.8m x 13.8m 

“Centaurus” was built in 2009 by Mutzelfeldt in Cuxhaven, Germany and powered 

by a pair of 2,970kW MaK 9M25Cs with controllable pitch props in kort nozzles. 

Towing gear consists of a Hatlapa AH1.000 waterfall winch, two 10T tuggers, 

Karmoy 300T SWL fork / tow pins and a 250T SWL stern roller. 

Smit Lamnalco has been awarded an annual contract by Petrofac to support Single Point Mooring operations 20 km 

off the Al Fao Peninsula for the Iraq Crude Oil Export Expansion Project. The annual contract value is approx. US$ 

70 million (Boskalis share 50%) starting in November. The SPM contract covers operations and maintenance of four 

SPM systems. The contract has an initial duration of one year with two annual extension options resulting in a potential 

total contract value of US$ 200 million. The agreement involves the full scope of maritime support services for the 

crude oil export facilities. 

Recent News – Africa 

On 27 th October, the 30.6m x 10.3m depth, ASD harbor tug “Sinyar” arrived safely at the 

port of Maputo, Mozambique after being delivered by TOS. The voyage started at the 

port of Jebel Ali, UAE one month previous. P&O Maritime is set to provide 

management, pilotage, mooring services, crewing and maintenance for tugs, pilot boats 

and mooring boats at the port of Maputo. The LR +100A1 class “Sinyar” will front run 

new, state-of-the-art assets currently under construction which in conjunction with 

training and development of local staff will drive the port’s efficiency as the Mozambican 

economy continues to expand. “TOS is proud to have been awarded the delivery of the 

Sinyar by P&O Maritime. We got in contact with our client during the Middle East 

Workboats in Abu Dhabi earlier this year. Over the last few years the piracy threat has 

influenced the way we prepare and execute ship deliveries extensively. Because of our tailor-made piracy plan for the 

vessel and the voyage we were able to win the ship delivery contract.” said Ronald van der Kolk at TOS. “Sinyar” was 

built by Dubai Drydocks in 2006 and powered by a pair Wartsila 9L20s developing a total of 4,350BHP and a bollard 

pull of 50 tons. 

Harms Bergung’s 24,500BHP, 285 ton bollard pull AHT “Uranus” is continuing 

work offshore Angola as subcontractor to Interoil Angola. The 74.3 x 18.5 tug 

was built in 2009 by Mutzelfeldt Yard in Cuxhaven, Germany and powered by 

four 4,500kW MaK 9MC32 diesels with twin 4.5m diameter controllable pitch 

props in kort nozzles. The 298 ton bollard pull, 24,500BHP, 74.3m “Orcus” and 

219 ton bollard pull, 19,000BHP, 65.0m “Ursus” had their contracts extended 

until the end of October by EMAS for the BP PSVM project in Angola. In the beginning of 

November, “Uranus” performed anchor handling duties for the semi-submersible drill rig 

“Pride South Pacific”, since renamed “Ensco 5001”, as subcontractor with the end client 

Maersk Oil. The anchors were pulled from a water depth of over 1,400m. Upon completing 

anchor handling duties, “Uranus” was awarded the contract to tow the “Ensco 5001” from 

offshore Angola to Cape Town for Ensco. “Uranus” will then mobilize to Singapore for the 

next contract. 

Seven crew members, 6 Russians and 1 Estonian, abducted during the boarding of 

Bourbon Offshore’s 59.8m x 15.0m, 80 ton bollard pull AHTS “Bourbon Liberty 249” 

off Bonny Island in Nigerian waters at a Chevron oil platform on 15 th October were 

released on 1 st November. Nine other crew members remained onboard the vessel 

which headed for the Port of Onne after the attack and abduction. Despite difficult 

conditions while in captivity, they all appear to be in good health. 



65



Recently Updated Featured Tugs & AHTSs For Sale Direct From Owners (Sorted by HP) 

File: SU22247 Supply Boat - AHTS - 222.1' loa x 47.7' beam x 15.7' depth x 19.50' 

loaded draft. Built in 1983 by Hyundai Hvy. Ind.; Korea. Foreign flag. GRT: 1,621. 

Class: LR + 100A1 Offshore Tug Supply Ice Class 1 + LMC, UMS. Deadweight: 

1,900mt. Deck Cargo: 550MT on 36m x 11m clear deck. FO: 937m3. FW: 330m3. 

DW: 681m3. Dry Bulk: 290m3 in 4 tanks. Liq. Mud: 1,200BBL. Crane: 1 - 5T @ 9m 

outreach. Winch: Brattvaag LP waterfall 3-drum 400MT static holding. Line Pull: 

250T. Wire Capacity: 1,000m x 64mm. Stern Roller. Main Engines: 4 x Bergen 

KVMB12 total 12,240BHP. Ulstein CP 3,000mm dia prop(s). Kort nozzle(s). 1 - 

800HP stern thruster. Bowthruster 2 - 800HP. Bollard Pull: 120mt. Speed about 12-16kn on 18-30Tpd. Pump(s): Bulk: 2-19.2m3/hr, 

Liqmd: 2-60m3/hr, DW: 100m3/hr, FO: 150m3/hr. Genset(s): 2 - 1,570kVA / shaft; 2 - 250kW / CAT; 1 - 94kVA / CAT. Firefighting: 

Prepared for future installation FiFi. Quarters: 13 - 1 berth crew cabins. Air Conditioned. Galley. Deep water ice classed anchor 

handing tug supply vessel. Ulstein passive stabilization. 30m3 dispersant capacity. 104m3 rig chain lockers & 3” chain lifters. 

Hydraulic tow pins. 3 capstans & 2 tuggers. Pennant reels for 900m 76mm and 2 x 500m 76mm wire. Deepwater anchoring system 

with 1,500m 38mm wire capacity for anchoring in 400m water. Dispersant spray booms. Although not officially on the market, we 

may be able to develop for sale or charter on a private & confidential basis. Southeast Asia. Prompt. 

File: SU22248 Supply Boat - AHTS - 222.1' loa x 47.7' beam x 15.7' depth x 19.00' loaded draft. 

Built in 1983 by Hyundai Hvy. Ind.; Korea. India flag. GRT: 1,621. Class: IRS & LR +100 A1 

Offshore Tug Supply Ice Class 1, +LMC, UMS, LNC, Tug Supply`. Deadweight: 1,710mt. Deck 

Cargo: 600mt on 37.3m x 11.0m clear deck. FO: 936m3. FW: 382m3. DW: 800m3. Dry Bulk: 

290m3 in 4 tanks. Liq. Mud: 200m3. Calcium Chloride / Brine: 200m3. Crane: 1-2T @ 10m. 

Winch: Hydraulic LP waterfall 3-drum. Line Pull: 400T. Wire Capacity: 1,420m 68mm. Stern 

Roller. Main Engines: 4 x Bergen total 12,240BHP. Ulstein CP 3,000mm dia prop(s). Kort 

nozzle(s). 1 - 800HP stern thruster. Bowthruster 2 - 800HP. Dynamic Positioning. Bollard Pull: 

126mt. Speed about 10kn. Pump(s): Liq.Mud 2 x 60m3/h. Bulk 80mt/h. FW 150m3/h, DW 2 x 100m3/h. FO 150m3/h. Brine 

150m3/h. Genset(s): 2 - 1,570kW Siemens / shaft, 2 - 305kW / CAT, 1 - 75kW / CAT. Quarters: 21 (1-13, 2-4). Air Conditioned. 

Galley. DP1 deep water ice classed anchor handing tug supply vessel. Kongsberg dynamic positioning. Ulstein passive stabilization. 

30m3 dispersant capacity. 2-105m3 rig chain lockers. Tow pins, 2-10T tuggers, 3-10T capstans, chain lifters and shark Jaws. 

Southeast Asia. 

File: SU23047 Supply Boat - AHTS - 230.1' loa x 47.0' beam x 23.9' depth x 20.67' loaded draft. Built in 1976 

by Elsflether AG; Germany. Belize flag. GRT: 1,740. Class: GL. Deadweight: 1,540mt. FO: 1,319MT. Main 

Engines: 2 x MAK 8M551AK total 11,964BHP. 2 - CP prop(s). Genset(s): 2 - 350kW 50Hz 400vAC. Caribbean. 

File: SU21244 Supply Boat - AHTS - 211.7' loa x 45.3' beam x 23.4' depth x 21.32' loaded draft. Built in 1985 

by BV J. Pattje, Holland. Foreign flag. GRT: 1,413. Class: DNV + 1A1 Tug Supply Vessel, EO, SF. 

Continuous Hull Survey due 11/2014. Deadweight: 1,884mt. Light Disp.: 1,576mt. Deck Cargo: 650MT 

on 30m x 11m; 330m2 clear deck. FO: 620m3. FW: 464m3. DW: 537m3. Dry Bulk: 226.5m3 in 4 tanks. 

Liq. Mud: 185m3. Calcium Chloride / Brine: 188m3. Crane: 2T with 10m outreach. Winch: Brattvaag 

Double drum waterfall. Line Pull: 250T. Wire Capacity: 1,200m x 76mm + work. Stern Roller. Main 

Engines: 2 x Wartsila 12V32 total 11,140BHP. 3,500mm CP prop(s). Kort nozzle(s). Ulstein split spade 

rudders. Bowthruster 800HP. Bollard Pull: 130MT. Speed about 8/10/12/18kn on 6/10/12/35T. Pump(s): 

Dry Bulk: 80TPH; FW: 160m3/h; FO: 150m3/h; Liq. Mud: 50m3/h. Genset(s): 2 - 305kW/Stamford Aux; 

2 - 830kW/Stamford shaft 440v6. Quarters: 18 in 8-1, 5-2 berths. Air Conditioned. Galley. UT704 Mk. III design AHTS. Joystick. 

DNV approved bollard pull certificate. Ulstein anti-rolling tanks. 2-1,000m & 1-1,400m storage reels. 2 Karm forks 500T. Hydraulic 

tow pins with flaps. 198m3 chain lockers. Contact Marcon for price ideas and inspection arrangement. Southeast Asia. 


loaded draft. Built in 1982 by C. Amels & Zoon, Holland. Malta flag. GRT: 2,070. Class: 

DNV + 1A1 Tug/Supply FiFi II Ice C Oil Rec E0. Special Survey just passed end 2011. 

Deadweight: 1,430T. Deck Cargo: 700T on 430m2 clear deck. FO: 536.5m3. FW: 

428.4m3. DW: 1,142m3. Dry Bulk: 175m3. Crane: 1 - 2T @ 18m / 1 - 4T @ 2.1m. 

Winch: 1 - 350T Brake, 2 - 20T Tugger. Line Pull: 250T. Stern Roller. Main Engines: 4 

x Bergen total 10,560BHP. 2 - VP prop(s). Kort nozzle(s). Thrusters: 2 - bow and 1 - 

Stern. Bowthruster 2. Bollard Pull: 101.9T. Speed about 10-15kn. Pump(s): 2 - Fire 

Pumps 3,600m3/hr. Firefighting: FiFi II, 4 Monitors 1,800m3/hr, 1 Foam Monitor. Quarters: 14 crew. Galley. Passengers: 27. 4 point 

mooring system. Oil dispersant 2 - 6m spray booms. Keen Seller. Mediterranean. Prompt. 



66



File: SU21158 Supply Boat - AHTS - 211.3' loa x 45.3' beam x 22.7' depth x 15.44' loaded draft. Built in 

1983 by Sterkoder Mek; Norway. Vanuatu flag. GRT: 1,398. Class: ABS. Deadweight: 1,100T. Main 

Engines: 2 x Nohab SF116VSF total 9,160BHP. 2 - CP prop(s). Bowthruster. Speed about 16kn. 

Genset(s): 3 - 60kW 440vAC 60Hz. Southeast Asia. 

File: TG84001 Tug - Twin Screw - 149.9' loa x 40.6' beam x 19.7' depth x 15.45' loaded draft. 

Built in 1976 by Odense Shipyard; Lindo, Denmark. Rebuilt: 2006. Panama flag. ABS + A1 

Towing Svc. + AMS Unrestricted Service. IR SUL, IY. Deadweight: 560T. Deck Cargo: 135T on 

69.1'x28.5' clear deck. FO: 559MT. FW: 57MT. BW: 250MT. Winch: Hydraulic Brattvaag double 

drum SL120/W BSL; 1 - 3MT tugger. Line Pull: 250T. Wire Capacity: 3,200' x 2.25” (2). Stern 

Roller. Main Engines: 2 x MAK 12M453AK total 8,500BHP. 114” Lips CP prop(s). Kort nozzle(s). 

11,900nm range. Bowthruster 3.5MT. Bollard Pull: 100MT. Speed about 10-12kn on 31Tpd. 

Pump(s): FO: 350gpm, Ballast: 350gpm. Genset(s): 3 - 175kW 380vAC 50Hz. Firefighting: 2 - 

1,300gpm @ 400' monitors. Quarters: 23 person. Triplex shark jaw. 2 - 43m3 chain lockers. Anchor handling tug. Mid East. 

File: SU24671 Supply Boat - AHTS - 246.0' loa x 52.5' beam x 24.6' depth x 20.00' loaded draft. Built in 2012 by Chinese yard. 

Singapore flag. GRT: 2,759. Class: ABS + A1 (E) OSV AH, Towing Vessel, FiFi 1 + AMS, ACCU + DP-2. Deadweight: 2,500mt. 

Deck Cargo: 800MT on 500m2 clear deck. FO: 850m3. FW: 355m3. DW: 1,330m3. Dry Bulk: 

226m3 in 4 Tanks. Liq. Mud: 395m3. Crane: 1 - 5T @ 12m. Winch: Elec/hyd double drum 

Zicom. Line Pull: 200/250MT. Wire Capacity: 2 - 1,500m 64mm. Stern Roller. Main Engines: 2 

x Wartsila 9L26 total 8,300BHP. CP prop(s). Kort nozzle(s). 1- 600kW 10MT tunnel stern 

thruster. Bowthruster 2 - 10T. Dynamic Positioning. Bollard Pull: 105MT. Speed about 10-14kn 

on 12-19m3/d. Pump(s): FO: 150m3/hr; FW: 150m3/hr; BW / DW: 150m3/hr; Liq Mud: 2 - 

100m3/hr. Genset(s): 2 - 1,500kW / shaft; 2 - 380kW; 1 - 94kW 415vAC 3Ph 50Hz. Firefighting: 

2 - 1,500m3/h; 2-1,200m3/h water/foam monitors; Water curtain. Quarters: 40 in 8-1 & 16-2 

berths. Air Conditioned. Galley. Kongsberg DP-2 and joystick. Oil dispersant system. Foam / 

Detergent 10m3 / 10m3. 2 - 10T Zicom tuggers & 2-5T Zicom capstans. 300T SWL Zicom jaws. 2 elec / hyd Zicom tow pins. 

Storage reel for 1,500m 64mm wire. Hospital. Direct from Chinese yard for whom Marcon has sold other newbuildings. Far East. 

Prompt. 

File: SU27873 Supply Boat - AHTS - 278.2' loa x 72.2' beam x 27.2' depth x 19.69' light draft x 22.31' loaded draft by Southeast 

Asian Shipyard. Singapore flag. GRT: 5,166. Class: ABS + A1 + AMS (E) AHT OSV, FiFi 1, DPS-2 HAB(WB), ENVIRO, ORO 1, 

ACCU, SPS 2008. Deadweight: 4,800mt. 850m2 clear deck. FO: 1,330m3. FW: 1,000m3. DW: 2,800m3. BW: 2,800m3. Dry Bulk: 

280m3 in 4 tanks. Liq. Mud: 838m3. Calcium Chloride / Brine: 838m3. Winch: Brattvaag SL300W 2-drum waterfall, 2- 15MT tuggers, 

2-10MT capstans. Line Pull: 300MT. Wire Capacity: 2 - 2,000m x 70mm. Stern Roller. Main Engines: 2 x Wartsila 9L26 total 

8,207BHP. 2 - CP prop(s). Kort nozzle(s). 2 - 600kW Wartsila Lips CPP 10MT stern thrusters. 

Bowthruster 2 - 800kW. Dynamic Positioning. Bollard Pull: 150MT. Speed about 15.4kn. Pump(s): 

Methanol: 2-70m3/h; Liq/Brine/ORO: 2-100m3/h; DW/BW:150m3/h; Chemical: 20m3/h. 

Genset(s): 2 - 1,950kW / Wartsila 6L26, 2 - 1,875kW / shaft. Quarters: 78 (6-1,12-2,12-4). Air 

Conditioned. Galley. Hybrid propulsion, multi-purpose anchor handling supply vessel designed by 

Wartsila Ship Design. SPS-code compliant with Oil Recovery capability, HAB & ENVIRO 

notations. Max line pull 300MT ahead using combined diesel mechanical + the 1,950kW 

generators and two 1,500kW electric motors. Kongsberg K-pos DP-21 positioning with HIPAP 

500. Two 220m3 rig chain lockers. Two 76mm gypsies for rig chain storage. 2 Brattvaag rope storage winches capacity 2,000m 

70mm wire. Macgregor 350mt tow pins and 500mt shark jaws. Deck strengthened for AHC crane. Open for outright sale, time 

charter or BBC to qualified charterers. Due to high bollard pull, vessel can do a towage to area of operation helping defray cost of 

mobilization. Southeast Asia. Q2 2013. 

File: SU21120 Supply Boat - AHTS - 211.2' loa x 45.2' beam x 22.6' depth x 19.10' loaded draft. Built in 1982 by Aker Vindholmen; 

Norway. Vanuatu flag. GRT: 1,316. Class: ABS. Deadweight: 1,898T. Deck Cargo: 

750MT on 124.64'x36.08' clear deck. FO: 681m3. FW: 250m3. DW: 813m3. Dry Bulk: 4 x 

42.5m3. Liq. Mud: 298m3. Crane: 1 - 2.5T x 7m Hydraulic. Winch: Hydraulic Brattvaag. 

Line Pull: 250MT. Wire Capacity: 1-1200m x 64mm; 1-1000m x 64mm. Stern Roller. Main 

Engines: 2 x Normo KVMB18 total 8,160BHP. 2 - CP prop(s). Kort nozzle(s). 

Bowthruster. Bollard Pull: 100MT. Speed about 12-16kn on 12-25MT/d. Pump(s): FO,FW 

& Liqmd: 100m3/hr, DW: 160m3/hr. Genset(s): 2 - 265kW 305kVA 415v 60Hz. 

Firefighting: 2 - 4,500Lpm. Quarters: 13. Passengers: 12. UT-704 design. Karm fork 

shark jaws & tow pins. Southeast Asia. 

File: SU21125 / SU21140 Supply Boats - AHTS (2 total) - 211.3' loa x 45.3' beam x 22.6' depth x 15.42' loaded draft. Built in 1981 

by Sterkoder Mek.; Norway. Belize flag. GRT: 1,334. Class: ABS. Deadweight: 1,050T. Deck Cargo: 750T on 126' x 36' clear deck. 

FO: 835m3. FW: 437m3. DW: 437m3. Dry Bulk: 170m3 in 4 tanks. Liq. Mud: 93m3. Calcium Chloride / Brine: 366m3. Crane: Elect. 

Hydraulic. Winch: Hydraulic Brattvaag double drum waterfall. Line Pull: 250T. Stern Roller. Main Engines: 2 x Nohab F316V total 

8,160BHP. Ulstein CP prop(s). Kort nozzle(s). Bowthruster 800HP. Bollard Pull: 100MT. Speed about 10-16.3kn on 12-26Tpd. 

Genset(s): 4 - 2,376kVA 440vAC. 119m3 rig chain locker. Standby rescue capability. Ulstein shark jaw. Southeast Asia. 



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File: SU21157 Supply Boat - AHTS - 211.3' loa x 45.3' beam x 22.7' depth x 15.42' loaded draft. Built in 1982 by Sterkoder Mek; 

Kristiansund, Norway. Vanuatu flag. GRT: 1,398. Class: ABS. Deadweight: 1,059T. Main Engines: 2 x Nohab F316V total 

8,160BHP. Bowthruster. Speed about 16kn. Genset(s): 2 - 180kW 440vAC 60Hz. Caribbean. 


Built in 1983 by Tangen Verft; Norway. Belize flag. GRT: 1,323. Class: ABS. Deadweight: 1,050T. 

Deck Cargo: 740LT on 124.8' x 36' clear deck. FO: 830m3. FW: 250m3. DW: 650m3. Dry Bulk: 

6,000ft3 in 4 tanks. Liq. Mud: 117m3. Derrick/A-Frame: 1-Hydraulic. Winch: Hydralik Brattvaag 

waterfall SL250Wear. Line Pull: 250T. Wire Capacity: 1,400m x 64mm. Main Engines: 2 x Polar 

Nohab total 8,160BHP. Bowthruster 9.7T. Bollard Pull: 110MT. Speed about 16.9kn on 28Tpd. 

Genset(s): 2 - 305kVA; 2 - 800kVA. Quarters: 13 cabins. Passengers: 12. Southeast Asia. 

File: SU19507 Supply Boat - AHTS - 195.0' loa x 50.0' beam x 21.0' depth x 17.60' loaded draft. Built in 1982 by Gul Engineering 

Pte Ltd.; Singapore. Belize flag. GRT: 1,963. Class: ABS + A1 AMS. Unrestricted Service. SOLAS fully compliant. Deadweight: 

1,440mt. Deck Cargo: 750T on 360m2 clear deck. FO: 627m3. FW: 277m3. DW: 885m3. Dry Bulk: 

266m3. Liq. Mud: 250m3. Crane: 1-2T @ 20m/min jet 7.4m. Winch: Hydraulic double drum + 2 

tuggers & 2 capstans. Line Pull: 150MT. Wire Capacity: 900m 62mm + spare. Stern Roller. Main 

Engines: 4 x Wichmann 5AXA total 8,000BHP. CP prop(s). 1-300HP stern thruster. Bowthruster 2- 

500HP. Bollard Pull: 80MT. Speed about 10-12kn on 11-18Tpd. Pump(s): DW: 150m3/h; FW: 

100m3/h; FO: 150m3/h; Dry bulk: 60m3/h; Brine: 60m3/h. Genset(s): 2 - 940kVA / shaft, 1 - 376kVA 

/ main + emergency. Firefighting: 1 - 1,200m3/hr pump & 2 monitors. Quarters: 14 in 10 cabins. Air 

Conditioned. Galley. Passengers: 12 in 2 cabins. 300MT Karmfork chain stoppers. Hydraulic tow 

pins. Hatlapa storage reels for 1,000m wire. 2 chain lockers max 1,200m chain. Southeast Asia. Prompt. 


1973 by H.H. Bodewes; Millingen a/d Rijn. Rebuilt: 2007. Malaysia flag. GRT: 1,294. Class: BV I Tug, 

Unrestricted. Deadweight: 785mt. Deck Cargo: 500T on 302m2 clear deck. FO: 679.9m3. FW: 110m3. 

DW: 595m3. Dry Bulk: 186m3 in 5 tanks. Winch: Giessen 3-drum. Wire Capacity: 1,000m x 61mm / 760m 

x 58mm. Stern Roller. Main Engines: 2 x Stork Werkspoor 6TM410 total 8,000BHP. Lips 4-blade 2.9m 

CP prop(s). Kort nozzle(s). Modified to burn HVFO. 4SA 6cyl 410 x 470mm. Bowthruster 365BHP. 

Bollard Pull: 95T. Speed about 12-15.7kn on 12-30Tpd. Genset(s): 4 - 170kVA / Stork 440vAC 60Hz. 

Quarters: 10 crew in 9 cabins. Air Conditioned. Galley. Passengers: 18 in 4 cabins. AHTS. 785mtdwt / 

1,128mtdwt on 4.50m / 5.06m draft. 4 rig chain lockers for 2,438m 3” chain. Equipped with water cooled disc brake for deepwater 

anchor handling. 2 storage reels. Employment or sale. Southeast Asia. Prompt. 


1982 by Husumer Kroeger, Germany. Vanuatu flag. GRT: 1,334. Class: Ex DNV & GL. ABS (currently 

withdrawn). Deadweight: 1,887mt. Deck Cargo: 675T on 124'x36' clear deck. FO: 794T. DW: 255T. BW: 

577.5T. Dry Bulk: 170m3. Liq. Mud: 343m3. Winch: Karmoy Double drum. Line Pull: 551,000lbs. Wire 

Capacity: 9,180' x 2.5”. Stern Roller. Main Engines: 2 x MAK 9M453AK total 8,000BHP. 2 - CP prop(s). 

Kort nozzle(s). Bowthruster 670BHP. Bollard Pull: 100T. Speed about 11-15kn on 155gph @11kn. 

Genset(s): 2 - 664kW 220/440v; 2 - 244kW. Firefighting: Fitted. Quarters: 9-1, 2-2, 1-7. Air Conditioned. 

Galley. For sale only out of competition and strictly “as is, where is”. Africa West Coast. 

File: TG80151 Tug - Twin Screw - 150.9' loa x 42.6' beam x 21.2' depth x 

18.00' loaded draft. Built in 1978 by Mitsui SB, Eng. & SB; Japan. Canada flag. 

ABS + A1 E + AMS. Deadweight: 869T. Deck Cargo: 307T on 12m x 7m clear 

deck. FO: 866.9m3. FW: 237.3m3. Crane: 1 - 10T El/hydraulic. Winch: Double 

drum Fukushima. Main Engines: 2 x Pielstick 8PC2-2L400 total 8,000BHP. 2 - 

VP prop(s). Kort nozzle(s). 2 Oil 4SA 16cyl 225x460mm. Machinery under 

continuous certificate. Bowthruster 340BHP. Bollard Pull: 92T. Speed about 

10-12kn. Genset(s): 2 - 270kW / Nishiba 440/110v 60Hz; 1 - 80kW. Quarters: 12 men. Air Conditioned. Passengers: 8. Articulated 

tug with 21,000DWT self-discharge bulk barge HB59472. Converted from MDO to IFO in 2007. Quarters updated & galley 

refurbished. Sold through Marcon to present Owners. Exclusively for sale through Marcon. Canada Great Lakes. 

File: TG80214 Tug - Twin Screw - 237.5' loa x 42.6' beam x 19.7' depth x 17.70' loaded draft. Built in 

1977 by Miyoshi Zosen; Uwajima, Japan. Panama flag. GRT: 1,819. Class: ABS + A1 Towing + AMS, 

Unrestricted Service. 4th Annual Survey completed beginning April 2012. Deadweight: 1,825T. FO: 

1,380T. FW: 230T. BW: 192T. Winch: Double Drum 340T brake. Line Pull: 80T@5m/min. Wire 

Capacity: 2 - 1200m x 64mm. Main Engines: 2 x Niigata 8M640X total 8,000BHP. Fixed Pitch nozzle 

rudder prop(s). Kort nozzle(s). Oil 4st, 8 cyl 400x520mm capable of burning HVFO. Endurance: 80 

days. Bowthruster 470BHP. Bollard Pull: 82T. Speed abt.12-14kn on 16-24Tpd. Genset(s): 2 - 280kW 

/ Yanmar 470HP 445/110v 60Hz. Quarters: 18 total. Main towing wire renewed end 2011. Mid East. 



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File: SU21844 Supply Boat - AHTS - 218.0' loa x 43.0' beam x 19.0' depth x 16.74' loaded draft. Built in 1974 by Smedvik; 

Tjorvaag, Norway. Vanuatu flag. GRT: 1,105. Deadweight: 965T. FO: 757m3. Main Engines: 4 x EMD 16-645E7B total 7,800BHP. 

Speed about 16kn free. Genset(s): 2 - 250kW. Anchor handling fire-fighting AHTS. Caribbean. 

File: TG74146 / TG74147 Tugs - Twin Screw (2 total) - 146.0' loa x 40.0' beam x 20.5' depth 

x 12.30' light draft x 18.00' loaded draft. Built in 1976 by D.M. Kremer Sohn; Germany. 

Azerbaijan / Belize flag respectively. GRT: 823. Class: ABS + A1 + AMS (exp. 30 Nov 2010 / 

Apr 2009). Deadweight: 753lt. Deck Cargo: 170T on 50' x 18' clear deck. FO: 167,462g. DW: 

13,713g. Winch: Surken Bodewes double drum + 10T tugger. Line Pull: 440,000lbs. Wire 

Capacity: 5640' x 2.5”. Stern Roller. Main Engines: 2 x B&W 14U28L4 total 7,420BHP. 2 - CP 

prop(s). Kort nozzle(s). Alpha. Bowthruster 450BHP. Bollard Pull: 100MT. Speed about 14kn. 

Genset(s): 3 - 220kW / GM12V-71; 1 - 80kW / GM4-71 400vAC 60Hz. Quarters: 16 crew (4-1, 

4-2, 1-4). Air Conditioned. Galley. Passengers: 4. Anchor handling tug. Shark jaw, open stern. 

Sale “as is, where is”. Encouraging clean, cash offers after inspection. Mid East. 

File: SU24668 Supply Boat - AHTS - 246.0' loa x 52.5' beam x 24.6' depth x 20.00' loaded draft. Built in 2011 by Chinese yard. 

Singapore flag. GRT: 2,759. ABS + A1 (E) OSV AH, Towing, FiFi 1 + AMS, ACCU + DP-2. Deadweight: 2,500mt. Deck Cargo: 

800MT on 500m2 deck. FO: 850m3. FW: 355m3. DW: 1,330m3. Dry Bulk: 226m3 in 4 Tanks. Liq. Mud: 395m3. Crane: 1 - 5T @ 

12m. Winch: Elec/hyd double drum Zicom. Line Pull: 200/250MT. Wire Capacity: 2 - 1,500m 

64mm. Stern Roller. Main Engines: 2 x Wartsila 8L26 total 7,295BHP. CP prop(s). Kort 

nozzle(s). 1- 600kW 10MT tunnel stern thruster. Bowthruster 2 - 10T. Dynamic Positioning. 

Bollard Pull: 99.64MT. Speed about 10-14kn on 12-19m3/d. Pump(s): FO: 150m3/hr; FW: 

150m3/hr; BW / DW: 150m3/hr; Liq.mud: 2 - 100m3/hr. Genset(s): 2 - 1,500kW / shaft; 2 - 

380kW; 1 - 94kW 415vAC 3Ph 50Hz. Firefighting: 2 - 1,500m3/h; 2-1,200m3/h water/foam 

monitors; Water curtain. Quarters: 40 in 8-1 & 16-2 berths. Air Conditioned. Galley. Kongsberg 

DP-2 and joystick. Oil dispersant system. Foam / Detergent 10m3 / 10m3. 2 - 10T Zicom 

tuggers & 2-5T Zicom capstans. 300T SWL Zicom jaws. 2 elec / hyd Zicom tow pins. Storage reel for 1,500m 64mm wire. Hospital. 

Sewage treatment plant. Direct from Chinese shipyard for whom Marcon has sold other newbuildings. Far East. Prompt. 

File: SU21138 Supply Boat - AHTS - 211.0' loa x 45.0' beam x 22.0' depth. Built in 1982. Vanuatu flag. Deadweight: 1,856T. Light 

Disp.: 745T. 124' x 36' clear deck. Liq. Mud: 1,453BBL. Main Engines: 2 x MAK 9M453 total 7,240BHP. Firefighting: Fitted. 

Quarters: 15. For sale only “as is, where is” outside of competition. Africa West Coast. 

File: SU21744 Supply Boat - AHTS - 217.8' loa x 44.6' beam x 17.1' depth x 

14.60' loaded draft. Built in 1982 by Southern Ocean Shipbldg; Singapore. 

Vanuatu flag. GRT: 1,263. Class: ABS + A1 (E) + AMS. Deadweight: 1,386T. Light 

Disp.: 1,264T. 123' x 32' clear deck. Main Engines: 2 x Yanmar 12ZL-ST total 

7,200BHP. 2 - FP prop(s). Bowthruster. Speed about 15kn. Genset(s): 2 - 210kW 

AC, 1 - 99kW AC. Quarters: 40 berths. Laid up. Southeast Asia. 

File: TG72113 / TG72114 Tugs - Azimuthing (2 each) - 111.5' loa x 44.3' beam x 20.0' depth. Built in 

2011 by Turkey. Foreign flag. GRT: 685. Class: RINA C + Hull + Mach, Unrestricted Navigation, Aut- 

Ums, Escort Tug, FiFi 1. FO: 220m3. FW: 20m3. BW: 80m3. Crane: Knuckle Boom 31.5MT. Winch: 

Ridderinkhof TW-H-450 (aft);1 - 65T tow hook. Line Pull: 200T brake. Wire Capacity: 200m x 88mm. 

Stern Roller. Main Engines: 2 x ABC 12MVDZ total 7,200BHP. 2 - Schottel SRP 2020 CP prop(s). 

Range: 3,000nm. Bowthruster Schottel 268BHP. Bollard Pull: 80T. Speed about 13.5kn. Genset(s): 2 - 

240kW; 1 - 80kW. Firefighting: FiFi-1; Water/Foam monitor 1,200m3/hr; Water/Foam 300m3/hr. 

Quarters: 12. Robert Allen RAstar 3400 design. Towing Pins: SWL 80T. Mediterranean. 

File: TG66148 Tug - Twin Screw - 147.9' loa x 42.6' beam x 15.74' loaded draft. Built in 1992 by 

Southern Ocean, S'pore. Vanuatu flag. GRT: 920. Class: ABS (formerly LR.). Deadweight: 631mt. 

Light Disp.: 879mt. Deck Cargo: 300MT on 18.5m x 10m clear deck. FO: 440m3. FW: 220m3. BW: 

100m3. Winch: Double drum hydraulic Brattvaag. Line Pull: 160T SWL. Stern Roller. Main Engines: 

2 x Stork Werkspoor 8SW280 total 6,600BHP. CP prop(s). Independent Ulstein Rudders. 

Bowthruster 335BHP. Dynamic Positioning. Bollard Pull: 75.54T. Speed about 12-14kn on 15- 

17Tpd. Pump(s): FW: 100m3@60m, BW: 50m3/H: FO: 6m3/h. Genset(s): 3 - 250kW 415vAC 50Hz 

+ 1-50kVA. Firefighting: FiFi 1,500m3/hr. Quarters: 15 in 9 cabins. Air Conditioned. Galley. 

Passengers: 2 double cabins. Push bow. Shark jaw. Tow pins. Full anchor handling and tow gear. 

Vessel has design provisions for lengthening to 213' LOA. Enclosed winch house. Mid East. 



69



File: SU18404 Supply Boat - AHTS - 184.0' loa x 45.0' beam x 16.5' depth x 14.00' loaded draft. Built 

in 1973 by Bel Aire Shipyard. Mexico flag. GRT: 950. ABS + A1 Towing, AMS Annual Hull, Machinery 

& Special Survey due 17 May 2011. Originally Ice Class 1A. Deadweight: 1,268T. Deck Cargo: 500LT 

on 75' x 38' deck. FO: 125,004g. FW: 43,581g. DW: 84,750g. Dry Bulk: 113m3. Crane: 3MT. Stern 

Roller. Main Engines: 4 x EMD 16-567BC total 6,560BHP. Last Overhauled: Oct 1995. Anker 2642mm 

CP prop(s) on 11.5” shaft(s). Kort nozzle(s). No. 2 main engine is an EMD 16-645E6. Bowthruster 

300HP. Bollard Pull: 70MT. Speed about 12kn on 12Tpd. Pump(s): FO: 108m3/h; DW: 108m3/h; FW: 

27m3/h. Genset(s): 2 - 320kW / CAT 3406, 1 - 60kW. Firefighting: 1 - Fire monitor. Quarters: 2-4, 5-2, 

4-3 berth. Air Conditioned. Galley. Open stern anchor handling vessel. Double bottom; wide hull. Last worked 2010 offshore job with 

CalDive in Bahamas. Now tied up with ABS surveys overdue as of May 18, 2011. Winch removed 2011. U.S. Gulf Coast. 

File: TG62135 Tug - Twin Screw - 149.0' loa x 40.0' beam x 22.2' depth x 18.00' loaded 

draft. Built in 1976 by Halter Marine. U.S. flag. GRT: 198. ABS Loadline. FO: 240,000g. 

FW: 14,975g. Winch: Intercon double drum. Line Pull: 350,000lbs. Wire Capacity: 4,000' x 

2.25”. Main Engines: 2 x Alco 16-251F total 6,200BHP. 2 - FP - 4 blade 144” x 105” 

prop(s). Bowthruster. Bollard Pull: 70T. Speed about 13kn. Genset(s): 2 - 150kW. 

Quarters: 15 in 8 cabins. Air Conditioned. Raised foc'stle bow. Open wheel. Remote 

operated tow pins. Bollard pull abt. 77T (certified 1990). Sold to owner thru Marcon. 

Current owners spent money on refurbishments after purchase in 2007. U.S. Northeast. 

File: SU20538 Supply Boat - AHTS - 205.0' loa x 42.1' beam x 16.5' depth x 14.10' loaded draft. Built in 1983 by McDermott 

Shipyard Inc.; LA. Vanuatu flag. GRT: 1,012. Class: ABS + A1, Towing Service (E) + AMS, Unrestricted Service. Deadweight: 

1,260T. Light Disp.: 1,100T. 102' x 30' clear deck. Liq. Mud: 1,083BBL. Main Engines: 2 x EMD 16-645-E7B total 6,140BHP. 2 - FP 

prop(s). Bowthruster. Speed about 12kn. Genset(s): 2 - 150kW AC. Quarters: 20 berths. Laid up. U.S. Gulf Coast. 

File: SU19901 Supply Boat - AHTS - 199.6' loa x 42.6' beam x 20.3' depth x 16.56' loaded draft. Built in 1983 by Hudong; 

Shanghai, China. Belize flag. GRT: 1,252. Class: ABS SS due Feb 09. Deadweight: 

1,171T. Deck Cargo: 600T on 98.4' x 33.5' clear deck. FO: 451T. FW: 234T. DW: 525T. 

Dry Bulk: 6,000ft3 in 4 tanks. Derrick/A-Frame: 250T. Winch: Norwinch double drum. 

Line Pull: 180T. Wire Capacity: 2 - 1,100m x 57mm. Stern Roller. Main Engines: 4 x 

MAN 12V20/27 total 6,000BHP. 2 - B&W CP 4-blade 108” dia. prop(s). Kort nozzle(s). 

Each engine independently declutchable. Bowthruster 6.5T. Bollard Pull: 78MT. Speed 

about 10.8-14kn on 10.2Tpd. Pump(s): FO, DW & FW: 100m3/h. Genset(s): 2 - 245kW / 

MAN; 2 - 268kW / shaft 440vAC. Firefighting: 2 - 1,200gpm fire monitors. Quarters: 16 

officers/crew. Air Conditioned. Galley. Passengers: 12 berths. 11 ballast tanks. 60m3 chain lockers. Vessel can operate on one or 

two shafts producing 1,500, 3,000, 4,500 or 6,000BHP. Southeast Asia. 


light draft x 16.40' loaded draft. Built in 1975 by Yokohama Shipyard; Japan. Rebuilt: 

2002. Foreign flag. GRT: 1,163. Class: ABS + A1 (E) Towing Service + AMS. 

Unrestricted. Deadweight: 1,262mt. Deck Cargo: 500mt on 30m x 10m clear deck. FO: 

520mt. FW: 247mt. DW: 390T. Dry Bulk: 170m3 in 4 tanks. Crane: Hydraulic 2,500kg. 

Winch: Fukushima double drum waterfall; 2 - 5T tuggers; 2 - 3T capstans. Line Pull: 

150T. Wire Capacity: 800m 64mm / 100m 38mm. Stern Roller. Main Engines: 2 x 

Niigata 12MGV28BX total 6,000BHP. Bowthruster 287BHP. Bollard Pull: 63.5mt. 

Speed about 7-14kn max on 735-882Lph. Pump(s): FW: 100m3/h, DW: 100m3/h, FO: 60m3/h, Bulk: 550m3/h. Genset(s): 3 - 

205kW / CAT 3306 440vAC 60Hz. Firefighting: 100m3/h head main, 200m3/h diesel. 1 - water monitor. Quarters: 30 in 4-1, 9-2, 2-4 

cabins. 150T Shark jaws & 100T Tow pins. 800m spare tow wire. 3.1kW Yanmar salvage pump. Mid East. 

File: SU19401 / SU19407 Supply Boats - AHTS (2 each) - 194.2' loa x 40.2' beam x 17.4' depth x 

13.60' loaded draft. Built in 1978 by Carrington Shipways; Australia. Indonesia flag. GRT: 1,019. 

Class: ABS A1(E), AMS, ACCU. Deadweight: 956T. Deck Cargo: 550MT on 95.5' x 31.16' clear 

deck. FO: 568m3. FW: 173m3. DW: 326m3. Dry Bulk: 4 tanks in 42.5m3. Winch: Double drum 

waterfall SMATCO. Line Pull: 175MT. Wire Capacity: 2 - 1,200m with 58mm wire. Stern Roller. 

Main Engines: 2 x EMD 16-645E7A total 5,750BHP. 2 - CP prop(s). Kort nozzle(s). Bowthruster. 

Bollard Pull: 81MT. Speed about 11.5-14kn on 10-15MT/d. Genset(s): 2 - 200kW, 1 - 140kW. 

Firefighting: 2 - 5,500Lpm. 300MT Shark jaw with two pins. 3m dia moonpool Southeast Asia. 

File: SU20702 Supply Boat - AHTS - 207.0' x 40.0' beam x 17.0' depth x 16.70' loaded draft. Built 1976 by Campbell Industries; 

San Diego, CA. Vanuatu flag. ABS +A-1, E, Ice “C”. Deadweight: 938T. 118' x 32' clear deck. FO: 115,800g. FW: 41,100g. DW: 

182,700g. Dry Bulk: 6,000ft3. Winch: Smatco 72 DAW-250 W/F Line Pull: 300,000lb. Wire Capacity: 3000” 2.125”. Stern Roller. 

Main Engines: 2 x EMD 16-645E5 total 5,750BHP. 132”x112” 4 blade fixed prop(s). Kort nozzle(s). 133” dia. korts. Bowthruster 

400HP. Bollard Pull: 90ST. Speed about 13-15kn on 125-248gph. Genset(s): 2 - 220kW / GM12V71. Firefighting: Fixed CO2 

system. Quarters: 27 in 8 cabins. 2 capstans. Retractable tow pins. Flume tank stabilization. Africa West Coast. 



70



File: SU22641 Supply Boat - AHTS - 226.0' loa x 40.0' beam x 17.0' depth x 8.20' light draft x 14.20' loaded draft. Built in 1976 by 

Halter Marine; Lockport, LA. U.S. flag. GRT: 298. Class: ABS + A1, E, (expired Jan 2011). Deadweight: 1,213lt. Deck Cargo: 800LT 

on 140' x 31' clear deck. FO: 86,000g. FW: 16,000g. DW: 186,100g. Dry Bulk: 8,000ft3. Crane. Winch: Double drum SMATCO DAW 

250. Line Pull: 300,000lb. Wire Capacity: 2,500' x 2.25”. Main Engines: 2 x EMD 16-645E7 total 5,750BHP. 120” x 90” prop(s). Full 

tow 5,200gpd / 85% @ 4,800gpd / 80% @ 4,000gpd. Bowthruster. Dynamic Positioning. Bollard Pull: 59LT. Speed about 14knots. 

Genset(s): 2 - 150kW AC. Firefighting: Y. Quarters: 19 berths in 8 cabins. Air Conditioned. Galley. Stretched hull in 1997. Laid up. 

Joy-stick controls, DP1. Walk in Fridge/Freezer. U.S. Gulf Coast. 

File: TG48001 Tug - Twin Screw - 127.6' loa x 32.1' beam x 10.9' depth x 12.50' light draft x 

15.50' loaded draft. Built in 1967 by Burton Shipyard, Port Arthur, TX. U.S. flag. GRT: 178. 

Class: Unclassed. ABS Loadline allowed to lapse. FO: 78,000g. FW: 7,600g. Winch: Double 

drum Almon Johnson. Wire Capacity: 2,100' x 2”. Main Engines: 2 x EMD 16-645E5 total 

5,750BHP. Last Overhauled: Required. 115” x 81” prop(s). Repowered 1999 from Fairbanks. 

Bollard Pull: 77T. Speed about 12kn. Genset(s): 2 - 75kW. Quarters: 14. In operating 

condition. Tired engines. Ballast tanks need steel work. Try best offers. U.S. Northeast. 

File: TG57142 Tug - Twin Screw - 126.0' loa x 36.0' beam x 18.6' depth x 16.18' loaded draft. Built in 1978 

by Main Iron Works, LA. Foreign flag. GRT: 528. Class: ABS + A1 + AMS, Towing Services. FO: 112,000g. 

FW: 24,000g. Winch: Smatco 66DAW double drum waterfall; 150T brake. Line Pull: 110T. Wire Capacity: 

2,952'. Stern Roller. Main Engines: 2 x EMD 16-645E7 total 5,750BHP. FP prop(s). Kort nozzle(s). 

Bowthruster. Speed about 12kn free. Pump(s): FiFi; 5,000gpm / GM16V71. Genset(s): 3 - 95kW / GM8V71 

230/115vAC 60Hz. Firefighting: 1 - water / foam monitor. Foam - 3,408g. Quarters: 16. Air Conditioned. 

Galley. 100MT capacity stern roller. 2 - 5T berthing winches forward. Tug fitted with two flanking rudders 

forward of each propeller. Dispersant - 2,090g. Reportedly in very good condition. Current with ABS with full 

crew aboard ready to work. 200T Shark jaws and tow pins. Mid East. 

File: TG59117 Tugs - Single Screw (2 total) - 128.0' loa x 36.1' beam x 15.7' depth. Built in 1981 by 

McDermott Shipyard; Amelia, LA. U.S. flag. GRT: 272. ABS + A1, Towing Service + AMS + ABCU. 

Deadweight: 412T. Light Disp.: 720lt. FO: 83,600g. FW: 8,929g. Winch: Markey TDS 32 enclosed. 

Wire Capacity: 2,000' 2”. Main Engines: 2 x EMD 16-645E7B total 5,750BHP. Single 12.5' dia VP 

steering prop in Kort nozzle. Automated engine room ABCU. Speed about 10.5kn on 7,000gpd. 

Genset(s): 2 - 210kW; 1 - 55kW. Firefighting: 1 - 1,000gpm fire monitor. Quarters: 12 persons. Two 

ATB tugs. See also TG57128. Intercon linkage system installed 1997. Previously matched with 

180,000BBL barge. Tug partial double hull. Upper pilothouse 51.35” height of eye. Twin engine/single 

screw. Marcon sold to both present & past owners. Keen seller inviting offers. U.S. Gulf Coast. 


by Main Iron Works; Houma, LA. U.S. flag. GRT: 176. Class: ABS + A1 Towing Service + AMS. Unrestricted 

Service. Annual Hull & Machinery Surveys overdue 31 Dec 2011. Winch: Single drum. Main Engines: 2 x 

EMD 16-645E7 total 5,750BHP. Cast steel FP prop(s) on Stainless shaft(s). Genset(s): 2 - 98kW. Oceangoing 

push tug with raised foc'stle bow and elevated pilot house. 64' highest fixed point. Laid-up in class. 

Drydocking and tail shaft surveys due January 2013. U.S. Gulf Coast. 

File: TG39134 Tug - Twin Screw - 107.0' loa x 26.7' beam x 14.8' depth x 12.65' draft. Built 1953 by 

Higgins Industries; New Orleans, LA. Rebuilt: 1981. U.S. flag. GRT: 124. Unclassed. No Loadline. 

FO: 35,000g. Winch: Single drum aft + bow. Wire Capacity: 2,200' 2” new 2007. Main Engines: 2 x 

EMD 16-645 total 5,700BHP. Last Overhauled: 2006. Turbocharged. Repowered from 

GM16V149TIs in 2006 @ 27.5T astern BP. Bollard Pull: 42.5T. Speed about 12kn. Genset(s): 2 - 

75kW AC. Open for sale or try long-term bareboat to qualified charterers. U.S. East Coast. 

File: SU20400 Supply Boat - AHTS - 204.0' loa x 40.0' beam x 16.5' depth x 8.00' light draft x 14.00' loaded draft. Built in 1974 by 

Bellinger SY; Jacksonville, FL. Panama flag. GRT: 295. Class: BV- due June 2012. Deadweight: 

934mt. Deck Cargo: 530T on 315m2 clear deck. FO: 378m3. FW: 340m3. DW: 4,550BBL. Dry 

Bulk: 3,680ft3 in 4 tanks. Winch: Smatco double drum 72DAW 250 waterfall. Line Pull: 

350,000lb. Wire Capacity: 3,500' x 2.25”. Stern Roller. Main Engines: 2 x Alco 12-251F total 

5,600BHP. 108” x 92” 4 blade stainless prop(s). Kort nozzle(s). Bowthruster 450HP. Bollard Pull: 

52.5MT. Speed about 9/11knots on 70-120-220gph. Pump(s): DW: 610gpm; FO: 610gpm; Bulk: 

175gpm; FW: 610gpm @ 150'. Genset(s): 2 - 200kW / KATO 208/440vAC 60Hz; 1 - 94kW / GM 

4-71 380v 50Hz. Firefighting: 1,200m3/h fire pump & 2 monitors. Quarters: 22 in 8 cabins. Air 

Conditioned. Galley. Range 9150nm @ 11kn. 1 - 5T & 1 - 7T tuggers. Safety equipment in accordance with SOLAS. Dispersant 

system. North Sea stacks. Working spot market, but open for sale “as is, where is”. Southwest Asia. 



71



File: TG56147 Tug - Twin Screw - 148.0' loa x 35.1' beam x 19.3' depth x 17.56' loaded draft. Built in 1976 by 

Southern Ship Bldg.; Slidell, LA. U.S. flag. GRT: 180. Class: ABS + A1 Towing Service. AMS, Unrestricted. 

Drydocking overdue 8/2009. Special Periodic Hull Survey due 11/2011. Light Disp.: 727lt. FO: 122,000g. Main 

Engines: 2 x EMD 16-645-E5 total 5,600BHP. Cast steel FP prop(s). Engine started abt. every 30 days. Speed 

about 9 - 12kn. Genset(s): 2 - 165kW. Push tug with upper pilothouse with conventional wire connection 

system. Height of eye 55.5'. Highest fixed point 92.83'. 75.27' light air draft. ITC tonnage GT/NT 606 / 181. In 

lay-up status. Copy of ABS report & ultrasonics available on request. U.S. Gulf Coast. 

File: TG54103 Tug - Azimuthing - 105.0' loa x 38.0' beam x 17.6' depth. Built in 2012 by 

Turkey. Foreign flag. GRT: 500. Class: RINA C + Hull + Mach, Unrestricted Navigation, Aut- 

Ums, Escort Tug, FiFi 1. Deadweight: 1,025. Crane: Knuckle Boom 14MT. Winch: Hyd 

single drum; 65T tow hook. Wire Capacity: 1,000m x 52mm. Stern Roller. Main Engines: 2 x 

Wartsila 6L26 total 5,467BHP. 2 - LIPS type HR nozzle prop(s). Range: 3,000nm. 

Bowthruster. Bollard Pull: 70T. Speed about 13kn. Pump(s): Fire pumps. Genset(s): 2 - 

175kW /Scania; 1 - 60kW. Firefighting: Water/Foam monitor 1200m3/hr, water/foam 

300m3/hr. Quarters: 10 persons. Air Conditioned. Galley. Ramparts 3200 design escort tug. 

Bollard pull: 70T ahead; 66T astern @ 100% MCR 5,467BHP. Towing pins. Mediterranean. 

File: SU19276 Supply Boat - AHTS - 192.2' loa x 44.6' beam x 22.2' depth x 19.47' loaded draft. Built in 1985 by Robin Shipyard 

Pte Ltd, Singapore. India flag. GRT: 1,310. Class: IRS + SUL + IY, Tug/Supply Vessel, STS DP1. Formerly DNV. Deadweight: 

1,819mt. Light Disp.: 1,233mt. FO: 622kL. FW: 209MT. DW: 612MT. Dry Bulk: 150MT. Line Pull: 150MT. Wire Capacity: 1,000m x 

56mm. Main Engines: 4 x Daihatsu 6DSM-26A total 5,400BHP. 2 - CP prop(s). Bowthruster 368kW. Dynamic Positioning. Bollard 

Pull: 63-74T. Speed about 12kn max on 8kL/day. Genset(s): 2 - 680kW; 2 - 245kW / Cummins-KT-1150G 380vAC 50Hz. Quarters: 

18 crew. UT 714 design. DP-1. Southwest Asia. 

File: TG53098 / TG53097 Tugs - Azimuthing (2 each) - 106.6' loa x 38.3' beam x 18.4' 

depth x 14.10' loaded draft. Built in 2012 by Turkey Shipyard. Foreign flag. GRT: 456. Class: 

BV 1 Hull + Mach, Escort, Salvage, FiFi 1, AUT-UMS, Water Spray, Oil Rec, Unrestricted 

Nav. FO: 250m3. FW: 53m3. BW: 70m3. Winch: Double drum aft towing. Line Pull: 65T. Wire 

Capacity: 800m + 400m x 52mm steel wire. Main Engines: 2 x CAT 3516B total 5,364BHP. 

Schottel SRP1515CP prop(s). Bollard Pull astern 64MT. Bollard Pull: 65T. Speed about 13 

free. Pump(s): 2 - FFS type SFP 250 x 350 1,350m3/h FiFi pumps. Genset(s): 2 - 150kW / 

CAT C9 1,500RPM. Firefighting: 2 - FFS 1,200 / 300m3/h water / foam monitors + water 

spray. Quarters: 10 persons. Air Conditioned. Galley. Cintranaval-Defcar design harbor, 

escort, ship docking ASD tug. Single, split drum escort towing winch (forward) with 2 - 250m x 

54mm synthetic line, with line pull of 80MT. 70T tow hook, tow pins, stern roller. Schottel 

bowthruster is optional. Marcon sold other tugs from shipyard as sole broker. Mediterranean. 

File: SU19257 Supply Boat - AHTS - 192.5' loa x 47.9' beam x 18.0' depth x 15.74' draft. Built 

in 2005 by Yuexin; Panyu, China. Singapore flag. GRT: 1,470. BV I + Hull & Mach, Unrestricted, 

FiFi 1. Deadweight: 1,400mt. Deck Cargo: 500MT on 350m2. FO: 475m3. FW: 230m3. DW: 

460m3. Dry Bulk: 1,650ft3 in 4 tanks. Liq. Mud: 254m3. Crane: None. Winch: Double Drum 

Elec/hyd. 2 - 5T capstans. 2 - 10T tuggers. Line Pull: 150MT@6m/m. Wire Capacity: 2 - 1,000m 

x 56mm. Stern Roller. Main Engines: 2 x CAT 3516B total 5,150BHP. Berg CP prop(s). Kort 

nozzle(s). Bowthruster 315kW. Bollard Pull: 65MT. Speed about 10-13kn on 12-19m3/d MGO. 

Pump(s): FO: 150m3/h; FW: 100m3/h; DW: 100m3/h; Liq Mud: 2 - 70m3/h. Genset(s): 3 - 

320kW / CAT 3408DITA; 1 - 52kW 415vAC 3ph 50Hz. Firefighting: Class 1. Water curtain all round. 1200m3/h; 300-1200m3/h 

monitors. Quarters: 2-1, 4-2, 8-4 berth cabin. Air Conditioned. Galley. Passengers: 1 - 1 berth hospital. Foam / detergent 14m3 

each. 300MT SWL Karmfork. Elec/hyd towpins with turntable top flaps. Elec/hyd rope reel. Oil dispersant system. Southeast Asia. 


draft. Built in 2007 by Guangzhou Hantong, China. Singapore flag. GRT: 1,450. BV I + 

Hull + Mach Tug Supply Vessel. Deadweight: 1,475mt. 375m2 deck. FO: 482kL. FW: 

228m3. BW: 464m3. Dry Bulk: 1,650ft3 in 4 tanks. Liq. Mud: 259m3. Winch: 200T 

brake Mentrade; 2 - 10T tuggers. Stern Roller. Main Engines: 2 x CAT 3516B total 

5,150BHP. 4 Blades, Berg CP prop(s). Bowthruster 1 - 315kW. Bollard Pull: 68T. 

Speed about 14kn on 14.7kL/d. Pump(s): Fire: 1,500m3/h; FO: 1 - 150m3/h; FW: 

100m3/h; BW/DW: 100m3/h; LM: 2 - 70m3/h. Genset(s): 3 - 315kW / CAT 3408C; 1 - 

65kW / Perkins. Firefighting: 2 monitors 1,200m3/h @ 12 bars; Foam 13.17m3; 

Detergent 13.17m3. Quarters: 42 (2-1, 4-2, 8-4). Southeast Asia. End 2012. 



72



File: SU19472 Supply Boat - AHTS - 194.3' x 49.0' x 20.0' depth x 16.23' loaded draft. Built 

2007 by Fuijan Southeast Shipyard, China. Singapore flag. GRT: 1,678. ABS + A1 Towing, 

FiFi 1; OSV AH (E) + AMS. Deadweight: 1,392mt. 340m2 clear deck. FO: 537kL. FW: 

361m3. BW: 399m3. Dry Bulk: 1650ft3. Liq. Mud: 370m3. Winch: 200T brake Mentrade; 2 - 

10T tuggers. Stern Roller. Main Engines: 2 x CAT 3516B total 5,150BHP. 4 Blades, Berg CP 

prop(s). Bowthruster 1 - 315kW. Bollard Pull: 63T. Speed about 14kn on 14.7kL/d. Pump(s): 

Fire: 1,500m3/h; FO: 1 - 150m3/h; FW: 100m3/h; BW/DW: 100m3/h; Liq.Mud: 2 - 70m3/h. 

Genset(s): 3 - 315kW / CAT 3408C; 1 - 52kW. 2 monitors 1,200m3/h @ 12 bars; Foam 

13.17m3; Detergent 13.17m3. Quarters: 42 (2-1, 4-2, 8-4). Southwest Asia. End 2012. 

File: TG51115 Tug - Azimuthing - 115.0' loa x 37.7' beam x 18.4' depth x 15.70' loaded 

draft. Built in 2011 by Southeast Asia. Foreign flag. GRT: 493. Class: BV. FiFi 1. 

Deadweight: 250mt. 65m2 clear deck. FO: 220m3. FW: 30m3. Crane: Hiab 1,310kg @ 

9.7m. Winch: Hyd. Tow. Line Pull: 150T brake. Wire Capacity: 1,000m x 50mm. Stern 

Roller. Main Engines: 2 x CAT 3516BHD total 5,150BHP. ASD - Schottel prop(s). Bollard 

Pull: 62MT. Speed about 12.5kn. Pump(s): Bilge, FO, FW. Genset(s): 2 - 143kW / CAT 

C6.6. Firefighting: FiFi 1, 3 monitors. Quarters: 12 crew in 7 cabins. Air Conditioned. 

Newbuild ASD completed end of 2011. Southeast Asia. Prompt. 


2007 by Tuong Aik Shipyard; Malaysia. Singapore flag. GRT: 1,079. BV 1 + Hull + Mac, Tug 

Unrestricted. Deadweight: 323mt. 240m2 deck. FO: 450m3. FW: 200m3. DW: 100m3. Crane: 1 - 2MT 

elec/hyd. Winch: Elec/hyd double drum towing / AH winch. 2 - 10T tuggers. Line Pull: 150MT@6m/m. 

Wire Capacity: 2 - 100m 56mm. Stern Roller. Main Engines: 2 x CAT 3516B total 5,150BHP. Berg CP in 

nozzles prop(s). Kort nozzle(s). Bowthruster 440kW. Bollard Pull: 60MT. Speed about 10-13kn on 12- 

19m3/d MGO. Pump(s): FO: 100m3/h; FW: 70m3/h; DW: 50m3/h. Genset(s): 3 - 340kW / CAT3408 

415vAC 3ph 50Hz. Firefighting: Class 1 with water curtain all round. Quarters: 27 in 10 cabins. Anchor 

handling tug. 8m3 foam. 8m3 detergent. 300MT elec/hyd Karmfork. 2 elec/hyd towpins with turntable flat tops. Rope reel. Joystick. 

Oil dispersant system. 300-1,200m3/h & 1,200m3/h fire monitors. Southeast Asia. 

File: TG50139 Tug - Azimuthing - 117.1' loa x 37.7' beam x 18.4' depth x 15.90' draft. Built in 

2011. RINA I +Hull +Mach / FiFi Ship 1 / Water Spray / Unrestricted / AUT-UMS. FO: 313.1m3. 

FW: 48.8m3. BW: @55.8m3. Crane: Palfinger hyd 2,960kg @ 4m. Winch: Double drum hydraulic 

aft + 70T SWL tow hook & tow pins. Wire Capacity: 2 - 750m x 52mm. Stern Roller. Main Engines: 

2 x ABC 8DZC total 5,095BHP. Schottel 1515 CP 2,600mm dia prop(s). FiFi pumps PTO both 

M/E. Range @ 2,000nm at @ 6kn towing speed. Bowthruster 150kW. Bollard Pull: @65MT. 

Speed about @13kn trial on 14MT/d. Pump(s): Bilge / Ballast: 40m3/hr. Fire / GS: 40m3/hr. 

Genset(s): 3 - 126kW / Volvo Penta D7-TA 400vAC 50Hz 3ph. Firefighting: Foam 17.4m3. 2 - 

1400m3/hr pumps. 2 - Skum water / foam monitors. Quarters: 3-1, 1-2, 2-4 berth cabins. Air 

Conditioned. Galley. Linepull: 45MT @ 5m/min. Newbuilding multipurpose ASD tug. Two sister tugs previously delivered. Dispersant 

@ 17.4m3. Endurance @22 days. Curtain type water spray. 4.25m work / rescue boat. Full fendering. Oil dispersant booms. 

Mediterranean. 

File: TG46128 Tug - Twin Screw - 127.6' loa x 32.1' beam x 10.9' depth. Built in 1967 

by Burton Shipyard; Port Arthur, TX. U.S. flag. GRT: 180. Class: ABS Loadline. FO: 

73,000g. FW: 7,600g. BW: 15,000g. Winch: Burrard single drum. Line Pull: 110,000lb. 

Wire Capacity: 2,800' x 2.25” IWRC. Main Engines: 2 x Fairbanks Morse 10-38D8-1/8 

total 5,000BHP. 2 - 115” x 81” 5 blade SS prop(s) on 9” shaft(s). 10-38D8-1/8 12cyl. 

Speed about 13kn light. Genset(s): 1 - 99kW / GM6-71; 1 - 99kW 280vAC. 

Firefighting: 1 @ 5,000GPM w/50' hose. U.S. Northeast. Prompt. 

File: SU19440 Supply Boat - AHTS - 194.0' loa x 40.0' beam x 17.0' depth x 15.00' loaded 

draft. Built in 1974 by Halter Marine, Inc.; Moss Point, MS. Rebuilt: 1993. Panama flag. 

GRT: 758. Class: BV. (Formerly ABS) FiFi 1. Deck Cargo: 500MT on 104' x 32' clear deck. 

FO: 110,390g. FW: 109,271g. BW: 21,928g. Dry Bulk: 80m3 in 4 tanks. Liq. Mud: 200m3. 

Winch: Smatco Double drum + 1 - 7MT & 1 - 5MT Tuggers. Line Pull: 125T. Stern Roller. 

Main Engines: 2 x MWM TBD441V16 total 4,800BHP. Last Overhauled: 2008. 2 - Fixed (4 

blade) prop(s). Range - 8,920nm. Bowthruster 300HP. Bollard Pull: 48T. Speed about 13kn 

on 3,460gpd. Genset(s): 2 - 300kW / GM12V71 440/220vAC; 1 - 85kW / CAT3304. 

Firefighting: 2 - 2,400m3/hr monitors, SOLAS. Foam - 20.4m3. Quarters: 12 crew. Air Conditioned. Galley. Passengers: 15. 

Sprinkler system fitted. Dispersant system. No. Sea stacks. Completed 5 year drydocking in July 2008. Both engines and generators 

overhauled. Currently working, but is available “as is, where is” basis. Mid East. End November 2012. 



73



File: SU19450 Supply Boat - AHTS - 194.3' loa x 49.0' beam x 20.0' depth. Built in 2004 by Fujian 

Southeast; China. Singapore flag. GRT: 1,690. ABS A1 (E) Towing Vessel, FiFi 1 + AMS. Deadweight: 

1,348mt. Light Disp.: 1,543mt. Deck Cargo: 500MT on 350m2 clear deck. FO: 535m3. FW: 360m3. DW: 

400m3. Dry Bulk: 6,600ft3 in 4 tanks. Liq. Mud: 370m3. Winch: Double drum. 2 - 5T capstans & 2 - 10T 

tuggers. Line Pull: 200MT@5m/m. Stern Roller. Main Engines: 2 x CAT 3516B HD total 4,750BHP. 4 

blade CP prop(s). Kort nozzle(s). Bowthruster 5T. Bollard Pull: 60MT. Speed about 11-13kn on 13MT/d 

MGO. Genset(s): 3 - 315kW / CAT 415vAC 3ph 50Hz; 1 - 52kW. Firefighting: 2 - 1,550m3/h fire pumps & 

2 - 1,220m3/h monitors. Quarters: 42 in 15 cabins. Galley. Passengers: 1 - 1 berth hospital. Foam 10m3. 

Detergent 13m3. Rope reel. Shark jaw. Tow pin. Joystick. Class 1 FiFi with water curtain all around. Mid East. 

File: TG43150 Tug - Twin Screw - 150.0' loa x 35.0' beam x 20.0' depth x 15.00' draft. Built in 

1963 by Southern Shipbldg.; Slidell, LA. Rebuilt: 2004. U.S. flag. GRT: 290. Class: ABS + A1 

Towing Service (E) + AMS. Continuous Hull Survey due 11/2014. FO: 100,000g. Winch: Single 

Drum Markey / GM3-71 powered. Wire Capacity: 2,000' x 2”. Main Engines: 2 x CAT 3606 total 

4,640BHP. 2 - FP prop(s). Repowered from Fairbanks in 2004. Genset(s): 2 - 60kW / GM8V71. 

Air Conditioned. Galley. Raised foc'stle bow. Raised pilot house with @ 44' height of eye. 

Previously worked with 18,125dwt drybulk ITB hopper barge. New Fernstrum coolers in 2004. 

Totally rebuilt at Bollingers’ in 2004. Inviting firm cash offer. U.S. Gulf Coast. Prompt. 

File: SU19223 Supply Boat - AHTS - 192.0' loa x 40.0' beam x 15.0' depth x 12.88' loaded draft. Built in 1982 by Halter Marine, 

Moss Point, MS. Vanuatu flag. GRT: 820. Class: ABS +A1, E, +AMS. Deadweight: 932T. Light Disp.: 872T. 100' x 32' clear deck. 

FO: 349T. Liq. Mud: 1,480BBL. Crane: 1 - 8T. Main Engines: 2 x EMD 12-645E7B total 4,610BHP. 2 - FP prop(s). Bowthruster 1 - 

976BHP. Speed about 13kn on 16Tpd. Genset(s): 2 - 150kW 450v 60Hz. Firefighting: Fitted. Quarters: 21. For sale out of 

competition on a strictly “as is, where is” basis. Southeast Asia. 

File: SU19340 Supply Boat - AHTS - 192.5' loa x 40.0' beam x 15.0' depth x 7.40' light 

draft x 12.80' loaded draft. Built in 1982 by Halter Marine; Moss Point, MS. Vanuatu flag. 

ABS + A1 (E) Towing Service. Deadweight: 955T. Deck Cargo: 542LT on 100' x 32' 

deck. FO: 112,400g. FW: 272,300g. Dry Bulk: 5,000ft3. Liq. Mud: 1,480BBL. Winch: 

Fritz Culver. Line Pull: 220,000lb. Wire Capacity: 5000' 2”. Main Engines: 2 x EMD 12- 

645E7B total 4,610BHP. 11,200nm at 10 knots. Bowthruster 4.5ST. Bollard Pull: 49MT. 

Speed about 10-13kn on 100-190gph. Genset(s): 2 - 150kW / GM 12V71 450v 60Hz. 

Firefighting: 1 - 800gpm @ 400. Quarters: 21. For sale out of competition on a strictly “as is, where is” basis. Southeast Asia. 


loaded draft. Built in 1976 by J.G. Hitzler; Germany. Liberia flag. GRT: 800. Class: GL 

+ 100 A4 Tug + MC. Deadweight: 871T. Deck Cargo: 444T on 105' x 30' clear deck. 

FO: 742m3. FW: 132m3. DW: 443m3. Dry Bulk: 187m3. Liq. Mud: 243.5m3. Winch: 

Double drum. 2 - 8T tuggers. Line Pull: 181T. Wire Capacity: 800m. Stern Roller. Main 

Engines: 2 x B&W 8V22 total 4,600BHP. CP prop(s). Kort nozzle(s). Bowthruster 

400HP. Bollard Pull: 60MT. Speed about 14.5kn. Genset(s): 2 - 336kW, 2 - 112kW & 1 

- 60kW 380/220vAC. Firefighting: 2 - monitors @ Total 600MT/hr. Try best offers after 

inspection. Laid up. “as is, where is” Africa West Coast. Prompt. 


6.60' light draft x 12.60' loaded draft. Built in 1983 by Eastern Marine; 

Panama City, FL. U.S. flag. GRT: 275. Class: ABS + A1, AMS, E, Towing 

Service exp. Mar 2008. Deadweight: 1,114T. Deck Cargo: 770LT on 108' x 

31' clear deck. FO: 77,040g. FW: 12,000g. DW: 163,560g. Dry Bulk: 

5,400ft3. Liq. Mud: 1,600BBL. Winch: Smatco 66 DAW 200 Double Drum 

+5T tugger. Line Pull: 250,000lb. Wire Capacity: 2,550' x 2.25”. Stern Roller. 

Main Engines: 2 x EMD 16-645E7D3A total 4,500BHP. 2 - Fixed Pitch 90” x 

68” prop(s). Bowthruster 300HP. Bollard Pull: 40.8T. Speed 9-14kn on 83-203gph. Genset(s): 2 - 99kW / GM 8V71 450v 60Hz. 

Firefighting. Quarters: 18 crew in 7 cabins. For sale “as is, where is” out of competition. U.S. Gulf Coast. 

File: TG45131 Tug - Twin Screw - 131.2' loa x 38.7' beam x 15.0' depth. Built in 2012 by 

Chinese Yard. Foreign flag. Class: ABS + A1 (E), AMS, Towing Service Anchor Handling Tug 

for Unrestricted Service. Deck Cargo: 350T on 120m2 clear deck. FO: 281m3. FW: 61m3. 

Crane: 3T @ 14m. Winch: AH Towing winch; 2 - 10T tuggers. Line Pull: 75T/150Tbr. Wire 

Capacity: 1,000m x 41mm. Stern Roller. Main Engines: 2 x CAT 3512C total 4,500BHP. 2 - 

FP prop(s). Kort nozzle(s). Bowthruster 3.2T. Bollard Pull: abt. 52T. Genset(s): 3 - 350kW / 

Cummins. Firefighting: 1/2 FiFi system; 1 - 470m3 monitor. Quarters: 18 (2-1, 2-2, 2-6). Air 

Conditioned. Anchor Handling tug. Combined shark jaw/towing pin SWL 200T. Far East. 



74



File: TG45132 Tug - Twin Screw - 131.2' loa x 38.7' beam x 14.9' depth x 10.50' loaded draft. Built in 2012. Foreign flag. Class: 

ABS A1 AMS Towing. 120m2 clear deck. FO: 281m3. FW: 61m3. Total 4,500BHPBollard Pull: 52T. Speed about 12kn. Passengers: 

18. Multi-purpose AHT. Far East. Q4 2012. 


draft. Built in 2012 by Guangzhou Hangtong Ship Ind. Co. Ltd. Singapore flag. GRT: 

1,459. BV I Hull E Mach, Supply Vessel, Tug, Special Service Anchoring Handling 

Vessel, FiFi 1-Water Spray, Unrestricted Nav, DPS-1. Deadweight: 1,375mt. Deck 

Cargo: 600MT on 370m2 clear deck. FO: 520m3. FW: 260m3. DW: 390m3. BW: 

390m3. Dry Bulk: 187m3. Liq. Mud: 130m3. Crane: 5.9MT @ 4m. Winch: Double 

drum Mentrade 200T brake. Line Pull: 150T. Wire Capacity: 1,000m x 56mm. Main 

Engines: 2 x CAT 3516B total 4,462BHP. 2 prop(s). Bowthruster 2 - 515kW. Dynamic 

Positioning. Bollard Pull: 65T. Speed about 10-13.5kn on 6.5-18.1MT/d. Genset(s): 2 - 

450kWe CAT / 1 - 65kWe CAT 415v 3ph 50Hz. Firefighting: 2 - 1,200m3/h monitors / Water Curtain. Quarters: 42 (2-1, 4-2, 8-4). 

300T Shark Jaws / 200T tow pins. Southeast Asia. 

File: TG44135 Tug - Twin Screw - 135.8' x 34.4' x 17.4' depth x 14.40' loaded 

draft. Built 1977 by Jonker & Stans; Holland. Foreign flag. GRT: 557. BV I 3/3 E + 

Tug Deep-sea AUTO-OS. Special Survey completed 2008. 50' x 30' clear deck. 

FO: 503MT. FW: 133MT. DW: 50MT. Crane. Winch: Ysselwerf single drum 

hydraulic. Wire Capacity: 3,600' x 2”. Stern Roller. Main Engines: 2 x Alco 12- 

251F total 4,460BHP. Seffle CP stainless props. Kort nozzles. Range - 7,200 mi. 

Bowthruster 208BHP. Bollard Pull: 63.6MT. Speed about 10kn on 150gph. 

Genset(s): 1 - 288kVA; 1 - 96kVA / CAT 440vAC 60Hz. 500gpm FiFi. Quarters: 13 

in 9 cabins. Raised foredeck. Electric bow thruster. Bollard pull 70MTat 100% 

MCR. Tow pins. H-bitt aft of winch. New compressors & fire monitors in 1996. 

Class renewal, drydocking, rebuild of CPP system early 2008. BV certified BP at 63.6mt. Caribbean. 

File: SU13729 Supply Boat - AHTS - 137.8' loa x 36.1' beam x 16.1' depth x 11.50' light draft x 

13.61' loaded draft. Built 2011 by Chinese Yard. Foreign flag. GRT: 499. Class: BV I + Hull + Mach 

Special Service Multi-purpose AHT Unrestricted Navigation. 160m2 clear deck. FO: 363.53m3. FW: 

78.49m3. Crane: 1.25MT/8MT @ 9.75m/2m. Winch: Double Drum 180MT brake. Line Pull: 65MT. 

Wire Capacity: 52mm x 1000m; 600m x 52mm. Stern Roller. Main Engines: 2 x Cummins QSK60-M 

total 4,400BHP. 2 FP 4 blades prop(s). Kort nozzle(s). Bowthruster 335BHP. Bollard Pull: 60mt. 

Speed about 14kn. Pump(s): FO: 40m3/h; FW: 36m3/h. Genset(s): 2 - 245kW / CAT 3406mSG 400v 

50Hz; 1 - 60kW / Cummins CCFJ-60Y. Firefighting: 2 - monitors 1,000m3/h @135m; Foam: 9.27m3. 

Quarters: 22 person. Hydraulic shark jaw: 200MT. Tow pin: 200MT. Far East. 


14.43' loaded draft. Built in 1972 by Carrington Slipways; Australia. Foreign flag. 

GRT: 883. Class: LR Ocean (disc. 05/2001) now Isthmus. Deck Cargo: 500T on 

27.4m x 10.1m clear deck. FO: 275T. FW: 115T. DW: 320m3. Dry Bulk: 3,500ft3 

(3 tanks). Winch: Double drum Swaan/CATD334. Main Engines: 4 x Daihatsu 

8PSHTCM26D total 4,400BHP. 2 prop(s). Kort nozzle(s). Bowthruster 3.5T. 

Bollard Pull: 50MT. Speed about 10kn. Genset(s): 2 - 250kW / CAT D343 415vAC 

50Hz. Firefighting: 120Tph. Quarters: 24 total. Inviting best offers. Mid East. 

File: SU19629 / SU19630 / SU19645 Supply Boats - AHTS (3 total) - 196.8' loa x 46.6' beam x 19.7' depth x 16.70' loaded draft. 

Built in 2012 by Chinese Shipyard. Hong Kong flag. GRT: 1,576. Class: BV 1 + Hull + MACH + DYNAPOS AM/TR, Supply Vessel, 

Tug, Special Service AHTS, OSV, Standby Vessel, FiFi 1, Unrestricted. 

Deadweight: 1,974mt. Deck Cargo: 600T on 330m2 clear deck. FO: 

578.6m3. FW: 296.9m3. DW: 234.4m3. Dry Bulk: 136m3 in 4 tanks. Liq. 

Mud: 220.55m3. Crane: 2T with 9.75m outreach. Winch: Double drum 

200T brake; 2 - 5T capstans; 2 - 10T tuggers. Line Pull: 75T. Wire 

Capacity: 1,000 x 52mm. Stern Roller. Main Engines: 2 x CAT 3516B 

total 4,400BHP. Berg CP prop(s). Stern thruster 400kW. Bowthruster 2 - 

550kW. Dynamic Positioning. Bollard Pull: 56T. Speed about 12kn. 

Pump(s): Liqmd: 2 - 30-60m3/h dual speed Desmi. Genset(s): 1- 

245kW/CAT 3406C, 2-450kW/CAT C-18, 1-100kW/Deutz 400vAC 50Hz 

3ph. Firefighting: 2 - 1,550m3/h pumps; 300/1,200m3/h foam/sea-water FFS monitor. Quarters: 46 persons (2-1, 16-2, 3-4). FiFi-1 

anchor handling tug supply vessel. Hydraulic shark jaws & tow pins 200T. Kongsberg K-POS DP-21 system. Far East. 



75



File: TG44072 / TG44073 Tugs - Azimuthing (2 each) - 98.4' loa x 35.4' beam x 17.7' depth x 

11.81' loaded draft. Built in 2008 in China. Hong Kong flag. GRT: 469. Class: BV1 + Hull + MACH, 

Salvage Tug / Utility Boat / FiFi I Unrestricted Navigation. FO: 250m3. FW: 110m3. Crane: 1- 

1.2MT@9.81m / 8MT@2m SWL. Winch: 1-Electro Hyd tow winch 100MT; Electro hyd. AHT 80MT. 

Main Engines: 2 x Cummins QSK60M total 4,400BHP. 2 - Aquamaster prop(s). Bowthruster. Bollard 

Pull: 66.8MT. Genset(s): 3 - 116kW / Perkins 400v 50Hz. Firefighting: FIFI as per BV classification. 

Quarters: 2-1, 2-2, 2-4 cabins. Air Conditioned. Galley. Sewage treatment plant. Bollard pull ahead 

66.8MT & 63.6MT astern. Southeast Asia. Prompt. 


2011 by Zhuhai Chenlong Shipyard; China. Singapore flag. GRT: 475. Class: BV 1 3/3 + Unrestricted. 

144m2 clear deck. FO: 350m3. FW: 116m3. DW: 26m3. Winch: Double drum waterfall + 1 - 5T Tugger; 

1 - 2T capstan. Main Engines: 2 x Daihatsu 6DKM-26F(L) total 4,400BHP. 2 - FP Kaplan prop(s). Kort 

nozzle(s). Endurance 20 days. Bowthruster 3MT. Bollard Pull: 58.5MT. Speed about 12kn service. 

Pump(s): Bilge/Ballast: 35m3. Genset(s): 2 - 240kW 415/230vAC 3ph 50Hz; 1 - 64kW / emergency. 

Firefighting: 2 - 600m3 monitors; 1 - 25m3 @ 35m pump. Quarters: 16 crew in 6 cabins. Air 

Conditioned. Anchor handling tug. 100T shark jaw and guide pins. Certified bollard pull. Far East. 


15.25' loaded draft. Built in 1970 by Gulfport SB. Rebuilt: 2000. U.S. flag. GRT: 198. Formerly 

ABS +A1. (5yr SS done June 2006) exp. 2010. FO: 125,650g. FW: 7,060g. Winch: Single drum 

Burrard HJ-5/GM6-71. Wire Capacity: 2,800' x 2.25”. Stern Roller. Main Engines: 2 x Fairbanks 

Morse 12-38D8-1/8 total 4,400BHP. Last Overhaul: 2000. 120” x 108” prop(s) on 10.75” 

shaft(s). Direct reversing. Speed about 12-14kn. Genset(s): 2 - 98kW / GM6-71 450vAC 60Hz 

3ph; 1- 15kW. Quarters: 10 crew. Galley. Marcon has sold tug twice and longterm chartered 

once in her lifetime. Tug laid-up last few years with class allowed to lapse. Raised pilot house 

installed in 2008. Sale strictly “as is, where is”. Try ALL outright cash offers. U.S. Gulf Coast. 

File: TG44144 Tug - Twin Screw - 124.6' loa x 35.4' beam x 16.4' depth x 13.10' loaded draft. Built 

in 2012 by Malaysian Shipyard. Malaysia flag. GRT: 494. Class: BV. Winch: Double drum waterfall 

150T SWL. Stern Roller. Main Engines: 2 x Cummins QSK 60-M total 4,400BHP. 4-blade fixed pitch 

prop(s). Kort nozzle(s). Bowthruster 125kW. Bollard Pull: 53-54MT. Speed about 12-12.5kn. 

Pump(s): Bilge & Ballast: 35m3/h; GS & Fire: 35m3/h; FO: 20m3/h; FW: 20m3/h. Genset(s): 2 - 

250kW / Cummins QSM 11D(M) 415vAC 3ph 50Hz. Firefighting: FiFi 1/2. 2 - 600m3/hr monitors. 

1,400m3/hr pump. Quarters: 2-1,1-2,3-4 berth cabins. Air Conditioned. Galley. Anchor handling tug. 

1 - 10T tugger winch. 1 - 5T capstan. 150T SWL shark jaw & tow pins. 75mm thick hardwood 

sheathing on aft deck. Water spray system around wheelhouse. Southeast Asia. 3 months. 


Built in 2010. GRT: 149. Class: ABS + A1 + AMS AHT Offshore Support Vessel, SOLAS. 

Deadweight: 314T. Deck Cargo: 300T on FO: 320m3. FW: 150m3. Crane: 1 - 2T @ 6m. Winch: 

Macgregor-Plimsoll Double drum 150T brake; 2 - 10T Tugger. Wire Capacity: 2-1,000m x 52mm. 

Stern Roller. Main Engines: 2 x Cummins QSK60 total 4,400BHP. 2,300mm Kaplan FP prop(s). 

Kort nozzle(s). Bowthruster 1 - 5T. Bollard Pull: 65T. Speed about 12.5-13.5kn. Genset(s): 3 - 

245kW / CAT 3406 415v 3ph 50Hz. Firefighting: FiFi: 1-1,200m3 Pump; 2 600m3/h monitors. 

Quarters: 2-1, 2-2, 4-3. Air Conditioned. Galley. 2-5T capstans, 1,000m storage reel, & Plimsoll 

Smit Berger shark jaws / tow pins. Southeast Asia. 

File: TG43410 Tug - Azimuthing - 108.6' loa x 31.5' beam x 16.4' depth x 14.00' loaded draft. Built in 

1987 by Cochrane-Selby; U.K. St Vincent/Grenadine flag. GRT: 376. Class: LR 100A1 Tug; Dtp Class 

VII. Deadweight: 297T. FO: 198.6m3. FW: 22.47m3. BW: 70.61m3. Winch: Winch/windlass forward & 

hook aft. Main Engines: 2 x Ruston 6RK270M total 4,340BHP. Aquamaster US2001/3150 prop(s). 

6RR-270m/270 x 305mm. Astern pull @ 50MT. Bollard Pull: 55MT. Firefighting: 2 foam/water each, 

300m3/h @ 120m. Quarters: 8. ASD (Azimuth Stern Drive) harbor/coastal terminal tug. Oil dispersal 

tank 14.2MT. Foam 31.72m3. Special Survey & drydock October 2012. South America West Coast. 

File: TG43123 Tug - Twin Screw - 124.0' loa x 33.1' beam x 19.9' depth x 15.00' light draft x 18.00' 

loaded draft. Built in 1967 by Gulfport Shipbldg; Port Arthur, TX. U.S. flag. GRT: 194. Class: ABS + A1 

Towing + AMS. FO: 70,378g. FW: 2,467g. Winch: Markey TYS-36 single drum. Wire Capacity: 2,200' 

x 2.25”. Main Engines: 2 x EMD 12-645E5 total 4,300BHP. 2 - FP prop(s). Genset(s): 2 - 125kW / 

GM8V - 71. Quarters: 8 in 7 staterooms. Galley. Elevated pilot house & raised foc'stle bow. 70.3' 

highest fixed point. 45' height of eye. Previously handled 192,000DWT bulk barge. Although not 

officially on market, we may develop on private & confidential basis. U.S. Northeast. 



76




draft. Built in 1983 by Goole Shipbuilders; Goole, U.K. Vanuatu flag. GRT: 806. Class: ABS 

A1 AMS Special Survey date 09/2008. Deadweight: 1,018T. Light Disp.: 1,040T. 111' x 33' 

clear deck. FO: 198T. Liq. Mud: 2,000BBL. Main Engines: 2 x Mirrlees 6MB275 total 

4,224BHP. 2 - CP prop(s). Bowthruster. Speed about 12.5kn on 10Tpd. Genset(s): 2 - 

500kW 440vAC 60Hz; 1 - 250kW. Quarters: Total 24 persons. “as is, where is”. Owner 

prefers sale out of competition. Sale subject to management approval. Southeast Asia. 


draft. Built in 1972 by Burton Shipyard; Port Arthur, TX. Bahrain flag. GRT: 558. Class: BV 1 

Tug Unrestricted Navigation, SS due in 2014. Deadweight: 1,145. Deck Cargo: 471 on 108' x 

31.5' clear deck. FO: 250T. FW: 400m3. Dry Bulk: 57m3 in 4 tanks. Crane: 3T. Winch: Markey 

Model TDSD-28 D/Drum. Line Pull: 113T. Wire Capacity: 610m x 45mm. Stern Roller. Main 

Engines: 2 x EMD 16-567 BCRL total 4,200BHP. 2 - Fixed prop(s). Bowthruster 300HP. Bollard 

Pull: 50MT. Speed about 8.5kn on 5.8T/d. Genset(s): 2 - 75kW Delco / GM6-71 220vAC 60Hz. 

Quarters: 16 total. Air Conditioned. Working. Reportedly in good condition. Mid East. 

File: SU18240 Supply Boat - AHTS - 182.9' loa x 39.0' beam x 18.1' depth x 15.40' loaded draft. Built 

in 1971 by Verlome Scheepswerf, Holland. Foreign flag. GRT: 888. Class: Maritime Services Limited 

(ex- RINA Class: withdrawn 06/2002). Ice strengthened. Deadweight: 980mt. 95.1' x 32' clear deck. 

Crane: 1 - 2T / 14m Brevini. Winch: KARMOY Single drum with automatic spooling & tugger. Main 

Engines: 4 x Polar Nohab SF16RSF total 4,200BHP. 2-CP Scania Volda props. Kort nozzles. 

Bowthruster 300HP. Bollard Pull: 51MT. Genset(s): 1 - 280kVA, 1 - 60kVA & 1 - 45kVA. Firefighting: 

Fifi fitted. Quarters: 11 cabins - 1 & 2 man. Stern roller, winches, mud tanks, etc. all removed when 

vessel converted. Extensive hydraulic system in engine room (2 - 30kW 130LPM). Complete overhaul. 

Now certified by local maritime authority. Sea trials Summer 2012. List of major repairs on request. Caribbean. 

File: TG39002 Tug - Twin Screw - 139.0' loa x 34.0' beam x 17.2' depth x 10.60' light 

draft x 14.10' loaded draft. Built in 1976 by Burton Shipyard; Port Arthur, TX. Rebuilt: 

2000. U.S. flag. GRT: 198. ABS +A1, Towing Service +AMS. Drydocking due May 2014. 

Special due Sep 2015. Deadweight: 647T. FO: 129,000g. FW: 12,300g. BW: 122,400g. 

Winch: Intercon 74077 double drum. Line Pull: 100T. Wire Capacity: 2 x 2,200' 2”. Main 

Engines: 2 x EMD 16-645E6 total 4,200BHP. 4 blade 115”x88” stainless props. 

12,400nm range @ 10kn. Bollard Pull: 52.5ST. Speed about 10-12.5kn on 104-179gph. 

Genset(s): 2-99kW / GM8V71 450v 60hz. Quarters: 8 berths. Hydraulic tow pins. 65 ton 

electric barge winches. Keen Seller inviting serious cash offers. U.S. Gulf Coast. 

Prompt. 


in 1978 by Kochi Jukogyo Kochi; Japan. India flag. GRT: 969. Indian Registry of Shipping. 

Deadweight: 704mt. FO: 575MT. FW: 215MT. Crane: 1-Hiab 180 Sea Crane 10T max. Derrick/A- 

Frame: 1-10T SWL. Winch: Double drum waterfall with quick release. Wire Capacity: 640m x 64mm. 

Stern Roller. Main Engines: 2 x Niigata 6MG31EZ total 4,200BHP. CP Kamome steering props. Kort 

nozzles. 45 day range. Bowthruster 300HP. Bollard Pull: 48MT. Speed about 10-12kn on 9Tpd. 

Pump(s): 3 - 300m3/h portable & 1 - 640m3/h fire. Genset(s): 2 - 250kVA / Yanmar 440v 3ph 60Hz. 

FiFi 1/2: 2 - 300m3/h water & 1- 600m3/h water/foam monitors. Quarters: 12 crew. Passengers: 12. 

Salvage & anchor handling tug. 1,000m 54mm spare wire. 2 each tuggers on main deck and forward. Mid East. 


draft. Built in 1983 by Torrens; Port Adelaide, Australia. Vanuatu flag. GRT: 1,141. ABS A1 

(E), AMS, ACCU. Deadweight: 1,503T. Deck Cargo: 575MT on 86.92' x 36.08' clear deck. 

FO: 554m3. FW: 727m3. Winch: Norwinch Double drum waterfall. Wire Capacity: 2-900m x 

52mm dia. Stern Roller. Main Engines: 2 x Nohab F38A total 4,040BHP. 2 - CP prop(s). Kort 

nozzle(s). Bowthruster. Bollard Pull: 65MT. Speed about 12-13kn on 8-13MT/d. Pump(s): FW: 

2-55m3/hr @ 56m head. FO: 554m3/hour. Genset(s): 2 - 150kW, 2 - 40kW 415v 50Hz. FiFi 

class 1, 2 - 2,400m3/hr @ 120m head. Quarters: 10. Passengers: 8. 300MT shark jaws. “As 

is, where is”. Southeast Asia. 


Built in 1972 by Adelaide Ship Const.; Australia. Rebuilt: 2000. India flag. GRT: 817. Indian 

Register of Shipping. Deadweight: 730mt. Deck Cargo: 400T on 30m x 10m deck. FO: 330MT. 

FW: 521MT. Dry Bulk: 150m3. Crane: 1 - 3.5T. Winch: Double drum 112mt SWL Smatco + 2-7T 

tuggers. Wire Capacity: 600m x 52mm. Stern Roller. Main Engines: 2 x EMD 16-645E2 total 

4,000BHP. Bowthruster 280BHP. Bollard Pull: 45mt. Pump(s): FO: 50m3/hr @ 60m; FW: 75m3/hr 

@ 60m; DW: 75m3/hr @ 60m; FiFi: 330m3/hr. Genset(s): 2 - 100kVA / GM6-71; 1 - 65kVA 

415vAC 50Hz. FiFi 1/2. Quarters: 12 crew. Passengers: 12. Mid East. 

77 


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



File: SU18829 / SU18834 Supply Boats - AHTS (2 each) - 188.4' loa x 38.4' beam 

x 15.7' depth x 13.80' loaded draft. Built in 1983 by Teraoka Shipyard.; Japan. 

Vanuatu flag. GRT: 887. Class: ABS + A1, Towing Vessel + AMS, Unrestricted 

Service. Deadweight: 874T. 104' x 27' clear deck. Liq. Mud: 1,459BBL. Main 

Engines: 2 x Yanmar 8Z280-ET total 4,000BHP. 2 - FP prop(s). Bowthruster. Speed 

about 12.5kn. Laid up. Africa West Coast. 

review. U.S. Gulf Coast. 

File: SU18948 / SU18950 Supply Boats - AHTS (2 each) - 190.0' loa x 44.0' beam x 16.0' 

depth x 8.00' light draft x 13.60' loaded draft. Built in 1999 by Eastern Marine, Panama City, 

FL. U.S. flag. GRT: 1,004. Class: ABS + A1 + AMS USCG Sub L. Not SOLAS ready. 

Deadweight: 1,310mt. Light Disp.: 844mt. Deck Cargo: 440MT on 4,041ft2 clear deck. FO: 

68,704g. FW: 8,650g. DW: 221,341g. Dry Bulk: 7,200ft3. Liq. Mud: 2,053BBL. Calcium 

Chloride / Brine: 86,258g. Winch: Smatco 72 DAW double drum waterfall + tugger. Line Pull: 

134LT. Stern Roller. Main Engines: 2 x CAT 3516B total 4,000BHP. 2,590mm stainless 

prop(s). Bowthruster 500HP. Bollard Pull: 42MT. Speed about 11-12kn on 108-210gph. 

Genset(s): 2 - 175kW / CAT 3306. Firefighting: 1,000gpm. Quarters: 18 berths / 7 cabins. Fritz 

Culver tow pins. Certified to carry 2 x 500BBL tanks which can be used for liquid mud bringing 

total capacity over 3,000BBL (tanks measure 34'L x 10'W X 8'H). Sold by Marcon in 2001 to 

last operator. For sale direct from bank-owner. May also consider charter subject to credit 

File: SU19738 Support Vessel - 197.8' loa x 38.7' beam x 17.4' depth. Built in 1997 by 

Ishii Zosen; Japan. Panama flag. GRT: 998. Class: NK, Ocean Going International 

SOLAS Compliant. Deadweight: 1,174T. Deck Cargo: 500T on 98.4' x 32.8' clear deck. 

FO: 450m3. FW: 514m3. Crane: 1 - 7.5T @ 7.5m knuckle revolving. Winch: Waterfall, 70T 

brake. Line Pull: 45T@4m/mm. Wire Capacity: 46mm-1,000m. Main Engines: 2 x Yanmar 

6N260EN total 4,000BHP. 2 - variable pitch prop(s). Kort nozzle(s). 13,500nm range. 

Bowthruster 520BHP. Bollard Pull: 45T. Speed about 12.5-14.25kn. Genset(s): 2 - 250kVA 

AC 440/220v 60Hz; 1 - 125kVA AC 440/220v 60Hz. Quarters: 40. Multi-purpose workboat. 

14-1, 5-2, 2-4 & 1-8 man rooms. Joystick control. 2 - 7T tuggers. Africa West Coast. 

File: SU21133 Supply Boat - AHTS - 211.0' loa x 43.0' beam x 20.0' depth x 17.30' loaded draft. Built in 1977 by Appledore 

Shipbuilders Ltd. Vanuatu flag. GRT: 1,326. Class: ABS + A1 + AMS. Special Survey due 02/2012. Drydocking overdue 04/2010. 

Deadweight: 1,835T. Light Disp.: 1,150lt. 136' x 33' clear deck. FO: 78MT. Liq. Mud: 2,150BBL. Crane: Fitted. Main Engines: 2 x 

Mirrlees ESL16MGR total 4,000BHP. 2 - FP prop(s). Bowthruster. Speed about 14kn. Genset(s): 1 - 250kW 440v 60Hz; 2 - 200kW 

440v 60Hz. Quarters: 36 persons total. Four point mooring. For sale “as is, where is” out of competition. Africa West Coast. 

File: TG40022 Tug - Twin Screw - 109.0' loa x 31.0' beam x 14.0' depth. Built in 1975 by 

Halter Marine Services Inc. U.S. flag. GRT: 198. ABS +A1 Towing Service, +AMS. FO: 83,302g. 

FW: 5,086g. BW: 11,411g. Winch: Markey. Wire Capacity: 2,000' 2”. Stern Roller. Main 

Engines: 2 x EMD 16-645E6 total 4,000BHP. 4 blade 100”x76” props. Speed @ 8.5/10kn on 80- 

95gph. Genset(s): 2 - 99kW / GM6-71. Quarters: 10 in 5 cabins. Air Conditioned. Galley. Upper 

pilothouse. Molded “D” fendering system. Laid up. U.S. Gulf Coast. 


draft. Built in 1974 by Towa Zosen; Japan. Panama flag. GRT: 633. Class: RINA. 

Deadweight: 584T. 1 hatch(es). Hatch Sizes: 1.9mx1.9m. FO: 500MT. FW: 93.5m3. Crane: 

1 - 5T 10m. Winch: Single drum + 65T tow hook. Line Pull: 30T@9m/min. Wire Capacity: 

1,000m x 52mm. Stern Roller. Main Engines: 2 x Niigata 6MG31EZ total 4,000BHP. Range 

13,000nm 45 days. Bowthruster 2T. Bollard Pull: 55.5T. Speed about 10-12kn free on 9- 

11Tpd. Genset(s): 2 - 250kVA / Niigata 440/220v. Quarters: 10 crew. Passengers: 22 

supernumeraries. Deep Sea Towing Tug. Far East. Prompt. 


1998 by East Isle; George Town Canada. Netherlands flag. GRT: 392. Class: LR + 100 A1. Deadweight: 

145T. Main Engines: 2 x CAT 3516TA total 4,000BHP. Aquamaster prop(s). Speed about 12.5kn. 

Genset(s): 2 - 170kW / CAT 3306DIT 480vAC 60Hz. Europe. 


Built in 2000 by Seaboats Inc.; Fall River, MA. U.S. flag. GRT: 157. Renewed ABS Loadline July 

2012. FO: 56,000g. FW: 5,800g. Winch: Almon-Johnson Hyd single drum. Wire Capacity: 2,400' 

x 2”. Main Engines: 2 x Alco 251E total 4,000BHP. 2 - FP prop(s). Pump(s): 2 - Bilge / Ballast; 

FO transfer. Genset(s): 3 - 65kW / CAT 3304 120/208vAC 60Hz. Firefighting: Pump. Quarters: 7 

persons in 3 cabins. Upper pilot house. U.S. Northeast. 



78




draft. Built in 1999 by Nam Cheong Dockyard; Malaysia. Singapore flag. GRT: 723. ABS + 

A1, Towing Vessel (E) + AMS, Unrestricted Service. Deadweight: 666mt. Deck Cargo: 100T 

on 160m2 deck. FO: 450T. FW: 250T. Crane: Deck 5MT @ 9m. Winch: Plimsoll 145MT 

brake double drum, 2 - 5MT tuggers. Line Pull: 120MT. Wire Capacity: 1,200m x 60mm. 

Stern Roller. Main Engines: 2 x Yanmar 6Z280A-EN total 4,000BHP. Kamome CP props. 

Kort nozzles. Bowthruster 5MT. Bollard Pull: 48T. Speed @12kn max on 7Tpd. Genset(s): 2 

- 304kW AC. 26 berths. Anchor handling tug / utility vessel. 250MT shark jaws. Mid East. 


Built in 2003 by PT Batamec; Batam, Indonesia. Mexico flag. GRT: 394. Class: ABS, A1, AMS. 

FO: 53,000g. FW: 18,500g. BW: 25m3. Winch: 50T Double drum waterfall. Main Engines: 2 x 

CAT 3516B total 4,000BHP. 2 - FP prop(s). Kort nozzle(s). 16 cylinder, 4 stroke. Bollard Pull: 

41ST. Speed about 11kn on 125gph. Pump(s): Fuel Oil, Bilge, Fire, Oily Water Separator. 

Genset(s): 2-152kW/Cummins CT8.3DM/Stamford 415v 50Hz; 1-32kW/Yanmar emerg. 

Quarters: 14. Galley. Fendering bow, sides and stern. No Jones Act trade. Mexico. 


1972 by Schpsw. Bodewes Millingen; Holland. Panama flag. GRT: 545. LR + 100 A1 Tug LMC. Special 

Survey due 04/2015. Deadweight: 382T. Deck Cargo: 70MT on 144m2 clear deck. FO: 220.66MT. FW: 

55MT. Winch: Norwinch double drum waterfall. Line Pull: 100MT. Wire Capacity: 850m 52mm. Stern 

Roller. Main Engines: 2 x Stork Werkspoor 6SW280 total 3,940BHP. 2 - CP prop(s). Kort nozzle(s). 

Fitted with Becker rudders. Repowered with new engines 06/1996. Bowthruster 200BHP. Bollard Pull: 

60T. Speed about 14kn free. Pump(s): FO: transfer 40MT/h @ 40m. Genset(s): 3 - 119kW 440vAC 

60Hz. Firefighting: 150m3/h pump. Two water jet monitors on platform between stacks. Quarters: Total 

13 persons. Anchor handling & firefighting. 2-12T tugger winches. 1-5T capstan. Two retractable towing pins. Mediterranean. 

File: TG39182 Tug - Triple Screw - 182.3' loa x 35.8' beam x 24.6' depth x 18.05' 

loaded draft. Built in 1980 by Zavoid Leninskaya Kuznitsa, Kiyev. Foreign flag. GRT: 

931. Class: Turk Loydu + 1A5 Tug + M. Deadweight: 357mt. FO: 179T. Main Engines: 

Powered by twin 720HP CAT (new 2000) and one 2,500HP Kolomna diesels total 

3,940BHP. 3 - FP prop(s). Kort nozzle(s). Bowthruster 220BHP. Bollard Pull: 55MT. 

Speed about 12kn on 8Tpd. Genset(s): 3 - 220kW / SKL. Quarters: 28 persons. Ocean 

going salvage / supply tug. Mediterranean. 

File: SU18587 Supply Boat - AHTS - 185.0' loa x 40.0' beam x 14.0' depth x 12.10' loaded draft. Built in 1983 by Halter Marine; 

Gulfport, MS. Malaysia flag. GRT: 722. Class: AB + A1 Tow Service (E) + AMS. Deadweight: 841T. Light Disp.: 555T. 93' x 32' clear 

deck. Liq. Mud: 914BBL. Main Engines: 2 x EMD 16-645CE6 total 3,900BHP. 2 - FP prop(s). Bowthruster. Speed about 12kn. 

Genset(s): 2 - 150kW. Firefighting: Fitted. Quarters: 16 crew. For sale “as is, where is” out of competition. Southeast Asia. 

File: TG38106 Tug - Twin Screw - 110.0' loa x 32.4' beam x 14.0' depth x 6.70' light draft. Built 

in 1970 by Main Iron Works, Houma, LA. U.S. flag. GRT: 190. Class: ABS + A1, Towing Service. 

FO: 55,135g. FW: 2,055g. DW: 32,351g. BW: 21,225g. Winch: Markey Single Drum. Line Pull: 

120ST. Wire Capacity: 2000' x 2.125”. Main Engines: 2 x EMD 16-645E2 total 3,900BHP. 2 - FP 

108” x 76” 4 blade prop(s). Bollard Pull: 47.7ST. Speed about 8.5-10kn on 80-95gph. Genset(s): 

2 - 60kW / GM6-71 480v 60Hz 3ph. Firefighting: 1 - 2,700gpm. Quarters: 10 in 5 cabins. Air 

Conditioned. Galley. Raised pilot house. U.S. Gulf Coast. 


Halter Marine Services Inc. U.S. flag. GRT: 198. Class: ABS +A1. Towing Service +AMS. FO: 

83,302g. FW: 5,068g. BW: 11,411g. Winch: Markey TDS-32. Wire Capacity: 2,000' x 2”. Main 

Engines: 2 x EMD 16-645E2 total 3,900BHP. 2 - FP prop(s). Bollard Pull: 34.5T. Speed about 

8.5-10kn on 80-95gph. Genset(s): 2 - 99kW / GM 480v 60Hz 3 ph. Quarters: 10 in 5 cabins. 

Air Conditioned. Galley. Raised pilot house. Laid up. U.S. Gulf Coast. 

File: TG39088 Tug - Azimuthing - 95.0' x 34.5' x 13.3'. Built in 1985 by Eastern Marine; Panama 

City. U.S. flag. GRT: 194. ABS +A1, Towing, +AMS Unrestricted. FO: 52,208g. FW: 7,692g. BW: 

10,000g. Winch: McElroy DT-54 + 2 Smatco capstans. Line Pull: 13.6MT. Wire Capacity: 2,400' x 

2.25”. Main Engines: 2 x EMD 16-645E6 total 3,900BHP. Last Overhauled: 2006. 92” Ulstein 1650 

Z-drives. Range abt. 4,000 miles. Bollard Pull: 48.7ST. Speed about 10.5-12.5kn. Genset(s): 2 - 

175kW Detroit 8V-71 / 480v. Firefighting: 1 @ 3,000g/min, 4 @ 150g/min; w/50' hose. 5-2 man 

cabins. Designed for docking subs. Last drydock August 2007. Refurbished after off long term 

charter, but in need of overhaul to engines & drives. U.S. Northeast. Prompt. 



79




18.00' loaded draft. Built in 1973 by Southern Shipbuilding. U.S. flag. GRT: 173. Class: Ex ABS. 

Now loadline only. Last drydock November 2008. FO: 112,450g. FW: 10,370g. Crane: 1,250lb. 

Winch: Markey double drum. Main Engines: 2 x EMD 16-645E6 total 3,900BHP. 2 - 4 blade 

prop(s). Genset(s): 2 - 148BHP / John Deere 6068T. Quarters: 6. Upper pilot house. Minimum 

air draft 60'. H-bitt forward. Readily inspectable. All certificates & inspections up to date. 

Reportedly excellent condition. U.S. East Coast. Prompt. 

File: TG39121 Tug - Twin Screw - 120.0' loa x 29.2' beam x 11.0' depth. Built in 1964 by Burton 

Construction; Port Arthur, TX. U.S. flag. GRT: 197. Class: ABS Loadline allowed to Lapse. 28'x27' clear 

deck. FO: 38,000g. FW: 8,000g. Winch: Markey single drum. Wire Capacity: 1,800' x 1 5/8”. Main 

Engines: 2 x EMD 16-567D total 3,900BHP. Originally powered with EMD12-567Cs. on 

170gphGenset(s): 2 - 60kW / GM6-71 Delco 120/240v 60Hz. Firefighting: Full USCG lifesaving & 

firefighting equipment. Quarters: 10 berths in 4 cabins. Air Conditioned. Galley. Copy of April 2009 survey 

available on request. Vessel reportedly in good condition for her age. U.S. Gulf Coast. 


Built in 1967 by Burton Shipyard; Port Arthur, TX. Rebuilt: 1987. U.S. flag. GRT: 193. ABS 

International Loadline. Annual Survey 2 due 28 Feb 2013. Renewal due 29 Feb 2016. FO: 

92,800g. FW: 2,500g. Winch: Smatco 62-DADT-200 single drum / GM8V-71. Line Pull: 

120,000lb. Wire Capacity: 2,600' x 2.25”. Main Engines: 2 x EMD 16-645E2 total 3,900BHP. FP 

80” x 67” prop(s) on 9” shaft(s). Repowered 1987. Bollard Pull: 38ST. on 4,200gpd. Genset(s): 1 

- 70kW / John Deere;1 - 100kW / John Deere 60Hz AC. Air Conditioned. Galley. Hydraulic tow 

pins. Pendant drum with 690' x 2.25” wire. Originally built to ABS Class. U.S. Gulf Coast. 


18.10' loaded draft. Built in 1972 by Adelaide Shipyard; Australia. Canada flag. GRT: 585. Class: 

Lloyds + 100 A1 towing, LMC. Light Disp.: 649mt. FO: 276T. FW: 22T. Winch: Double drum 

Burrard. HJ-D (Anchor/tow). Wire Capacity: 2400' -2 1/4”. Main Engines: 2 x EMD 16-645 total 

3,900BHP. Last Overhauled: 2003. CP prop(s). Kort nozzle(s). 07/03 Installed Factory rebuilds / 

zero hours. Range - 8,000nm. Bowthruster 1.74T. Bollard Pull: 55MT. Speed about 13.5kn. 

Genset(s): 1 - 200kW / Paxman, 1 - 200kW / GM 8V-92, 1 - 15kW AC. Firefighting: 2 dual 

water/foam monitors, 5,400gpm / 8,100gpm. Quarters: 14 berths/10 cabins. Air Conditioned. 

Galley. Towmaster rudder nozzle system. Working. Reportedly excellent condition and underwent 

full class inspection, including underwater & main engines, winter 2000. Full conversion of the 

power source from DC to AC. Upper pilot house installed. Bludworth linkage system. Available only with 13,390dwt, double-hull, 

clean ocean tank barge TB85379. On charter but call if serious interest. Canada Great Lakes. 


14.50' loaded draft. Built in 1981 by Edward Sanchez; Fall River, MA. U.S. flag. GRT: 197. Class: 

ABS + A1 Towing Service. ABS valid until May 2016. FO: 77,000g. FW: 6,898g. BW: 49,450g. 

Winch: Almon Johnson Type 22 / GM4-71 powered. Wire Capacity: 2,400' x 2”. Main Engines: 2 x 

Alco 12-251C total 3,800BHP. Last Overhaul: 2002. FP 116” x 80” props on 10.75” shafts. Turbo 

charged. Bollard Pull: 52.3st. Genset(s): 2 - 75kW / GM6-71. Reportedly heavily built. Raised pilot 

house (height of eye 45'). Maximum air draft 64'. Condition fair. Certs on file. U.S. Northwest. 


Built in 2007 by ST Shipbuilding Co; Malaysia. Mexico flag. GRT: 296. Class: BV - Ocean. FO: 

64,250g. FW: 8,624g. BW: 24T. Winch: Single drum tow with auto spool. Line Pull: 40T. Stern 

Roller. Main Engines: 2 x Cummins KTA-50-M2 total 3,600BHP. 4 blade Mag / Bronze prop(s) on 

7.5” S/S shaft(s). Kort nozzle(s). Bollard Pull: 42ST. Speed about 11kn on 125gph. Genset(s): 2 - 

125kW / Cummins 6CTA8.3 415v 3ph; 1 - 32kW 415v 3ph. Quarters: 2 single, 5 double. Air 

Conditioned. Galley. Raised foc'stle. Mexico East Coast. 


12.30' loaded draft. Built in 1966 by McDermott SY. U.S. flag. GRT: 199. Class: ABS + A1, 

AMS, All Ocean Towing. Loadline not renewed. Deadweight: 446T. FO: 112,000g. FW: 1,795g. 

Winch: Double drum Markey TDSD-32. Line Pull: 135,000lb. Wire Capacity: 2,200' 2”. Stern 

Roller. Main Engines: 2 x EMD 16-645E6 total 3,600BHP. EMD16-567CB blocks. Both gear 

boxes rebuilt. Several power pack repl. Bollard Pull: 39.5T. Speed about 12-14kn free on 

2,880gpd. Genset(s): 2 - 99kW / GM8V71 (one needs to be rebuilt.). Quarters: 11 in 7 cabins. 

Air Conditioned. Vessel drydocked, with hull and machinery class items updated 11/00. Sold to 

present owners by Marcon. U.S. Southeast. 



80



File: TG40162 Tug - Single Screw - 151.4' loa x 37.2' beam x 20.1' depth x 18.45' light draft x 23.30' 

loaded draft. Built in 1971 by F. Schichau. Marshall Islands flag. GRT: 859. GL + ICOA4E Tug + MC 

AUT-16/24. Ice strengthened. FO: 746m3. FW: 56m3. Derrick: 1-3T SWL. Winch: Suerken Double Drum 

SW 20/2. 50T tow hook. Line Pull: 150T. Wire Capacity: 1500m x 46mm. Main Engines: 2 x MAK 

8MU452AK total 3,600BHP. FP prop. Kort nozzle. 4T/day consumption economic free towing. Cruising 

range 18,000nm. Bowthruster 250BHP. Bollard Pull: 55T. Speed about 11.6kn on 8Tpd towing. Pump(s): 

Portable salvage pumps total 400m3/h. Genset(s): 1 - 210kVA / MWM 380vAC 50Hz; 2 - 210kVA / Deutz. 

FIFI -180m3/h pump. Water/foam monitor. Quarters: 19 in 1-2 man rooms. Europe. Prompt. 


Built in 2011 by Shin Yang Shipyard Sdn Bhd; Miri. Malaysia flag. GRT: 476. Nippon Kaiji 

Kyokai NS *(AHV/TV)/MNS, MPP, LSA,RCF,AFS. Docking due 08/2014. Tail shafts & Special 

due 08/2016. Deadweight: 350mt. 10m x 10m clear deck. FO: 280m3. FW: 80m3. Winch: 

Double drum 150T brake, 5T tugger. Line Pull: 60T. Stern Roller. Main Engines: 2 x Cummins 

KTA-50-M2 total 3,600BHP. 4.65m FP 4-blade prop(s). Kort nozzle(s). Joystick at fore & aft 

engine controls. Bowthruster 3.5T. Bollard Pull: 47.48T. Speed about 12.2kn max on 11T/day 

MDO. Pump(s): FO/BW/Bilge: 36m3/h each. Genset(s): 2 - 150kW / Cummins 6CTA8.3 

415vAC 50Hz. Firefighting: FiFi 1/2. Quarters: 14 (2-2, 2-1, 2-4). Galley. Conan Wu design 

37m offshore AHT. 100T shark jaw and tow pins. Mooring drum capacity 100m x 72mm. Wood 

sheathed cargo deck. Southeast Asia. 

File: SU20034 / SU20035 Supply Boats - AHTS (2 each) - 200.0' loa x 38.0' beam x 15.0' depth x 13.18' loaded draft. Built in 1979 

by Yokohama Zosen; Chiba, Japan. Belize flag. GRT: 836. Class: ABS A1, AMS (exp.). Deadweight: 1,130T. 121' x 30' clear deck. 

Hold Capacity: 190T in 3 holds. FO: 788.5T. Crane: 1 - 8T. Main Engines: 2 x Yanmar 6Z-ET total 3,520BHP. 2 - FP prop(s). 

Bowthruster Water jet. Speed about 13kn. Genset(s): 3 - 200kW 440v 60Hz; 1 - 50kW 440v 60Hz. Firefighting: Fitted. Laid up. For 

sale out of competition on a strictly “as is, where is” basis. Africa West Coast. 

File: SU18602 Supply Boat - AHTS - 186.0' loa x 43.0' beam x 15.9' depth x 10.10' light 

draft x 13.20' loaded draft. Built in 1977 by Taiwan Shipping Corp; Taiwan. India flag. 

GRT: 992. Class: IRS - Indian Register of Shipping. Deadweight: 1,142T. Deck Cargo: 

600mt on 28m x 10.5m clear deck. FO: 851m3. FW: 168m3. DW: 885m3. Dry Bulk: 

6,000ft3. Derrick/A-Frame: 1 - 8T. Winch: 200T brake Hatlapa double drum waterfall. 2 - 

6T tuggers. Line Pull: 75mt. Wire Capacity: 800m x 48mm. Stern Roller. Main Engines: 2 

x Deutz SBA12M528 total 3,500BHP. Fixed prop(s). Kort nozzle(s). New GM12V71 

thruster engine in 12/96. Bowthruster 400BHP. Bollard Pull: 45mt. Speed about 10-12kn 

on 5.8-13.3Tpd. Pump(s): FW: 80m3/h, FO: 65m3/h, DW: 110m3/h, Bulk: 25Tph. Genset(s): 2 - 220kW / Deutz, 1- 435kVA / 

Cummins KTA19GS. Firefighting: 2 - 125m3/h @ 93m head monitors. Quarters: 12 crew berths. Air Conditioned. Galley. 

Passengers: 12 berths. Multi-purpose OSV. Winch fitted with 2.5” chain wildcats & capable of fitting 3” wildcats. 5,382ft3 rig chain 

lockers fitted. Cooper Pegler anti-pollution control system. Southwest Asia. 

File: TG34082 Tug - Tractor - 96.8' loa x 36.1' beam x 13.1' depth x 8.20' loaded draft. Built in 

1997 by Astilleros Zamakona SA; Spain. Foreign flag. GRT: 335. Class: BV 1 + Hull, MACH, Tug 

Sheltered Area + AUT, UMS. FO: 115MT. Winch: Brattvaag single drum + tow hook. Line Pull: 

80T. Main Engines: 2 x CAT 3516TA total 3,480BHP. Voith Schneider 26GII/165 prop(s). Bollard 

Pull: 35T. Speed about 12kn. Genset(s): 2 - 85kW / CAT 3304B 380vAC 50Hz. Firefighting: Two 

monitors total 800m3/h & water spray around house. Quarters: 4-1 berth. Galley. Fitted for oil 

spill recovery. Europe. 

Lo configurations. Canada Great Lakes. 

File: TG35129 Tug - Twin Screw - 141.0' loa x 34.1' beam x 20.1' depth x 16.50' 

loaded draft. Built in 1966 by Dominion Steel. Rebuilt: 2009. Canada flag. GRT: 

565. FO: 83,925g. FW: 7,500g. BW: 10,563g. Winch: J. Swan Single Drum. 3-12” 

tow pins. Wire Capacity: 3000' 2 1/4”. Stern Roller. Main Engines: 2 x Stork 

Werkspoor total 3,470BHP. 101”x 70.7” prop(s). Oil 4SA 8cyl 390x680. Open 

wheel. Bollard Pull: 37.5T. Speed about 12kn. Genset(s): 2 - 120kW 460vAC 

60Hz. Quarters: 10 men. ITB tug partnered with DB30033 heavy lift barge 

converted from Ro-Ro ship. 1,000mt bow ramp. Can operate in both Ro-Ro & Lo- 


Built in 2007 by SL Shipbuilding; Sibu, Malaysia. U.S. flag. GRT: 296. Class: BV 1. FO: 211MT. 

FW: 32MT. BW: 50m3. Winch: Single drum. Line Pull: 40T. Main Engines: 2 x Cummins 

KTA50M2 total 3,246BHP. FP prop(s). Kort nozzle(s). Bollard Pull: 40T. Speed about 11kn free 

on 9Tpd. Genset(s): Cummins 6CTAB. Africa West Coast. 



81



File: TG32044 Tug - Twin Screw - 100.1' loa x 29.5' beam x 13.9' depth. Built in 2009 by Nantong 

Huigang Shipbuilding. Singapore flag. GRT: 262. Class: ABS + A1, Tow vessel (E) + AMS. Deadweight: 

203mt. FO: 185MT. Main Engines: 2 x Cummins KTA50M2 total 3,244BHP. 2 - FP prop(s). Bollard Pull: 

45T. Genset(s): 2 -99kW AC. Mid East. 

File: TG32039 Tug - Azimuthing - 127.9' loa x 31.2' beam x 14.8' depth x 11.50' loaded draft. 

Built in 1981 by Teraoka Shipyard; Minamiawaji, Japan. Foreign flag. GRT: 465. Class: ABS + A1 

Towing Service + AME Unrestricted Service. 80m2 clear deck. FO: 333.4m3. FW: 83.6m3. 

Crane: Palfinger 3T @ 7.5m 24m boom. Winch: Double drum waterfall / CAT 3306T + capstan. 

Line Pull: 50T@12m/mi. Wire Capacity: 1,000m/150m 37.5mm. Main Engines: 2 x Yanmar 6ZL- 

UT total 3,200BHP. FP prop(s). Bowthruster. Bollard Pull: 40T. Speed about 11.5kn. Genset(s): 2 

- 125kW / CAT 3306 & 1 - 52kW AC. Quarters: 16 persons. Offers invited. Mid East. Prompt. 


Built in 2006 by Wuhu Dajiang Shipyard. Singapore flag. GRT: 248. Class: ABS + A1 + AMS 

Circle E SOLAS BKI. FO: 130MT. FW: 25MT. Winch: 1 - 300kN, 80kN w/ 100T brake; 1 - 40T 

towhook. Wire Capacity: 700m x 44mm. Main Engines: 2 x Cummins 50 KTAM2 total 

3,200BHP. 2 - FP prop(s). Kort nozzle(s). Bollard Pull: 40T. Speed about 12k free. Genset(s): 2 

- 99kW Stamford / Cummins 6CT8.3 - D(M) 380v 3ph 50HZ. Quarters: 12 in 6 cabins. Air 

Conditioned. Sale strictly “as is, where is” subject to Owner's Board of Directors approval. To be 

sold en-bloc with 371' x 92' x 22 ocean deck barge. Mid East. 


Built in 2006 by Wuhu Dajiang Shipyard. Indonesia flag. GRT: 248. Class: ABS + A1 + AMS 

Circle E SOLAS BKI. FO: 130MT. FW: 25MT. Winch: 1 - 300kN, 80kN w/ 100T brake; 1 - 40T 

towhook. Wire Capacity: 700m x 44mm. Main Engines: 2 x Cummins 50 KTAM2 total 3,200BHP. 

2 - FP prop(s). Kort nozzle(s). Bollard Pull: 40T. Speed about 12k free. Genset(s): 2 - 99kW 

Stamford / Cummins 6CT8.3 - D(M) 380v 3ph 50HZ. 12 in 6 cabins. Southeast Asia. 


in 1973 by Towa Shimonoseki; Japan. India flag. GRT: 269. Class: IRS. Deadweight: 177mt. FO: 

75mt. FW: 25mt. Winch: Single drum hydraulic tow, quick release hook & 1-2T capstan. Wire 

Capacity: 500m x 38mm. Main Engines: 2 x Hanshin 6LUD32 total 3,200BHP. CP Steerable 

Nozzles prop(s). Kort nozzle(s). Bollard Pull: 33mt. Speed about 10kn free. Pump(s): 2 - 240/540 

m3/h fire pumps. Genset(s): 2 - 93kVA / Yanmar 440v 50Hz. Quarters: 12 berths. Air Conditioned. 

Galley. Berthing, unberthing & ocean towing tug. Southwest Asia. Prompt. 

File: TG32176 / TG32177 Tugs - Twin Screw (2 each) - 105.0' loa x 29.5' beam x 13.1' 

depth x 10.80' loaded draft. Built in 1975 by Matsuura Tekko Zosen, Japan. Malaysia flag. 

GRT: 286. Class: BV I Tug, Unrestricted Navigation. Deadweight: 192mt. FO: 168T. FW: 

40T. Winch: Skagit single drum 100T brake. Line Pull: 12T. Wire Capacity: 600m x 44mm. 

Main Engines: 2 x Fuji 6M275FH total 3,200BHP. 2 - CP prop(s). Kort nozzle(s). Bollard Pull: 

37MT. Speed about 11kn on 6.5Tpd. Genset(s): 2 - 60kW / Yanmar 4KDL 445vAC 60Hz. 

Quarters: 14 crew. Southeast Asia. Prompt. 

File: TG32180 Tug - Twin Screw - 113.2' loa x 31.2' beam x 15.1' depth. Built in 2012 in China. 

Foreign flag. GRT: 321. Class: BV. FO: 278m3. FW: 62m3. Main Engines: 2 x total 3,200BHP. 

Bollard Pull: 40MT. Air Conditioned. Galley. Passengers: 12. Newly built 34.5m 3,200BHP twin 

screw tug available prompt ex-China yard. Far East. Prompt. 


draft. Built in 2008 by Hung Seng Shipbuilding; Malaysia. Singapore flag. GRT: 299. Class: 

NKK. Deadweight: 236mt. FO: 232T. FW: 22T. Winch: 40/10T - 70HP; 1 - 40T tow hook. 

Main Engines: 2 x Cummins KTA50M2 total 3,200BHP. 2 - FP prop(s). Speed about 12kn. 

Genset(s): 2 - 100kW / Cummins 6BT5.9-D; 1 - 25kW / Yamaha. Air Conditioned. Available 

en-bloc with 330' deck barge DB33074. Both reported in very good condition. Marcon sold 

three similar tugs from this owner early 2011 as sole broker. Southeast Asia. 



82



File: TG32198 / TG32199 Tugs - Twin Screw (2 each) - 105.3' loa x 29.5' beam x 13.8' depth x 

11.80' loaded draft. Built in 2008 by Tang Tiew Hee. Singapore flag. Class: NKK. Deadweight: 

212mt. FO: 236T. FW: 22T. BW: 31T. Winch: 40/10T - 70HP; 1 - 40T tow hook. Main Engines: 2 x 

Cummins KTA50M2 total 3,200BHP. 2 - FP prop(s). Speed about 12kn. Genset(s): 2 - 100kW / 

Cummins 6BT5.9-D; 1 - 25kW / Yamaha. En-bloc with 10,000 DWT deck barge DB33073. Marcon 

sold three similar tugs from this owner early 2011 as sole broker. Southeast Asia. 


2009 by Jiangsu Sentsa Marine; Yizheng JS. Singapore flag. GRT: 486. Class: BV, I Tug. FO: 338MT. 

Main Engines: 2 x Cummins KTA-50-M2 total 3,200BHP. 2 - FP prop(s). Bollard Pull: 40T. Speed 

about 12kn. Genset(s): 2 - 90kW 415vAC 50Hz. Southeast Asia. 


Built in 2009 by Sapor Shipbuilding Ind. Sdn Bhd. Singapore flag. GRT: 317. Class: GL +100A5 

Tug. Deadweight: 285mt. Main Engines: 2 x Cummins KTA-50-M2 total 3,200BHP. 2 - FP 

prop(s). Bollard Pull: 40T. Speed about 12kn. Southeast Asia. 


Built in 2009 by Tianjin Junlian Marine Eng.; Tianj. Singapore flag. GRT: 365. Class: BV. Main Engines: 2 x Cummins KTA-50-M2 

total 3,200BHP. 2 - FP prop(s). Bollard Pull: 40T. Speed about 12kn. Genset(s): 2 - 40kW 60Hz. Southeast Asia. 

File: TG31105 Tug - Twin Screw - 105.0' loa x 30.0' beam x 14.5' depth x 9.00' light draft x 12.00' loaded draft. Built in 1977 by 

Bollinger SY; Lockport, LA. U.S. flag. GRT: 179. Class: ABS + A1 Towing. ABS Loadline. FO: 65,000g. FW: 20,000g. Winch: 

Intercon DD-200 double drum; GM6-71 power. Line Pull: 190,000lb. Wire Capacity: 2,000' x 2”. Stern Roller. Main Engines: 2 x CAT 

3516TA total 3,100BHP. 87” x 90.5” prop(s). Kort nozzle(s). Repowered 1985 - 2 years warranty left. Speed about 12kn free. 

Genset(s): 2 - 75kW / GM6-71. Quarters: 11 berths in 4 cabins. Air Conditioned. Galley. Standard bow. Owner will consider a sale or 

long term charter. U.S. Gulf Coast. 

File: TG30209 Tug - Single Screw - 101.7' loa x 29.5' beam x 15.2' depth x 14.10' light draft x 

12.60' loaded draft. Built in 1974 by Ast. de Tarragona; Tarragona, Spain. GRT: 276. Class: BV 1 

+Mach Tug Unrestricted Nav., Special Survey due Jan 31, 2014. Deadweight: 207T. FO: 134m3. 

Crane: 9T Hyd. Crane (2T @ 10m). Winch: Towing Winch. 60T Tow Hook. Line Pull: 164T brake. 

Wire Capacity: 700m x 48mm. Main Engine: 1 x Deutz RVB8M358 total 3,040BHP. 1 -Steering CP 

prop(s). Kort nozzle(s). Bollard Pull: 41T. Speed about 13kn max. Pump(s): Salvage; 2 - FiFi 

pumps. Genset(s): 2 - 165kVA 380v 50Hz AC; 1 - 65kVA 380v 50Hz AC.: 4 - FiFi monitors. 

Quarters: 8 in 5 cabins. Owner reports “yacht” like condition. Ocean nav. & com equipment. Linehaul 

/ long range tug. Caribbean. Prompt. 

File: SU16000 Supply Boat - AHTS - 160.1' loa x 39.2' beam x 15.9' depth x 14.00' l 

draft. Built 1969 by A.B. Rea SB., Australia. GRT: 397. Class: Turk Loydu. Deadweight: 

747T. Deck Cargo: 400T on 285.74m2 clear deck. FO: 91,280g. FW: 37,400g. DW: 

95,700g. Dry Bulk: 1,950ft3 in 3 tanks. Crane: 1 - 12T Hydraulic. Winch: SMATCO 

double drum hyd. Line Pull: 225,000lb. Wire Capacity: 400/600m 52m. Stern Roller. 

Main Engines: 2 x EMD 12-645 total 3,000BHP. Fixed 4 bl. 90” prop(s). Kort nozzle(s). 

Kort nozzle rudders. Main & Aux Engines Reconditioned 07/05. Bowthruster 150BHP. 

Bollard Pull: 43MT. Speed about 13kn max on 6m3/day. Pump(s): FO: 360gpm @ 150', 

DW: 577gpm @ 150'. Genset(s): 2 - 135kW, 1 - 30kW 415vAC. 90g/min @ 60' fire 

pump. Quarters: 22 incl. 12 crew. Mediterranean. Prompt. 

File: SU18050 Supply Boat - AHTS - 180.0' loa x 38.0' beam x 14.0' depth x 12.10' loaded draft. Built in 1974 by Halter Marine, 

USA. U.A.E. flag. GRT: 674. Class: ABS + A1 + Towing Service, +AMS (exp. 30 Sept 2011). Deadweight: 1,030mt. Deck Cargo: 

158MT on 2,800ft2 clear deck. FO: 78,085g. FW: 14,175g. DW: 69,090g. BW: 138,417g. Dry Bulk: 3,600ft3 in 4 tanks. Winch: 

Smatco 66 DAW 2000. Line Pull: 136mt. Wire Capacity: 200m44mm/130 38mm. Main Engines: 2 x EMD 12-645E2 total 3,000BHP. 

2 - 4 blade Fixed prop(s). Bowthruster 2.7T,. Bollard Pull: 27MT. Speed about 10/12kn on 2112-3288gpf. Pump(s): LO: 80m3/hr 

total. Genset(s): 2 @ 99kW/GM6-71 480vAC 3ph 60Hz. Firefighting: 2-227m3/h monitors. 340m3/h pump. Quarters: 11 berths. Air 

Conditioned. Galley. Passengers: 23 berths. Call for price guidance. Vessel has been working as a dedicated lube oil (750m3) 

carrier for oil major. Mid East. Prompt. 

File: SU18005 Supply Boat - AHTS - 180.0' loa x 38.0' beam x 14.0' depth. Built in 1977. Venezuela flag. Deadweight: 818T. Light 

Disp.: 641T. 100' x 30' clear deck. Liq. Mud: 1,381BBL. Main Engines: 2 x EMD 12-645E7B total 3,000BHP. Firefighting: Fitted. 

Quarters: 15. For sale only out of competition and strictly “as is, where is”. U.S. Gulf Coast. 



83



File: TG30221 Tug - Azimuthing - 93.0' loa x 34.0' beam x 12.5' depth x 18.00' loaded draft. Built 

in 1982 by Valley Shipbldg, TX. Netherlands flag. GRT: 272. Class: ABS + A1 Towing Service + 

AMS + ACCU, Unrestricted Service. FO: 222,500L. FW: 20,000L. Winch: Intercon SP150 68MT 

brake. Line Pull: 27T. Wire Capacity: 500m x 48mm / 250m x 48mm. Main Engines: 2 x EMD 12- 

645-E6 total 3,000BHP. Niigata 3A Z-peller prop(s). Bollard Pull: 45T. Speed about 8kn on 120gph. 

Genset(s): 2 - 90kW / GM 6-71 440vAC 60Hz. Firefighting: 1,000gpm Aurora fire pumps. Halon 

system. Quarters: 5. Forward mount azimuthing units with skeg aft. Equipped as harbor tug, 

although previously worked coastal and offshore under previous ownership. Europe. 


by Halter Marine, Pierre Port, LA. U.S. flag. GRT: 180. Class: ABS Loadline (5yr SS done April 2010 / Exp. 

04/06/2015). FO: 50,000g. FW: 5,000g. Winch: Intercon (74073) single drum / GM6-71 power. Line Pull: 

80,000lbs. Wire Capacity: 2,600' x 1.75”. Main Engines: 2 x Cummins KTA50M2 total 3,000BHP. 91” x 89” 

4 blade skewed prop(s) on 8.5” shaft(s). Kort nozzle(s). 10/04 Repowered with “Tier 1” diesels. Bollard Pull: 

45ST. Genset(s): 2 - 90kW / Power Tech 480vAC 60Hz. Air Conditioned. Galley. ITC 387G / 116N. Foc'stle 

bow. Quad rudders installed in 2004. New engine & reduction gear foundations, shafts and props, and a lot 

of new steel work. 5yr Dry-docking & special survey for ABS Loadline done April 2010. U.S. West Coast. 

File: TG30037 Tug - Twin Screw - 103.0' loa x 27.0' beam x 12.00' loaded draft. Built in 1966 by 

Lockport, LA. U.S. flag. GRT: 149. FO: 27,630g. FW: 17,940g. BW: 8,284g. Winch: None. “H” bitt and 

Pelican hook. Main Engines: 2 x EMD 12-645CE2 total 3,000BHP. 4 - blade 96” fixed prop(s). 1996 EMD 

(12 cylinder) as of 8/11 est. 12K hrs. Bollard Pull: est. 28T. on 150gphGenset(s): 2 - GM-471; Shore power 

connection. Firefighting: 2 Monitors on 02 deck forward; GM 8V92 diesel driven pump in forepeak. 

Quarters: 2-2, 1-1 berth cabins. Air Conditioned. Galley. Harbor tug. “H” bitt & staple forward. Type II Red 

Fox Marine Sanitation Device. Copy of April 2009 survey available on request. Good condition for her age. 

Repowered and geared 1996. U.S. Gulf Coast. 


1980 by Valley Shipbuilding; Brownsville TX. Netherlands flag. GRT: 272. Class: ABS +A1 Towing 

Service, ACCU + AMS, Unrestricted Service thru Jan 2013. Deadweight: 337mt. FO: 222,500L. FW: 

20,000L. Winch: Intercon SD150, 68T brake. Line Pull: 27T. Wire Capacity: 500m x 48mm. Main 

Engines: 2 x EMD 12-645E6 total 3,000BHP. 2 - Z-Peller Forward prop(s). Bollard Pull: 45T. Speed 

about 11.5kn max. Genset(s): 2 - 99kW / GM 6-71 440vAC 60Hz. Quarters: 3 cabins. Air Conditioned. 

Tractor tug with 360 deg. azimuthing props, located forward of midships with skeg aft. Designed for ship 

docking and coastal towing. “As is, where is”. Europe. Prompt. 


1976 by Main Iron Works; Bayou Blue, LA. U.S. flag. GRT: 109. Class: ABS Loadline (renewed 5yr in 

2010, exp. June 29, 2015). Deadweight: 434T. FO: 110,000g. Crane: 1 - 200lb Daybrook. Winch: 

Intercon Double Drum. Wire Capacity: 2,200' x 2”. Main Engines: 2 x EMD 12-645E6 total 3,000BHP. 2 - 

FP prop(s). Kort nozzle(s). Genset(s): 2 - 90kW / GM6-71 220vAC 3ph 60Hz. Quarters: 6. Galley. High 

foc’stle bow. Working, but may develop against serious non-competing interests. U.S. Northwest. 

File: TG30180 Tug - Twin Screw - 90.0' loa x 28.0' beam x 15.0' depth x 10.80' light draft x 12.00' loaded 

draft. Built in 1975 by Main Iron Works; Morgan City, LA. Rebuilt: 2004. U.S. flag. GRT: 152. Class: ABS + 

A1 + AMS Towing Service, +AMS. ABS Loadline. FO: 26,000g. FW: 4,000g. Main Engines: 2 x EMD 12- 

645 -E2 total 3,000BHP. 2 - 92” x 68” FP 4 -blade prop(s). Kort nozzle(s). 08/03 - 16,760hr on ea since 

1993 OH. Bollard Pull: 44mt. Speed about 11kn free. Pump(s): 2,190 gpm fire pump. Genset(s): 2 - 75kW / 

DD 6-71 480v 60Hz. Firefighting: 1 fire monitor. Quarters: 6. Harbor tug. 45' highest fixed point. Height of 

eye is 18' 5”. Rebuilt 2004. 40HP stern capstan for hawser towing with soft line. H bitt at stern. U.S. Gulf Coast. Prompt. 

File: TG30189 Tug - Twin Screw - 106.0' x 28.5' x 14.2' depth. Built in 1960 by Albina Eng. & Mach., 

Portland. U.S. flag. GRT: 195. ABS loadline renewed June ‘09 / exp. June 4, 2014. FO: 75,000g. FW: 

5,700g. Winch: Electric Almon Johnson Double Drum with gypsies. Wire Capacity: 1,700' x 2”; 2,100' 

x.75”. Main Engines: 2 x EMD 12-645E2 total 3,000BHP. FP 106”x92” 4-blade inboard turning props on 

8” stainless shafts. 2010: MEs rated Tier 2 EPA and “zeroed out” 11/12 PME-8,599hrs/SME-8,553hrs. 

Bollard Pull: 38.5ST. Genset(s): 2-75kW Lima/John Deere new 2010-Tier 2 480vAC 60Hz. 4 cabins. 

Repowered & rebuilt late 1980s plus new pilot house. 3 hydraulic tow pins. Rubber bow pud & “D” 

fendering. Walk-in freezer & cooler. Owner adapted electronic system for EPA & now certified Tier 2 emissions rating. U.S. West 

Coast. 



84




Built in 1965 by Erieau SB & DD; Ontario, Canada. Canada flag. GRT: 194. Class: LR + 100A1 

Tug + LMC (lapsed) Ice Class II. FO: 78.96T. FW: 12T. Winch: Single Drum. Wire Capacity: 

2,000' x 1.5”. Main Engines: 2 x Paxman total 2,920BHP. Vee oil 4SA 8 Cyl 248x267mm. Bollard 

Pull: 44T. Speed about 15km. Genset(s): 2 - 25kW 230/115v DC. Quarters: 9 total. Coastal & 

harbor tug. Tow hook. Canada East Coast. Prompt. 


draft. Built in 1982 by Dricon Scheepsconstructie; Holland. Colombia flag. GRT: 184. Class: 

BV I 3/3 E Tug Deep Sea (disc. 6/2006) Last DD April 2011. Deadweight: 341T. Light Disp.: 

210mt. Deck Cargo: 50mt on FO: 17,000g. FW: 70MT. Winch: No tow winch. 1 - 4T 

capstan. Main Engines: 2 x MWM TBD603T16 total 2,900BHP. Last Overhauled: 2009. 

Fixed pitch prop(s). Kort nozzle(s). Bollard Pull: 35T. Speed about 10kn cruise on 56gph. 

Pump(s): 400m3/h fire pump. Genset(s): 2 - 50kVA / GM3-71 220vAC 60Hz 3ph consuming 

abt. 1gph. Firefighting: Foam: 12m3 Two Skum Mk.15 Foam / Water Fire Monitors. 

Quarters: Total 13. Air Conditioned. Galley. Coastwise / harbor tug. Caribbean. 


draft. Built in 1990 by Jurong Shipyard; Singapore. GRT: 741. Class: ABS A1 Towing 

Vessel, AMS. (Formerly RS KM+1, 1[1]A2 Tug Icebreaking Ice Class 1 which can be 

reinstated). Deadweight: 232mt. 24.6' x 26.2' clear deck. FO: 263m3. FW: 35m3. Crane: 

Hiab 60 3,400kg @ 1.7m. Derrick/A-Frame: 90T. Winch: Norwinch single drum hydraulic + 

Mampaey quick release towhook. Line Pull: 30MT. Wire Capacity: 550m 52mm +spare. 

Stern Roller. Main Engines: 2 x Yanmar T260ST total 2,840BHP. Last Overhauled: 2009. 4 

blade 2,300mm Fixed Pitch prop(s). Kort nozzle(s). oil 4SA 6cyl. 250x330mm. Endurance 

8,000nm@10kn. Bowthruster 300BHP. Bollard Pull: 41T. Speed abt. 13.0kn on 4-8MT/d. Genset(s): 2 - 200kW; 2 - 100kW 380vAC 

50Hz 3ph. Quarters: 28 in 16 cabins. Both main & auxiliary engines were fully overhauled by in October 2009. For sale or charter 

with 200 man accommodations work barge MB20053. Try individual basis. Caspian Sea. Prompt. 


Built in 1975 by Halter Marine; Pierre Pt., LA. U.S. flag. GRT: 173. Class: ABS Loadline - exp. 

May 31, 2012 (formerly ABS + A1 Class). Winch: Intercon Double drum / GM4-71. Wire 

Capacity: 2000' x 2”. Main Engines: 2 x CAT 3516 total 2,820BHP. 2 - FP / 4 blade stainless 

prop(s). New M/Es '96. New tail shafts 05/00. Genset(s): 2 - 99kW / GM6-71. Quarters: 6 cabins 

/ 8 berths. Air Conditioned. Galley. Fitted with upper pilothouse. 60' highest fixed point. 

Reportedly in excellent condition. Laid up. U.S. Gulf Coast. 


in 1975 by Bollinger Machine Shop; Lockport LA. U.S. flag. GRT: 183. Class: ABS Loadline only (exp. 

April 2014). FO: 66,070g. FW: 10,000g. Winch: Intercon DD-175D Double drum. Dutch Bar. Line Pull: 

145ST max. Wire Capacity: 2,000' x 2.25”. Stern Roller. Main Engines: 2 x CAT 3516 total 2,820BHP. 

FP 4 blade 100” dia. prop(s). Speed about 8.5-10kn on 80-95gph. Genset(s): 2 - 75kW. Quarters: 10 

Crew in 5 Cabins. Upper pilot house. Solid rubber fendering. Laid up. U.S. Gulf Coast. 

File: TG22122 Tug - Single Screw - 121.4' loa x 32.0' beam x 16.5' depth x 13.00' 

light draft x 15.40' loaded draft. Built in 1965 by Paceco; Alameda, CA. U.S. flag. 

GRT: 199. ABS International Loadline. FO: 115,000g. FW: 18,000g. Winch: Almon- 

Johnson Single Drum 229 single drum hydraulic. Line Pull: 80,000lb. Wire Capacity: 

2100' x 2”. Main Engine: 1 x EMD 16-645D5 total 2,800BHP. Last Overhauled: 1997. 

5 blade 121.5” x 94-96' prop(s). Main engine repacked to 645s. Turbo-charged. 

Bollard Pull: 30ST. Genset(s): 2 - 75kW / CATD 3306 120/208vAC 60Hz. Air 

Conditioned. Galley. Wheelhouse height 23.4'. Ocean going. Reportedly good overall 

condition, turnkey & ready to work. Keen to sell and will entertain serious cash offers. U.S. Gulf Coast. Prompt. 


loaded draft. Built in 1975 by Universal Iron Wks.; Houma, LA. Rebuilt: 2008. U.S. flag. GRT: 125. 

Class: ABS Loadline. 5 year DD and SS renewed May 2012. FO: 36,470g. FW: 6,632g. Crane: 5T 

Pitman Hydraulic. Winch: Smatco (DPW-74). Line Pull: 150,000lb. Wire Capacity: 1,800' x 1.5”. Stern 

Roller. Main Engines: 2 x Cummins QSK38 total 2,800BHP. 4 blade 75” x 72” props. Kort nozzles. 

Repowered with new ME and new gears 2008 / Tier 2 compliant. Genset(s): 2 - 50kW / GM4-71. 

Quarters: 7. Air Conditioned. 2 1/2 level deckhouse. Aft steering station. New Kort nozzles, 4 cutlass 

bearings &1 new shaft all renewed Spring 2012. 45' height of eye. U.S. Northeast. 



85



File: TG26101 Tug - Twin Screw - 100.0' x 25.0' x 11.3' depth x 11.00' light 

x 14.00' loaded draft. Built in 1944 by Luders Marine; Stamford, CT. Rebuilt: 

2008. U.S. flag. GRT: 143. FO: 52,000g. FW: 3,500g. Winch: Parkersburg 

Single Drum with under-rider drum. Wire Capacity: 2,000' 2” / 800' 1.75”. 

Main Engines: 2 x GM 16V149TI total 2,800BHP. 2 - FP 87” x 84” SS prop(s) 

on 7.5” shaft(s). Main engines & gears completely rebuilt 2008. Genset(s): 2 - 

75kW / GM 4-71. Rebuilt or low hour. Quarters: 10 berths. 47' highest fixed 

point. 20' eye level. Upper house is aluminum; lower house steel. Marcon 

sold to present owner. New switchboard, distribution panel. Ready to work. 

Repowered & converted to twin screw in 1978. New tow wire, and pendant, 

plus recent dry-docking and painting in 2012. U.S. Northwest. 

File: TG28105 Tug - Single Screw - 104.3' x 31.5' x 16.4' depth x 13.30' loaded draft. Built in 

1970 by Svendborg Shipyard; Denmark. Denmark flag. GRT: 291. Super Ice Class, World Wide 

Trading. Deadweight: 189mt. 1 hatch: 4' x 6.9'. FO: 152MT. Crane: 1 - 7T Hydraulic. Winch: 

Hydraulic Single Drum. Line Pull: 15MT. Main Engines: 2 x MAK 6M452AK total 2,800BHP. 1 - 

CP prop. Bowthruster 225BHP. Bollard Pull: 40T. Speed about 13kn. Total salvage pumping 

capacity @ 600Tph. Genset(s): 1 - 180kW; 1 - 150kW 380vAC 50Hz. Quarters: 8-9 cabins (2-2, 

6-1 man). Galley. Deep-sea / Harbor Tug. Super Ice Classed. Reportedly can do some ice 

breaking. Fitted for high sea towage. Brunvoll bow thruster installed October 2001. Baltic. 


draft. Built in 1979 by Malaysia S/Y & Eng.; Pasir Gudang. Malaysia flag. GRT: 289. 

Class: BV I Tug, Unrestricted Navigation. Last Special Survey 05/2006. FO: 168mt. FW: 

40T. Winch: Kitagawa single drum 80T brake. Line Pull: 18T. Wire Capacity: 600m x 

44mm. Main Engines: 2 x Yanmar 6Z-DT total 2,800BHP. Fixed pitch prop(s). Kort 

nozzle(s). Bollard Pull: 33.8T. Speed about 11kn on 6.5Tpd. Genset(s): 2 - 88kW / 

Yanmar 5KDL; 1 - 40kW / Yanmar 3KDL 420vAC 50Hz. Quarters: 12 crew. Working. 

Southeast Asia. Prompt. 

File: TG28121 Tug - Single Screw - 121.5' loa x 32.0' beam x 16.5' depth x 14.00' 

light draft x 15.50' loaded draft. Built in 1965 by Paceco, Alameda. Rebuilt: 2001. U.S. 

flag. GRT: 143. Formerly ABS Classed & Loadline, but now under tonnage. FO: 

100,000g. FW: 18,000g. Winch: Markey TYSD32 Double Drum. Wire Capacity: 2” x 

2250'. Main Engine: 1 x EMD 16-567D5 total 2,800BHP. 1-FP 5 blade SS 121.5”x94- 

96” prop(s) on 9” shaft(s). EMD645 Power Packs 2,200BHP @ 800RPM. Bowthruster 

180BHP. Bollard Pull: 30ST. Genset(s): 2 - 60kW / CAT3306 (one replaced 2011) 

120/240vAC 60Hz. Quarters: 9 berths in 5 cabins. Air Conditioned. Galley. Tow pins / 

stern roller aft. New bowthruster 2007 and new CAT3306 powered genset installed, plus steel work done on house, under towing 

winch. New bulwarks and various steel replaced aft. U.S. Northwest. Prompt. 

File: TG28122 Tug - Twin Screw - 94.4' loa x 28.9' beam x 12.5' depth. Built in 1976 by Japanese Shipyard. Indonesia flag. GRT: 

262. Class: BKI. FO: 92,778L. Main Engines: 2 x Yanmar total 2,800BHP. Speed about 13kn. Genset(s): 2 - 78kW. Quarters: 8 -10 

persons. Galley. Far East. 

File: TG31030 Tug - Twin Screw - 105.0' loa x 30.0' beam x 14.5' depth x 12.00' loaded draft. Built in 1981 by Bollinger Shipyard; 

Lockport, LA. U.S. flag. GRT: 141. Class: ABS + A1 Towing. ABS Loadline. FO: 65,000g. FW: 15,200g. Winch: Intercon DD200 

Double drum; GM6-71 power. Line Pull: 190,000lbs. Wire Capacity: 2,400' x 2”. Main Engines: 2 x CAT 3516 total 2,800BHP. 98” x 

97” prop(s). Kort nozzle(s). Bollard Pull: 41T. Genset(s): 2 - 75kW / GM6-71. Quarters: 11 in 5 cabins. Air Conditioned. Galley. 

Owner will consider a sale or long term charter. Contact Marcon for further details. U.S. Gulf Coast. 

File: TG20127 Tug - Single Screw - 102.0' loa x 28.8' beam x 15.8' depth x 12.69' 

loaded draft. Built in 1971 by Bodewes Millingen - Netherlands. Denmark flag. GRT: 282. 

Class: World Wide Trading. Deadweight: 138T. Winch: Brake force 60T max. Wire 

Capacity: 650m 38mm. Main Engine: 1 x Deutz SBV6M358 total 2,750BHP. Kort 

nozzle(s). Bowthruster 184kW. Bollard Pull: 30T. Speed about max 13.5kn. Pump(s): 1 - 

180m3 @ 14 bar; 2 - 110m3 @ 10 bar fire pumps. Genset(s): 2 - 140kVA; 1 - 70kVA 

380vAC 3ph 50Hz. Firefighting: 3 water / foam monitors (1 hyd / snorkel 22m above 

water). Quarters: 6 persons. Baltic. 



86



File: TG27294 Tug - Single Screw - 94.6' loa x 28.5' beam x 15.7' depth x 12.80' loaded draft. Built in 1992 

by Astilleros Zamakona SA; Spain. Italy flag. GRT: 265. Class: RINA (formerly BV). Continuous Hull Survey 

due 07/2012. Deadweight: 183mt. Deck Cargo: 50MT on 6m x 8m clear deck. FO: 152m3. FW: 43m3. 

Crane: 1 - 4,000kg @ 2.0m. Winch: Single drum & tow hook. Wire Capacity: 800m x 44mm. Main Engine: 1 

x Bergen KRMB-9 total 2,727BHP. Kamewa CP prop(s). Range: 16 days. Bowthruster 250BHP. Bollard 

Pull: 43MT. Speed about 12-15kn. Genset(s): 2 - 100kVA / Guascor 50Hz 380v. Firefighting: 2 monitors. 

Foam 6.7m3. 1 - 800m3/hr pump. Quarters: 2-1, 4-2 man. Air Conditioned. Galley. Passengers: 4. 

Dispersant - 6.7m3. Not officially on the market, but we may be able to develop on a private & confidential 

basis for an “as is, where is” sale. Vessel reportedly in good working condition and trading in spot market. 

Marcon has sold about six or seven vessels to owner over last 15 years. Mediterranean. 

File: TG27123 Tug - Twin Screw - 123.0' loa x 30.2' beam x 10.5' depth. Built in 1956 by Gulfport 

Shipbuilding; TX. U.S. flag. GRT: 292. Class: Originally classed with ABS until 1980. Winch: Vertical capstan 

aft. Main Engines: 2 x EMD 16-567C total 2,700BHP. FP prop(s). Abt. 3,600HP @ 900RPM. Repowered from 

GM8-278s diesel electric. Genset(s): 2 - 100kW. Quarters: 6. Galley. Hawser tug used for ship assist work. 

Available for sale, but may develop for long-term bareboat to qualified charterer. Keen seller. U.S. East Coast. 

File: TG26070 Tug - Azimuthing - 93.5' loa x 29.8' beam x 16.0' depth x 11.97' loaded draft. 

Built in 1984 by Sabah Shipyard; Malaysia. Rebuilt: 2007. Panama flag. GRT: 251. Class: LRS + 

100A1 (disc). Last drydock July 2011. FO: 41.4m3. FW: 25.62m3. BW: 5.98m3. Winch: Hatlapa 

single drum hydraulic. Line Pull: 80MT. Wire Capacity: 250m. Main Engines: 2 x Deutz 

SBV6M628 total 2,682BHP. Last overhaul: 2007. Wartsila completed overhaul of M/Es in 2007. 

Bollard Pull: 34T. Speed about 12kn on 6m3/day. Pump(s): 360m3/h @ 175psi external fire. 

Genset(s): 2 - 68kW / Deutz F6L914 400vAC 3ph 50Hz. Firefighting: 2 - water/foam monitors 

3,000Lpm. Harbor azimuthing tug with drives forward and skeg aft. Drydocked, blasted & painted 

2007 when totally rebuilt including MEs, Schottel drives, Kolbelt controls, etc. South America East Coast. 

File: TG26126 Tug - Single Screw - 108.0' x 30.0' x 16.07' draft. Built in 1977 by R. Dunston (Hessle) Ltd.; 

U.K. Belize flag. GRT: 277. Class: Lloyds + 100 A1 Tug. Deadweight: 175T. 65m2 clear deck. FO: 148m3. FW: 

12m3. Crane: 1 - 18MT / hyd. Winch: Donkin single drum hydraulic. Wire Capacity: 732m x 44mm. Main 

Engine: 1 x Ruston 12RK3CM total 2,640BHP. 1 - 4 blade Berg CP prop(s). Kort nozzle(s). Bowthruster 

320HP. Bollard Pull: 40.2MT. Speed about 13kn free. Pump(s): 1 - Dorman diesel 480HP salvage pump. 

Genset(s): 3 - 127kW / Gardner 6LXB 440vAC 3ph 50Hz. Firefighting: 3 monitors. Quarters: 1 master, 4-1 & 1- 

2 berth. Deep sea towing tug reportedly good condition. Africa West Coast. September 2012. 

File: TG26073 Tug - Twin Screw - 73.8' loa x 26.9' beam x 12.1' depth. Built in 2005 by Ge-Ta 

Corp; Tuzla, Istanbul, Turkey. Turkey flag. GRT: 156. Class: BV I Tug. Unrestricted Navigation. 

Deadweight: 277mt. FO: 65.5m3. FW: 13.8m3. Winch: Data single drum + tow hook. Wire 

Capacity: 40mm x 450m. Main Engines: 2 x Cummins KTA38 total 2,600BHP. 2 - CP prop(s). Kort 

nozzle(s). Range: 1,920nm. Bollard Pull: 40T. Speed about 12kn. Genset(s): 2 - 90kW / 

Cummins. Firefighting: 1 - 300m3 pump; 1 - monitor. Quarters: 6 persons. Black Sea. 


1982 by Penang Shipbldg. Corp; Malaysia. Malaysia flag. GRT: 209. Class: BV Unrestricted Navigation 

through 16 April 2014. FO: 110MT. FW: 34MT. Winch: Single drum. Main Engines: 2 x Ruston 

6AP230M total 2,580BHP. 2 - 3 blade CP prop(s). Kort nozzle(s). Bollard Pull: 33.8T. Speed about 

12kn on 5Tpd. Genset(s): 2 - 64kW / MWM TD226-6. Quarters: 12 crew. Working. Periodically open for 

employment or sale “as is, where is”. Southeast Asia. 


draft. Built in 1981 by B.V. Scheepswerven v/h HH Bodewes. Foreign flag. GRT: 292. 

Class: Ex-LR +100A1 +LMC. FO: 29.6m3. FW: 17.4m3. Winch: Tow winch. Main Engines: 

2 x MAK 6M332AK total 2,574BHP. 2 - FP prop(s). Bollard Pull: 30T. Speed about 12kn 

on 132Lph. Quarters: 14. Operational. Caribbean. 

File: TG25097 Tug - Twin Screw - 97.0' x 29.6' x 11.2' x 12.00' draft. Built in 1964 by Main Iron Works; Houma, LA. 

Rebuilt: 2001. U.S. flag. GRT: 186. FO: 32,298g. FW: 5,394g. BW: 48,198g. Winch: None. 10” double bitt aft. Main 

Engines: 2 x GM 16V149TI total 2,560BHP. 4 - blade FP prop(s) on 6” shaft(s). Main & flanking rudders. Repowered 

& from Fairbanks and new gears in 2001. Bollard Pull: est. 28T. on 140gphGenset(s): 2 - 60kW / GM4-71 200vAC 

60Hz new in 2001 with new switchboard. Quarters: 3-1, 1-2 berth cabins. Air Conditioned. Galley. Harbor tug. 10” 

double bitt forward. Copy of April 2009 survey available on request. Reportedly in good condition. New steering 2001. 

Last drydock abt. 2008. Currently working. U.S. Gulf Coast. 



87



File: TG25093 Tug - Twin Screw - 91.9' loa x 26.6' beam x 13.1' depth. Built in 2006 by Malaysia. Belize flag. GRT: 212. FO: 

120MT. FW: 35MT. Winch: 30MT towing and tow hook. Main Engines: 2 x CAT D399PCTA total 2,500BHP. Genset(s): 2 - 75kW / 

CAT 3306. Quarters: 10 persons. Galley. Caribbean. 


2011 by Malaysian Shipyard. Malaysia flag. GRT: 326. Class: BV. Deadweight: 285mt. FO: 240MT. Main 

Engines: 2 x Jinan G12V190 total 2,414BHP. 2 - FP prop(s). Speed about 11kn. Genset(s): 2 - 80kW 

50Hz / Cummins 6BT 5.9D. Southeast Asia. 


2009 by Malaysia Shipyard. Malaysia flag. GRT: 287. Class: NK. Continuous Hull Survey due 08/2014. 

Deadweight: 329mt. FO: 260MT. FW: 65MT. Winch: Single drum + 20T tow hook. Main Engines: 2 x 

Cummins KTA38M2 total 2,400BHP. 2 - FP prop(s). Endurance 30 days. Bollard Pull: 28T. Speed about 

13kn max. Genset(s): 2 - 78kW / Cummins 6BT5.9D(M) AC 415v 50Hz 3ph. Galley. Ready for delivery. 

Raised foc'stle bow, conventional twin screw tugs direct from Owners. Two 30m, 2,000HP; one 30m, 

2,400HP; three 32m 3,200HP and one 42m, 3,500HP tugs available. Southeast Asia. Prompt. 

File: TG23105 Tug - Single Screw - 95.5' loa x 27.1' beam x 13.5' depth x 10.00' loaded draft. Built in 

1957 by Ira S, Bushey & Sons, Brooklyn, NY. U.S. flag. GRT: 198. Class: Unclassed, built to ABS. 

Loadline expired, but can reportedly be regained. FO: 14,000g. FW: 2,500g. Main Engine: 1 x EMD 12- 

645E7C total 2,400BHP. 99” x 66” 4 blade SS prop(s) on 9” shaft(s). Repowered 1983. Genset(s): 2 - 

75kW Delco / GM 4 - 71 240/480vAC. Quarters: 2-1, 3-2 person berths. Air Conditioned. Galley. All 

welded steel construction, model bow tug reportedly “ready-to-go”. Flush main deck, fully enclosed main 

deck, superstructure with raised pilothouse. Sewage treatment system, Vickers hydraulic steering pump 

system. New galley. Molded rubber sub fendering. Needs cosmetics. May consider long-term bareboat to 

qualified charterers. Working. U.S. East Coast. Prompt. 


in 2012 by Chinese Shipyard. Foreign flag. Class: ABS + A1 (E) + AMS Towing Service. 

Unrestricted. FO: 200m3. FW: 40m3. Winch: Single drum elect/hyd. Line Pull: 30MT. Main 

Engines: 2 x Cummins KTA38M2 total 2,400BHP. 2 - FP prop(s). Kort nozzle(s). Range - 4,500nm 

max at economic speed, and 12 days at max RPM. Bollard Pull: 30MT. Speed about abt. 10kn. 

Pump(s): Ballast/Bilge/GS: 25m3/h, FO: 7.9m3/h, FW: 3.5m3/h. Genset(s): 2 - 91kW / Cummins 

415vAC 50Hz. Firefighting: 25m3/h pump. Quarters: 12 men. Air Conditioned. Galley. For sale 

direct from shipyard for whom Marcon has handled seven previous sales as sole broker. Currently 

under construction. Same builder has several new deck barges for sale ranging in size from 180' to 300'. Far East. 


Built in 2008 by Eastern Marine Shipbldg; Malaysia. Singapore flag. GRT: 261. Class: GL 

+100 A5 Tug. FO: 195T. FW: 72T. BW: 39T. Winch: 1 - 80T brake single drum; Tow Hook 

40T. Line Pull: 30T. Wire Capacity: 600m x 38mm. Main Engines: 2 x Cummins KTA-38-M2 

total 2,400BHP. 4 blade Manganese/Bronze prop(s). Kort nozzle(s). Bollard Pull: 30T. Speed 

about 11kn. Pump(s): GS/FP: 30m3/h; BW: 30m3/h; FO: 8m3/h. Genset(s): 2 - 80kW / 

Cummins. Firefighting: 4 Hydrant with coupling & nozzles. Quarters: 12 Crew. Air 

Conditioned. Periodically available for employment to handle movement of complex, heavy lift 

& special project cargoes. Southeast Asia. 


loaded draft. Built in 1998 by Shanghai Fishing; Shanghai, China. Colombia flag. 

GRT: 250. Class: LR +100A1, Tug +LMC (exp. Aug 30, 2013). Deadweight: 184mt. 

FO: 183m3. FW: 21m3. Winch: Hydraulic 18T + Tow Hook 65T. Main Engines: 2 x 

Yanmar M220EN total 2,400BHP. 2 - FP 2.43m dia prop(s). Kort nozzle(s). 1 - 

300m3/hr Water / Foam mix. Bollard Pull: 36T. Speed about 11.7kn free. Pump(s): 

FiFi: 300m3/h / Cummins powered. Genset(s): 2 - 77kW / Cummins 6BT5.9 - G2M 

400vAC 50Hz. Firefighting: FiFi monitors. Quarters: 8 in 4 cabins. Oil dispersant 

spray booms (82lts/min). Reportedly good overall condition and working. Caribbean. 

File: TG24190 Tug - Twin Screw - 98.8' loa x 29.5' beam x 14.0' depth. Foreign flag. Class: NKK. 

FO: 199MT. FW: 58MT. BW: 30MT. Winch: Single drum 30MT towing. Line Pull: 80MT brake. Main 

Engines: 2 x Cummins DTA38-M2 total 2,400BHP. 2 - FP 4-blade prop(s). Kort nozzle(s). Speed 

about 11kn. Genset(s): 2 - 78kW 3ph 50Hz / Cummins. Quarters: 10 persons. 



88



File: TG24191 Tug - Twin Screw - 95.2' loa x 29.5' beam x 13.9' depth x 11.48' loaded draft. Built in 2012 by Chinese Shipyard. 

Foreign flag. Class: ABS A1 Tug, Unrestricted Service. FO: 200m3. FW: 37m3. Main Engines: 2 x Cummins total 2,400BHP. U.K. 

manufactured main engines. Bollard Pull: 30T. Speed about 11kn. Genset(s): Cummins (U.K. mfg.). 4 units available prompt. 2 units 

under construction. Far East. Prompt. 


Foreign flag. Class: BV. FO: 200m3. FW: 37m3. Main Engines: 2 x Cummins total 2,400BHP. U.K. manufactured main engines. 

Bollard Pull: 30T. Speed about 11kn. Genset(s): Cummins (China mfg.). Far East. Prompt. 


Foreign flag. Class: BV. FO: 200m3. FW: 37m3. Main Engines: 2 x Cummins total 2,400BHP. Chinese manufactured main engines. 

Bollard Pull: 30T. Speed about 11kn. Genset(s): Cummins (China). Far East. Prompt. 

File: TG26141 Tug - Single Screw - 96.0' loa x 25.2' beam x 11.0' depth. Built in 1957 by 

Gulfport Shipbldg.; Pt. Arthur, TX. Rebuilt: 1970. U.S. flag. GRT: 196. FO: 23,000g. FW: 

5,000g. Main Engine: 1 x Polar Nohab F212V turbo total 2,400BHP. 114” x 68” 4 blade 

stainless prop(s) on 10” shaft(s). Repowered 1970 with 12 cyl. Polar Nohab. Full spare 

parts. Bollard Pull: 31.5T. Speed about 11kn free. Pump(s): Bilge. Genset(s): 2 - 60kW 

DC/GM6-71 with 2 - 4kW MG sets for AC. Air Conditioned. Reportedly working condition, 

ready-to-go. Full electronics. Galley, heat & air conditioning. Negotiable. Being 

refurbished with rotten steel being replaced by new inserts. New bulwarks in 2008. New 

steel railings on top deck, visor & radar stand. 20' container on shore with $30,000 spare parts (including new turbo, heads, pumps, 

injectors, etc.) also available for sale. Interior still needs completed. Try all CASH offers to test. U.S. East Coast. $80,000. 

File: TG21092 Tug - Single Screw - 92.0' loa x 26.0' beam x 10.6' depth x 14.50' light draft x 

15.40' loaded draft. Built in 1967 by Martinolich SB Tacoma, WA. Rebuilt: 1994. U.S. flag. 

GRT: 164. FO: 25,000g. FW: 1,390g. Winch: Markey DYSS-42 +capstan & Hawser winch 

(not set up for offshore towing). Main Engine: 1 x EMD 12-645E5 total 2,350BHP. 3 blade 

Nautican prop(s). Thrust: 8V149 Turbo. Est. 4,500m range. Fresh water cooled (keel). 

Bowthruster 600BHP. Bollard Pull: 46.2ST. Speed about 9-10kn. Genset(s): 2 - 75kW / GM6- 

71. Can be paralleled. Quarters: 8 crew. Galley. Bollard pull astern 33st. Dedicated ship 

docking service. Combi-tug with Nautican nozzle & triple rudders (+) 600HP retractable bow 

thruster (360 deg. Z-peller). Bow thruster driven by DDEC 8-149TIB diesel. Not in operation 

and requires work. For sale “as is, where is” out of competition. Rebuilt gear box (less than 10hrs), new clutches and drums (less 

than 10hrs), Z-drive has 4,000hrs since last rebuild. Grandfathered for California emissions. Drydock overdue: zinc, paint, etc. U.S. 

West Coast. Prompt. 


loaded draft. Built in 1976 by Rysco Shipyard, Blountstown, FL. Rebuilt: 1989. 

U.S. flag. GRT: 148. Class: Uninspected Coastwise Service. FO: 47,300g. Winch: 

Markey Double Drum. Wire Capacity: 2,250' & 1,750' x 2”. Main Engines: 2 x CAT 

D399 total 2,250BHP. 2 - FP prop(s). Genset(s): 2 - 40kW / GM6-71. Quarters: 7 

crew. Galley. Wagner hydraulic steering gear. U.S. Northwest. Prompt. 

File: TG21001 / TG21006 Tugs - Single Screw (2 each) - 97.9' loa x 24.7' beam x 14.0' 

depth x 12.00' loaded draft. Built in 1952 by Paceco, Alameda. U.S. flag. GRT: 184. FO: 

31,311g. FW: 1,949g. Winch: Markey Single Drum (TYS 18). Wire Capacity: 1200' x 1”. Main 

Engine: 1 x EMD 12-645E5 total 2,150BHP. Last Overhaul: 2001. 92” x 46” - 5 blade 

stainless prop(s). Genset(s): 2. Quarters: 4 berths. Some wash-boarding in hull and dents 

along main deck line. Keen to sell. Inviting serious cash offers. U.S. West Coast. Prompt. 

File: TG21101 Tug - Single Screw - 101.0' loa x 26.7' 

beam x 12.6' depth. Built in 1955 by Nat'l Steel & Ship. Rebuilt: 1992. U.S. flag. GRT: 189. 

Class: ABS Loadline. (exp. July 14, 2013). FO: 35,000g. FW: 2,756g. Winch: Almon Johnson 

Single drum 600' under-rider. Wire Capacity: 1800' x 1.75”. Stern Roller. Main Engine: 1 x EMD 

12-645E4 total 2,150BHP. 116” x 82” 5 blade SS prop(s) on 9.75” shaft(s). Repowered 1992 at 

Duwamish Shipyard. on 1,800g/day. Genset(s): 2 - 42kW / GM4 - 71 120vAC. Fixed Halon in 

engineroom. Galley. Aft winch controls. Tow pins aft. Keen Seller. Reportedly good overall 

condition. U.S. Northwest. 



89



File: TG20166 / TG20167 / TG20168 / TG20169 Tugs - Twin Screw (4 each) - 101.7' loa x 30.0' 

beam x 14.1' depth x 11.48' loaded draft. Built in 2009 / 2009 / 2010 / 2009 resp. by Malaysian 

Shipyard. Malaysia flag. GRT: 326. Class: Nippon Kaiji Kyokai, NK, NS* Tug / MNS LSA, RCF. 

Special Survey due 03/2013. FO: 240MT. Main Engines: 2 x Mitsubishi S6R2-MTK3L total 

2,064BHP. 2 prop(s). Speed about 11kn. Genset(s): 2 - Cummins 6BT. Southeast Asia. 

File: TG20170 Tug - Twin Screw - 99.1' loa x 28.2' beam x 14.1' depth x 11.81' loaded draft. Built in 2006 by Berjaya Dockyard 

Sdn Bhd. Malaysia flag. GRT: 269. Class: Nippon Kaiji Kyokai NK NS8 Tug / MNS LSA, RCF. Deadweight: 298mt. FO: 215MT. 

Main Engines: 2 x Mitsubishi S6R2-MPTK2 total 2,062BHP. 2 prop(s). Speed about 10kn. Genset(s): 2 - Cummins 6BT5.9-G6. 



2004 by Celtug Services Shipyard Sdn Bhd. Malaysia flag. GRT: 261. Class: Nippon Kaiji Kyokai, NK, 

NS* Tug / MNS LSA, RCF. Special Survey due 12/2013. Deadweight: 155mt. FO: 165MT. Main 

Engines: 2 x Cummins KTA-38-M total 2,026BHP. 2 - FP prop(s). Speed about 11kn. Genset(s): 2 - 

78kW / Cummins 6BT5.9. Southeast Asia. 

File: TG20059 Tug - Single Screw - 103.1' loa x 30.3' beam x 14.2' depth x 12.20' loaded 

draft. Built in 1972 by Schichau-Unterweser AG; Germany. Foreign flag. GRT: 246. Class: 

Formerly GL + 100A5m E2 Tug + MC E2. Now DMRI. FO: 103m3. Winch: 1 - Elect. Hyd. 

Tow winch. Wire Capacity: 650m x 36mm. Main Engine: 1 x Deutz SBV6M385 total 

2,000BHP. FP prop(s). Kort nozzle(s). Bollard Pull: 30T. Speed about 12kn max. 

Firefighting: 2 - 386m3/h Monitors (not operational). Air Conditioned. Galley. Valid vessel 

security plan. Try best offers to test. Caribbean. 


Built in 2005 by Sealink, Malaysia. Malaysia flag. GRT: 255. Class: BV unrestricted. FO: 160MT. 

FW: 70MT. Winch: 1 - 80T @ 25T/min SWL/tow, 1 - Capstan. Wire Capacity: 40mm x 600m. Main 

Engines: 2 x CAT 3508 total 2,000BHP. Bollard Pull: 25T. Speed about 12kn. Genset(s): 2 - 80kW 

415v 3ph 50Hz. Firefighting: C02 system. Quarters: 14 in 4 cabins. Air Conditioned. 30 day 

endurance. Southeast Asia. 

File: TG20120 Tug - Twin Screw - 84.6' loa x 26.4' beam x 12.2' depth x 10.00' 

loaded draft. Built in 1983 by Bijlholt BV; Netherlands. Mexico flag. GRT: 160. Class: 

Ex BV. FO: 54.5T. FW: 15T. Winch: Single drum, Van der Gressen. Main Engines: 2 

x Stork Werkspoor 6FFHD240 total 2,000BHP. 2 - CP prop(s). Bollard Pull: 29MT. 

Speed about 10kn. Genset(s): 2 - 45kW / Detroit Diesels 220/440vAC 50Hz / 2 

Alternators. Harbor / Coastal tug. Available for sale. Sold to current owners by 

Marcon. Mexico East Coast. 


Built in 2002 by Yuexin Shipbuilding Co; Guangzhou. Singapore flag. GRT: 252. Class: BV I Tug. 

Deadweight: 553mt. Main Engines: 2 x Cummins KTA-38-M1 total 2,000BHP. 2 - FP prop(s). 

Bollard Pull: 30T. Genset(s): 2 - 104kW. Southeast Asia. 

File: TG20163 Tug - Twin Screw - 85.3' loa x 26.2' beam x 12.0' depth x 9.80' loaded draft. Built in 2012 by Malaysian Shipyard. 

Foreign flag. total 2,000BHP Kort nozzle(s). Available for sale direct from shipyard. Southeast Asia. 

File: TG24173 / TG24186 / TG24187 / TG24188 Tugs - Twin Screw (4 each) - 101.7' loa x 30.0' 

beam x 14.1' depth x 11.48' loaded draft. Built in 2010 by Malaysian Shipyard. Malaysia flag. GRT: 

326. Class: BV I Tug. Special Survey due 02/2015. Deadweight: 285mt. FO: 220MT. Main Engines: 2 

x Mitsubishi 12V190 total 2,000BHP. 2 - FP prop(s). Changing from Jinan diesels to brand new 

Mitsubishi main engines. Speed about 11kn. Genset(s): 2 - 80kW 50Hz / Cummins 6BT 5.9D. 



Charles D. Holmes & Co. Ltd; UK. Foreign flag. GRT: 142. Main Engine: 1 x Sulzer total 

1,960BHP. FP prop(s). Bollard Pull: 26T. Speed about 13kn. Mediterranean. Prompt. 



90



File: TG19096 Multicat - Triple Screw - 91.8' loa x 41.0' beam x 12.0' depth x 6.20' light 

draft x 7.50' loaded draft. Built in 2007 by Kooiman; Zwujndrecht, Netherlands. Netherlands 

flag. GRT: 297. Class: BVI + Hull, Mach Tug Unrestricted, AUT-UMS. Deadweight: 244mt. 

215m3 clear deck. FO: 148m3. FW: 60m3. BW: 52m3. Crane: 2 - HS Marine 20MT @ 13m. 

Winch: Hydraulic anchor handling / towing forward / aft. Line Pull: 100 / 40MT. Wire 

Capacity: 100m 56mm / 600m 36mm. Main Engines: 3 x Cummins KTA19M3 total 

1,920BHP. 3 - 1,550mm FP prop(s) on C45 steel shaft(s). Kort nozzle(s). 1 - Cummins KTA- 

19M3 for hydraulics. Bowthruster 350HP. Bollard Pull: 29MT. Speed about 11kn. Pump(s): 

50m3/h FO & FW transfer pumps including transfer hoses on reels & indicators. Genset(s): 

2 - 80kVA / Cummins 220/380vAC 50Hz + shore power. Quarters: 7 in 4 cabins. Air 

Conditioned. Galley. Unique, custom multipurpose support vessel / multicat with special characteristics & capacities. Shallow draft. 

Fully fendered. Four push knees forward and two aft. 360deg hydraulic retractable thruster. Triple rudders with max rudder angle of 

2 x 70 degrees. Heavily constructed 150 ton SWL bow and stern rollers. Two 8T tugger winches with 75m 20mm wire. Two hydraulic 

150 tons SWL guide pins. 15MT SWL Mampaey tow hook. Two 600mm x 15m long spuds. 1,000mm diameter moonpool. Cranes 

remotely operated. Store room / workshop. Open for charter. Try outright “as is, where is” purchase. Mid East. 2Q 2013. 

File: TG20094 Tug - Single Screw - 94.0' loa x 25.0' beam x 12.5' depth x 9.20' light draft x 12.50' 

loaded draft. Built in 1942 by Ira S. Bushey & Sons; Brooklyn, NY. Rebuilt: 1981. U.S. flag. GRT: 173. 

Main Engine: 1 x EMD 16-567CE2 total 1,800BHP. 5-blade stainless 88” x 57” prop(s). Bollard Pull: 

19MT. Firefighting: FiFi. Quarters: 5 berths. Harbor tug. Single screw. Skipper steering system. 

Reportedly good condition. Height of eye 20'. Sale “as is, where is”. U.S. Gulf Coast. Prompt. 

File: TG17089 / TG17098 Tugs - Tractor (2 total) - 86.3' loa x 28.9' 

beam x 12.10' loaded draft. Built in 1978 / 1975 respectively by M. Sieghold; Germany. Germany flag. 

GRT: 190. Class: Ex GL. Now PRS. Ice Strengthened. FO: 86m3. Winch: Storewinch Steen Type 380 / 

Seebeck 30T Tow hook. Main Engines: 2 x Deutz SBA6M528 total 1,740BHP. Schottel 501/505 prop(s). 

6 cyl. 220 x 280mm. Bollard Pull: 25T. Speed about 11.6kn. Genset(s): 2 - 

Deutz F4L912. Europe. 

File: TG17079 Tug - Single Screw - 79.3' loa x 26.8' beam x 14.0' depth x 13.40' loaded draft. Built in 

1977 by AB Asi-Verken, Amal. Denmark flag. GRT: 124. Class: LR + 100A1 + LMC. Ice Class 1. 

Coastal Trade. Winch: Tow hook & polypropylene. Main Engine: 1 x Alpha 12V23LVO total 1,715BHP. 

CP prop(s). 4SA Vee 12cyl 225x300mm. Bollard Pull: 18.5T. Speed about 13kn free. Genset(s): 2 - 

88kW / Saab 6cyl 390vac 50Hz. Quarters: 3 persons. Europe Northern. 

File: TG18237 Tug - Twin Screw - 77.1' loa x 26.5' beam x 11.0' depth. Built in 1980 by Main Iron 

Works, Bayou Blue, LA. U.S. flag. GRT: 106. FO: 19,500g. FW: 3,500g. Winch: Intercon SD150 single 

drum / GM4-71 power. Wire Capacity: 2,000' x 1.5”. Main Engines: 2 x CAT D398SCAC total 1,700BHP. 

2 - FP prop(s). 12 Cyl. Bollard Pull: 26.4T. Speed about 12kn. Genset(s): 2 - 50kW / GM 4-71. Quarters: 

7 crew. Galley. U.S. Northwest. 


1966 by Equitable Equip.; Madisonville, LA. U.S. flag. GRT: 191. Class: ABS + A1 Towing Unrestricted. 

Last DD 2010 with class renewed. FO: 35,000g. FW: 10,000g. Winch: 40HP electric Markey single drum. 

Wire Capacity: 2 x 1,500'. Stern Roller. Main Engines: 2 x CAT D398A total 1,700BHP. 2 - FP 90” x 62” 

prop(s). 900HP @ 1,300RPM / each. Bollard Pull: 25ST. Genset(s): 2 - 40kW / CAT D320 60Hz 3ph. 

Quarters: 7 berths. Air Conditioned. Galley. Sheer bow. 3 tow pins & hold-down. Forward electric 

capstan & H-bitt. Reportedly good condition. Sold to present owners by Marcon. Caribbean. Prompt. 

File: TG17002 Tug - Twin Screw - 69.1’ x 26.0' beam x 10.5' depth x 9.00' loaded draft. Built in 1986 

by M.F. Martin, Jr.; Brunswick, GA. U.S. flag. GRT: 126. Main Engines: 2 x CAT D398 total 1,700BHP. 

Fixed Pitch prop(s). Kort nozzle(s). Bollard Pull: 25T. Firefighting: 1,000gpm. Fully fendered for safe 

handling of submarines & surface vessels. U.S. Southeast. 


loaded draft. Built in 1981 by Dakota Creek; Anacortes, WA. U.S. flag. GRT: 146. Class: ABS 

Loadline (valid till August 2016). FO: 32,330g. FW: 1,650g. BW: 118T. Winch: Single Drum Markey 

TYS-24 w/gypsy roller. Line Pull: 25,000lb. Wire Capacity: 1,350' x 1 3/4”. Main Engines: 2 x CAT 

D398 total 1,700BHP. 2 - FP prop(s). Kort nozzle(s). Speed about 11kn on 7.5Tpd. Genset(s): 2 - 

90kW 208vAC 60Hz. Quarters: 3 singles, 2 - doubles. Galley. Ice Strengthened, shallow draft. Push 

knees, hydraulic tow pins, stern roller. Sold to current owner via Marcon. Vessel has security plan. 

U.S. East Coast. 



91




loaded draft. Built 1981 by Service Machine, Amelia LA. U.S. flag. GRT: 95.: ABS Loadline renewed 

June 2012. FO: 50,000g. FW: 10,000g. Winch: Double drum waterfall SAW-46. Line Pull: 100,000lb. 

Wire Capacity: 2,000' x 1.5”. Main Engines: 2 x CAT D398B total 1,700BHP. 87” 4-blade stainless 

prop(s). Genset(s): 2 - 40kW / GM. Quarters: 6 berths in 3 cabins. Towing & anchor handling tug. 

Periodically open for employment. Call for availability and rate ideas. In 2009/2010 entire house gutted 

and refurbished. Last drydock June 2012 for ABS loadline renewal & steel replaced in forepeak, chain 

locker, ballast tank, rudder room, etc. Reported excellent condition. U.S. Gulf Coast. 

File: TG17116 Tug - Twin Screw - 85.3' loa x 26.2' beam x 12.0' depth x 9.80' loaded draft. Built in 2012 by Malaysian Shipyard. 

Foreign flag. total 1,700BHP Kort nozzle(s). Two available for sale direct from shipyard. Southeast Asia. 


2012. Singapore flag. GRT: 204. Class: NKK. FO: 200T. FW: 80T. Winch: Tow winch, 25T SWL Tow 

hook. Main Engines: 2 x CAT 3412D total 1,696BHP. 2 prop(s). Kort nozzle(s). Speed about 11kn. 

Genset(s): 2 - 50kW / Yanmar. Quarters: 10 crew. Southeast Asia. 


2012 by Hung Seng Shipbuilding; Malaysia. Singapore flag. GRT: 204. Class: NKK. FO: 200T. FW: 80T. Winch: Tow winch, 25T 

SWL Tow hook. Main Engines: 2 x CAT 3412D total 1,696BHP. 2 prop(s). Kort nozzle(s). Speed about 11kn. Genset(s): 2 - 50kW / 

Yanmar. Quarters: 10 crew. Southeast Asia. 


in 2012 by Malaysian Shipyard. Foreign flag. Class: NKK. FO: 134MT. FW: 53MT. Winch: 25T 

tow hook. Main Engines: 2 x Yanmar 6AYM-ETE total 1,658BHP. FP 4-blade prop(s). Kort 

nozzle(s). Speed about 10kn. Pump(s): FO: 100L/m; FW: 2m3/h; GS/Fire:450L/m; Bilge/Ballast: 

450L/m. Genset(s): 2 - 50kW / Yanmar. Firefighting: Pump. Quarters: 10 crew. Air Conditioned. 

Galley. Southeast Asia. 

File: TG16061 Tug - Single Screw - 110.1' loa x 26.1' beam x 12.8' depth. Built in 1952 by RTC 

Shipbuilding. U.S. flag. GRT: 188. Class: ABS + A1 + AMS, Unrestricted. Laid up active classed. 

Drydocking due Oct 2012. Annuals overdue Oct 2011. FO: 114m3. Main Engine: 1 x Fairbanks Morse total 

1,600BHP. FP prop(s). Genset(s): 1 - 75kW AC; 1 - 40kW AC. May be developed for sale out of 

competition. U.S. Northeast. 


Built in 1988 by Terrebonne Shipbldg; Houma, LA. U.S. flag. GRT: 97. FO: 20,000g. Winch: 2 - 

20T (Beebe) electric winches aft + 10HP Capstan. Main Engines: 2 x Cummins KTA38M total 

1,600BHP. 2 - FP 72” x 62” prop(s) on 6” shaft(s). Speed about 8-11kn. Genset(s): 2 - 50kW / 

Cummins. Quarters: 5. Air Conditioned. Galley. Model bow tug started in 1982 and completed 

in 1988. Hull reinforced for ice. Enclosed aft control station. Lever steering. Working in fresh 

water. U.S. Great Lakes. 

File: TG15111 Tug - Twin Screw – 91.9’ x 24.3' beam x 11.8' depth. Built in 2004 by PT Belitung 

Dockyard Perdana. Indonesia flag. GRT: 193. Class: BKI A100, Tug Boat, SM. Winch: Tow Hook. 

Main Engines: 2 x Niigata 6MG20AX total 1,600BHP. 2 - FP prop(s). Speed about 6kn. Genset(s): 

2 - 100kVA / Perkins 380vAC. Air Conditioned. Galley. Southeast Asia. 


in 2003 by Tang Tiew Hee, Malaysia. Dominica flag. GRT: 193. Class: Indian Register of Shipping. 

Valid Sept 2013. FO: 143m3. FW: 46m3. BW: 27.8m3. Winch: Hydraulic Tow. Main Engines: 2 x 

Mitsubishi S6R2.MPTK total 1,600BHP. 2 prop(s). on 2,500L at sea. Genset(s): 2 - 80kW / 

Cummins. Quarters: 10 (2-1, 1-8). Galley. Indian Ocean. Prompt. 


1949 by G.M. Nichols; Hood River, OR. Rebuilt: 1994. U.S. flag. GRT: 71. FO: 7,000g. Main Engines: 

2 x CAT 3508 total 1,550BHP. 3 blade 75” x 60” steel prop(s). Bollard Pull: 19.5T. Genset(s): 2 - 30kW 

/ GM3-71 208vAC. Low freeboard. For sale “as is, where is” out of competition. Mechanically sound 

with good operational machinery, new bulwarks installed. Requires new exterior water tight doors, 

blasting and paint, one shaft and both props need to be reworked. U.S. West Coast. Prompt. 



92




1998 by R&S Fabrication, LA. U.S. flag. GRT: 97. Class: None. FO: 35,000g. FW: 4,000g. Crane: None. 

Winch: Skagit Dbl. Drum W/F (BU-80). Line Pull: 75,000lb. Wire Capacity: 1,600' x 1.25”. Main Engines: 

2 x CAT 3412C total 1,500BHP. 2 - FP 65” x 67” stainless prop(s). Kort nozzle(s). Stainless steel type 

37 nozzles. PME o'hauled (top end) April 2008. Speed about 11kn. Genset(s): 2 - 35kW / GM371. 

Quarters: 5. Air Conditioned. Galley. Harbor/Coastal tug. Main engines new in 1998. Generators & 

winch engines re-built. Tire fendering. Aluminum wheelhouse doors. U.S. Gulf Coast. 


draft. Built in 2012. Singapore flag. GRT: 231. Class: GL, ABS + A1. FO: 141.2m3. 

FW: 53.7m3. Crane: Fassi 98.2MT marine grade. Derrick/A-Frame: Hydraulic A- 

Frame. Winch: Single Drum 50T brake tow & 30T SWL tow hook. Line Pull: 25T. Stern 

Roller. Main Engines: 2 x CAT 3412C TA total 1,440BHP. 1,400mm 4-blade FP 

prop(s). Bollard Pull: 19T. Speed about 8.5kn. Genset(s): 2 - 150kW / CAT 3406C 

415vAC 50Hz. Galley. Shallow draft, flow-through design Multi-Cat. Draft only 4.9' with 

50% liquid capacity. Far East. December 2012. 

File: TG14107 Tug - Twin Screw - 58.1' loa x 17.6' beam x 4.1' depth. Built in 1975 by Sikanni Oilfield 

Construction; BC. Canada flag. GRT: 45. Main Engines: 2 x CAT C-18 total 1,430BHP. New engines in 2008. 

Speed about 8-9kn. Truckable. 2008 upgraded hull, new bow fabricated and pusher frames built. Extensive 

overhaul in 2008. Currently stored offshore. Canada. 

File: TG14052 Tug - Twin Screw - 52.0' loa x 16.0' beam x 5.0' depth. Built in 1957 by Mertel Gravel Co.; Peru, IL. U.S. flag. GRT: 

48. Class: USCG. Main Engines: 2 x Cummins NTA-855-A335 total 1,400BHP. Last Overhauled: 2004. Retractable pilothouse. U.S. 

Midwest. By Arrangement. 

File: TG13095 Tug - Tractor - 94.7' loa x 27.5' beam x 11.4' depth x 12.46' loaded draft. 

Built in 1961 by Bodewes Millingin; Netherlands. Portugal flag. GRT: 168. Class: TL. FO: 

32T. Main Engines: 2 x Stork Werkspoor total 1,360BHP. 2 - Voith Schneider prop(s). 

Bollard Pull: 16T. Speed about 11kn. Mediterranean. 

File: TG19065 Tug - Twin Screw - 65.0' loa x 23.0' beam x 11.0' depth x 9.50' light 

draft x 11.00' loaded draft. Built in 1977 by Jones Tug & Barge; Long Beach, CA. U.S. 

flag. GRT: 95. FO: 19,500g. FW: 800g. Winch: Markey Hydraulic Double drum w/cat 

head. Wire Capacity: 1 1/2” x 1,500'. Main Engines: 2 x GM 12V149 total 1,350BHP. 

Last Overhauled: 11/93. 2-FP 59” x 59” 4-blade Kaplan prop(s) on 5.5” shaft(s). Kort 

nozzle(s). Stainless steel lined nozzles. Keel cooled. Speed about 10kn. Genset(s): 2 - 

30kW LIMA / GM6-71 and GM4-71. Quarters: 4. Steel hull with aluminum two-level 

deckhouse. 34” high reinforced steel bulwarks reducing aft to 18” around stern. Fully 

fendered. 2 cat heads, 2 anchor gypsies & wire drum on bow. Air start. Both main engines rebuilt in 11/1993. Reduction gears 

replaced new in 1996. Elevated fly bridge with control station plus controls aft of engine trunk. Working. U.S. Northwest. Prompt. 

File: TG13092 Tug - Tractor - 84.0' loa x 24.7' beam x 9.8' depth x 14.40' loaded draft. Built in 1970 by 

Jadewerft, Germany. Italy flag. GRT: 143. Class: RINA. FO: 36.4m3. FW: 28.0m3. BW: 18.0m3. Winch: 

1-3T tugger, 2 tow hooks. Main Engine: 1 x Deutz SBV8M545 total 1,320BHP. Last Overhauled: 03/92. 

Voith Schneider 30G/185A5 prop(s). Bollard Pull: 15MT. Speed about abt. 12kn. Genset(s): 1 - 25kW / 

aux & 1 - 25kW / shaft. Voith Schneider tractor. Reportedly in good working condition and currently 

trading in spot market. Marcon has sold 6 or 7 boats to this owner over the last 15 years. 


File: TG13093 Tug - Twin Screw - 77.1' loa x 24.0' beam x 10.5' depth. Built in 2012 by Eastern Marine 

Shipbldg. Sdn; Sibu. Singapore flag. GRT: 148. Class: Nippon Kaiji Kyokai. Main Engines: 2 x Yanmar 6AYM- 

WST total 1,300BHP. 2 prop(s). Bollard Pull: 25T. Southeast Asia. 


by S.B.A. Shipyards; Jennings, LA (USA). Rebuilt: 2003. U.S. flag. GRT: 145. FO: 25,000g. FW: 8,000g. 

Winch: Hydraulic single drum. Line Pull: 75,000lbs. Wire Capacity: 2,000' x 1.25”. Main Engines: 2 x 

Cummins KTA 19-M4 total 1,280BHP. Fixed pitch 72” X 76” prop(s) on 6” shaft(s). Replaced GM 16V92s 

with new Cummins engines. Fitted with stern controls. Genset(s): 2 - 30kW / GM 371. Quarters: 6 berths 

in 3 cabins. Air Conditioned. Galley. Model bow tug with upper pilothouse with 34' height of eye. For sale 

out of competition. U.S. Gulf Coast. 



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Coastal Pilots; Providence, RI. U.S. flag. GRT: 97. Class: No loadline. FO: 26,000g. FW: 

2,500g. BW: 12,000g. Crane: Hydraulic telescoping boom. Winch: Bevis hydraulic single 

drum. 2 tow pins. Wire Capacity: 1,800' x 1.5”. Stern Roller. Main Engines: 2 x CAT 

3412TA total 1,250BHP. Last Overhauled: 1991. 55.6” x 62” 4 blade stainless prop(s) on 

5.25” Stainless shaft(s). Kort nozzle(s). Shaft brakes. Endurance 17 days. Genset(s): 2 - 

40kW / John Deere. Air Conditioned. Galley. 1999 survey available. U.S. Northwest. 

File: TG12145 Tug - Twin Screw - 75.5' loa x 23.0' beam x 12.0' depth x 9.14' loaded draft. Built in 2012. 

Singapore flag. FO: 98.79MT. FW: 42.28MT. Winch: 1 - 20MT tow hook. Main Engines: 2 x Weichai 

X6170ZC620-4 total 1,240BHP. Speed about 10kn. Genset(s): 2 - 50kW / Cummins 4TB 3.9. Quarters: 8 

persons. Galley. Southeast Asia. 

File: TG12151 Tug - Twin Screw - 75.5' loa x 23.0' beam x 12.0' depth x 9.51' loaded draft. Built in 2012. Singapore flag. FO: 

98.79MT. FW: 42.28MT. Winch: 1 -2.5MT tow hook. Main Engines: 2 x Cummins KTA19M3 total 1,240BHP. Speed about 10kn. 

Genset(s): 2 - 50kW / Cummins 4TB 3.9. Quarters: 10 persons. Galley. Southeast Asia. 


by Blount/Barker Shipyard. U.S. flag. GRT: 63. FO: 10,600L. FW: 800L. Winch: 2 - Hyd winches / 

Pullmaster M25. Main Engines: 2 x CAT 3412 total 1,230BHP. 4 blade fixed 1,270mm dia prop(s). Bollard 

Pull: 8.6T. Genset(s): 1 - 32kW / Northern Lights 984. Firefighting: EMD Griswold HL 3”x2” 5HP fire pump. 

Model bow harbor tug, square pusher bow w/ 14' push knees. All welded steel construction. Open bow, 

well fendered. H-bitt on centerline aft deck. Can be shipped overland with house removed, on an 

“oversized load” basis. Owner recently spent $600K on refurbishing tug. U.S. West Coast. Prompt. 

File: TG12149 Tug - Twin Screw - 72.4' loa x 24.0' beam x 10.2' depth. Built in 2008 by Hung Seng 

Shipbuilding Sdn Bhd; Sibu. Singapore flag. GRT: 137. Class: GL + 100A5 SS 2013. Main Engines: 2 x 

Cummins KTA-19-M3 total 1,200BHP. FP prop(s). Bollard Pull: 25T. Speed @10kn. Southeast Asia. 

File: TG11084 Tug - Single Screw - 84.0' loa x 21.5' beam x 10.8' 

depth x 8.70' loaded draft. Built in 1951 by B&W Shipyard; Copenhagen. Denmark flag. GRT: 

98. Class: Lloyds + 100A1. Ice Class II. Coastal Trade. Main Engine: 1 x B&W 8V23LVO total 

1,160BHP. CP prop(s). M/E new '75. Bollard Pull: 12.6T. Speed about 11.5kn. Firefighting: 

FiFi. Quarters: 4 persons. Europe Northern. 

File: TG11582 Tug - Single Screw - 81.0' loa x 24.0' beam x 9.8' depth. Built in 1944 by Neponset, MA. 

Rebuilt: 1997. U.S. flag. GRT: 145. FO: 19,500g. FW: 2,000g. Winch: Capstan & Facing winches. Main 

Engine: 1 x EMD 12-645 total 1,150BHP. 4 blade 86” x 62” S.S. prop(s). Pump(s): Blige: 10HP; FO: 

5HP. Genset(s): 2 - 75kW / GM6-71. Firefighting: 10HP pump. Quarters: 6. Air Conditioned. Galley. 

Freshwater service last 30 yrs., aft engine & steering control station overlooking aft deck, capstan winch, 

hydraulically powered retractable mast, 2 ea. electro-hydraulic facing winches, extensive electrical and 

fire suppression updates in 2010, gray water evaporator (2010) and Incinolet head. Current USCG 

Inspection for Uninspected Towing Vessel. Price reduced from $300,000. U.S. Great Lakes. $175,000. 

File: TG11060 Tug - Twin Screw - 60.0' loa x 20.0' beam x 7.8' depth. Built in 1970 by A.W. 

Covacevich Shipyard; Biloxi MS. Rebuilt: 2003. U.S. flag. GRT: 67. Class: None. FO: 7,000g. FW: 

2,000g. Winch: Skagit Single Drum / GM3-71 power. Line Pull: 50,000lb. Wire Capacity: 900' x 

1.5”. Stern Roller. Main Engines: 2 x CAT C-18 total 1,100BHP. 49” x 54 4 blade SS prop(s). 

Repowered 2010 with Tier II marine diesels. Speed about 9kn. Genset(s): 2 - 20kW / GM 2-71. 

Quarters: 4 berths. Air Conditioned. Galley. Model bow coastal tug. Reportedly completely rebuilt 

in 2004. U.S. West Coast. 

File: TG11058 Tug - Single Screw - 57.4' loa x 19.7' beam x 6.6' depth. Built in 2001 by Greece. Greece 

flag. GRT: 47. Class: Ministry of Mercantile Marine. Out of class. Main Engine: 1 x CAT 3412 total 

1,100BHP. Speed about 10kn. Mediterranean. Prompt. 


depth. Built in 1977 by Greece. Greece flag. GRT: 60. Main Engine: 1 x CAT total 

1,000BHP. Mediterranean. 



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File: TG09699 Tug - Single Screw - 99.1' loa x 25.0' beam x 7.5' depth. Built in 

1962 by Yarwood, U.K. Greece flag. GRT: 164. Class: Deep-sea A2. Main Engine: 

1 x B&W total 960BHP. Mediterranean. Prompt. 

File: TG09045 Tug - Twin Screw - 45.0' x 18.0' x 6.3' depth x 5.30' light draft. Built 1965 

by Harrison Brothers Shipyard, Alabama. Rebuilt: 2003. U.S. flag. GRT: 39. FO: 4200g. 

Winch: 2 - Elect. Hydraulic facing. Main Engines: 2 x CAT 3406E total 900BHP. 3 blade 

46”x32” S.S. props on 3.75” shafts. Only 2,850hrs on engine, new 2003. Genset(s): 2 - 

35kW, new 2006 1,600hrs. Galley. Freshwater boat last 27 yrs. Cat digital machinery 

display, 2 Nabrico electro-hydraulic facing winches, extensive electrical & fire suppression 

updates in 2010, USCG COI for Uninspected Towing Vessel. Single Push knee. Reduced 

from $400,000. U.S. Great Lakes. $300,000. 


in 1970 by Garrett Construction Co. Rebuilt: 2003. U.S. flag. GRT: 39. Main Engines: 2 x MTU 

S60 total 900BHP. 4-blade stainless 45” x 26” prop(s). Bollard Pull: 9MT. Quarters: 4. 18.3' 

height of eye. Raised pilothouse over main deckhouse. Model bow with single push knee. 

Vessel sank and has been raised. Main engines non-operational. Basically a hull. New lower 

price ideas. U.S. Gulf Coast. Prompt. 


John E. Matton & Sons. Rebuilt: 2010. U.S. flag. GRT: 72. Class: USCG COI Expires 

05/2011. FO: 6,000g. FW: 1,300g. BW: 3,000g. Main Engine: 1 x CAT total 850BHP. 72” x 

60” 4 blade @ 300RPM prop(s). Genset(s): 1 - 40kW; 1 - 21kW Marine Kubota. 

Firefighting: CO2 suppression sys. in engine room. Quarters: 1 - single, 1 - double. Galley. 

65' US Army tug ST. Modernized in 2010. Keel coolers. U.S. Northeast. 

File: TG08051 Tug - Single Screw - 50.9' loa x 18.1' beam x 5.6' depth. Built in 1999 in 

Greece. Greece flag. GRT: 39. Class: Ministry of Mercantile Marine exp. 05/2004. Main 

Engines: 2 x CAT 3408B total 804BHP. Speed about 10kn. Mediterranean. Prompt. 

File: TG08043 Tug - Twin Screw - 43.0' loa x 16.4' beam x 5.7' depth. Built in 1988 by Ingleside, 

Texas Yard. Rebuilt: 2010. U.S. flag. GRT: 35. Light Disp.: 61st. FO: 2,500g. FW: 1,000g. Winch: 2 

hand operated deck forward. Double tow bitt aft. Wire Capacity: 0.75”. Main Engines: 2 x CAT 3406B 

total 800BHP. 46” x 38” SS four blade prop(s) on 3” stainless shaft(s). Morse type cable engine controls. 

New main engine keel coolers in 2010. Pump(s): 1 - Pacer fire pump. Genset(s): 2 - 21kW / Kubota AC 

keel cooled new 2010. Firefighting: 100lb. semi-portable CO2 fire extinguisher for engine room. Air 

Conditioned. Galley. Welded steel typical inland tug. Bow fitted with single push knee. Deep “vee” bow. 

2-1/2 tier deck aluminum house new in 2010. Completely refurbished November 2010 including 

replacement of all machinery, vessel equipment, electrical wiring, electronics, gauges, coatings, 

hydraulics, generators interior joiner work and piping. New bottom jobs April - May 2011. Reportedly in 

very good condition and ready for immediate service. Copy of 29 December 2010 survey & audio 

Gauge available on request. Four close twin screw sister-tugs built 1981 – 1993 and one single screw available. Motivated seller. 

Inviting best firm cash offers either individually or en-bloc after inspection. U.S. Gulf Coast. 

File: TG08045 Tug - Twin Screw – 45.6’ x 16.8' beam x 5.8' depth x 5.30' loaded draft. Built in 

1968 by Souyres Marine Service. Rebuilt: 2004. U.S. flag. GRT: 32. Main Engines: 2 x MTU S60 

total 800BHP. 4-blade stainless 45” x 28” prop(s). Bollard Pull: 9MT. Genset(s): Northern Lights. 

Quarters: 4 berths. Model bow, twin screw with single push knee. Triple deck, inland pushboat 

design. 21.7' height of eye. Due to competition concerns the tug will not be sold for operation 

between Corpus Christi and Brownsville, TX. Generally poor condition. 2010 survey on file. New 

lower price ideas. U.S. Gulf Coast. Prompt. 

File: TG08068 Tug - Twin Screw - 65.6' loa x 18.1' beam x 9.2' depth. Built in 2011. Tuvalu flag. GRT: 

50. FO: 40MT. FW: 20MT. Winch: towing hook. Main Engines: 2 x Cummins NTA855 total 800BHP. 

Quarters: 8 persons. Galley. Southeast Asia. 

File: TG08081 Tug - Twin Screw - 70.0' loa x 20.6' beam x 10.7' depth x 10.48' loaded draft. Built in 1977 by Gulf Pacific S/Y Pte; 

Singapore. Malaysia flag. GRT: 100. Class: SCM (ex-ABS). Main Engines: 2 x CAT D343TA total 800BHP. Fixed pitch prop(s). 

Bollard Pull: 12T. Speed about 10.5kn. Genset(s): 2 - 24kW. Working. Southeast Asia. Prompt. 



95




Humber, St. Andrew, UK. Greece flag. GRT: 142. Class: MSIS. Deadweight: 22T. FO: 

22MT. FW: 65MT. Winch: None. Main Engines: 2 x Lister ERSM total 792BHP. 6 cyl. 

Bollard Pull: 13MT. on 3MT/d. Genset(s): 2 - 20kW. Range - 8 days. Salvage. Portable 

pumps, foam system, anti-pollution, etc. Prompt. 

File: TG07363 Tug - Twin Screw - 63.9' loa x 21.3' beam x 10.5' depth. Built in 1981 by Singapore. 

Singapore flag. GRT: 92. Class: GL. Light Disp.: 192T. FO: 55T. FW: 23T. Winch: AH&D Towing 

winch. Main Engines: 2 x CAT D343TA total 730BHP. 2 - 4blade 1,220mm x 1,016mm prop(s). 

Endurance: @ 23 days. Bollard Pull: 10T. Speed about 10kn on 2.5Tpd. Genset(s): 2 - 27.5kVA 

440v 3ph 50Hz. Quarters: 10. Passengers: 12. Southeast Asia. 


Tuzla; Istanbul, Turkey. Foreign flag. GRT: 71. Deadweight: 16. Hold Capacity: 45m3 

Crane: 2.5T. Main Engine: 1 x MAN total 550BHP. Speed about 10kn. Utility launch / tug. 


File: TG05063 Tug - Single Screw - 61.1' loa x 14.7' beam x 5.4' depth. Built in 1968. Rebuilt: 

2010. Foreign flag. Main Engine: 1 x Iveco total 500BHP. Bollard Pull: 11T. Mediterranean. 

Prompt. 

File: TG05046 Tug - Single Screw - 45.9' loa x 14.4' beam x 7.1' depth. Built in 1976. 

Foreign flag. Main Engine: 1 x Iveco total 500BHP. Bollard Pull: 9T. Mediterranean. Prompt. 


depth. Built in 1974. Foreign flag. Main Engine: 1 x Mercedes total 

500BHP. Bollard Pull: 9T. Mediterranean. Prompt. 

File: TG04048 Tug - Twin Screw - 47.0' loa x 16.0' beam x 5.50' loaded draft. Built in 1988 by Mangone Shipyard, Houston TX. 

U.S. flag. Class: None. Last D/D 04/03. Winch: 2 bow & 2 stern barge make-up winches. Main Engines: 2 x CAT 3306 total 

485BHP. Stainless Steel prop(s) on Stainless steel shaft(s). One rebuilt within past year. Genset(s): 1 - 35kW / Cummins 4 cyl new 

Aug 2002. Quarters: 4 berths in 2 cabins. Galley. Low model bow. Good rig tender. Height of eye = 21'. 3 stories, flat front house. D- 

Rub rail. Reportedly in “A-1” shape. Round bilge. 1 push knee. Water tight doors on main deck. U.S. Gulf Coast. 

File: TG04548 Tug - Single Screw - 49.2' loa x 16.4' beam x 5.58' loaded draft. U.K. flag. Class: 

Licensed to carry 10 passengers & 2 crew. FO: 4T. Main Engine: 1 x CAT total 450BHP. 1 - FP 

prop(s). Bowthruster. Bollard Pull: 5T. Speed about 9kn. Genset(s): 1 - 5.5kVA Kipor. Quarters: 

Day. Ideally suited for standby / crew transfers. Can also be fitted with an “A” frame, winch & plough 

for dredging. U.K. 


Germany. Rebuilt: 1999. Foreign flag. GRT: 82. Crane: Boat davit. Main Engine: 1 x 

CAT total 440BHP. Kort nozzle(s). Repowered 1999. Speed about 13kn on 2MT/day. 

Quarters: 8 persons. Mediterranean. 

File: TG04043 Tug - Single Screw - 43.0' loa x 16.4' beam x 5.6' depth. Built in 1968 by Ingleside, Texas 

Yard. Rebuilt: 2005. U.S. flag. GRT: 22. Light Disp.: 40st. FO: 2,000g. FW: 400g. Winch: 2 hand operated 

tuggers & double tow bitt. Wire Capacity: 0.75”. Main Engine: 1 x CAT 3406C total 400BHP. 46” x 38” SS 

four blade prop(s) on 3” SS shaft(s). Morse type cable clutch / throttle controls. Pump(s): 1 - Pacer fire 

pump. Genset(s): 2 - 21kW / Kubota AC keel cooled new 2004/05. Air Conditioned. Galley. Welded steel 

typical inland tug. Bow fitted with single push knee. Deep “vee” bow. New fabricated 2-1/2 level aluminum 

wheelhouse, repowered, new shaft & new prop, all new wiring, new electronics, hydraulics and piping in 

2004/05. Reportedly very good condition and ready for immediate service. Copy of January 2011 survey & 

audio-gauge available on request. Four twin screw close sister-tugs also available. Inviting firm cash offers 

individually or en-bloc after inspection. U.S. Gulf Coast. 

File: TG02515 Tug - Single Screw - 43.6' loa x 15.0' beam x 4.6' depth. Built in 1977. U.S. flag. Main Engine: 1 x 

CAT D343S total 250BHP. 4 blade bronze 52” x 40” prop(s). U.S. West Coast. $63,000. 



96




Singapore. Singapore flag. GRT: 31. Class: NKK, IS. FO: 12T. FW: 6T. Main Engine: 1 x CAT 

3306 total 240BHP. 4 blade 1016mm dia prop(s). Endurance: @ 10 days. Bollard Pull: 10T. 

Speed about 7.5kn on 1.2Tpd. Genset(s): 1 - 3.7kW 230V 13A/26A 3kVA. Quarters: 6 

accommodations. Southeast Asia. 

File: TG01824 Tug - Twin Screw - 24.9' loa x 10.0' beam x 4.0' depth. U.S. flag. FO: 1,000g. Main Engine: 1 x CAT 3208 total 

180BHP. 2 - FP prop(s). Hydrostatic Drive. 04/12 New shafts and cutlass bearings in 2011. Small dredge support boat. Twin screw 

with diesel powered hydrostatic drive. Stick boom aft with 10T hydraulic tugger. Aft steering / control station. Owner prefers an enbloc 

sale with 166' OSV (see SU16517) and / or 12” cutter suction dredge (see DR04414). Call Marcon for more details and to 

arrange prompt inspection. U.S. Northwest. Prompt. 

File: TG01632 Tug - Single Screw - 36.0' loa x 11.3' beam x 4.0' depth x 3.00' light draft 

x 4.00' loaded draft. Built in 1958 by Houma, LA. U.S. flag. GRT: 10. Class: Last DD 

Summer 2011. FO: 400g. FW: 130g. Winch: Steel “H” bitt aft. Main Engine: 1 x GM 6-71 

total 165BHP. 4 blade 30” x 30” RH prop(s) on 2 Stainless shaft(s). Engine & transmission 

overhauled 08/98. Speed about 10kn free. Pump(s): 2-115v 1” submersible +2” Honda gas 

driven. Wood hull. Currently working. Full electronics. Fully fendered. Can be delivered via 

truck & trailer. Working daily. Hauled and painted annually, most recently Oct 2012. Needs 

some minor work on overhead in engine area. U.S. West Coast. Prompt. 

File: TG01025 Tug - Single Screw - 25.7' loa x 8.5' beam x 3.70' loaded draft. Foreign 

flag. Deadweight: 2T. Light Disp.: 5,673T. Main Engine: 1 x John Deere 4045 TFM M2 

total 120BHP. 26” Fixed pitch prop(s) on Stainless steel shaft(s). Speed about 7kn. Type 

Tomboy 26. Open workboat. Europe. 

We are also interested in receiving your news, press releases and comments on the market for our next market report. 

Custom lists of conventional, azimuthing or tractor tugs & AHTSs available for sale, charter or newbuilding designs on 

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



97

Tug Boat Market Report - November 2012 - Marcon International, Inc.

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