Tug Boat Market Report - August 2012.pdf

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

1 www.marcon.com

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

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

Coupeville, WA 98239 U.S.A.

Telephone (360) 678 8880

Fax (360) 678-8890

E Mail: [email protected]

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August 2012

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

Horsepower Under

1,000

1,000 –

2,000

2,000 –

3,000

3,000 –

4,000

4,000 –

5,000

5,000 –

6,000

6,000 -

7,000

7,000 –

8,000

8,000 –

9,000

9,000

Plus Total

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

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

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

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

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

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

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

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

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

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

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

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 - Worldwide 86 166 150 153 79 42 14 12 8 1 711

Aug 2012 - U.S. 27 34 28 31 12 10 3 3 0 0 148

Aug 2012 - Foreign 59 132 122 122 67 32 11 9 8 1 563

Avg. Age - Worldwide 1974 1982 1987 1992 1994 1993 1992 1981 1993 1970

Avg. Age - U.S. 1965 1969 1968 1973 1977 1969 1982 1965 0 0

Avg. Age - Foreign 1977 1986 1992 1997 1998 2000 1994 1986 1993 1970

Charter - Worldwide 34 54 76 82 36 27 10 11 17 12 359

Charter - U.S. 4 12 17 16 6 3 3 3 2 0 66

Charter - Foreign 30 42 59 66 30 24 7 8 15 12 293

Up Since Last Report Down Since Last Report

Market Overview Of the 11,809 vessels and 3,679 barges that Marcon currently tracks, 4,514 are tugs with 711 currently officially on the market for sale worldwide, up 12.15% since May. Of the tugs for sale, 43.34% of foreign and 91.22% of U.S. tugboats are direct from Owners. 232 or 32.63% of the tugs worldwide, primarily foreign flagged, were built within the last ten years, are newbuilding re-sales or currently under construction – compared to 29.65% at the last report. 60 (8.44%) are over fifty years of age and three tugs are 75 years of age or older. 20 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. These “old ladies” are balanced by 41 newbuildings up to 6,000HP range scheduled for delivery through 2013.

Marcon International, Inc. Tug Boat Market Report – August 2012

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The majority of tugs Marcon tracks for sale are in the U.S. with 144 tugs officially on the market (down from 145 last report), followed by Southeast Asia with 135 (vs. 104), Europe with 111 (110), the Far East with 104 (91), 74 in the Mediterranean (72), 46 Mid East (44), 26 Caribbean (17), 17 in Canada (16), 16 location unstated, 11 in Latin America (11), Southwest Asia 10, 10 in Africa (7) and 7 in the South Pacific (6). CAT diesels still power most tugs for sale with machinery in 145 or 21% of the tugs Marcon lists. This is followed by 101 Cummins, 58 EMD, 45 Niigata, 40 Yanmar, 29 Deutz, 26 GM, 24 Mitsubishi, 22 Ruston and 18 MAK powered tugs. 189 tugs are powered by machinery from other manufacturers from ABC to Zibo with, as always, nine Fairbanks Morse boats out there looking for a new home. Conventional single and twin screw tugs prevail with 140 (19.7%) and 421 (59.2%), respectively, for sale worldwide. These are followed by 116 azimuthing tugs (16.3%) on the market, 26 Voith Schneider tractor tugs (3.7%), six triple screw and two shallow draft quad screws (1.1%).

I keep predicting the number of tugs for sale to level off at a plateau, but in August 2012 we hit a record total of 711 tug listings officially for sale, up 77 from May of this year and up 110 listings or 18.3% since the same time last year. 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 that can definitely be developed privately for sale out of competition. I cannot say whether this is good news or bad news. It is just the facts of the market. Most of this latest increase was in the overseas market with 74 more tug listings added for sale and 16 more added for charter since our previous Market Report. The greatest number of foreign flag tugs for sale are in the 1,000 – 1,999BHP range with 132 listed with an average age of 26 years. This is followed by a tie for second

place with 122 tugs each in the 2,000 – 2,999HP range (avg. age 20 years) and 3,000 – 3,999HP (avg. age 15 years). We have three more U.S. flag tugs listed for sale than in May 2012. 34 of the tugs, averaging 43 years of age are in the 1,000 – 1,999BHP range followed by 31 3,000 – 3,999HP tugs (avg. 39 years old) and 28 2,000 – 2,999BHP tugs (avg. 44 years). The good news is that we are starting to see some signs of activity in the market instead of just stagnation. A few more tugs are being sold or taken off the market than last year and obviously more are becoming available. Calls and inquiries are picking up for tugs and barges in the Americas and we expect more sales between now and the end of the year. We sent out a recent series of flyers for a U.S. flag, 1,500HP twin screw tug built in 1998 that brought in just over a half dozen good responses within 24 hours. Of course the relatively young age probably had a lot to do with that specific interest. A 42 year-old tug which we are extensively marketing has had zero response. Marcon International’s year-to-date sales revenues are still down over last year, but 2011 included some delayed payments from a 2010 sale plus, happily, two newbuilding 5,630BHP ASD escort tugs. We ended up selling a total of 49,028BHP in tugs in 2011 and as of this report have sold 25,944HP with several more sales are pending. Most of the improvement in 2012 revenues is expected to come from other vessel and barge types instead of tugs. Actual sales price compared to BHP fell this year to just over US$ 250/BHP, but that is to be expected as the average vessel age sold to-date is now 34 years vs. 23 years last year when five of the tugs sold were built after 2009. The graph does not take into account the type of tug or condition, but is just a simple comparison of generic tugs built an average of 11 years apart. 2012’s Price/BHP for a 34 year old tug is fairly close to 2006’s figures (47,264BHP sold) for a generic 35 year old tug and far below 2008’s peak for that age when Marcon sold 107,223BHP in tugs and 19,200BHP in AHTSs. It is unlikely that we will see a major improvement in second-hand tug prices within the next few years. Everyone asks when prices will go up, but this depends on the individual vessel. Newer, top quality tugs, or those filling a specific niche, will achieve a premium, but older horsepower is weighing down the market. Some tugs will never again reach their Fair Market Value achieved during the 2008 peak. Refitting and modernizing old hulls to meet stringent emission and new safety standards encompassing all aspects of today’s towing operations is becoming more expensive. As the market improves, owners who have the financial resources will look to building new rather than renovating thirty plus year old hulls.


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Recent Marcon Tug Sales & Charters Marcon is pleased to announce that the U.S. flag, twin screw “Sea Eagle” (ex-Miss Barbara) was sold by Coastal Towing LLC of Galliano, Louisiana to Northcliffe Ocean Shipping & Trading Company Inc. (NOSAT) of Saint Simons Island, Georgia. The 71.5’ x 24’ x 10’ harbor/coastal tug was built in 1981 at Rayco Shipbuilding & Repair of Bourg, Louisiana. At the time of sale, she was powered by one GM16V92 and one CAT3412 main engine, totaling 1,400BHP. “Sea Eagle” is equipped with Twin Disc MG520 7:1 gears with 69” x 67” stainless steel props in Type 37 kort nozzles. Towing gear consists of a 75,000lbs line pull Smatco DPS -44 winch with 1,200’ of 1.25” galvanized wire. Marcon was sole broker in the transaction.

The U.S. flag single-hull, combo deck/tank barge “160-4” (ex-PAC 160-4) has been sold by Crowley Marine Services, Inc. to private U.S. buyers. The 160.1’ x 46.1’ x 9.4’ depth barge was built in 1970 by Gunderson Brothers Engineering Corp. in Portland, Oregon. “160-4” was classed +A1 Oil Tank Barge, Unrestricted Service by American Bureau of Shipping. Cargo capacity is abt. 1,400st deadweight and 8,608bbl volumetric in six below deck tanks. The barge was most recently trading in Alaska transporting deck and petroleum cargoes to remote villages. New owners will use in dedicated deck service in Alaska. Marcon acted as sole broker in the transaction. Marcon has handled four sales and charters for the Buyers and probably over 100 by now for the Sellers. A coastwise barge tow arranged on private and confidential basis.

The U.S. flag twin screw tug "Spartan Service" (ex-Spartan, Domar Captain) was sold by Covington, Louisiana-based Hornbeck Offshore Transportation, LLC to Marinoil Servicios Maritimos S.A de C.V. of Mexico. The 3,000BHP tug was built in 1978 at Leevac-Zigler Shipyard in Jennings, Louisiana for Sheridan Transportation and based out of Morgan City, Louisiana worked with the 12,350dwt petroleum barge “Domar 118”. The tug came into Hornbeck’s fleet in 2001 when they acquired nine ocean-going tugs and nine ocean-going barges from the Spentonbush / Red Star Group, affiliates of Amerada Hess Corporation. “Spartan Service’s” principal dimensions are 110.0' loa / 101.2' lbp x 34.0' beam x 17.5' depth with a 16.00' loaded draft. Powered by twin EMD 12-645E6 main engines; 24 metric tons of bollard pull is generated via twin fixed pitch propellers in kort nozzles through Lufkin 6.11.1 gears.

For auxiliary power, the vessel is equipped with two 75kW generators driven by GM8V71 diesels. On deck, there is a single drum Markey TDS 32 tow winch holding 2,000ft of 2” wire. Below deck tank capacity is rated at 82,000g fuel, 22,000g potable water and 19,000g ballast. Tug is classed with ABS with the notation +A1, Towing Service, +AMS, but in active lay-up status. Buyers intend to renew certification. The vessel can cruise at 8.5kn and top out at 10kn free running with an average fuel consumption of around 90gph. “Spartan Service” is fitted with an upper pilothouse for barge operations whilst the lower wheelhouse is fitted with a full suite of communication and navigation aids. The vessel can accommodate 10 persons in five air conditioned cabins. Marcon International has represented both the seller and the buyer on several separate occasions prior to this, but this is first time that Marcon has brokered a sale between these two parties. The vessel, to be renamed “Champayan”, will be reflagged under Mexican registry.


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A 210’ new barge sold on private and confidential basis.

Marcon is pleased to announce the sale of the ex-ocean deck barge “Lucca” from foreign Seller to a Canadian Buyer on private and confidential terms. The 210’ x 54’ x 14’ depth barge “Lucca” was originally built as the ABS+A1 ocean deck barge “Foss 290” in 1966 by Albina Eng. & Mach., Portland, OR. She was rated for 2,600LT at an 11.5’ loaded draft and traded in ocean deck service for years for her original Owner and later as General Construction’s barge “GC-204”. After the ABS Loadline lapsed, the barge traded in gravel service in Puget Sound as the “Katie II” and “ITB-211”, and then in the San Francisco Bay area where she was

located at the time of her current sale. The barge will continue in service in British Columbia when she is relocated there later this summer. This is the second time Marcon has sold this barge. Brusco Tug & Barge of Longview, Washington has sold their 302’ x 72’ x 19’ depth ABS ocean log barge “Ocean Bear” to Canadian Buyers. The barge was purpose-built as the “Silver Bay” for Crowley Silver Bay Barge Co. in 1975 at Todd Shipyards, Galveston, Texas to transport logs to the Alaska Lumber & Pulp mill in Sitka and to Wrangell for the Wrangell Lumber mill also owned by ALP. As

the “Ocean Bear”, she was trading as a dedicated ocean log barge for Brusco Tug and Barge just prior to the sale. The barge, now reflagged to Canadian registry, will continue in the same log trade for the new Principal in British Columbia. “Ocean Bear” is fitted with a Manitowoc 4600 crane and a log grapple mounted on tracks running longitudinally on the barge, allowing the crane a certified capacity of 44st @ 80’ boom radius, with higher capacities allowed, depending on boom angle and overall radius. The barge was delivered to Vancouver Island during July 2012 and almost immediately went to work on arrival.

The U.S. flag twin screw tug “St. Michael” (ex-Seaco, Jenny Foss) and single–hull tank barge “180-2” have been sold by Crowley Marine Services, Inc. and Vessel Management Services, Inc. (a Crowley company), respectively, to private U.S. buyers. The tug “St. Michael” was built in 1965 by Martinolich Shipyard in Tacoma, Washington. Measuring 65.0’ length overall x 21.5’ beam x 7.3m depth, she is powered by twin Lugger 6 cylinder diesels producing a total of 1,000BHP driving 52” props in kort nozzles. The tug is equipped with a single drum hydraulic towing winch and stern roller. Originally powered with a pair of 600HP CATs as the “Jenny Foss”, she was the second of three “J” class tugs built to replace Foss’ veteran wood boats and started working her first season in Cook Inlet tending oil rigs when ice conditions permitted until 1973, after which she returned to Puget Sound to tow chip barges, log rafts

and perform general line-haul work. The 180’ x 54’ x 12.5’ depth barge “180-2” was built in 1978 by Oil Field Barges in Belle Chasse, Louisiana. She was originally built as a deck barge and converted to oil service in the mid-1980s. “180-2” is classed +A1 Oil Tank Barge, Unrestricted Service by American Bureau of Shipping. Cargo capacity is abt. 2,025lt deadweight and 16,700bbl volumetric. New owners plan to return the barge to deck service with an ABS ocean loadline. Both tug and barge will remain in Alaska. Marcon acted as sole broker in the transaction.

As of August this year Marcon booked 24 sales and charters including four tug sales and three tug charters / tows. The year started out slow, but additional sales and charters of various tugs & barges are pending and expected to close over the next 30 days. It will not be a record year for tug sales, but I think 2012 will end with some decent transactions.


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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 Lloyd’s Register only covers “sea-going” vessels over 100 GRT, there are many tugs either under that tonnage or in inland service. According to Lloyd’s, as of August 3rd, 2012, there were 15,283 “sea-going” tugs over 100GRT worldwide, up from 14,668 in August 2011, and up 92 vessels from last May’s report. Total horsepower is 40,111,776BHP, up 230,628BHP since May. Even taking into account flags of convenience, the largest national fleet of tugs over 100GRT sails under Indonesian flag, with the U.S. still in first place as far as horsepower. The U.S. operates 1,469 “sea-going” tugs over 100GRT, or 9.61% of the world market, totaling 4,847,030BHP (12.08% 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 August 2012 According to Lloyd’s Register

Flag Total BHP % # Tugs % Avg BHP Avg Age

Worldwide 40,111,776 100% 15,283 100% 2,625 1991

Indonesia 4,823,195 12.02% 2,913 19.06% 1,656 2001

United States Of America 4,847,030 12.08% 1,469 9.61% 3,300 1979

Unknown 1,308,111 3.26% 785 5.14% 1,666 1979

Japan 2,414,188 6.02% 765 5.01% 3,156 1996

Singapore 1,924,597 4.80% 677 4.43% 2,843 2006

Korea, South 1,312,434 3.27% 473 3.09% 2,775 1989

Malaysia 946,340 2.36% 465 3.04% 2,035 2002

Panama 1,195,431 2.98% 424 2.77% 2,819 1989

India 1,048,671 2.61% 394 2.58% 2,662 1995

Russia 966,294 2.41% 366 2.39% 2,640 1987

Italy 1,009,702 2.52% 323 2.11% 3,126 1985

United Kingdom 793,011 1.98% 253 1.66% 3,134 1990

Australia 793,074 1.98% 234 1.53% 3,389 1993

China, People's Republic Of 763,670 1.90% 219 1.43% 3,487 1993

Canada 597,415 1.49% 213 1.39% 2,805 1974

St Vincent & The Grenadines 688,352 1.72% 195 1.28% 3,530 2000

Iran 394,807 0.98% 180 1.18% 2,193 1988

Turkey 488,069 1.22% 179 1.17% 2,727 1992

Brazil 610,035 1.52% 178 1.16% 3,427 2000

United Arab Emirates 503,282 1.25% 176 1.15% 2,860 1996

Spain 609,136 1.52% 174 1.14% 3,501 1992

Philippines 333,162 0.83% 162 1.06% 2,057 1977

Netherlands 588,734 1.47% 161 1.05% 3,657 1999

Mexico 524,282 1.31% 157 1.03% 3,339 1986

Egypt 439,841 1.10% 147 0.96% 2,992 1988

Venezuela 406,000 1.01% 147 0.96% 2,762 1986

Saudi Arabia 444,192 1.11% 145 0.95% 3,063 1990

Ukraine 231,372 0.58% 118 0.77% 1,961 1983

Greece 210,288 0.52% 114 0.75% 1,845 1973

France 383,968 0.96% 110 0.72% 3,491 1991

Thailand 263,511 0.66% 106 0.69% 2,486 1983

Vietnam 194,691 0.49% 99 0.65% 1,967 1996

Chinese Taipei 244,361 0.61% 95 0.62% 2,572 1987

Germany 323,986 0.81% 86 0.56% 3,767 1989

Norway 239,428 0.60% 84 0.55% 2,850 1979

Nigeria 163,364 0.41% 78 0.51% 2,094 1986

Bahrain 214,403 0.53% 74 0.48% 2,897 1990

Chile 252,964 0.63% 70 0.46% 3,614 1999

Cyprus 225,032 0.56% 66 0.43% 3,410 2000

Honduras 124,822 0.31% 66 0.43% 1,891 1968

Algeria 216,362 0.54% 64 0.42% 3,381 1991

Colombia 169,296 0.42% 59 0.39% 2,869 1996

Argentina 159,840 0.40% 58 0.38% 2,756 1980

Finland 151,723 0.38% 58 0.38% 2,616 1969

Portugal 126,242 0.31% 56 0.37% 2,254 1979

Sweden 141,282 0.35% 55 0.36% 2,569 1963

Libya 138,975 0.35% 53 0.35% 2,622 1990

Malta 275,719 0.69% 53 0.35% 5,202 2002

Tuvalu 117,006 0.29% 51 0.33% 2,294 2002

Belgium 199,053 0.50% 50 0.33% 3,981 1999


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Global fleet numbers reflect last decade’s newbuilding boom on the industry. Overall, the worldwide fleet has been getting younger. The average age of today’s 15,283 strong global “sea-going” tug fleet is about 21 years – i.e. built in 1991. In January 2008, the average age of the world fleet, including the U.S., was 30 years, or built in 1978. Generally today’s tugs are more efficient, operate with less crew and are becoming more environmentally friendly as far as emissions go than tugs built in the past. Owners though pay a premium for these features. Over the past 10 years or so tugs have been getting more fuel efficient, but as we keep pushing the envelope in an attempt to obtain lower and lower emissions any economies in fuel consumption are starting to get lost.

Breakdown of U.S. “Sea-Going” Fleet Following is a breakdown of the U.S. sea-going tug fleet as of August 2012, according to Lloyd’s Register, compared with last quarter. As of May 2012, the U.S. domestic tug fleet consisted of 1,492 “sea-going” tugs totaling 4,854,101HP. The U.S. flag fleet decreased by 23 tugs to 1,469 while total horsepower fell by 7,071BHP to 4,847,030HP- 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 Lloyd’s Registry has data on only 54 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 By BHP According to Lloyd’s Register as of August 2012

Unknown

BHP

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

Avg BHP 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

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

Unknown

BHP

Under

999

1000-

1999

2000-

2999

3000-

3999

4000-

4999

5000-

5999

6000-

6999

7000-

7999

8000-

8999 9000 Plus Total

Total # 142 57 284 225 271 240 98 65 54 10 46 1,492

Avg BHP 787 1,491 2,359 3,411 4,356 5,447 6,401 7,160 8,066 11,643

Avg LOA 89 81 87 97 106 107 116 113 138 137 140

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

Avg Depth 12 9 11 13 15 15 17 17 20 21 23

Avg Year Built 1975 1952 1966 1975 1979 1991 1989 1999 1983 1996 2003

Of the 1,469 U.S. flag tugs in Lloyd’s as of August, 220 have unknown engines. 468 or 37% where engine type is known are powered by EMDs, 381 (31%) by CATs, 125 (10%) by General Motors / Detroit Diesels and Cummins and Alco are tied with 4% market share each. Of 1,469 U.S. flag tugs, 409 (28%) and 782 (53%) are conventional single screw and twin screw, respectively. The remaining 19% of U.S. flag tugs are 218 azimuthing, 37 triple screw and 23 Voith-Schneider tractor tugs. The U.S. fleet four years ago in 2008 was powered by 35% EMDs, 24% CATs, 20% General Motors / Detroit Diesels and 5% Fairbanks Morse. The gain in EMDs and loss in GM / DDs may have been due more to a correction in naming the engine builder rather than a shift in the fleet, but there is no question though about CAT diesels growing more popular. As expected, single screw tugs continue to be phased out and azimuthing tugs are increasing in use as the U.S. fleet modernizes.


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New Construction, Shipyard and Conversion News

According to “Fairplay”, as of 3rd

August 2012, there were 6,767 ships over 299GRT on the World Orderbook, down 549, or about 7.51% from 7,316 ships in May, and showing a further decline from the 8,340 newbuildings one year ago. This is the lowest number since Marcon started tracking newbuildings over five years ago. Of the total number, 542 vessels are tugs or “towing / pushing” vessels, down from 560 in May and from a peak of 643 in August 2011. 699 of today’s newbuildings, down six from the last report, are Offshore Supply Vessels and 227, down two, are “Offshore – Other”. Although I expect the “towing / pushing” newbuilding order book to fall to about the 500 level by the time of Marcon’s next report, many tugs built for domestic use in China and

other countries are not included. As the data only covers vessels over 299GRT, I would not be surprised to find a few additional tugs below 299GRT also being built. The tug current order book represents only abt. 3.55% of the existing global fleet of “sea-going” tugs over 100 GRT, which would theoretically maintain an approximate same-size fleet age of abt. 23 years if continued. Of the 542 tugs under construction across the world, once again Malaysia leads the order book with 155 tugs being built, down 11 tugs from May. They are again followed by China PR at 88 (down 2) tugs under construction, Indonesia 36 (up 2), Turkey 29, Vietnam 28, Spain 25, Egypt 23, USA 21, India 15, 14 each in Poland and Romania, Singapore 13, Russia 12, Japan 10, 8 each Brazil, Iran and Qatar, South Korea 7, the UAE 4, 3 the Netherlands, 2 each Chile, Colombia, Cuba, Peru, Serbia, South Africa, the Ukraine and Venezuela, and 1 each in Azerbaijan, Belgium, Hong Kong, Libya and Thailand. Of the 542 tugs presently being built, abt. 0.2% tugs are still showing for delivery in 2011 (even though it is already 2012), 74.4% in 2012, 23.6% in 2013 and 1.8% during 2014.

Fourth quarter 2012 new tug deliveries, as shown in the left hand graph, will increase slightly as 2012 progresses, but this is primarily due to slippage of second and third quarter 2012 deliveries than an actual increase in the number of tugs ordered. New orders are still being announced and tugs continue to be ordered and delivered - both in the U.S. and abroad, but today’s tug order book is 15.7% lower than this same time in 2011 and expected to decline further over the next four or five years. While profits at many yards are also expected to decline, there are a few yards booked solid with commitments for new construction, conversion and repair. Bollinger Shipyard’s two construction locations, out of a total of ten facilities, are busy. Bollinger’s Lockport yard is building the U.S. Coast Guard Fast

Response Cutter fleet while commercial building at Bollinger Marine Fabricators in Amelia, Louisiana is booked well into 2014 with commercial work ranging from sludge ships for the City of New York to the 10,880BHP “Ocean” class tugs (see photo) for Crowley Maritime, a flood protection gate for a local municipality and an ocean tank barge for Bouchard Transportation. Repair and conversion work is steady, with utilization of the 28 dry-docks at approximately 75%. 2013 looks to be a busy year for regulatory work with many of their commercial clients. While U.S. new tug construction is getting a boost with three new 7,268HP tugs being ordered by Foss Maritime Company at their Foss Rainier shipyard, and an innovative ATB trailing suction hopper barge being built at Signal International for Great Lakes Dredge & Dock, the U.S. order book for 2012 and 2013 will primarily improve because of new PSVs and inland river towboats / pushboats being built. 14 pushboats are expected to be ordered at one U.S. Gulf Coast yard alone which will fill their available openings for the next couple of years.


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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 96 boats, Cummins in 54, Niigata diesels in 38, 21 GE Marine, Mitsubishi 18, Wartsila 11, MTU 9, 8 Chinese Standard Type, 6 ABC, Daewoo 5, Daihatsu 4, 3 each Deutz and MAN/MAN-B&W, 2 MWM and 1 EMD. Engines were not listed for 113 tugs. Only 59 tugs below 1,000BHP are shown as 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 59 104 70 109 12 12 2 0 7 1 5 161 542

After successful trials held at Damen Shipyards Galati, Romania, the 29.2m x 8.8m x 4.4m depth “Otuoke” commenced her maiden voyage to her new Owners: Nigerian Ports Authorities, Lagos. “Otuoke”, named after the birth place of his Excellency, the President of Nigeria, is the first Stan Tug 2909 for NPA. The 4,584HP vessel was delivered including a bowthruster and an external fire-fighting and salvage system. She is powered by a pair of CAT 3616B-HDs developing 1,686kW at 1,600RPM. “Otuoke” will be joining other Damen Vessels operating at various ports in Nigeria……The Transnet National Ports Authority (TNPA) in South Africa has ordered a Pilot Cutter 2706 and its fifth Stan Tug

2006 with Damen Shipyards Cape Town (DSCT) for operations in the expanding Port of Saldanha, South Africa. Both vessels have been specifically designed for the South African market. The Pilot Cutter 2706 will be delivered in May 2013 and the tug in March 2013. TNPA already operates four Damen Stan Tugs in South Africa. The Stan Tug 2006 is an enlarged design, based on the Stan Tug 1906. This parent vessel was adapted to the specific needs of the South African ports, namely increased payload and hull speed as well as increased stern gear protection while handling submerged

equipment. The new tug will be used for general port services and pilot duties in Saldanha, South Africa’s largest deepwater port. Under a recently started program by President Zuma, aimed at investing in infrastructure and generating jobs, Saldanha’s port is expanding rapidly. Currently the port’s main export product is iron ore, while its main import product is oil. Both vessels will be built at DSCT. Recently the yard has started an expansion program with the building of a new vessel construction shed and office/workshop building to cater for increased demand and growing work force. DSCT has furthermore established its own Apprentice Training Centre in order to provide government recognized training and qualification for welders and boiler makers so as to add capacity and create sustainable employment opportunities.


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After successful trials held at Damen Shipyards Gorinchem, Netherlands, the 27.09m x 8.5m x 4.05m depth “Zaria” commenced her maiden voyage to her new Owners: Nigerian Ports Authorities, Lagos. “Zaria”, named after the birth place of the Vice President of Nigeria, is the first Stan Tug 2608 for NPA. Tug is powered by a pair of CAT 3512C TA/Bs developing a total of 3,000BHP at 1,600RPM through Reintjes WAF 675L 7.091:1 gears to 2,200mm Kaplan II Promarin fixed pitch props in Van de Giessen Optima nozzles. The vessel was delivered including a 100kW Veth bowthruster and an external fire-fighting and salvage stem. Towing gear consists of a Mampaey disc type 65T towing hook and electric capstan. During the first stages of delivery though “Zaria, reportedly had some

cooling problems and to return from the English Channel to The Netherlands. She was towed by MTS Group’s tug “MTS Valour” (Damen SB-2308 design) and near the Hoek of Holland assisted by tug “Orient”. The 42.5mt bollard pull “Zaria” will be joining other Damen vessels operating at various ports in Nigeria…….In order to upgrade their fleet, Societe Cherifienne de Remorquage et d’Assistance (SCRA) of Casablanca took delivery of their seventh Damen tug. The 26.16m x 8.54m x 4.05m Damen Stan Tug 2608 “Jacques 2” is powered by a pair of CAT 3512C TA/C total 2,460kW (3,300BHP) with Reintjes WAF 675L 7.476:1 gears and Promarin Kaplan II props in 2,350mm Van De Giessen Optima nozzles. The propulsion plant delivers a bollard pull of 46.0 tons and free running speed of 12.7kn. Towing gear consists of a DMT 125 ton brake winch and a 60kN Mampaey Disc type tow hook. Tug is classed BV I +Hull, Mach Tug Unrestricted Navigation. Air-conditioned and heated wheelhouse and accommodations are provided for 8 persons. This new Stan Tug 2608 is intended for harbor and coastal duties performing towing, mooring and fire-fighting operations. Together with their subsidiary Fedala Tug, four similar tugs will be delivered within the next two years…… In June 2012 the ASD Tug 3212 “Kin” was delivered to Colombian tugboat operator Intertug S.A. After the previous delivery of ASD Tug 3213 “Tanok”

in December 2011, “Kin” is another contribution to the expanding tugboat fleet of the Colombian family owned operator. The powerful ASD Tug 3212 with a bollard pull of 78.9 tons ahead and 75.3 tons astern, will help Intertug to maintain and expand its dominant position in the Caribbean tug market. The 6,772BHP “Kin” is powered by a pair of CAT 3516C HD+ TA/D diesels with Rolls Royce US255CP 2,800mm azimuthing props. Towing gear consists of a hydraulic 30mt @ 40m/min tow winch aft, hydraulic double drum anchor / rendering-recovery winch forward, Mampaey 100T SWL tow hook and a 5T @ 15m/min electric capstan. Air conditioned accommodations are provided for 10 in 6 cabins. “Kin” classed LR +100A1 Escort Tug + LMC, UMS EP FiF-1……Damen Shipyard Group delivered

the ASD 2310 “Tancred” to DMS Maritime Pte. Ltd. of Australia, a joint venture between P&O Maritime Services and Serco Australia. Built by Damen Shipyards Changde Co. Ltd. in China, the 22.73m x 10.43m x 4.50m tug is powered by a pair of 1,765bkW CAT 3512Cs developing a bollard pull of abt. 47 tons and free running speed of abt. 12.6kn. The 4,800BHP tug is classed Bureau Veritas. ASD “Tancred” shares her name with a 43.6m x 10.1m U.S. Aimwell class fleet tug “W-104” built by Gulfport Boiler and Welding of Port Arthur, Texas in 1943. She came to Australia under the U.S. Lend Lease arrangements with the Royal Navy during World War II and served with the RAN while under control of the Commonwealth Salvage Board and transferred to the Australian Salvage Board after the war. Tug was powered by a pair of Cleveland / GM 12-278A diesels powering 605kW 560vDC generators and connected to two electric motors driving a single fixed pitch prop. She was laid up in 1982 and broken up in Port Adelaide in 1983……Also delivered to DMS Maritime Pty. Ltd. and built at Damen Shipyards Changde was the 1,450BHP Damen Stan Tug 1606 “Wattle”. This 16.8 x 5.9m x 2.5m depth twin screw tug is powered by a pair of CAT C18 4 stroke 533kW diesels giving her a bollard pull of about 16.7T and free running speed of 11.3kn. Like DMS’s “Tancred”, “Wattle’s” namesake was another old-timer - a 23m steam tug built in 1932-1933 by Cockatoo Island Shipyard in Sydney, Australia and operated as a civilian crewed Royal Australian Navy tug in Sydney Harbor until 1969, then running commercial cruises around Melbourne until 2003 when her commercial license was suspended. The steam-tug “Wattle” has reportedly found some benefactors and is currently being refurbished.


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In 1974 Damen delivered two Damen Stan Tugs 1 to their first Libyan customer, Azzawiya Oil Refining Company Inc. (ARC). After the start of the new free Libya, Damen was awarded with the contract to deliver two Damen Stan Tugs 1606. The “Azzawiya 4” and “Azzawiya 6”, each having a bollard pull of 15.7 ton and total power of 1,216BHP will operate at Azzawiya port and oil refinery to handle oil tankers in the Azzawiya oil field……An older delivery we missed in the last report was when Euro Cup

soccer fever started early this year in March when the orange colored Stan Tug 1606 named “Rhumb Matilda” was handed over to the proud owners Rhumb Maritime of Melbourne Australia. This tug was built at Damen Shipyards Changde in China and is equipped with crew accommodation, capstan, fly bridge and coupling winches for barge operations. Damen Services delivered the vessel to the East Coast of Australia where she joined three other Damen Stan Tugs in Gladstone Queensland.

Bisso Towboat of New Orleans, with their immediately recognizable red and white tugs with bright black and yellow stacks, has a new addition with delivery of the new 4,000HP “William S” (Hull 434) from Main Iron Works, Inc. A sister to the 100’ x 38’ x 16.5’ depth “Michael S”, also built in 2009, “William S” is powered by a pair of 1,492bkW CAT 3516Cs with Rolls-Royce US 205 Mk. 2 azimuthing drives developing a bollard pull of about 55 – 57 tons. The two earlier similar azimuthing tugs built by the yard for Bisso Towboat in 1999 and 2006 were powered with EMD 16-645E6s which produced 4,300BHP at 900RPM. “William S” is fitted with a Markey DYSF-42 hydraulic bow winch and a 100 ton quick release tow hook aft. The fleet of tugs operates from Baton Rouge, Louisiana to the Gulf of Mexico. Captain Joseph Bisso purchased the first tug, “Leo”, in 1890. By 1908, Bisso Towboat’s fleet had grown to five tugboats and one river steamer and now consists of 12 tugs with a total fleet horsepower of 50,000HP.

The 25.4m x 8.8m x 4.2m draft ASD tugboat “Putorani”, Pella Shipyard’s building No 928, project 90600 was delivered on 25

th July to the Open JSC Mining and Metallurgical Company

Norilsk Nickel. The 2,720HP tug is scheduled to depart shortly through the Northern Sea Route to the port of Dudinka in the Arctic region. Tug is powered by a pair of 1,230kW CAT 3512Bs and Rolls Royce azimuthing drives. “Putorani” successfully completed her sea trials on 6

th July…… Open JSC Pella’s 5,000HP, 33.5m x 12.1m x 6.0m depth, twin screw, escort

tugboat of project PE-65, building No 502 was ready for sea trials as of 23rd

July. The 63 ton bollard pull tug has a free running speed of abt. 13kn. On the same day, the launch of the twin screw sister-tug of project PE-65, building No 503 was carried out at their yard in Leningrad……The delivery trip of the 28.5m x 9.5m x 4.8m sister-tugs “Delphin” (project 16609, building No 618) and “Kasatka” (project 16609, building No 619) through inland waterways to Murmansk was completed on 12

th July of this year after their acceptance

by the State Commission. The 39.5m bollard pull vessels are assigned to the Russian Navy’s North Fleet for harbor, coastal and offshore towing and berthing operations. The

tugs will be home-ported out of Murmansk. Altogether, JSC Pella has built 17 vessels of different types for the Russian Navy. Pella specializes in construction of 1,000–5,000HP tugs, push boats, pilot boats, salvage, firefighting, oil spill response and fishing vessels. Pella is investing 3 billion rubles through the end of 2014 on its second stage of construction to increase the yards capacity two-fold (up to 12 ships per year) and turnover three times. The new facility will also be able to build larger sizes up to 6m in draft including high ice-classed vessels vs. the present limitation of 4m.

Russian Laysky Sudoremontny Savod shipyard in Arkhangelskaya oblast, launched the ice-class tug “Iskander”, which will join the fleet of Arkhangelsk-based shipping company Ecotek-Bunker. The vessel will undergo sea trials in September before being delivered to its owner. The tug is designed to tow barges carrying coal, firewood and construction materials to remote areas of the Arkhangelsk region, northwest Russia. “Iskander”, which has the capacity of towing barges of up to five tons, is the second ice-class tug launched by Laysky Shipyard over the past year and a half. ECOTek LLC operates a specialized fuel oil terminal in St. Petersburg and produces bunker fuels for the Russian part of the Gulf of Finland.

http://corprussia.com/okved/351100/region/29


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Sanmar Marine’s chairman, Orhan Gürün, flew from Istanbul to Vancouver, British Columbia, in early July as an

honored guest at the naming ceremonies of Seaspan’s three new powerful RAstar Class ASD tugs built at the

Sanmar’s yard located on the outskirts of Turkey’s largest city. Vessel designer Robert Allan, of Vancouver, was

another special guest. The three tugs, “Seaspan Osprey”, “Seaspan Kestrel” and “Seaspan Eagle” followed a 2011 delivery by Sanmar, “Seaspan Raven”. All four vessels, the largest operating in British Columbia, measure 28.20m in length, have a 12.60m beam, draft of 5.39m and a propulsion system comprising two Caterpillar main engines and Rolls-Royce Z-drives mounted aft in ASD configuration to give exceptional maneuverability and plenty of power when assisting and escorting large tankers. Two of the boats (“Osprey” and “Kestrel”) have bollard pulls of 81 tons whilst, with a lower, more economical, horsepower rating, “Eagle” and “Raven” still manage a healthy 71 tons. Rolls-Royce also supplied the fore and aft winches. Commented Orhan Gürün: “I spend most of my time organizing and supervising the continuous construction of tugs at our new custom built yard. But this triple-commissioning, the first in Seaspan's 126-year history, was an ideal opportunity for me to see ‘our’ tugs in their final place of work – more than 15,000 kilometers away from where their keels were laid. Moreover, I was able to meet and talk to the people who will be operating them and who are obviously so proud of their new boats. All four tugs crossed the Mediterranean and Atlantic Oceans, negotiated the Panama Canal into the Pacific and made their way up to Vancouver under their own power,” he added. “A fitting tribute to the designer’s art and the high skills of our workforce.”

From its new custom-built construction facility in Tuzla Bay near Istanbul, Sanmar Marine succeeded in launching five brand new tugs in less than five months – both ASDs and conventional twin-screw units. “Dogancay XXIV”, the latest vessel is named, is another Robert Allan Ltd. design and the 26th of this popular and highly successful class of 25.25m long twin-screw ship assist tug to have been built by Sanmar since 1999 – the first two sister vessels were given different names. “Dogancay XXIV”, destined to serve the Port of Mersin in southern Turkey, is similar to its predecessors but is more powerful than the very early models with increased horsepower from its Caterpillar engines to give a bollard pull of 45 tons. As

standard on Sanmar vessels, only the best suppliers are used with Reintjes gearboxes and Wärtsilä propellers being fitted. The vessel is ABS classed. Other modifications over the years have brought about improvements to crew safety and comfort, including great steps forward in significantly reducing sound and vibration levels. In addition, the wheelhouse is now fitted with electronics to a higher level of sophistication, mainly incorporating Simrad and Sailor equipment. Most examples of this Class have an aft towing winch but this has been dispensed with on this new boat which is to be used solely within the confines of the harbor – it is, however, equipped with a Data towing hook. The company’s new custom built construction yard near Istanbul has been paying dividends with the third launch in just a couple of months. “Ulupinar XIII” was followed by the completion of “Ulupinar XIV” and the launch of the more powerful “Ulupinar XV”. When originally conceived by the Robert Allan Ltd. team of naval architects and Sanmar management working together in close consultation, this class, unique to this builder, was a 45 ton bollard pull ASD. This latest version of the class has a very similar general specification and layout configuration to its highly successful predecessors but more powerful Caterpillar engines and the next size up of Rolls-Royce Z-drives gives a minimum of five extra tons of bollard pull to attain a figure fractionally more than 50 tons. Now incorporating a pair of Caterpillar 3512, Tier I main engines, each developing 1,500kW at 1,600RPM, turning Rolls-Royce type 205FP fully azimuthing thrusters located aft, with propellers of 2,200mm diameter, the increased bollard will prove an even greater attraction to potential customers needing a powerful agile tug with compact dimensions.

Measuring 24.40m x 9.15m with a maximum draft of just 4.40m, “Ulupinar XV” enjoys the same high standard of accommodation for a crew of six both in terms of the clever use of space and low noise levels. Initially “Ulupinar XIV” is being chartered to an Egyptian Operator for nine weeks and then will join Sanmar’s own fleet operating in Mersin International Port. “Ulupinar XV” will join the same fleet unless it is sold prior to completion. Marcon previously brokered the sale of the “Ulupinar II” (2008), “Ulupinar IV” (2009) and “Ulupinar VII” (2010) to the Dominican Republic as sole broker.


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Responding to new oil and gas industry opportunities, Foss Maritime Company of Seattle, Washington will build the first three 7,268HP tugs in an innovative “Arctic Class” of tugs, a fleet expansion that broadens its capacity to take on large projects in extreme environments. Construction on the first tug starts in early 2013 at Foss' Rainier, Oregon shipyard, work which will bring additional jobs to the growing Columbia River facility. "At Foss we innovate," said Gary Faber, Foss' President and COO. "These vessels will be built using the latest advances in technology and equipment. We want to increase efficiency, improve safety and performance and reduce environmental impact. These concerns are paramount to our customers, our stakeholders and our crews involved in offshore drilling and other project work in extreme environments." Specifically, the new tugs will meet ABS A1 requirements, including standards for hulls, machinery, towing, anchors and cable; ABS Ice Class requirements, SOLAS requirements, including an on-board rescue boat and davit; and Green Passport, which requires an inventory of shipboard hazardous materials that make decommissioning of vessels far safer. Faber said the new tugs have been designed to withstand the rigors of Arctic operations and are suited to work across the globe. The new tugs will position the company to compete for opportunities in the oil and gas industry. Currently Foss has five assets committed to an Arctic offshore exploration project in the Chukchi and Beaufort Seas and looks

forward to providing additional assets in the Arctic. Several oil and gas customers are expected to perform similar projects in the region during the coming years, and Foss will be positioned to provide services and support with tugs, landing craft, crew boats and barges. "Foss has worked Alaskan Arctic waters for decades with a well-known record for our focus on, and innovation in, environmental protection with the highest of

safety standards," Faber said. "We have unique skills when it comes to the transportation of infrastructure needed for Arctic oil and gas exploration in to areas with little or no infrastructure. The new tugs will enhance our ability to move cargoes safely." Faber added that additional ABS-classed tugs and support vessels are already under consideration. Mike Magill, Vice President of Technical Services, who oversees Foss' two shipyards and the company's engineering department, said the three new tugs will be designed to achieve in excess of 100 metric tons of bollard pull. The vessels will be used primarily to tow barges with oil field modules, rig topsides and project cargoes throughout the world. Design work is expected to be completed by year's end. Machinery on the new 7,268HP tugs will include Caterpillar C280-8 280 x 300mm, IMO Tier II main engines, which comply with the highest federal environmental standards, and Reintjes reduction gears. Markey Machinery, also of Seattle, will supply the tow winch. In addition to the low-emission Caterpillar engines, the vessels will incorporate several environmentally focused designs and structural and technological upgrades, including elimination of ballast tanks, so there is no chance of transporting invasive species; holding tanks for black and gray water to permit operations in no-discharge zones (such as parts of Alaska and California); hydraulic oil systems compatible with biodegradable oil; energy efficient LED lighting; and high-energy absorption Schuyler fendering. The decision to build the three ocean-going tugs will have a ripple effect throughout Foss, Magill said. The vessels will be built at the company's Rainier, Oregon shipyard. Foss has already announced that the facility, which specializes in new vessel construction, will expand by an additional 10,000 square feet, and will require additional staff. These highly anticipated vessels signify a continuing commitment by Foss to growth and expansion into new and exciting markets. "This is a win-win for us," Magill said. "We have a fine workforce in place at Rainier and we're very excited to be able to expand the fleet in ways that grow our business." Foss has been planning a coastal / ocean tug newbuilding program at their yard for a number of years. The Foss Shipyard in Rainier had been concentrating over the past eight years on building new ASD shipdocking tugs vs. “conventional” twin screw coastal and ocean tugs. Names for the new tugs which are expected to be delivered in 2014-15 have yet to be decided. Founded in 1889, Seattle-based Foss Maritime offers a complete range of maritime services and project management to customers across the Pacific Rim, Europe, South America, and around the globe.


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The 27.4m x 12.2m x 5.05m depth / 3.80m design draft Robert Allan, Ltd. Z-Tech 6500 design, “ICDAS 19” has been successfully delivered to ICDAS Port Operations, by sister company, ICDAS Shipyards. This 65 ton bollard pull vessel was conceived, constructed and will be operated entirely in house under the parent company; ICDAS Celik Enerji Tersane ve Ulasim A.S, in Turkey. The Z-Tech 6500 is a unique Class of ship-handling tug designed to provide a combination of the superior handling characteristics of an ASD tug with that of a Z-drive tractor. This vessel design builds on the successful experience of the previous Z-Tech Class tugs built for operation across the world. “ICDAS 19” was built and classed to

Class NK NS* (CS) (TUG) / MNS*. Main propulsion for the tug comprises two MTU 16V4000M63 engines; each rated 1,920kW at 1,800RPM, driving a pair Rolls-Royce US 205 FP azimuth thruster. The electrical plant comprises of two identical Deutz generating sets, each with a capacity of 122ekW 140kVa 400vAC 50Hz. The deck machinery comprises a 35 ton line pull, hydraulic winch, with a maximum brake holding capacity of 130 tons. Similarly located at the bow of the vessel is a single, remotely operated fire monitor rated at 1200m3/hr, supplied by a main engine driven pump. Incorporated into this system are 4 additional 2” hydrants. This provides the vessel with an external fire-fighting capability commensurate with its operation as a superior ship berthing tug. Ship-handling fenders at the bow comprise of; a single row cylindrical fender of 800mm diameter (400mm core) and a 300mm deep “W” fender mounted beneath. A 300 x 300 hollow “D” fender protects the main and foc’sle deck sheer lines, and at the stern is a second cylindrical fender of 400mm diameter (200mm core). The vessel has been outfitted for a compliment of up to six people. The deckhouse contains a high level of luxury,

with overnight cabins for the Master and Chief Engineer with individual en-suite facilities, and a pair of double berth cabins for the deck crew. Galley facilities and a comfortable mess room, allow 24 hour operations to be conducted. The wheelhouse is designed for maximum all-round visibility from driving positions and to both fore and aft deck working areas. On trials, “ICDAS 19” met or exceeded all performance expectations, developing 65 tons bollard pull astern, a speed of 13.7kn at 83% MCR, fuel consumption of 23.4m3/day at 100% MCR and an endurance of 5 days at full power.

Work continues at Signal International’s state-of-the art continuous flow manufacturing facility in Orange, Texas on Kirby Ocean Transportation’s two new 20,000dwt, 480’ x 90’ x 36’ articulated ocean bulk barges units mated with 6,000BHP, 125’ x 42’ x 22’ ocean tugs. Once completed the two

AT/Bs will transport dry-bulk commodities in U.S. coastwise trade. Both units will be fitted with Ocean Tug & Barge Engineering’s and Taisei Engineering’s Articouple connection. The first US$ 47 million unit was ordered by Kirby in March 2011 and an option for a second was exercised in August 2011. Signal International reports that the first AT/B reportedly will be completed within 14 months and the second built in less than 12 months. Both tugs will be classed ABS +A1 Ocean Towing and are a variation of Ocean Tug & Barge Engineering’s “Atlantic III” class design fitted with twin EMD 12-710G7 main engines and Reintjes WAF03455 5.091:1 gears driving 135” 3-blade props in, Nautican high performance kort nozzles with triple rudders. Two previous 6,000HP “Atlantic III” class AT/B tugs, the

“Cristiana” and her sister “Brandywine” were built by Marinette Marine for Vane Line Bunkering and two 8,000HP versions, the “Endurance” and “Courageous” built by VT Halter Marine, Inc. for OSG.


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“Al Fenci” (Hull No. H088/11), and “Al Durrah” (Hull No. H089/11), the first two new 32.0m x 12.0m x 5.36m depth / 5.0m maximum draft RAmparts 3200 escort tugs have been successfully delivered to Abu Dhabi Ports Company by Grandweld Shipyards in Dubai. The vessels are specially designed to assist in marine and harbor operation at Khalifa Port including escorting & towing, mooring/unmooring, and fire-fighting operations. The design is based on an intended low-manning operation, with a high standard of machinery automation. Particular attention has been paid to the crew comfort, with high levels of noise and vibration control. This has been certified by ABS with the HAB notation for workboats. “Al Fenci” and “Al Durrah” are classed and built according to ABS +A1 Towing Vessel, +AMS, Unrestricted

Navigation, Fi-Fi 1, QR, HAB + (WB). On trials, the vessels met or exceeded all performance expectations, achieving a bollard pulls of 55 tons ahead and 50 tons astern and free running speeds of 13kn ahead and 12kn astern. Both tugs are powered by a pair of MAN-B&W 4-stroke diesels. Jamal Abki, General Manager of Grandweld commented: “We thank Abu Dhabi Ports Company for giving us the opportunity to build their first escort tugs for Khalifa Port. We at Grandweld understood the requirements of ADPC for top quality tugs. Therefore, these tugs were built to the most advanced design and fitted with the highest quality equipment that will ensure reliability and mission readiness for heavy duty operations at the Port. We are proud to advise that both Al Fenci and Al Durrah successfully passed stringent testing requirements during extensive sea trials that were attended and certified by the American Bureau of Shipping. Both vessels over-performed on speed and bollard pull, which categorize the capabilities and value of the tugs.” Cost for both tugs is AED 61 million (nearly US$ 17 million). Riviera Boat Industrial Investment of Sharjah was also contracted to build one 18m pilot boat with a speed of 21kn, at a cost of approx. AED 5 million (just over US$ 1 million). The pilot boat will be used for pilotage operations in harbor and

coastal waters. The three vessels will operate in Khalifa Port, Phase 1 of which is being constructed adjacent to Kizad (Khalifa Industrial Zone Abu Dhabi) at Taweelah. The first phases of both mega-projects will see infrastructure completed by Q4 2012, with Phase 1 of Khalifa Port able to handle 2 million TEUS and 12 million tons of cargo. Commenting on the order, Capt. Mohamed Al Shamisi, VP of Port Operations, ADPC, said: “This is a milestone order not only for Khalifa Port but also for ADPC. The Emirati yards in question build consistently excellent quality vessels and the contracts pave the way for the exciting full opening of Khalifa Port’s first phase. The fact that ADPC placed these orders emphasizes our full commitment to completing the infrastructure and superstructure to Khalifa Port Phase 1 to budget and on time”.

On 23rd, June of 2012, launching ceremonies of 58.7m AHTS vessels “YX3156” and “YX3158” were held on drydock #2 of Guangdong Yuexin Ocean Engineering Co., Ltd. at the same time. “YX3156”, renamed “ADS Galtesund”, was built for Norwegian ship owners Pareto AS of Oslo, while “YX3158” (yet to be named) is built for Martens Marine Pte. Ltd. Both vessels were designed by Khiam Chuan Marine. The vessels measure 58.7m in length, with a molded breadth of 14.6m, depth of 5.5m. and maximum draft of 4.75 m. The vessels can carry 42 men, 475m3 of fuel oil, 230m3 of fresh water, 187m3 of dry bulk and 250m3 of mud. Equipped with a 150T line pull winch, they are designed to have bollard pull of 65T, and speed of 13.5 knots. “YX3156” is built to Bureau Veritas Class 1, + Hull, + Mach, Supply Vessel & Fire Fighting Ship Unrestricted Navigation. “YX3158” is built to ABS +A1 Offshore Support Vessel, AH, Towing Vessel, FiFi Class1, AMS and DPS-1. Both “YX3156” and “YX3158” are the second pair of vessels that Yuexin has built for the owners. “YX3156” is powered by 1,641kW CAT 3516Bs, developing a total of abt. 4,462HP and “YX3158” by 1,894kW CAT 3516Cs developing a total of 5,150BHP to CP props. Several this class are under construction at Yuexin.


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Zamil Offshore Services recently completed construction of a series of three 4,720kW RAmparts 3200-W tugs. The RAmparts 3200-W class are powerful ship-handling/terminal support tugs designed as harbor, escort, pollution control and fire-fighting tugs, and will assist in mooring, unmooring and all maintenance requirements in the ports of the Kingdom of Saudi Arabia, in both the Red Sea and Arabian Gulf waters. Saudi Ports Authority, owner of “Rasalkir 1”, “Rasalkir 2” and “Rasalkir 3”, has taken delivery of all three tugs. Robert Allan Ltd. worked closely with Zamil to establish the final specification and vessel layout for the demanding service. The hull form reflects the now well-proven double chine form that characterizes all Robert Allan Ltd. designs, with a sweeping chined stern. A

large escort skeg is fitted forward to enhance indirect towing capability and to provide enhanced roll stability. Principal characteristics are 31.0m length (BP), 12.0m beam, 5.36m depth and a maximum draft of 5.20m. The vessels have all been built and classed to ABS +A1, Towing Vessel, Fire-fighting 1, (E) AMS, ABCU, Unrestricted Navigation. Propulsion consists of a pair of Yanmar 8EY26 medium speed diesels, each producing 2,360kW at 750RPM. This power is transmitted via Kawasaki KST-220ZC/B Rex-pellers. On trials “Rasalkir 1”, “Rasalkir 2” and “Rasalkir 3” met or exceeded all performance expectations, developing bollard pulls of 72 tons ahead, 67 tons astern and a free running speed ahead of 13.5kn at fullRPM. To enable extended endurance, the tugs have tankage for 192.6m3 fuel, 26.4m3 potable water and 34.8m3 ballast. On the bridge deck, the wheelhouse is arranged to provide maximum all-round visibility, with overhead viewing windows, a split console forward, from where most of the driving is conducted, and a center console facing aft, with fire-fighting controls and a similar driving position. A chart table is located to port, and

a communication station is located on the lower level of the wheelhouse, similarly to port. On the main deck are Mess / Lounge / Galley: comfortable seating area with television and an area for the crew to enjoy a meal between shifts along with cabins for the Master and Chief Engineer with private facilities. Below the main deck are lavatory facilities suitable for the crew of 6, a laundry, HVAC Room and access to the Engine Control Room and then to the Engine Room plus an Owners Stateroom: a comfortable single berth cabin, with en-suite, specifically set aside for an Owners representative.

Rotortug is pleased to announce that a design contract has been signed between Elizabeth Ltd. and Robert Allan Ltd. for a new ART 80-32 Rotortug. This new design harbor tug will be chartered by Kotug, the Rotterdam, Hamburg and Bremerhaven based operator. The Rotortugs are 32m long and have a bollard pull of minimum 80 tons over the stern and bow. It is the intention of Elizabeth Ltd. to place a new building order for four tugs. At this stage it is not revealed where the tugs will be deployed. The design is a direct result of co-operation between Robert Allan and Rotortug. All future new design Rotortugs will be from Robert Allan Ltd.

Senesco Marine in North Kingstown, Rhode Island is also busy as they come closer to launching the 300’ x 60’ x 26.5’, double hull ocean tank barge “RTC 42” and articulated pusher tug “B. Franklin Reinauer” (Hull No. 206) for Reinauer Transportation Co. of Staten Island, New York. The 110’ x 33’ x 18’ draft tug AT/B tug is powered by a pair of MTU/DDC 16V4000 diesels rated at 2,360HP each at 1,800RPM and fitted with Lufkin gears and 104” fixed pitch props in twin Nautican nozzles and triple shutter rudders. “B. Franklin Reinauer” is similar to the 4,000HP “Ruth M. Reinauer” delivered in 2008 in that she represents a new concept in AT/B design with double skin fuel tanks and a “FacetTug” hull shape developed by Ocean Tug & Barge Engineering that allows the tug to be built in panel lines without extensive plate forming and bending.


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Great Lakes Dredge & Dock Corporation of Oak Brook, Illinois, the largest provider of dredging services in the United States and a major provider of commercial and industrial demolition and remediation services, announced recently the execution of definitive contracts for the construction of a 15,000-cubic-yard-capacity Trailing Suction Hopper Barge and 14,000HP tug. When delivered in the second quarter of 2014, these vessels will function as an AT/B Trailing Suction Hopper Dredge and will comprise the largest hopper dredge in the U.S. Great Lakes contracted with Signal International Inc., operating from Mobile, Alabama; Orange, Texas; and Pascagoula, Mississippi, for the construction of both vessels, with an option to build an additional dredge, should domestic or international market conditions warrant. Signal International will perform the detail design and construct the dredge in Orange, Texas based on a patent pending engineered design and performance specification provided by Great Lakes. The aggregate cost of the initial dredge is expected to be approximately $94 million. Great Lakes' patent pending design for the dredge introduces a new concept for hopper dredging in both deep and shallow waters, providing extensive flexibility. The new dredge, with a hopper capacity of 15,000 cubic yards, applies well-known and proven ATB technology to hopper dredging, enabling the Company to continue its leadership in the dredging industry as the low cost provider. The dredge will feature two 36-inch suction pipes and will be able to dredge at depths of up to 125’. Even with a maximum load it will only have a draft of 28’, the best carrying-capacity-to-draft ratio in the U.S. dredging industry. The new dredge will be well-suited to multi-use applications. It will be deployed for channel deepening, maintenance dredging, beach nourishment, and coastal restoration projects with long distance transport capabilities. The tug and barge hull form design was optimized at MARIN, a state of the art leading testing facility in nautical research and development, located in the Netherlands. The vessel features a proven Articouple interconnect system for the tug and barge. Its high-tech ATB design includes all of the latest innovations and developments in dredging technology. MARIN's Senior Project Manager Klaas Kooiker stated, "Having modeled and tested many of the world's modern hopper dredge hull forms, we were very pleased to see the Great Lakes ATB hull achieve similar speed and power results. We believe this is the first ATB hull to equal ship performance capabilities." The ATB will be equipped with a direct high power pump-ashore installation, a hybrid power sharing configuration between the tug and barge, dynamic positioning and tracking, EPA Tier III compliant engines, and additional features designed to minimize the impact of its dredging process on the environment.

The high speed hull of the tug and the barge were created from Bob Hill’s Ocean Tug & Barge Engineering’s “Rapid” class AT/B shape developed in consort with Mr. T. Yamaguchi of Taisei Engineering, modified working with the hydrodynamicists at MARIN to create a platform capable of high speed transits despite some necessary proportions that normally challenge that ability. OT&BE Corp.’s “Rapid” class is a true evolution in tug/barge design that moves the AT/B into the ship-speed and horsepower realm without creating an impractical shape. Joe Fischer’s Bay Engineering will be

doing the bulk of the functional design work on the barge for Signal International. OT&BE Corp. is also working with Signal International in building the new Kirby articulated tug and barge units. Great Lakes President of Dredging Operations Dave Simonelli stated, "We have ownership and operating experience with tug-barge dredge combinations that dates back 40 years. ATB and hopper dredge technology have advanced greatly during that time. I am pleased that our in-house engineering team working in close cooperation with Offshore Tug and Barge Corporation were able to design a proprietary unit, for which a patent is pending, that will be able to achieve ship-like productivity and efficiency at an ATB's lower operating cost. Our dredge is a ‘game changer' in the competitive hopper dredging marketplace and will bring important new capacity to the U.S. hopper dredge fleet. The favorable environmental and safety features of the design, including greater fuel efficiency, green overflow systems and automated processes, were important considerations. These features emphasize our focus on minimizing the impact of dredging on the environment and providing a safe work environment for our employees." The dredge represents a strategic investment by Great Lakes in providing the most productive, efficient and capable dredging equipment in the domestic industry. Construction of the dredge and scows will create approximately 250 new U.S. shipyard and engineering jobs over the construction period.


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Great Lakes has also contracted with BAE Systems in Mobile, Alabama to build two new high-capacity material dump scows that will be delivered in 2013 with an option to build two additional barges also with delivery 2013. The scows will be used primarily on capital deepening and coastal restoration work on the U.S. East and Gulf coasts. These two new scows, with an aggregate cost of approx. $17 million, will each have a carrying capacity of 7,700 cubic yards of dredged material. Great Lakes is proud to invest in the maritime future of America, constructing these three state-of-the-art "Jones Act"

vessels to meet the Country's growing needs. The recently enacted RESTORE act provides for funding to ensure the important Gulf Coast coastal and barrier island restoration is performed as expeditiously as possible. The Great Lakes dredge will be a key tool in performing the restoration of the eroded land mass in the Gulf Coast States. Additionally, the vessel's ability to cost-effectively deepen and maintain navigable waterways will bolster the United States' competitive position in world trade, as the nation's ports move forward with deepening plans to accommodate the larger vessels, which will sail through the expanded Panama Canal to be completed in 2015. Great Lakes CEO concluded, "We are very excited about this investment in new equipment. As we analyze the future dredging market, U.S. Shipyard capability and the cost of capital, we feel the time is right for these new builds. In addition, the building of the ATB Hopper Dredge and two scows will add more than 250 jobs in the two shipyards. We were attracted to the favorable construction and operating cost economics of the dredge for the market growth ahead, underscoring our belief in the dredging market and commitment to innovation in our core business. We expect this unique hopper dredge to offer new economics to our customers in the domestic market, and possibly beyond. The investment in the two new high capacity material scows will further ready us for the worldwide market growth ahead. We have invested significant engineering effort into the proprietary, patent pending design of the hopper dredge for the future and believe our customers will be very pleased with the capability we are adding to the market. Great Lakes enjoys a legacy of superior innovation, engineering and execution, and this is a continuation of those attributes and our commitment to the dredging industry." On 18

th August, the shoalbuster “Liz F” owned by GSS Marine Services

departed for a voyage of approx. seventy days under command of the delivery crew of T.O.S. (Transport & Offshore Services), after only having three days to prepare for the voyage. Vessel left the port of Hardinxveld-Giessendam, The Netherlands for a voyage around the world to Singapore or Australia with a first planned stop in Cape Town, South Africa. The 2012 built, 32.3m x 9.4m x 4.4m depth Damen SB 3209 design vessel is powered by a pair of CATs. “We are proud to have been awarded for the delivery of the Liz F owned by GSS Marine Services. The first contacts with GSS were made during a CEDA meeting (Central Dredging Association) with the office in Maassluis, The Netherlands. The crew is excited about the voyage route and the shoalbuster. They are looking forwards in delivering her.”, says Ronald van der Kolk, Manager Division Nautical & Technical at TOS.

Many tugs being built in China for domestic use are not included in many published order books. Jiangsu Zhenjiang Shipyard Group of Jiangsu, China completed and successfully delivered the two sister azimuthing tugs "Jing Tang Gang Tuo 15" and “Jing Tang Gang Tuo 16" to Tangshan Port in Hebei Province, China.…. On 19

th August, the 6,900HP ASD tug “Caogang 18”

was delivered to Caofeidian Tugboat Co. Ltd., also of Tangshan Port. “Caogang 18” reportedly has the highest horsepower of any harbor tug presently used in the Chinese domestic market. Mr. Wang Zhongmin, General Manager and Vice General Manager Liu Shuyin from Tangshan Caofeidian

Port Affairs Co., Ltd, Mr. Hou Shouzhu General Manager and Vice General Manager Gaojun from Tangshan Port Caofeidian Tugboat Co., Ltd. attended the sailing ceremonies…… On 12

th August, the azimuthing tug “Ruong Tuo 16” built for

Fuzhou Port on the Min River on the northeast coast of Fujian Province was successfully delivered…… Sealink Sdn Bhd’s multi-purpose anchor handling tug supply vessel “Sealink 178” (photo at right) was launched on 31

st July. The 84.8m x

22.0m x 8.3m dynamically positioning AHTS is classed ABS and is reportedly the first Chinese built vessel meeting requirements of HAB, ENVIRO and ORO class notations. The 4,800dwt AHTS was designed by Wartsila and powered by a hybrid system of two Wartsila 9L26 diesels and two 1,500kW electric motors for maximum bollard pull.


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On 24th July, the azimuthing stern drive tug “Caogang 17” built for Tangshan

Caofeidian Tug Co. Ltd. was delivered by Jiangsu Zhenjiang Shipyard Group…… Five days earlier, the 2,600HP ASD tug “Cheng Shun Tuo 8” which Jiangsu Zhenjiang Shipyard Group built for JiangYin Shun’an Co., Ltd. was successfully delivered…… The 10,000kW

(13,400HP) multi-purpose working vessel “Xinyunyang Hao” built for Nanjing Sumec Shipping Co., Ltd. was successfully launched on 18

th July in the morning. Mr. Jiang

Juejie, General Manager of Jiangsu Fanzhou Shipping as well as 60 other guests and specialists from over 30 companies operating in the China’s offshore industry attended the launching ceremony. The DP-2 “Xinyunyang Hao” meets the requirements for UMS in Unrestricted Service and demonstrates an advanced level of construction in China……The ASD tug “Caogang 16” built for Tangshan Caofeidian Tug Co. Ltd. was successfully delivered on 14

th July, ten days

before delivering the “Caogang 17”……Another two 65 ton bollard pull ASD tugs in the series built for Svitzer A/S sailed

successfully on 11th July. The Lloyds +100A1 classed 30.8m x 11.3m x 6.1m depth tugs

are powered by 3,676kW Niigata 6L28HX 4-stroke diesels developing a total of 5,000HP at 750RPM. On 15

th July, the tenth 65 ton bollard pull ASD tug in the series,

named “Svitzer Heron” was successfully delivered….On 13th June, the two 3,824kW

(5,100HP) ASD tugs “Xia Gang Tuo 16” and “Xia Gang Tuo 17” built for Xiamen Port on the southern coastline of Fujian province were delivered…… The 2,942kW (3,945HP) ASD tug “Xin Beibuwan Port 10” built by

Jiangsu Zhenjiang Shipyard Group for Beihai Port located on the north shore of the Gulf of Tonkin and the 2942kW (3,945HP) ASD tug “Xin Beibuwan Port 2” built for Qinzhou Port

in south China’s Guangxi Zhuang Autonomous Region were both successfully delivered. Qinzhou Port is one of the closest Chinese ports to ASEAN countries and is building a channel capable of handling ships up to 300,000dwt in addition to a number of container ports with a capacity of more than 100,000dwt.…… Two 2,942kW (5,884HP) ASD tugs, named “HuGang 1” and “HuGang 2” built by Jiangsu Zhenjiang Shipyard for LiaoNing HongYun

International Trade Co., Ltd. were successfully delivered on 3rd

June 2012……On 20th

May, the 2,942kW (3,945HP) azimuthing tug “Chang Hong Tuo 2” built for Zhoushan Changhong International Shipyard was delivered, following the day before delivery of the 2,942kW ASD tug “Xin Beibuwan Port 3”, another tug also built for Qinzhou Port mentioned

previously…. On 16th May, the 65 ton bollard pull ASD tug “Svitzer Owl” built for Svitzer

A/S and operated by Svitzer Caribbean Ltd. was delivered. Like the “Svitzer Heron” and others in the series mentioned earlier, the 30.8m x 11.3 x 6.1m tug is powered by a pair of 1,838kW Niigata 6L28HX 4-stroke diesels developing a total of 5,000HP to twin Niigata ZP-41 2,600mm azimuthing props. Tug is classed LR +1A1,

Escort Tug, FiFi 1 with water spray, +LMC, UMS. Towing gear consists of a 30T @ 10m/min winch forward, a 40T @ 10m/min aft with 110m 120mm rope and 800mm 52mm wire and a 10T @10m/min tugger winch. Tug is also fitted with a Palfinger fully

hydraulic foldable hydraulic crane and FiFi-1 firefighting equipment……On 12

th May, the 6,000HP multi-purpose

supply vessel “Runhai 662” (photo at left) was delivered to Shanghai Bestway Marine Techology Development Co., Ltd.…. The two 3,400HP ASD tugs “Panjin Port 1” and “Panjin Port 2” (photo at right) were delivered to Panjin Port located on the Great Liaohe Estuary on the Dalian side of the Gulf of Chihli…. On 4

th May, the 3,528kW ASD tug “Yonggang

Zhonglian 20” built for Ningbo Zhonglian was delivered……In addition, three tugs are currently under construction at Jiangsu Zhenjiang Shipyard for Iraq Government Ports with expected deliveries around July 2013, two 3,500dwt OSVs are under order from Falcon Energy Group Ltd. for delivery about June 2013, and the PSV “Xing Yun Yang” is planned to be delivered to the Chinese Government the end of this year. It will be interesting to see if the extent of this construction activity continues into 2013.


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A new name has been chosen for Vane Brothers’ seventh tug under construction at Chesapeake Shipbuilding in Salisbury, Maryland. She will be named “Red Hook”, after the small New York neighborhood in Brooklyn where Vane’s New York office is located. Construction is continuing. Pumps and valves are getting installed in the engine room and wire ways are being built for the miles of wire to be run. Within the next several weeks, “Red Hook’s” hull will be painted, keel coolers, shafts, propellers and rudders will be installed and set up for launching. Vane Brothers is anticipating a late winter delivery. In the early 1900s Red Hook was the busiest freight port in the world.

Harley Marine Services has partnered with Nichols Brothers Boat Builders of Freeland, Washington to construct two new 100’ x 40’ azimuthing ship assist tractor tugs. The tugs will be built with the most technically and environmentally advanced equipment available to meet needs of customers and expanding business markets. In selecting a shipyard, Harley Marine chose Nichols Brothers based on their combined expertise and quality of product. “We look forward to working with Nichols Brothers through these projects and more in the future, their workmanship and superiority are superb and closely match our corporate vision”, said Harley Franco, Chairman and CEO. Construction of the first tug began in May 2012 and is well underway, with the pilothouse, bow, and both port and starboard wing tanks nearing completion. The skeg has been set for the

mid-body and jigs are in place ready to accept bottom plate sections and internals close behind. All trades have started prefab and starting on rough-in and assembly as needed. Prefabrication of the second tug began earlier this month at the shipyard on Whidbey Island, about 15 minutes away from Marcon’s office. Building the two tugs simultaneously will increase productivity, efficiency and overall quality while shortening material handling making it cost-efficient for both the shipyard and owner. The vessels were designed by Jensen Maritime of Seattle, Washington and will be ABS load line certified. Both tugs are 100’ x 40’ each consisting of a complete propulsion system with two Caterpillar 3516C diesels coupled to the Rolls Royce z-drive system. The vessels are also equipped with two Cat C9 generators. The propulsion package will

produce over 90 tons of bollard pull with a combined horsepower of 6,770, giving the tugs exceptional pulling power and maneuverability. Both vessels are outfitted with Mackay Marine Electronics, Technicold by Northern Lights HVAC system, two Markey winches, one forward for ship assist and one aft for towing and Smith Berger tow pins aft. Harley Marine Services will name the tugs after Harley and Lela Franco’s two children, Ahbra and Robert Franco. The first tug, “Robert Franco” is scheduled for delivery in Spring 2013 while the second tug, “Ahbra Franco” is scheduled for delivery in mid-summer 2013. The tugs will enter service on the U.S. West Coast and will enhance Harley Marine’s current fleet of tractor tugs operating in the tanker escort and ship assist markets.

On Monday, August 27th, Harley Marine Services initiated the first of three machinery upgrades to the San Francisco based ABS Ice Classed azimuthing sister-tugs, the “Z-Three”, “Z-Four” and “Z-Five”. With tug “Z-Three” being the first vessel to undergo the transition, all three vessels will be upgraded with complete overhauls of their Caterpillar 3516B main engines which drive the Ulstein 1650 Z-drive units, bringing the vessels to Tier 2 Compliance. The Z-Boats were built in 1999 by Marco Shipyard in Seattle, WA. Each vessel produces 4,000BHP and have been operating in California since 2004 when Harley Marine Services purchased the tugs from an operation in Hawaii. All three vessels are engaged in the tanker escort and ship assist Business and are enrolled in the State of California’s Escort Tug Inspection Program. Harley Marine continues to support environmental programs by exceeding Federal and State Emission Regulations. All three projects will be complete by December 31, 2012. The 94.0’ x 32.0’ x 14.8’ depth “Z-Three”, “Z-Four” and “Z-Five” were all designed by Jensen Maritime built by Marco Shipyard in Seattle, Washington and classed ABS +A1 Towing Vessel (FiFi), +AMS, Unrestricted Service and have a class certified bollard pull of 47.87 long tons. Towing gear consists of a Almon Johnson electro-hydraulic double drum headline winch forward and Almon Johnson ocean single drum tow winch aft.


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Caterpillar Inc.’s second-quarter 2012 profit per share reached an all-time quarterly record, and a 67% increase from second-quarter 2011. Sales and revenues were $17.374 billion, also an all-time record, and a 22% increase from second-quarter 2011 sales and revenues of $14.230 billion. Profit was $1.699 billion in the quarter, an increase of 67% from $1.015 billion second quarter 2011. "I am very pleased with Caterpillar's record-breaking performance in the second quarter. Our employees, dealers and suppliers across the globe are doing a superb

job of executing our strategy. They have helped deliver the highest level of financial performance for any quarter in our history for our stockholders and outstanding value for our customers," said Caterpillar Chairman and CEO Doug Oberhelman. "Our global footprint, the breadth of industries we serve and our extensive line of products and services have helped us achieve these record-breaking results during this time of heightened economic uncertainty, and execution has been outstanding. Whether you look at cost control, delivery performance, safety, quality, new product introductions or margin rates, Caterpillar's operational performance in the quarter was excellent. It's what drove second-quarter profit and is providing a solid foundation as we balance our positive long-term view of the world economy with the high level of uncertainty we're all seeing today." Caterpillar Inc. narrowed the outlook range for sales and revenues and raised the outlook for profit. Sales and revenues outlook range for 2012 is now $68 to $70 billion. The previous outlook was a range of $68 to $72 billion. The adjustment to the high end of the sales and revenues outlook is a result of weaker economic conditions in much of the world and about $1 billion of negative currency impacts. Since introduction of CAT’s outlook in January of 2012, the U.S. dollar has strengthened and has negatively impacted their sales and revenues outlook as sales in currencies other than the U.S. dollar are translating into fewer U.S. dollars. The profit outlook improved as a result of better underlying operating performance, partially offset by the negative impact from an increase in our estimated annual tax rate for 2012. Currency had little impact on the change in the profit-per-share outlook because of the offsetting impact on sales in the worldwide markets it serves with costs resulting from Caterpillar’s extensive global manufacturing footprint and cost base. The outlook for 2012 reflects full-year records for sales and revenues and profit. Outlook for 2012 represents the highest sales and revenues and profit in Caterpillar history, exceeding last year’s record results. “Caterpillar’s success in 2012 is occurring despite U.S. construction activity that remains depressed and well below the prior peak, problems facing Eurozone economies and economic concerns in China,” Oberhelman said. “While we’re expecting a record year in 2012, we understand the world is facing economic challenges, and if it becomes necessary, we are prepared to act quickly as we did in late 2008 and 2009. While we’re prepared, the good news is, this doesn’t feel like 2008. Interest rates are low, central banks are prepared to inject more liquidity if needed, and housing is coming off lows, not a peak, and seems to be improving. While we will not hesitate to act if we need to, we believe that actions needed for better world economic growth for the future have already begun. Brazil started easing monetary policy with lower interest rates in late 2011, and we are now seeing improvement in our business there. China has started taking action, and we expect that further monetary easing and investment initiatives in China should help economic growth in late 2012 and 2013. In the United States, we were pleased to see the passage of a transportation bill that provides our customers more clarity through fiscal 2014. We expect that with continued fiscal and monetary action the economies in Asia/Pacific, Latin America and North America can improve. It will likely take some time for the Eurozone to fix its problems, but we expect that monetary easing by the European Central Bank, a commitment to resolve debt issues and more focus on economic growth should help stabilize the situation and lead to better prospects in the future. I am cautiously optimistic about the world economy in 2013, very positive on the long-term prospects for global growth and excited about the role Caterpillar will play in making that growth happen. After all, the road to progress … begins with a road,” Oberhelman said. Excluding acquisitions, Caterpillar’s sales increased in all geographic regions with the most significant improvement in North America. Outside of North America, the most significant improvement was in Asia/Pacific. Within Asia/Pacific, increases, primarily in Australia, more than offset a decline in China. While sales in Europe were down, sales in Africa, the Mid-East and CIS increased. Sales in Latin America were slightly higher. Increase in machinery sales volume was primarily the result of higher end user demand. Mine production increased despite lower commodity prices for metals and coal compared with a year earlier. While lower than a year ago, most mining-related commodity prices remained at levels attractive for investment. This was positive for mining in most regions of the world and drove increased sales for Resource Industries. Some improvements in construction activity and continued fleet upgrading, primarily in North America, led to higher sales of construction equipment. Despite the increase in machine sales in North America, construction activity in the U.S. and other developed countries is still well below prior peaks. Construction sales declined in Asia/Pacific, where a large decrease in China more than offset increases in other Asia/Pacific countries.


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Power Systems’ sales were $5.511 billion in the second quarter of 2012, an increase of $593 million, or 12%, from the second quarter of 2011. The improvement was the result of higher sales volume, the acquisition of MWM and improved

price realization. The sales volume increase was almost all in North America. The most significant increases in Power Systems’ sales occurred in petroleum and rail applications. Worldwide demand for energy, at prices that encourage continued investment, resulted in higher sales of engines and turbines for petroleum applications. Sales of rail products and services, primarily locomotives, increased due to higher demand. Those increases were partially offset by lower sales for electric power generation. Power Systems’ profit was $982 million in the second quarter of 2012 compared with $736 million in the second quarter of 2011. The increase was primarily due to higher sales volume and improved price realization. The improvements were partially offset by increased period manufacturing, SG&A

and R&D expenses. MWM, acquired during the fourth quarter of 2011, added sales of $196 million, primarily in EAME [Europe, Africa, the Middle East and the Commonwealth of Independent States (CIS)] and was about neutral to profit. Economic growth remained sluggish in the first half of 2012, prompting central banks throughout the world to ease policies further. Average short-term interest rates in the developed countries are now lower than during the recent recession; rates in the developing countries are within 50 basis points of 2009 lows. CAT expects that further interest rate cuts are likely. However, governments also tightened budgets, which reduced overall economic growth. Continued budget austerity likely will offset some of the benefits of lower interest rates, and world economic growth will likely average about 2.5% in 2012, slightly less than in 2011 and more than a percentage point lower than in 2010. Key points related to Caterpillar’s outlook include: Worldwide demand for most commodities has increased so far this year, but prices have generally declined. CAT expects economic growth will support demand for most commodities but average prices will probably be lower than in 2011. Key price assumptions for the full year of 2012 are that Brent crude oil will average $105/bbl; copper, $3.50/pound; and Chinese iron ore, $145/metric ton. Caterpillar believes prices for most commodities will remain sufficiently attractive to encourage production and investment. While commodity prices remained attractive for investment, some mining customers are extending investments as a result of permitting delays in developed countries and uncertainty about world economic growth over the next few years. U.S. coal prices declined enough to cause coal mines to reduce both production and investment. Producers have increased exports to record highs, which is contributing to softer coal prices in Asia. However, CAT does not expect that Asian coal prices will decline enough to cause Asian mines to reduce production or investment. Recoveries in developed countries remain weak, with some countries returning to recession. Most central banks are maintaining record low interest rates and are expanding balance sheets to improve the functioning of financial markets. Over the past year, the dollar value of central bank balance sheets increased about 18%, or about $1.4 trillion. The U.S. economy slowed sharply in the first quarter of 2012, and employment data suggest second-quarter growth will also be weak. However, historically reliable leading indicators suggest a recession is unlikely in 2012. Declines in U.S. federal, state and local government spending reduced first-quarter economic growth by more than a half percentage point. State and local investments, which include infrastructure, were the lowest since the fourth quarter of 2008. CAT expects total U.S. government spending to decline at a slower rate in the second half of 2012. The U.S. Federal Reserve’s balance sheet expansion in the first half of 2010 benefited the economy, but those gains seem to be slowing. Banks are expanding credit at a moderate rate, but money growth is slowing. CAT has not detected much benefit to economic growth from the central bank’s policy of lengthening the maturity of its securities. Eventually, Caterpillar expects the U.S. Federal Reserve will resume expanding its balance sheet, but not soon enough to benefit growth in 2012. CAT believes modest recovery will continue in the U.S., with economic growth slowing to slightly more than 2% in 2012. Some industries important to Caterpillar’s sales in the United States are beginning to recover. Housing starts are increasing in response to rising apartment demand, low mortgage rates and more than four years of depressed activity. CAT forecasts housing starts will exceed 750 thousand units this year. Although this represents the best level of housing starts since 2008, it is a decline from Caterpillar’s prior forecast of 800 thousand units. Nonresidential construction is also expected to increase, although highway construction will likely remain weak.


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Budget austerity and monetary tightening in 2011 pushed Eurozone economies near a recession in the first quarter of 2012. Problems are spreading beyond those countries struggling with debt problems; in the majority of Eurozone countries, unemployment is rising and business confidence is deteriorating. The European Central Bank offered two liquidity programs and cut interest rates for the third time since October 2011, and rates are at a record low. Caterpillar anticipates additional actions this year, but CAT now expects overall Eurozone economic growth will likely be negative in 2012. The Bank of Japan pushed bank liquidity to a record high, and construction will benefit from reconstruction programs. CAT expects the Japanese economy will grow more than 2% in 2012. Four recent interest rate cuts and continued growth in mining will likely lead to more than 3% economic growth in Australia. Although mining profits in Australia started declining in fourth quarter 2011, Caterpillar expects mining capital expenditures will be higher in 2012 than in 2011. Developing economies slowed in response to interest rate increases in 2011, and central banks have begun reversing policies. The larger economies of Brazil, Russia, Indonesia, South Africa and Turkey all have lower short-term interest rates than at the depth of the financial crisis in 2009. The Chinese government has accelerated policy easing, with its second consecutive interest rate cut in July 2012. Infrastructure spending is running behind the government’s target, and CAT expects the government will introduce supplemental investment programs. With this expected easing, Caterpillar believes China’s economic growth will slow to about 8% in 2012. Data through May suggest infrastructure spending is improving. Year-to-date imports of key commodities increased compared with 2011. Most other developing countries in Asia also cut interest rates. Economic growth, except in India, which is struggling with inflation, will likely be close to that in 2011 rather than improve as previously expected. Brazil reduced its short-term interest rate to a record low, and at least one more cut is likely this year. Other Latin American countries are likely to maintain current low interest rates. Caterpillar projects regional economic growth of more than 3% in 2012, which is lower than the 4% previously expected. CAT also expects faster growth in construction than the overall economy. CAT expects economic growth in both Africa/Middle East and CIS will exceed 4.5%, slightly higher than in 2011. Construction activity, which is growing faster, will likely be up more than 10% this year. Positives are low interest rates, attractive oil prices and increased oil production. Economic risks include that Central banks, particularly in developed countries, have repeatedly overestimated inflation risks and underestimated growth and employment problems. These miscalculations contributed to the weakest economic recovery in decades and persistent high unemployment. If central banks remain too cautious, such actions may prolong the weak recovery and risk another downturn. Austerity measures implemented to reduce deficits have contributed to short-term slowing in economic growth. A continued emphasis on austerity, without other actions to drive growth, threatens modest recoveries. In addition, budget cuts have tended to fall heavily on already poorly-funded infrastructure programs. While the world’s economic environment is weaker than Caterpillar expected, sales have continued to grow. In addition, dealer machine deliveries to end users have continued to increase compared with 2011 and in June 2012, the most recent month, CAT had the highest month-over-month percentage increase versus 2011 since January of this year.

Cummins Inc. of Columbus, Indiana reported strong profits for the second quarter of 2012. Second quarter revenue of $4.45 billion decreased 4% from the same quarter in 2011. Excluding the impact of divestitures and currency movements, revenues were flat year over year. Growth in North America offset weakness in international markets, particularly China and Brazil. Earnings before interest and taxes (EBIT) was $669 million or 15.0% of sales. Excluding gains from divestitures, EBIT was $663 million or 14.9% of sales compared to $707 million or 15.2% of sales in the second quarter of 2011. Net income attributable to Cummins in the second quarter of 2012 was $469 million compared to $505 million in the same period a year ago. “The Company continued to deliver strong

profits despite the weakening global economic conditions”, said Tom Linebarger, Chairman and CEO. “Second quarter gross margins were at record levels as we continue to drive improvements in productivity and quality. Looking forward, as the global economy improves, our growth opportunities remain strong.” Based on the current forecast, Cummins expects full year revenues to be $18 billion, with EBIT in the range of 14.25 to 14.75% of sales. Cummins engine segment sales though were down 2% to US$ 2.8 billion. Improved demand in North American heavy duty truck, medium duty truck and light duty truck and construction markets was offset by lower sales to China construction, Brazilian truck and North American oil and gas markets. Power generation sales of $909 million was flat as higher revenues in North America offset lower demand in Europe, China and Latin America.


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Wärtsilä is to supply the main engines for two environmentally sustainable tugs being built for CNOOC Energy Technology & Services Limited (CETS), a subsidiary of the state-owned China National Offshore Oil Corp. (CNOOC). The vessels are the first in a planned series to be fuelled by LNG, and will be the first tugs in China ever to be operated on gas. These will also be the first tugs globally to take advantage of the dual-fuel benefits offered by the Wärtsilä DF engine technology. The contract was signed in the beginning of July 2012 and the order is included in the third quarter 2012 order book. The strategy of

CNOOC is aimed at achieving more clean energy in its operations, and the Wärtsilä dual-fuel engine solution fits this profile perfectly. The low emission levels made possible by this technology is particularly beneficial for vessels operating close to population centers, as tugs frequently are, while the high fuel efficiency enables lower operating costs. These 6,500BHP tugs will operate along China’s coastline, and will be fuelled from the company’s own bunkering terminals. “We are delighted to be co-operating with CNOOC in supplying the main engines for these gas fuelled tugs. It is a landmark project that is very much in line with the marine sector’s key targets of achieving greater sustainability with better fuel efficiency. We endorse CNOOC’s strategic move towards cleaner energy and the use of LNG as a marine fuel, which is precisely in line with Wärtsilä’s own strategy,” says Aaron Bresnahan, Vice President Wärtsilä Ship Power Specials. The vessels will each be powered by two 6-cylinder Wärtsilä 34DF in line dual-fuel engines. Delivery is scheduled at the beginning of 2013, and the first of the tugs is expected to be delivered in June 2013. Wärtsilä’s advanced dual-fuel technology was first launched in the early 1990s for use in land-based power plant applications. The first marine installation came a decade later. The technology enables the engine to be operated on either natural gas, light fuel oil (LFO), or heavy fuel oil (HFO), and switching between fuels can take place seamlessly during operation, without loss of power or speed. This ensures safety and continuous installation operability. Wärtsilä DF engines are designed to have the same output regardless of the fuel used. The fitting of Wärtsilä DF engines onboard the first LNG Carriers in 2006 set a trend in the industry. Since that introduction, 65% of all new LNG Carriers have been fitted with Wärtsilä dual-fuel engines. One of the reasons for the strong success of this particular engine over the alternatives is its superior propulsion efficiency. The clear environmental advantages that operating on gas allows, is another factor in the success of this technology. When operating in gas mode, the nitrogen oxide (NOx) emissions are at least 85 percent below those specified in the current IMO regulations, and CO2 emissions are some 25% less than those of a conventional marine engine running on diesel fuel. Additionally, the sulphur oxide (SOx) and particle emissions are negligible at almost zero percent. Wärtsilä has recently achieved the notable milestone of supplying dual-fuel propulsion engines to 100 LNG Carriers. As of end May, Wärtsilä has sold some 720 DF engines, and has accumulated more than 5 million running hours of experience with this technology. Wärtsilä reported a steady development in the second quarter of 2012. Order intake increased 2% to EUR 1,198 million (1,170) and net sales increased 6% to EUR 1,099 million (1,036). Wärtsilä’s operating result during the second quarter was EUR 113 million or 10.3% of net sales (EUR 117 million and 11.3%). Over the period of January – June 2012, Wartsila’s order intake increased 7% to EUR 2,308 million (2,149). At the end of the period the order book totaled EUR 4,515 million (3,779), up 19%. Bjorn Rosengren, President & CEO: “The second quarter marked steady progress for

Wärtsilä. Our net sales grew by 6% and our profitability was 10.3%. We continue to work towards reaching our growth and profitability targets this year. I am pleased with the good development within Ship Power’s specialised vessel segments, which compensated for Power Plants’ slightly weaker second quarter order intake. Ship Power also received interesting pump, gas and environmental system orders. Services development remained rather steady, despite the tough market conditions in the merchant vessel markets. To further strengthen our competitiveness and to serve our customers more effectively, we have decided to change the organizational set up within Ship Power and Wärtsilä Industrial Operations (WIO). The main change will be that the product development related to 2-stroke, and the manufacturing and product

development related to Propulsion and Electrical & Automation will be transferred from WIO to Ship Power. WIO will be renamed PowerTech and it will continue to serve both market areas of Ship Power and Power Plants. There are no job reductions planned based on this change.” Wärtsilä expects its net sales for 2012 to grow by 5-10% and its operational profitability (EBIT% before non-recurring items) to be 10-11%.


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Wartsila’s activity in the offshore and specialised vessel markets stood out. During second quarter 2012, 238 contracts for new vessels were registered. Thus far in 2012, 490 vessels have been contracted globally. This activity level is considerably lower than that of 2011, when the average quarterly contracting volume was 353 vessels. The decrease in activity is a reflection of continuing tough market conditions for 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 specialised vessel markets during 2012, with offshore accounting for a notable 29% of all contracting measured in number of vessels. The gas carrier market (LNG carriers and LPG carriers) has also been active with 18 and 28 contracts booked respectively. There has also been good contracting activity in the ferry segment. China and Korea continued to be dominant countries in shipbuilding, capturing respectively 33% and 40% of contracts confirmed in 2012 in terms of gross tonnage. Non-traditional shipbuilding countries are emerging with 15% of the contracts confirmed. Brazil, Norway, the USA and

Turkey stand out amongst the small shipbuilding nations that have been capturing new building contracts during 2012. Wärtsilä’s share of the medium-speed main engine market remained stable at 49% (49% at the end of the previous quarter). The market share in low-speed engines decreased slightly to 22% (24). In the auxiliary engine market, Wärtsilä’s share was 5% (5). The second quarter order intake for Ship Power totaled EUR 447 million (306), an increase of 46% over the corresponding period last year. Compared to the previous quarter, the order intake increased by 62% (EUR 276 million in the first quarter of 2012). During the review period, offshore and specialised tonnage related orders continued to

dominate. Among the various orders in these segments, Ship Power received an order for six Pipe Laying Vessels for use by the Brazilian energy giant Petrobras. The Wärtsilä solutions selected for these six vessels include the design, main engines, and the propellers. The Offshore segment represented 40% of the second quarter order intake, while the Merchant segment’s share was 35% and Navy accounted for 16%. The Cruise & Ferry segment’s share of the order intake was 5% and the Special Vessels segment’s 2%. Other orders accounted for 2%. The total order book at the end of the review period stood at EUR 4,515 million (3,779), an increase of 19%. In relation to the previous quarter, Wärtsilä’s order book increased by 2% (EUR 4,409 million in the first quarter of 2012). At the end of the review period, the Power Plants order book amounted to EUR 1,514 million (1,265), an increase of 20%. The Ship Power order book stood at EUR 2,187 million (1,753), which is 25% higher than at the same date last year. The Services order book increased by 7% to EUR 815 million (761). The business environment for the shipping and shipbuilding industry remains stable; however 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 outlook for overall vessel contracting activity during 2012 is slightly negative, with full year contracting expected to be somewhat lower than contracting during 2011. The decrease is largely driven by the low contracting levels in traditional merchant segments. Robust contracting activity, in line with activity levels seen during 2011 and so far in 2012, is expected for the offshore, gas carrier, and other specialised vessel markets. Interesting opportunities are 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. Despite the slightly improved market situation in the review period, some uncertainties remain in the service market. The merchant marine segments are still expected to be under pressure, as overcapacity in the market continues to impact the potential for services in this area. Development in the active installed base is also expected to be moderate, with continued scrapping, layups, slow steaming, and low utilisation of vessels in the merchant segments.


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Wärtsilä has been contracted to supply the power system for four new diesel-electric powered tugs being built for Svitzer Australia Pty Ltd. The contract again represents confirmation of Wärtsilä's ability to meet the demands for operational economy and environmental sustainability set for modern vessels in different shipping segments. The contract was signed in Q2/2012. The vessels are being built at the ASL Shipyard in Singapore and are scheduled to be in operation by early 2014. Each of the four 80 ton bollard pull harbor tugs will be fitted with two 9-cylinder and one 8-cylinder in-line Wärtsilä 20 engines. The use of the Wärtsilä 20 engines as diesel-electric generating sets is a new development in the tugs market. The engines will operate on Marine Gas Oil (MGO). The tugs will be equipped with batteries that allow power from the Wärtsilä generating sets to be

stored for later use. "Modern tugs need to feature both fuel efficiency and environmental sustainability, as well as lifecycle reliability. This contract represents further evidence of Wärtsilä's strength in meeting these demands, and further emphasizes our ability to offer sophisticated diesel-electric machinery solutions for this particular sector of the marine industry," says Aaron Bresnahan, VP Wärtsilä Ship Power Specials. "By selecting Wärtsilä 20 engines for the diesel-electric generating sets, the owner will benefit from their robustness and reliability, which has been proven by the fact that more than 4000 of the engines have been delivered since this model was introduced to the market in the early 1990s. The Wärtsilä 20 offers low exhaust gas emissions, low operating costs, fuel economy across the entire engine operation range, and high redundancy," says Bresnahan. Wärtsilä has earlier supplied integrated propulsion solutions for two Svitzer Tier III compliant ECOtugs pictured left.

Tognum AG, and Rolls-Royce won two orders for marine engines and propeller-rudder systems. Tognum is to supply twelve MTU 16V4000 M63 engines to Brazilian shipping company Camorim for powering Rolls-Royce propeller-rudder systems on a total of six tugs. Each engine delivers power of 2,000kW, and the order value lies at some three million euros. The tugs will mainly be used in offshore oil production operations carried out by Petrobas.

“The Brazilian market for marine engines is continuously expanding and holds huge potential for us,” said Joachim Coers. Together, both orders are worth a total of 5.8 million euros to Tognum. “Winning these first orders confirms that cooperation with our new majority shareholders Rolls-Royce and Daimler is on the right track,” explained Joachim Coers, CEO of Tognum AG. Twin MTU engines will be used to power Contract partner for the second order is Fjellstrand, the Norwegian yard. Four marine gensets based on MTU 16V4000 M23S engines, each with a power output of 1,840kW, will be used to propel a multi-purpose offshore vessel operated by Norside Supporter AS. The engines back up the Rolls-Royce propellers and automation system. Order is worth around two million euros to Tognum. Engine dispatch for both orders is scheduled for end 2012. Tognum recently concluded an agreement for a revolving credit line of €300 million. The credit line has a term of five years. In addition to Commerzbank as coordinator, seven other banks are involved. Tognum will redeem the consortium financing agreed to during the IPO in 2007. In the last few months, Tognum also received loans totaling €200 million for research projects from the European Investment Bank. In addition, KfW IPEX-Bank will finance R&D activities amounting to €50 million. Tognum adjusted its forecast for the full year 2012. Tognum now anticipates growth in revenues in the lower single-digit percentage range and thus remains within the current forecast corridor. The adjusted return on sales is expected to be around 10% by the end of the year. Tognum had previously assumed it would achieve an adjusted return on sales of over 10%. “The macro-economic prospects for the financial year deteriorated significantly in the course of the second quarter. We nevertheless expect to generate higher revenues in the second half of the year than in the first half,” says Joachim Coers, CEO of Tognum AG. “Since uncertainty still prevails on the raw materials and capital markets, we still expect to see fluctuations in demand in the course of the year.” Tognum reported a solid order intake in the first half of the year at €1,524.1 million (H1 2011: €1,651.0 million). Revenues were up 5.7% to €1,415.4 million compared with the previous year (H1 2011: €1,338.9 million). An adjusted gross profit of €415.4 million (H1 2011: €420.5 million) resulted in an adjusted gross profit margin in the reporting period of 29.3% (H1 2011: 31.4%). Half-year revenues in the Engines segment amounted to €942.3 million and were thus 1.9% above the level of the previous year (H1 2011: €924.4 million). A strong increase in revenues was reported in the Oil & Gas application area, resulting from higher investing activities due to past increases in prices for raw materials.


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GE announced second-quarter 2012 Operating Earnings of $4.0 billion up 7% from second-quarter 2011. GAAP earnings from continuing operations attributable to GE were $3.7 billion, up 2%. Revenues were $36.5 billion for the quarter, up 2%. Industrial segment revenue grew by 9%, with organic growth of 10%. The strength of GE’s Industrial

portfolio was underscored by strong segment profit increases in Energy, Oil & Gas and Transportation. GE is performing well and is on track to deliver double-digit earnings growth in 2012 for both Industrial and GE Capital segments. GE Transportation reported $1.6 billion in second-quarter 2012 revenues, up 27% year-over-year. Segment profits for 2Q 2012 were $282 million, up 58% from $178 million second quarter 2011. GE Transportation’s orders in rose 2% to $1.4 billion, driven by higher locomotive orders in North America. “The second quarter was a significant one for us,” said Lorenzo Simonelli, President and CEO of GE Transportation. “We continued our record of double-digit revenue growth and built on our positioning as a global technology and manufacturing leader. We announced plans to acquire two

manufacturers of underground mining equipment, one in North America and one in Australia, to expand our role in the global mining industry. We also plan to double capacity at our high-tech manufacturing plant in Schenectady, NY, to produce industrial batteries for the telecoms industry and utility operators worldwide.” Rolls-Royce signed an £18 million contract with Italian shipyard Rosetti Marino S.p.A for design and delivery of an integrated power & propulsion and equipment system for an anchor handling vessel. The vessel will be built for Augusta Offshore S.p.A and is a repeat order of a Rolls-Royce UT 712 CD due to be

delivered in June from the same yard. Hans Robert Almestad, Rolls-Royce, General Sales Manager, said: "This is the 12th contract Rolls-Royce has signed with Rosetti and it has further strengthened our position in the Mediterranean market as a leading supplier of mission-critical technology and systems for the offshore oil and gas industry." Due for delivery in mid-2014, the high tech vessel is specially designed and equipped for handling anchors and mooring lines in water up to 2,000 meters deep. The vessel is also equipped to undertake oil recovery, fire-fighting, stand by and rescue duties. Rolls-Royce will also supply the main engines, propulsion systems and gear, tunnel thrusters, rudders, deck machinery, electrical systems as well as automation and control systems.

Two NYK Group companies - tugboat operator Wing Maritime Service

Corporation and tugboat builder Keihin Dock Co. Ltd. - have teamed with

Niigata Power Systems to construct an environment-friendly tugboat. The new

tugboat will feature the hybrid propulsion system that Niigata Power Systems has developed and manufactures, and will be the first tugboat in Japan propelled by such a system. This environment-friendly tugboat is being developed and manufactured with support from Nippon Kaiji Kyokai (Class NK) as part of the society's joint R&D with industry, and practical research and development needed for this new tugboat will thus be conducted in collaboration with Class NK. By adopting a propulsion system that uses electrical motors and high-performance rechargeable batteries in addition to conventional diesel engines, efficient and environment-friendly operation and towing can be realized. Using rechargeable batteries manufactured by the IHI Corporation and capable of being charged not only by the onboard power generator but also power from land, the new tugboat is expected to emit 20% fewer CO2 emissions in port. After being completed in January 2013 at Keihin Dock's Oppama Shipyard, the new tugboat will be used by WMS in towing operations mainly at the port of Yokohama. By cooperating with various tests conducted by Niigata Power Systems for this new tug, the NYK Group is able to actively participate in research into the design of this tug, in addition to its order, construction, ownership, and operation. A reduction in the environmental effects of tugboats, which help large vessels get into and out of ports, often in areas

adjacent to urban areas, will directly contribute to environmental-conservation measures for areas in which many people reside. NYK continually strives through groupwide efforts to involve itself in measures that reduce the environmental impact caused by port facilities and operated vessels.


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Anglo Belgian Corporation is introducing a new DL36 range of medium speed marine engines, expanding the market to larger tugs and offshore vessels. With the 8DL36 (5,200kW) and the soon to follow V-versions up to 10,400kW, ABC, with their

current DX, DZ in the power range of 150 – 4,000kW and the new DL ranges, will be able to supply all major shipyard with solutions for any size of tug or offshore support vessel. With a bore x stroke of 365mm x 420mm, the DL36 will be set to deliver 650kW/cylinder at 750RPM with a BMep of only 24 bar. With ETR, 2 stage turbo-charging and a radically optimized common rail system, the engine’s emissions are designed to meet IMO Tier III requirements without catalyst maintaining competitive fuel and oil consumption. The 6 cylinder will be ready to ship the second half of 2013 followed by the 8 cylinder in 2014.

As of 28

th August 2012, MarineLog and Tim Colton reported 33 tugs on the order books in the U.S., the same number

as reported in the May Market Report, although I note that a few have already been delivered. At this same time, Lloyd’s reported 21 “sea-going” U.S. flag tugs on the books.

Shipbuilder Location Type of Vessel

Customer Yard # Name Description Contract

Price ($mm) Contract Delivery

Chesapeake SB Salisbury MD Tug Vane Brothers 105 3,000-hp 2013

Chesapeake SB Salisbury MD Tug Vane Brothers 106 3,000-hp 2013

Dakota Creek Ind Anacortes WA ATB Tug Crowley Marine 53 Legend 16,320 hp Jun-12

Dakota Creek Ind Anacortes WA ATB Tug Crowley Marine 54 Liberty 16,320 hp Mar-13

Diversified Marine Portland OR Tug Shaver Towing 22 5,360 hp 2012

Diversified Marine Portland OR Tug Harley Marine 24 Bob Franco 2012

Foss SY Rainier OR Tug Foss Maritime 18 2014



Great Lakes SY Cleveland OH ASD Tug Caribbean Tugs 201 4,640 hp 12 2013

Great Lakes SY Cleveland OH ASD Tug Caribbean Tugs 202 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 Services YT 807/255 Menominee 3,620-hp 2012

Nichols Bros. BB Freeland WA Tug Harley Marine 173 Robert Franco 100 ft. 2013

Nichols Bros. BB Freeland WA Tug Harley Marine 174 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. 205 2012

SENESCO North Kingston RI ATB Tug Reinauer Tptn. 206 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 International Orange TX ATB Tug Kirby Ocean Tpt. 6,000 hp

Dec-12

Signal International Orange TX ATB Tug Great Lakes Dredge 14,000 hp

Jun-14

Signet SB Pascagoula MS Tug Signet Maritime 106 Signet Reliance 3,200-hp 2012

VT Halter Pascagoula MS ATB Tug Bouchard Tptn. 2006 4,000 hp Nov-13

Washburn Doughty East Boothbay ME Tug Moran Towing 101 James Moran 5,000 hp 2012

Washburn Doughty East Boothbay ME Tug Moran Towing 102 5,100 hp 2012



Western Towboat Seattle WA Tug Western Towboat 17 Arctic Titan 6,000 hp Mar-12


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The Economy and the Towing Industry The tide seems to be slowly turning, but the key word is “slowly”. Charter and purchase inquiries are slowly increasing, sales are slowly picking up and the S&P market for quality equipment is slowly tightening. Progress will be measured inch-by-inch from where we are today, not where we were in 2008. There are still too many vessels and barges at the bottom of the barrel which will remain on the market for years to come. The official end of this latest recession is three years behind us and for many reasons global economies continue to struggle with the weakest recovery in decades and a second recession looming over Europe. Recovery will be slow in contrast to previous times because the recession was global and it was deeper than previous decades. In a time when many overseas yards are dealing with layoffs and bankruptcies there is a glimmer of light in the United States. U.S. new vessel and barge construction is approximately half of November 2008’s order-book with respect to the numbers of individual vessels, but the domestic newbuilding market did not collapse as in the 1980s. Things are tough, but according to Tim Colton and MarineLog’s data there are 33 tugs up to 16,320BHP, 56 OSVs of various types and sizes (21 over 300’ in length), fourteen 170’ – 220’ crewboats and over 50 inland river pushboats up to 6,000HP on order at U.S. shipyards as of 28

th August. In

addition to these work boats, there are naval vessels, tankers, jack-ups, barges, fast response cutters, tour boats, barges, ferries, fish boats, research vessels and others in the pipeline. Many of today’s vessels and barges on order in the United States are unquestionably “high ticket” items and much larger, more

sophisticated and significantly more expensive than what was built 30 years ago. In comparison, the 1981-2 recession officially ended in November 1982. In 1985, three years after that recession, there were only 14 tugs (3 conventional, 4 anchor handling and 7 harbor tugs), 13 OSVs over 150’ in length, 17 crewboats (only 1 above 130’) and 8 utility boats (six 110-119’ in length) built in the United States. Newbuildings in the U.S. fell even further the next year to four AHTSs, two seismic survey vessels, two miscellaneous OSVs, one 145’ crewboat and 35 designated as “towboats” - most of which under 50’ in length and made up of a mixed bag of mostly inland river pushboats with a few model

bow tugs. According to Tim Colton’s Shipbuilding History, the U.S. today has six major U.S. shipbuilders (vs. 6 major inactive yards), 20 active large shipbuilders (54 inactive) and 82 active small U.S. Shipbuilders and Boatbuilders (223 inactive). A sample of 189 U.S. flag tugs built between 1980 and 1986 from our database were built by 79 different domestic yards. 45 of those yards active thirty years ago do not exist today – at least under the same name or ownership - or are now only currently active as a repair yard. Many shipyards were bought out or merged with other facilities, but a good percentage just no longer exist. Period. Some sites were absorbed into ports, such as Diamond Manufacturing of Savannah, Georgia, or converted to river terminals, such as Dravo SteelShip of Pine Bluff, AR, or Dravo’s Wilmington, Delaware yard which was one of the busiest shipyards in World War II and now a public space. Others are being redeveloped as condominiums, such as the Covacevich Shipyard site in Biloxi which stopped building new vessels in 1982 and continued on in the repair business until finally destroyed by Hurricane Katrina in 2005 - or have in other ways become part of the urban landscape and lost forever to the commercial marine world. The total number of U.S. shipyards will decline in the future due to mergers & acquisitions, further closures and the constant pressure from alternative urban development as waterfronts continue to increase in value. Under the circumstances, today’s domestic order-book is more “half-full” than “half-empty”. Many U.S. yards are enjoying full newbuilding slots through 2013 – 2014. Shipyards are hiring and once again doing their part to reduce the country’s lingering high unemployment. As the newbuilding order-book continues to improve in the U.S., we will see slots first filled by the traditional newbuilding yards, followed by a number of repair yards and other non-traditional builders who are also already looking closely at new construction. A few new shipyards may even once start up in old sites as demand increases and delivery schedules stretch further out into the future.

0

10

20

30

40

50

1975 1977 1979 1981 1983 1985

Conventional

AHT

Harbor

ITB / ATB


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In the past three months, the global recovery, which was not strong to start with, has shown signs of further weakness. Financial market and sovereign stress in the euro area periphery have ratcheted up, close to end-2011 levels. Growth in a number of major emerging market economies has been lower than forecast. Partly because of a somewhat better-than-expected first quarter, the revised baseline projections in the 16 July 2012 International Monetary Fund World Economic Outlook Update suggest that these developments will only result in a minor setback to the global outlook, with global growth at 3.5% in 2012 and 3.9% in 2013, marginally lower than in the April 2012 World Economic Outlook. These forecasts, however, are predicated on two important assumptions: that there will be sufficient policy action to allow financial conditions in the euro area periphery to ease gradually and that recent policy easing in emerging market economies will gain traction. Clearly, downside risks continue to loom large, importantly reflecting

risks of delayed or insufficient policy action. In Europe, the measures announced at the European Union leaders' summit in June are steps in the right direction. The very recent, renewed deterioration of sovereign debt markets underscores that timely implementation of these measures, together with further progress on banking and fiscal union, must be a priority. In the United States, avoiding the fiscal cliff, promptly raising the debt ceiling, and developing a medium-term fiscal plan are of the essence. In emerging market economies, policymakers should be ready to cope with trade declines and the high volatility of capital flows. Global growth increased to 3.6% (seasonally adjusted annual rate) in the first quarter of 2012, surprising on the upside by some ¼ percentage point compared with the forecasts presented in the April 2012 World Economic Outlook. The upward surprise was partly due to temporary factors, among them easing financial conditions and recovering confidence in response to the European Central Bank's longer-term refinancing operations. Global trade rebounded in parallel with industrial production in first quarter 2012, which benefited trade-oriented economies, notably Germany and those in Asia. For Asia, growth was also pulled up by a greater-than-anticipated rebound in industrial production, spurred by restart of supply chains disrupted by Thai floods in late 2011, and stronger-than-expected domestic demand in Japan. Developments during the second quarter, however, have been worse. Job creation has been hampered, with unemployment remaining high in many advanced economies, especially among the young in the euro area periphery. Incoming data for the United States suggests less robust growth than forecast in April. While distortions to seasonal adjustment and payback from the unusually mild winter explain some of the softening, there seems to be an underlying loss of momentum. Negative spillovers from the euro area, limited so far, have been partially offset by falling long-term yields due to safe haven flows. Growth momentum has also slowed in various emerging market economies, notably Brazil, China, and India. This partly reflects a weaker external environment, but domestic demand has also decelerated sharply in response to capacity constraints and policy tightening over the past year. Many emerging market economies have also been hit by increases in investor risk aversion and perceived growth uncertainty. Commodity prices have also fallen. Among major commodities, prices of crude oil declined the most in the second quarter—at about $86 a barrel, they are some 25% below mid-March highs—given combined effects of weaker global demand, easing concerns about Iran-related geopolitical oil supply risks, and continued above-quota production by OPEC members.


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Baseline projections in the latest WEO Update incorporate weaker growth through much of second half 2012 in both advanced and key emerging market economies, reflecting setbacks to global recovery. Near-term forecasts are based on the usual assumption of current policies, with two important qualifications. Projections assume that financial conditions in the euro area periphery will gradually ease through 2013 from levels reached in June this year, predicated on assumption that policymakers will follow up on positive decisions agreed upon at the June EU leaders' summit and will take action as needed if conditions deteriorate further. Projections also assume that current legislation in the United States, which implies a mandatory sharp reduction in the federal budget deficit—the so-called fiscal cliff—will be modified so as to avoid a large fiscal contraction in the near term. Downside risks to this weaker global outlook continue to loom large. The most immediate risk is still that delayed or insufficient policy action will further escalate the euro area crisis

Overall, global growth is projected to moderate to 3.5% in 2012 and 3.9% in 2013, some 0.1 and 0.2 percentage point, respectively, lower than forecast in April. In view of a stronger-than-expected first quarter outcome, weaker global growth in second half 2012 will primarily affect annual growth in 2013. Growth in advanced economies is projected to expand by 1.4% in 2012 and 1.9% in 2013. Owing mainly to negative spillovers, including from uncertainty, growth in most other advanced economies will also be slightly weaker, although lower oil prices will likely dampen these adverse effects. Growth in emerging and developing economies will moderate to 5.6% in 2012 before picking up to 5.9% in 2013. In the near term, activity in many emerging market economies is expected to be supported by the policy easing that began in late 2011 or early 2012 and, in net fuel importers, by lower oil prices, depending on the extent of the pass-through to domestic retail prices (which is often incomplete). Growth is projected to remain

relatively weaker than in 2011 in regions connected more closely with the euro area (Central and Eastern Europe in particular). In contrast with broad trends, growth in the Middle East and North Africa will be stronger in 2012–13 relative to last year, as key oil exporters continue to boost oil production and domestic demand while activity in Libya is rebounding after unrest in 2011. Similarly, growth in sub-Saharan Africa is expected to remain robust in 2012–13. Global consumer price inflation is projected to ease as demand softens and commodity prices recede. Overall, headline inflation is expected to slip from 4½% in last quarter 2011 to 3–3½% in 2012–13. The IMF expects U.S. economy to recover at a tepid pace in 2012 and 2013—at about 2 and 2¼%, respectively—in line with the very slow recoveries that we have seen in previous financial crises and housing busts. But the outlook remains difficult. With house prices still weak, households are rebuilding wealth by reducing debt, and therefore consumption growth will remain sluggish. But there could also be positive surprises if, with a less uncertain environment, the housing market picked up steam and firms were to ramp up spending and hiring. Exports have been a bright spot in the recovery but going forward they are going to be restrained by weaker growth in trading partners and the stronger U.S. dollar. And the inevitable correction of the very large U.S. fiscal deficit will mean less spending and more taxes starting in 2012. Unfortunately, the IMF see negative risks, in particular from a further deterioration of the euro debt crisis, as this would lower demand for U.S. exports and hurt financial markets. The economy would also suffer if policymakers here in the U.S. were unable to reach agreement on raising the debt ceiling and avoiding the so-called fiscal cliff—the spending cuts and large-scale expiration of tax breaks that will kick in on January 1, 2013 if nothing is done. Policymakers should address policy uncertainties related to the fiscal cliff as soon as possible. If the fiscal cliff materializes, economic effects would be severe, as the U.S. economy would contract in early 2013 and negative spillovers would be felt around the world. Some unfavorable effects from the fiscal cliff could be felt later this year, as consumer and business spending may be held back by uncertainty about tax rates and government spending. In the IMF’s view, the best thing that policymakers can do before the year-end is to reach agreement on a medium-term plan to reduce debt to more sustainable levels through a gradual reduction of the deficit. In addition, the federal debt ceiling should be raised well ahead of the deadline, to alleviate risks of financial market disruptions and loss in consumer and business confidence.


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Results of an International Chamber of Commerce World Economic Survey, reveal declining optimism over global economic recovery as fear continues to spread about the unsolved debt crisis in Europe. The Survey, which received responses from 1,079 experts in 123 countries, showed that the world economic climate indicator fell to 85.1 in Q3 2012 after two successive increases. These results are significantly below the long-term average of 96.7 (1996-2011) for the

Survey, conducted by Munich-based Ifo Institute for Economic Research and the International Chamber of Commerce. These findings imply a setback in recovery of the world economy due to unfavorable assessments of the current economic climate and a less positive six-month outlook than in previous quarters, particularly in Europe. The climate indicator for Europe was down 20 points from its long-term average of 109.0. “Political decisions are urgently needed in order to counter this widespread negative outlook and to boost investor confidence, starting with resolving the debt crisis in Europe,” said ICC Secretary General Jean-Guy Carrier. While the experts downgraded their evaluation of the economic climate, they implied that the global economy is still in recovery and has not fallen back into recession. There is cause for some optimism, however, according to the Survey findings, which revealed that economic sentiment is improving in China, where experts anticipate further stimulus from the Chinese central bank and inflation seems to be under control. In Western Europe and North America, the economic climate indicator fell compared to the second quarter, mainly due to far less positive expectations for the next six months. In Asia, less favorable assessments of the economic situation were primarily responsible for the decline, after a strong upturn the previous quarter. The Organization for Economic Co-operation and Development sees high jobless rates continuing until at least the end of 2013. OECD-wide joblessness rate is forecast to remain high at 7.7% in the fourth quarter of 2013, close to the 7.9% rate in May 2012. This leaves around 48 million people out of work across the OECD. In the Euro area, unemployment rose further in May to an all-time peak of 11.1%. To get employment rates back to pre-crisis levels, about 14 million jobs need to be created in the OECD area. In most key emerging economies, with the exception of South Africa, labor markets have weathered the crisis well. But there have been recent signs of a slowdown in the rapid pace of economic and employment growth in some, notably Brazil, China and India. Total nonfarm payroll employment rose by 96,000 in August, and the unemployment rate edged down to 8.1% according to U.S. Bureau of Labor Statistics. Since the beginning of this year, the rate has held in a narrow range of 8.1 to 8.3%. The number of unemployed persons, at 12.5 million, was little changed in August. Both the civilian labor force (154.6 million) and the labor force participation rate (63.5%) declined in August. The employment-population ratio, at 58.3%, was little changed. The number of persons employed part time for economic reasons (sometimes referred to as involuntary part-time workers) was little changed at 8.0 million in August. These individuals were working part time because their hours had been cut back or because they were unable to find a full-time job. Among the marginally attached, there were 844,000 discouraged workers in August, a decline of 133,000 from a year earlier. Discouraged workers are persons not currently looking for work because they believe no jobs are available for them. The remaining 1.7 million persons marginally attached to the labor force in August had not searched for work in the 4 weeks preceding the survey for reasons such as school attendance or family responsibilities. Manufacturing employment edged down in August (-15,000). A decline in motor vehicles and parts (-8,000) partially offset a gain in July. Auto manufacturers laid off fewer workers for factory retooling than usual in July, and fewer workers than usual were recalled in August. Employment in other major industries, including mining and logging, construction, retail trade, transportation and warehousing, information, and government, showed little change over the month. Total private employment grew by 103,000 in August, bringing the year-to-date gain to 1.2 million. Since reaching an employment trough in February 2010, private industry has added 4.6 million jobs, for a gain of 4.3%. Construction employment was essentially unchanged in August. Since reaching an employment trough in January 2011, the industry has added an average of 3,000 jobs per month. Although manufacturing employment did edge down by 15,000 in August; since reaching an employment trough in January 2010, the industry has added 512,000 jobs. Since the end of the most recent recession in June 2009, government employment has declined by 670,000, or 3.0%. Continued improvement in job growth in the United States will be a long and slow haul, many times making two steps forward and one back, regardless of what party wins the upcoming Presidential election. There are signs though that the unemployment rate will continue to edge lower.


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The euro area1 (EA17) unemployment rate was 11.2% in June 2012, stable compared with May. It was 10.0% in June 2011. The EU271 unemployment rate was 10.4% in June 2012, also stable compared with May. It was 9.5% in June 2011. Eurostat estimates 25.112 million men and women in the EU27, of whom 17.801 million were in the euro area,

were unemployed in June 2012. Compared with May 2012, the number of unemployed increased by 127 000 in the EU27 and by 123 000 in the euro area. Compared with June 2011, unemployment rose by 2.165 million in the EU27 and by 2.024 million in the euro area. Figures are published by Eurostat. Among Member States, lowest unemployment rates were in Austria (4.5%), the Netherlands (5.1%), Germany and Luxembourg (both 5.4%), and highest in Spain (24.8%) and Greece (22.5% in April 2012). Compared with a

year ago, the unemployment fell in seven Member States, increased in nineteen and remained stable in Sweden. June 2012’s seasonally adjusted unemployment rate in Malaysia was 2.8%, down 0.3% from previous month and down from 3.0% in 2011. Employment also strengthened in Singapore during the second quarter of 2012 reflected by a decline in unemployment to a seasonally adjusted overall rate of 2.0% in June after a slight rise a quarter ago. South Korea reported 3.1% unemployment, down 0.2% year-on-year. Employment, or lack-there-of; and trade are all so closely interrelated that their roles in the world’s economy are sometimes so difficult to untangle. A change in either employment or trade can ripple right through an economy with regretfully any negative news usually moving quicker. This is one reason why taking on the challenging task of improving both a country’s employment and trade is necessary, but difficult for private industry or governments to successfully tackle. Neither can do it alone. They must somehow work together. Growth in employment and trade are key to a healthy economy and a healthy maritime industry. 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 1.7% in the second quarter of 2012 (that is, from the first quarter to the second quarter), according to the "second" estimate released by the Bureau of Economic Analysis. In the first quarter, real GDP increased 2.0%. The increase in real GDP in the second quarter primarily reflected positive contributions from personal consumption expenditures, exports, nonresidential fixed investment, and residential fixed investment that were partly offset by negative contributions from private inventory investment and from state and local government spending. Imports, which are a subtraction in the calculation of GDP, increased. The deceleration in real GDP in the second quarter primarily reflected decelerations in personal consumption, in nonresidential fixed investment, and in residential fixed investment that were partly offset by a smaller decrease in federal government spending, an acceleration in exports, and a smaller decrease in private inventory investment. Real exports of goods and services increased 6.0% in the second quarter, compared with an increase of 4.4% in the first. Real imports of goods and services increased 2.9%, compared with an increase of 3.1%. Real federal government consumption expenditures and gross investment decreased 0.1% in the second quarter, compared with a decrease of 4.2% in the first. National defense decreased 0.1%, compared with a decrease of 7.1%. Nondefense decreased 0.3%, in contrast to an increase of 1.8%. Real state and local government consumption expenditures and gross investment decreased 1.4%, compared with a decrease of 2.2%. Profits from current production (corporate profits with inventory valuation and capital consumption adjustments) increased $10.4 billion in the second quarter, in contrast to a decrease of $53.0 billion in the first quarter. Current-production cash flow (net cash flow with inventory valuation adjustment) - the internal funds available to corporations for investment - decreased $11.3 billion in the second quarter, compared with a decrease of $169.8 billion in the first. After a sharp rebound in world trade of 13.8% in 2010 and a slower growth of 5% in 2011, World Trade Organization economists earlier this year predicted that the growth in trade would slow even further still to 3.7% for 2012, well below the 5.4% twenty-year average. Although 2013’s projected growth in trade should be viewed with caution, world trade volume may improve to above the twenty-year average.


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Economic growth worldwide is slowing. World trade volume decreased 0.2% in July 2012, following a revised 1.5% decline in June as shown by the CPB World Trade Monitor. Growth in international trade declined during the first half of this year. 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 both a reduction in export and lower domestic spending. For the United States, growth is expected to increase slightly, compared with 2011, to 2¼% in 2012 and 2013. This is under the assumption that agreement is reached on the continuation of a number of fiscal measures before the end of this

year. In case such an agreement fails, more severe spending cuts will result in the United States, with a further dampening effect on global economic growth. International trade is expected to recover to a certain extent in the second half of this year and in 2013. For the second time in three years, according to

current insights, the eurozone has moved into a recession. Not only is the economy contracting in the southern parts of the eurozone, also in Germany, the economic engine of Europe, growth has slowed down in the second quarter of 2012. In the whole of the eurozone, on balance, GDP has decreased during the second quarter of this year. Unemployment has risen to 11.3% – an increase of 1.2 percentage points since July 2011. Leading indicators also point to a weak economic growth for the near future. A slight recovery of production growth is assumed for 2013, as a result of flexible monetary policy, cautious recovery of international trade, and depreciation of the euro. GDP growth in the eurozone for 2012 is projected at -¼% and for 2013 at ½%. The CPB world trade database contains foreign trade value series of 23 OECD countries and around 60 emerging economies. Those 60 emerging economies cover approximately 90% of foreign trade of all emerging economies. With almost 85 countries in the database, coverage of total world trade value is around 97%. After a 5.12% growth in global container trade volume during first quarter 2012 compared to the same period in 2011, growth in container trade slowed to a 1.14% growth with an estimated 32,602,900 TEU dry and reefer containers carried. The July 12 overall global trade volume of 11,008,200 TEUs was up on June by 3.7% but was a decline year-on-year of 2.6%. Asia, the largest exporting region, exported worldwide 3,887,900 TEUs in July. This was an increase of 5.2% month-on-month. But compared to last year, this was down by 5.3%. Imports to Asia slipped 2.2% in July compared to June and were 6.4% down on a year ago. The next largest exporting region, Europe, also grew month-on-month. The July total of 1,513,300 TEUs was 5.6% up on June and 7.8% up on last year. Imports were 2% up in July but nearly 9% down on last year. Exports from North America (Canada, USA & Mexico) saw a further contraction in July. They were down on June by 3.5% and down by 4.9% on a year ago. Imports, on the other hand, were up. The July total of 1,929,400 TEUs was 6.5% up on June and 3% up on July 2011 according to Container Trades Statistics Ltd.

In first half 2012, 222 million tons of cargo was handled in the Port of Rotterdam, 3.2% up on first half 2011. Incoming trade rose by 1% to 155 million tons and outgoing trade by 8% to 66 million tons. Bulk throughput increased by 5% to 147 million tons and container throughput was 2% up at 63 million tons. Less general cargo was handled: down 8% to 12 million tons. Less agribulk (-11%), iron ore & scrap (-15%), other dry bulk (-9%) and other general cargo (-25%) were imported and exported. Other types of cargo were up: coal (+2%), crude oil (+10%), mineral oil products (+14%), other liquid bulk (+6%), roll

on/roll off (+1%) and containers (+2%). In numbers, container throughput fell by close on 2% to 5.9 million TEU. Hans Smits, Port of Rotterdam Authority CEO: “The port of Rotterdam got off to a good start, with slightly higher than expected growth in throughput. This is in line with the recent report from Statistics Netherlands, in which economic growth is attributed primarily to exports outside the EU. By far the majority of this travels via the port of Rotterdam. The national picture also corresponds with that of the port when it comes to products: an increase in refining and handling of crude oil and oil products, as well as container throughput is benefiting from the good export performance of Dutch and German industry. I expect throughput over the year as a whole to show modest growth of around one per cent. Like throughput, construction of the Second Maasvlakte is developing well. One of this year’s two critical moments, closure of the seawall, went perfectly. I have every confidence that the same will apply to the rerouting of the infrastructure and start of the digging through of the Yangtsehaven in October. Construction on the RWG and APMT container terminals marks the actual beginning of corporate investment on the land expansion. In the existing port area there is ongoing investment, with large projects in refining, chemicals, tank storage and energy. In total, the business sector will be investing almost €11 billion in the port area during the period 2011 up to and including 2015. This is evidence of confidence in the port, and also positive expectations regarding economic developments and integration of Europe. It is crucial for us all that some quick, clear political decisions are made on these aspects.”


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In the first six months of 2012 the Port of Hamburg reported total throughput of 65.8 million tons (up 2.7%). At 45 million tons or 4.4 million TEU, the container throughput that predominates in Hamburg as a universal port achieved a gain of 1.9%. The reason for this relatively modest growth was the total for empty containers, whereas throughput of loaded containers grew up by 4.7% to 3.8

million TEU. Weaker growth rates compared to the 2011 first half are explained by the unusually strong growth achieved at that time. The main factor underpinning growth for the Port of Hamburg in the first half of 2012 were exports. Despite a problematical economic environment in Europe and slackening off in the China trade that is of such particular importance for the Port, both on general and bulk cargoes Germany’s largest universal port achieved a positive result: at 46 million tons, general cargo throughput was up by 3%, while bulk goods at 19.8 million tons reported 2.2% growth.

The ports of Le Havre, Rouen and Paris, under the umbrella of the “Haropa” Economic Interest Grouping since early 2012, saw throughput of 42.7Mt (million tons) of maritime cargo during the first half of 2012, a decline of 7% compared with the same period in 2011 which relates particularly to a cut in bulk traffic, despite a major rise in containerized exports (+17.5%). These results are directly related to the six-month shutdown of the Petroplus refinery (-3Mt) and a middling year for grain exports (-1.4Mt). Despite the stagnation of French economic growth since the start of the year, Haropa has seen sustained container traffic through its terminals with seagoing exports up by 17.5 % (+1Mt). Traffic remained

stable through Le Havre’s terminals over the first half of 2012, but levels were noticeably down for those of Rouen. Where river-based activity is concerned, the Seine Artery ports registered traffic at a level equivalent to the corresponding period in 2011 with the particular feature that river container traffic turned in a welcome 9% increase……First-half container traffic at leading French port Marseilles Fos reached 520,132 TEU - up 14% on the first six months last year – but total cargo throughput fell 4% to 42.7 million tons as oil volumes continued to shrink. Dry bulks soared 23% to 5.8Mt due to raw materials imports for the steel industry. With box trades up by 58% for the Americas, 10% for the Mediterranean and 8.6% for Asia, volumes through the Fos container terminals rose 18% to 400,000 TEU and the Marseilles terminal gained 2% for 120,000 TEU. This led a 12% increase in general cargo to 8.6Mt. Liquid bulks were down 12% on 28.3Mt, stemming from a 13% drop in crude oil and petroleum products to 26.6Mt. Oil refinery shutdowns continued to hit crude imports, which were pegged to 11.4Mt (-22%) for national refineries and 4.1Mt (-13%) for pipeline deliveries to Switzerland and Germany.

The Port of London Authority (PLA) trade in the first six months of 2012 was down by 1.664 million tons (6.85%), compared to the same period last year. Trade has been dramatically affected by difficulties at the Coryton oil refinery. Crude oil tonnages were down by almost a million tons (28.13%) as production at the refinery was patchy from the beginning of the year, through to announcement of closure in May. A total of 8.32 million tons of crude oil and oil products was handled at the terminals in the port between January and end of June. Tonnages of unitized cargo (containers & roll-on/roll-off units) were flat at 7.266 million tons, as were forest products at 582,000 tons. Aggregates were

down by 366,000 tons (9.51%) to 3.480 million tons. “Overall we have had a very difficult start to the year on port trade,” explained PLA chief executive, Richard Everitt. “The Coryton refinery was the biggest single customer of the PLA, handling in excess of eight million tons of oil and refined products a year. Its closure is a big blow for a port with annual throughput last year of 48 million tons. News of the Vopak, Greenergy and Shell plans to develop an oil products import terminal on the site are therefore very welcome. Over the next few months we will support the development of their terminal plans, and the other operations developing or consolidating on the river. Inevitably in the meantime we have to reduce our costs and look at operational efficiencies as we adapt to lower levels of income.” Developments underway on the Thames include the London Gateway container port which is expected to welcome first vessels towards the end of next year. PLA is providing support to the channel deepening operation for the project, with pilots for dredgers and hydrographic surveying. Its pilotage team is also modeling handling of the largest container ships ready for the terminal opening. Operational improvements in hand at the PLA include construction of a £6 million Mooring Maintenance Vessel, the organization’s biggest single investment in over 20 years. The new vessel, being built by Manor Marine in Portland, Dorset will replace the PLA’s two salvage ships, “Crossness” (photo) and “Hookness”, which have been in operation on the Thames for over 40 years.


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DP World reported a strong improvement in revenues to $1,529 million for the six months ending 30

th June 2012. In the first six months of the year, DP World handled 28.2 million

TEU across its global portfolio of over 60 terminals, 7.5% ahead of the same period last year. Like for like gross volume growth was 5.4%. The Asia Pacific and Indian

Subcontinent region was the main driver of this growth, reporting a 12.1% increase in volumes to 13.3 million TEU. This strong performance was driven by growth across its terminals in Asia Pacific as well as new capacity across the region as a whole. The Americas and Australia region grew volumes by 6.1% to 3.3 million TEU as solid growth in the Americas mitigated a more challenging environment in Australia. The Europe, Middle East and Africa region grew 3.2% to 11.6 million TEU. Weaker trade across Europe masked the stronger performance across the rest of the region including in Jebel Ali, UAE which handled 6.6 million TEU in the first six months of the year, 7.3% ahead of the same period last year. DP World’s portfolio of consolidated terminals reported volumes of 13.6 million TEU in the first six months of the year. Underlying volume growth would have been 5.5% when compared to the same period last year, had their five terminals in Australia not been deconsolidated from 12 March 2011. In the second quarter of 2012, total port cargo throughput at the Port of Hong Kong decreased by 6% compared with a year earlier to 69.1 million tons. Within this total, inward and outward port cargo dropped by 4% and 9% to 40.9 million tons and 28.2 million tons respectively. For the first half of 2012, total port cargo throughput decreased by 2% compared with a year earlier to 133.6 million tons. Within this total, both inward and outward port cargo dropped by 2% to 76.8 million tons and 56.8 million tons respectively. In the second quarter of 2012, the port of Hong Kong handled 5.9 million TEUs of containers, representing

a decrease of 7% compared with a year earlier. Within this total, laden containers decreased by 8% to 5.0 million TEUs, while empty containers also dropped by 2% to 0.9 million TEUs. Among laden containers, inward containers decreased by 10% to 2.5 million TEUs, while outward containers also dropped by 7% to 2.5 million TEUs.

Singapore’s Maritime and Port Authority reported a preliminary container throughput estimate of 2,744.7 thousand TEU containers in August which was down slightly compared to the 2,769.6 thousand reported the previous month and up 4.5% from 2,625.7 thousand in August 2011. Year-to-date container throughout through August 2012 was 21,154.6 thousand TEU up 6.7% over last year’s 19,847.6 thousand TEU over the same time period. Total cargo throughput in August 2012 was 42,625.7 thousand tons, down only slightly over July’s figures, but a decline of 7.9% from August 2011. Of August 2012’s total, 12,587.2 thousand tons was oil, 1,080.4 thousand tons non-oil bulk and 2,472.1 thousand tons conventional.

Port Metro Vancouver in British Columbia posted a healthy continued 2012 mid-year growth of 6% overall. Port Metro Vancouver handled 62.3 million tons of cargo through the end of June and is on track for another strong year. "What we have seen to the mid-point in 2012 is continued resiliency in the Canadian export market. Although some Asian

economies show slower growth overall, through the port we saw continuing strong demand for Canadian natural resources, with all the major economic benefits that provides for the Canadian economy," said Robin Silvester, President and CEO, Port Metro Vancouver. "Thanks to capacity building projects now underway, together with improved efficiencies, and this ongoing demand, we expect to see continued strength throughout 2012." Total foreign tonnage at Port Metro Vancouver posted a 6% increase with 49 million tons. Total domestic tonnage increased by 6% to 13.3 million tons. Breakbulk cargo at 8.3 million tons represents an increase of 5% overall; with continued growth supported by 5.5 million tons of traffic of forest products like lumber, logs and woodpulp. Bulk volumes rose to 42.4 million tons, a 6% increase. Records with dry bulk cargoes like coal up 10% at 16.7 million tons, while potash posted a 9% decrease, to 3.4 million tons due to weak demand in the first quarter. Liquid bulk cargo ended the mid-year up 7% to 4.9 million tons, largely due to some recovery of crude petroleum exports, though much lower than levels seen in 2010. Container traffic at Port Metro Vancouver set a record in the first half of 2012, growing 6% compared to the first half of 2011 to 1.3 million TEUs.


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Reports from the twelve U.S. Federal Reserve Districts in “The Beige Book” suggest economic activity in the United States continued to expand gradually in July and early August across most regions and sectors. Six Districts indicated the local economy continued to expand at a modest pace and another three cited moderate growth; among

the latter, Chicago noted that the pace of growth had slowed from the prior period. The Philadelphia and Richmond Districts reported slow growth in most sectors and declines in manufacturing, while Boston cited mixed reports from business contacts and some slowdown since the previous report. Most Districts indicated that retail activity, including auto sales, had increased since the last Beige Book report, although Cleveland, Chicago, St. Louis, Dallas, and San Francisco noted the retail improvements were small. Atlanta said that retail growth had slowed, while Philadelphia indicated growth in retail sales was somewhat faster than in the previous report. Many Districts reported some softening in manufacturing, either a slowdown in the rate of growth or a decline in the level of sales, output, or orders; among those with declining shipments and orders, Philadelphia noted that the rate of decline was tempering. Real estate markets were generally said to be improving. On the residential side, all 12 Districts cited increases in home sales, home prices, or housing construction. Reports on commercial real estate markets were also generally positive, although San Francisco noted stable demand, Boston indicated conditions were not much changed since the last report, and Richmond, Chicago, and St. Louis said commercial real estate conditions were mixed. Energy and mining activity was generally high and increasing. However, Cleveland noted softening demand for coal, while Minneapolis and Kansas City had some energy sectors up and some down. The Midwest drought has reduced actual and expected farm output, especially cotton, soybean, and/or corn crops in the Chicago, Kansas City, and St. Louis Districts. Most Districts reported that the selling prices of manufacturing and retail products were largely stable. The picture in manufacturing was mixed. The Boston, Chicago, Kansas City and San Francisco Districts reported increasing demand and sales since the previous Beige Book, although the improvement was generally small and uneven, with two of these four Districts reporting that demand

growth, while positive, was slowing. Six Districts reported that demand for manufactured goods was actually falling, although none reported a dramatic fall. The outlook was somewhat more positive, with six Districts reporting that manufacturers expected increasing demand and only two reporting the opposite. Areas of strength were varied. The Cleveland and Philadelphia Districts both pointed to the revolution in natural gas production in the United States as a driver of demand, but the Chicago District said that a contact blamed cheap natural gas for weakness in demand for coal. Several Districts noted that improvements in residential construction boosted demand for products such as lumber, PVC, cement, and home goods. The Chicago and Philadelphia Districts said that auto production was positive, but Richmond said

the opposite. Weakness overseas remains a problem for U.S. manufacturing. Reports from the Boston, Atlanta, and Chicago Districts explicitly mentioned it. Although Europe represented one notable problem, several Districts also mentioned weakness in demand in Asia as an issue. In general, District reports indicate that the cost and availability of raw materials has not been an issue for manufacturers recently, especially as compared with the situation in previous years. Four Districts reported lower input costs, but contacts in New York reported a slight increase. On the employment front, there was little movement. Across all Districts, few manufacturing firms reported any major hiring or layoffs, and the ones that did usually attributed it to idiosyncratic factors like new products or restructuring related to a merger. Capital spending also showed little change. Reports on transportation services were generally positive. Rail contacts reported continued increases in intermodal shipments in the Atlanta District and increased cargo volumes in the Dallas District, with both Districts recognizing gains in lumber shipments. Atlanta and Dallas also reported steady to increasing demand for trucking services, whereas logistics firms and carriers in the Philadelphia District reported a relatively sluggish start to the traditional “freight season.” Oil and gas activity continued to be robust across most Districts. Extraction of natural gas and petroleum remained at high levels in the Dallas and Minneapolis Districts and expanded in the Cleveland and Richmond Districts, partly because of increased demand from electrical utilities. Production increased in Gulf Coast oil refineries in the Atlanta District as a result of closures along the East Coast, while higher demand for crude oil, diesel, and other distillates supported prices. However, natural gas producers in the Cleveland, Richmond, Minneapolis, and Dallas Districts reported a decline in exploration and drilling of new wells on account of high inventories and low prices. Coal demand was unchanged from 2011 in the St. Louis District but was expected to fall below 2011 levels in the Cleveland District due to reduced demand for thermal coal from domestic utilities and metallurgical coal from Europe and Asia. Iron ore, taconite, and sand mines in the Minneapolis District continued to operate at high capacity.


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Zepol Corporation reports U.S. import shipment volume for August, in TEUs, down from July by 3% and 0.3% from August 2011. It’s unusual to see a drop in imports from July to August, since the trend for the past three years has been a spike. In 2010 and 2011, August was actually the peak month of the year for TEU imports. “Lower August numbers could be due to early holiday purchases in July, which saw abnormally high TEU numbers,” states Zepol’s CEO Paul Rassmussen, “but may also have to do with the potential for labor strikes at east coast ports from the International Longshoremen’s Association and United States Maritime Alliance.” Although, there are speculations that a strike will not affect import volume and that September will be a major month for U.S. imports. The amount of freight carried by the for-hire transportation industry in the United States rose 0.1% in July from June, after a one-month decline, according to the Department of Transportation's Bureau of Transportation Statistics' (BTS) Freight Transportation Services Index (TSI). The July 2012 index level was 16.3% above the April 2009 low during

the recession. BTS reported that the level of freight shipments in July was 3.8% below the all-time high level in December 2011. The Freight TSI in July 2012 continued a pattern of little change since January. This appears to reflect the rate of growth in the general economy. GDP growth slowed to a revised 1.7% in the second quarter and a revised 2.0% in first quarter 2012, from 3.0% fourth quarter 2011, according to the Bureau of Economic Analysis. Waterborne freight, which declined significantly in June, remained stable in July, apparently due to the impact of continued low water conditions on the Mississippi River. Freight shipments in July 2012 were at the sixth highest monthly level since the early recession month of July 2008 despite the 3.8% decline from its peak in

December 2011, which was the highest level in the 22-year history of the Freight TSI series. After dipping to a recent low in April 2009 during the recession, freight shipments increased in 25 of the last 39 months, rising 16.3%. Freight shipments are up 1.6% in the five years from the pre-recession level of July 2007 and up 7.0% in the 10 years from July 2002 despite declines in recent years. The Association of American Railroads reported U.S. rail carloads in August 2012 totaled 1,461,680, down 1.4% compared with August 2011. Intermodal traffic in August 2012 totaled 1,230,992 containers and trailers, up 51,145 units or 4.3% compared with August 2011. The August 2012 average weekly intermodal volume of 246,198 units is the second highest average for any August on record. Commodity groups that saw carload gains in August 2012 compared with August 2011 included: petroleum and petroleum products, up 49% or 18,007 carloads; motor vehicles & parts, up 13% or 8,966 carloads; and crushed stone, sand, & gravel, up 7.3% or 6,905 carloads. Commodities with carload declines in August 2012 were led by coal, down 7.3% or 48,493 carloads; metallic ores, down 18.7% or 8,757 carloads; and waste & nonferrous scrap, down 15% or 2,652 carloads. Carloads excluding coal were up 3.3% or 27,443 carloads compared with August 2011. Carloads excluding coal and grain were up 3.5% or 25,889 carloads in August 2012 compared with August 2011. “U.S rail traffic in August was pretty much same song, different verse,” said AAR Senior VP John T. Gray. “Weakness in coal carloadings was largely but not entirely offset by increases in carloads of petroleum and petroleum products, autos, lumber, and several other commodities, with intermodal showing continued strength.”

After a significant dip during the Great Recession, and a mild economic recovery, the U.S. freight economy, particularly for trucking, is projected to grow significantly in the years ahead, according to American Trucking Associations’ U.S. Freight Transportation Forecast to 2023. The Forecast, a collaboration between ATA, IHS Global Insight and Martin Labbe Associates, lays out the state of the freight economy where trucking is a leading mode of transport and projects an even more robust

role for trucks in the future. “The trucking industry continues to dominate the freight transportation industry in terms of both tonnage and revenue, comprising 67% of tonnage and 81% of revenue in 2011,” ATA Chief Economist Bob Costello. Overall, total freight tonnage is expected to grow by 21% by 2023, and revenue for the freight transportation industry is projected to rise 59% in that same timeframe. Trucking’s share of the tonnage market will rise over 2 percentage points to 69.6% by 2023, while the industry’s share of freight revenues will increase to 81.7% from 80.9%. In other surface modes, rail’s overall share of tonnage will fall to 15% in 2023 from 15.7% in the baseline year of 2011. However, intermodal tonnage will rise 6.2% a year between 2012 and 2017, and then 5.4% annually through 2023. Domestic waterborne tonnage will show very modest growth between now and 2023 – growing 1% annually through 2023. Domestic airfreight tonnage is slated to grow over 4% annually during the forecast period.


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In 2010, U.S. waterborne trade (foreign and domestic) amounted to 2,334,386,600 short tons, up about 5.6% over 2009 but still off 8.5% from the peak of 2,588,440,451 short tons in 2006. U.S. domestic coastwise trade also improved in 2010, up about 6.4% to 1,440,937,396 in 2010 while foreign trade was only up about 4.2%. Of the total waterborne commerce, 43.6% or 1,018.8 million short tons carried in 2010 was petroleum or petroleum products, down 10% from the peak of 1,133.0 million short tons petroleum / petro products carried in 2007. Under U.S. law, vessel operators must report domestic waterborne commercial movements to the U.S. Army Corps of Engineers. Vessel types include dry cargo ships & tankers, barges (loaded & empty), towboats (with or without barges), tug, crew & supply boats to offshore locations and new vessels from shipyards to point of delivery. Vessels idle are also

reported. August 2012’s 40.1 million tons moved on internal U.S. waterways was down slightly from July’s 40.6 million tons and also the lowest for the same month in the five years reported. 16.6 million short tons of petroleum and chemicals were carried in August, up 19.4% over July, but down slightly for the month compared to 2011. Coal and coke were up slightly in August while the tonnage of Farm and Food Products transported was substantially lower. Even though the U.S. Army Corps of Engineers reportedly had more than a dozen dredgers working on the Mississippi River, the drought in the U.S. Mid-West caused major problems for river barge traffic. At times fifty vessels were backed up waiting for their turn to try to navigate shrunken waterways as the river hit a record twenty-year low. With the river 12’ below normal level, hundreds of vessels were idled, at least 66 Mississippi River vessels ran aground and many loaded barges ended up trapped by sand bars. Some operators reported filling barges with 30-50% less cargo than what they would normally hold and working half the normal number of barges in a tow due to the low water levels. The Mississippi River was also heavily impacted by Tropical Storm Issac which hit the region hard causing the Coast Guard to close major ports in the path of the storm in the Gulf Coast and along the Mississippi River, from Baton Rouge to the mouth of the river, for several days. Import cargo volume at U.S. major retail container ports is expected to increase 8.5% in September compared with the same month last year, and strong increases are expected into the holiday season despite talk of a possible strike at East Coast and Gulf Coast ports, according to the monthly Global Port Tracker report released by the National Retail Federation and Hackett Associates. “Retailers are bringing in more merchandise for the holiday season this year. The question at some ports is whether longshoremen will be on the docks to unload it,” NRF VP for Supply Chain and Customs Policy Jonathan Gold said. “Regardless of what happens with contract talks, retailers have contingency plans in place to ensure that merchandise reaches store shelves in time and that there is no disruption for shoppers.” Talks between the International Longshoremen’s Association and United States Maritime Alliance broke down in August, and at least one major ILA local has authorized a strike if a new contract for East Coast and Gulf Coast ports isn’t agreed on by the time the current pact expires September 30. Labor and management agreed to meet again under the supervision of the Federal Mediation and Conciliation Service. Retailers are considering a variety of contingency plans, including diverting cargo to West Coast ports, which are represented by a separate union and not affected. U.S. ports followed by Global Port Tracker handled 1.41 million TEU in July, the latest month for which after-the-fact numbers are available. That was up 2.2% from June and 2.5% from July 2011. August was estimated at 1.43 million TEU, up 4.4% from last year. September is forecast at 1.49 million TEU, up 8.5%; October at 1.48 million TEU, up 11.7%; November at 1.32 million TEU, up 1.9%; and December at 1.25 million TEU, up 2.7%. January 2013 is forecast at 1.23 million TEU, down 3.8% from January 2012. The first half of 2012 totaled 7.7 million TEU, up 3% from the same period last year. For the full year, 2012 is expected to total 16 million TEU, up 4.2% from 2011. All the numbers above reflect this month’s addition of Port Everglades in Fort Lauderdale, Florida., to the list of harbors covered by Global Port Tracker, with 2011 numbers adjusted to provide accurate comparisons. Hackett Associates Founder Ben Hackett said shipping patterns are being affected by the possibility of a strike. “Importers anticipating a strike placed orders early to ensure that their goods would arrive in time, and are most likely also switching deliveries for the East Coast to the West Coast instead,” Hackett said. “As a consequence, August appears to have been a relatively good month, and September will also be above the norm. The West Coast will benefit at least through October as cargo is diverted.” Global Port Tracker, which is produced for NRF by the consulting firm Hackett Associates, covers the U.S. ports of Long Angeles/Long Beach, Oakland, Seattle and Tacoma on the West Coast; New York/New Jersey, Hampton Roads, Charleston, Savannah, Port Everglades and Miami on the East Coast, and Houston on the Gulf Coast.

http://www.nrf.com/modules.php?name=Contacts&op=viewlive&sp_id=104


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Year-to-date as of 31st August, the Great Lakes St. Lawrence Seaway System total combined

cargo carried was up 1.5% from 21,057 million same time 2011 to 21,373 million tons with most of the increase being in iron ore and coal cargoes. Grain was down 20.81%, while liquid bulk was down 16.36%. Total transits were also down by 5.93%.

According to Lake Carriers’ Association of Cleveland, Ohio’s U.S.-flag Great Lakes freighters carried 9.5 million tons of dry-bulk cargo in August, a decrease of 10.1% compared to July, and 8.6% less than the volume recorded a year ago. The August float was also 7% below the month’s 5-year average. Iron ore cargos for the steel industry in August totaled 4.5 million tons, a decrease of 5.2% compared to a year ago. Coal cargos fell to 1.7 million tons, or almost 20% compared to August 2011. Aggregate and fluxstone for construction and steelmaking slipped to 2.7 million tons, a drop of 6%. Through August U.S.-flag cargos stand at 54,352,509 tons, a slight decrease compared to the same point in 2011, and a marginal increase compared to the 5-year average for the January-August timeframe. Iron ore cargos are down by 1.9%. Coal slipped by more than 18%, but limestone cargos are up by nearly 15%, or 1.8 million tons. Lake Carriers’ Association represents 17 American companies that operate 57 U.S.-flag vessels on the Great Lakes carrying raw materials that drive the nation’s economy: iron ore and fluxstone for the steel industry, aggregate and cement for the construction industry, coal for power generation, as well as salt, sand and grain. Collectively, these vessels can transport more than 115 million tons of cargo per year.

The Port of Portland’s Marine Terminals in Oregon reported a total tonnage down 9% year-to-date over 2011. Of this total, breakbulk was down 8.9% and the total number of containers down 9.4%. Grain and bulk minerals were also down 14% and 10.6% respectively. One bright spot was the number of autos were up 52.1%. The number of calls by ocean-going vessels were up slightly by 0.8% over the same time period…. As peak shipping season began ramping up in Asia at the end last month for the holiday shopping season, the Port of Tacoma in Washington state saw international container volumes post a 14.5% gain year to date. The Port handled 156,804 TEUs in August -

nearly 30% more than the same month last year. Along with the start of peak season, two new services associated with the Grand Alliance began calling Washington United Terminals last month. Uncertainty surrounding labor negotiations on the East and Gulf coasts also appear to be diverting cargo to the West Coast. While import container volumes improved nearly 18% year to date, export container volumes jumped almost 11%. So far this year, 1,024,896 TEUs have crossed Port docks, accounting for a 7.5% increase compared to last year. The strength in container volumes helped fuel a 25% year-to-date increase in intermodal lifts. Meanwhile, breakbulk volumes remain up about 85.4%, reflecting the continued high demand for agricultural and construction equipment. Total vessel calls year-to-date were up 4.4% to 682 calls year-to-date 2012……Total container through-put at the Port of Seattle year-to-date was 1,322,076 TEUs, down 3.1% from 2011’s 1,364,636 TEUs over the same period of time. 154,984 TEUs were

handled in August 2012 consisting of 66,309 import, 56,157 export and 32,517 domestic. This monthly total was down 27,983 TEUs or 15.3% compared to August 2011. The Port of Seattle’s Terminal 18, run by SSA Terminals, will have three more Super Post Panamax cranes, allowing it to handle the largest container vessels in the world. “SSA is making Terminal 18 big-ship ready for the next generation of ocean-going vessels,” said Port Commission President Gael Tarleton. “This is the kind of investment that will help the region's companies create 100,000 family-wage jobs over the next 25 years as they compete in a global economy." As some of the largest container handling cranes in the world, they are 267’ high, and can extend out to

handle the new Triple E Class vessels, which can carry up to 18,000 TEU with a width of 210’, or 24 containers. Last year, the Port of Seattle harbor handled over two million TEUs…. Cargo container volumes at the Port of Long Beach climbed in August, start of the "peak season" when shipments begin arriving for end-of-the-year holiday shopping. Imports were up 2.9% compared to the same period last year. Port terminals handled 274,977 TEUs loaded inbound cargo last month compared to 267,198 TEUs in August 2011. The modest rise in August points to a slight recovery during peak season and the second half of the year. Exports were up too in August, rising 5.7% to 128,225 TEUs compared to 121,277 TEUs a year ago. Overall, container volume through the Port was up 1.4% in August. The total includes imports, exports and empty containers, which declined 4.9%. With imports exceeding exports, empty containers are sent overseas to be refilled with goods. With gains in exports, fewer containers moved back to Asia in August. For the calendar year, overall container volumes are down 4.6% because of continuing weakness in the economy, and cutbacks in ship calls by several niche vessel operators at end 2011 and early 2012. Imports are down 4.6% and exports down 1.2% through August, compared to the same period a year ago.


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Moore Stephens’ latest “Shipping Confidence Survey” reports that overall confidence levels in the shipping industry fell in the three months ended August 2012 to their lowest level for a year, corresponding to the lowest figure recorded since the survey was launched in May 2008. The fall, which follows three successive quarters of improved confidence, was fuelled largely by concern over the glut of newbuildings coming onto the market and by continuing uncertainty about the global economy. In August 2012, the average confidence level expressed by respondents in the markets in which they operate was 5.3 on a scale of 1 (low) to 10 (high), compared to 5.7 recorded in the previous survey in May 2012, and identical to the figure posted one year previously, in August 2011. The survey was launched in May 2008 with a confidence rating of 6.8. The likelihood of respondents making a major investment or significant development over the next twelve months remained stable, on a scale of 1 to 10, at 5.3, the highest figure since the 5.6 recorded in May 2011. Demand trends, competition and finance costs once again featured as three top factors cited by respondents as those likely to influence performance most significantly over the coming twelve months. The numbers were up for demand trends (from 21% to 22%) and for finance

costs (16% to 17%), but down in the case of competition, from 18% to 17%. There was a 7 percentage point fall (from 51% to 44%) in the number of respondents overall who expected finance costs to increase over the next twelve months. Moore Stephens shipping partner, Richard Greiner, says, “The fall in confidence recorded in our latest survey is clearly a disappointment. But it cannot really be termed a surprise. In some respects, shipping has been bucking the trend for the past twelve months, exhibiting increased confidence despite the effect on the industry of the political and financial woes in Europe and elsewhere, and the problems of over tonnaging and falling rates. Unless you are a charterer, it is difficult to find too many operators who believe that rates in the tanker, dry bulk and container ship trades are likely to move upwards over the coming twelve months. Given that it is unlikely that charterers know anything that the rest of the market does not, it will, as always, be market forces which ultimately dictate the winners and losers. Clearly, tonnage supply – both actual and incipient – currently exceeds demand in most trades. Increased scrapping will help, but it will still be necessary to renegotiate commercial arrangements. Meanwhile, good, long-term contracts with reliable business partners are as good as money in the bank, and better in many respects. Shipping has always been a mixture of long-term and short-term business, the lading and the tramp! That does not change even in a depressed market such as the one we are currently operating in. “Lower newbuilding costs do nothing to address the current tonnage overhang, but they do provide an opportunity for those with access to cash, a viable business plan and a secure level of demand to fill. Furthermore, the leaner market left in the wake of the disappearance of those operators unable to survive the economic downturn does at least offer up the prospect of a more viable industry for the future. “Among other, isolated pieces of good news to emerge from the survey was the fact that respondents overall expected expenditure on fuel to be a less significant influence on their overall performance than they did previously. This may be no more than a temporary reprieve, courtesy of the recent fall in the price of crude, but it will be welcome nonetheless. Fuel and crew costs will continue to be a major expenditure for owners and operators for the foreseeable future. They are costs which will not go down in real terms, like all other costs facing the industry. In truth, the only costs which ever seem to go down are the costs of shipping itself. “Shipping is an industry which is often accused of undervaluing and underselling itself. There is a lot of empirical evidence to back this up, not least the over-simplistic but nonetheless powerful anecdote about the enormous gap between the cost of shipping brand-name trainers from the Far East and the retail price of those trainers in western markets. The problem for today’s shipping industry is having the nerve, the wherewithal and the financial backing to sell its expertise and service at a self-supporting price. You don’t have to be John Kenneth Galbraith to work this one out. But while the prospects for recovery in the shipping markets depend to a large extent on a resolution of the debt crisis in Europe and elsewhere, there are issues closer to home which shipping can address, and which will both carry it over the current crisis and position it properly in the more stable market which will hopefully emerge. Quite when that will be is a question which might have defeated Galbraith himself.”


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Bunker Prices Worldwide After a very short dip last month, bunker prices are climbing. Average August 2012 MDO prices in Houston were US$ 1,011.0 per metric ton, up from US$ 922.00 in July. Average MGO prices for August were US$ 1,010.50 in Houston (US$ 935.00), US$ 1,015.00 in Fujairah (US$ 1,002.50), US$ 952.50 in Rotterdam (US$ 878.50) and US$ 970.00 in Singapore (US$ US$ 880.00 reported in July). U.S. West Coast OPIS contracted average for ultra-low sulfur diesel also increased after the first week of the month, peaking around 24

th August and falling back

slightly. As of 31st August prices were

about US$ 3.50 per U.S. gallon in Seattle, US$ 3.54 in Portland, US$ 3.57 in San Francisco, US$ 3.51 in Los Angeles, Long

Beach & El Segundo and US$ 3.56 in San Diego. In Boston, on the East Coast, ultra-low sulphur was US$ 3.42 per gallon. Prices are expected to continue around this level for the near future. The International Energy Agency reports that oil prices extended earlier gains in August, but crude prices seemed to plateau the second half of the month. Brent was last trading at $115/bbl after reaching a high of near $117/bbl around mid-August, while WTI traded at $97, close to its August high. Demand projections for 2012 and 2013 have been raised by 100 kb/d on data revisions for 2011, to 89.8mb/d and 90.6mb/d, respectively, though demand growth forecasts are little changed at around 0.8mb/d for both years. Demand grew by 1.2mb/d in 2Q12, buoyed by Japanese utility burn to replace idled nuclear generators. Global oil supply fell by 0.1mb/d m-o-m to 90.8mb/d in August from upwardly revised July estimates. OPEC liquid production growth, led by Nigeria, Angola and Iraq, failed fully to offset unplanned outages in non-OPEC countries. Crude oil imports from Iran are estimated to have inched up in August to 1.1mb/d, from below 1mb/d in July. Non-OPEC annual supply growth slowed to 0.2mb/d in 3Q12. According to the U.S. Energy Information Administration, Brent crude oil spot prices increased at a relatively steady pace from their 2012 low of $89/bbl on June 25 to their recent high of $117/bbl on August 23 because of seasonal tightening of oil markets and continuing unexpected production outages. EIA expects Brent crude oil prices to fall from recent highs over the rest of 2012, averaging $111/bbl over the last 4 months of 2012 and $103/bbl in 2013. West Texas Intermediate (WTI) crude oil spot prices rose by a more modest $17/bbl between June 25 and August 23, as the WTI discount to Brent crude oil widened from $10/bbl to $22/bbl. EIA expects WTI spot prices to average $93/bbl in 2013, with the WTI discount to Brent narrowing to $9/bbl by end 2013. The oil market tightened in recent months as the seasonal increase in global demand outpaced supply and unplanned production outages in countries outside of OPEC

persist. Most recently, Hurricane Isaac led to the shut‐in of 13 million barrels of crude oil production from August 25 through September 10 in the Gulf of Mexico. EIA expects oil markets to loosen, with non‐OPEC liquid fuels production growing by 1.2 million bbl/d in 2013 compared with world consumption growth of 1.0 million bbl/d. The possibility of a deteriorating economic situation in the European Union and slowing growth in China adds significant downside risk to future prices, though supply disruptions and lower‐than‐expected supply growth could raise prices. EIA expects stock builds during 2013, reflecting a looser oil market over that time period. World liquid fuels

consumption grew by an estimated 1.0 million bbl/d in 2011. EIA expects consumption growth of 0.8 million bbl/d in 2012 and 1.0 million bb/d in 2013. Energy price forecasts are highly uncertain. WTI futures for December 2012 delivery during the five‐day period ending September 6, 2012 averaged $96.11/bbl. Implied volatility averaged 31%, establishing the lower and upper limits of the 95% confidence interval for the market's expectations of monthly average WTI prices in December 2012 at $74/bbl and $126/bbl, respectively. Last year at this time, WTI for December 2011 delivery averaged $89/bbl and implied volatility averaged 40%. The corresponding lower and upper limits of the 95% confidence interval were $62/bbl and $127/bbl.


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Recent News – North America Crowley Maritime Corporation recently made its first delivery of petroleum products to the U.S. Naval Station in Guantanamo Bay via an articulated tug-barge tank vessel. The cargo was loaded in San Diego, California, and transported to Guantanamo Bay aboard Crowley’s ATB “Coastal Reliance” / “550-4”. The fuel delivery was made in support of Crowley customer Military Sealift Command (MSC), which will continue utilizing the “Coastal Reliance” / “550-4” under short-term contract to transport clean petroleum products between the Gulf and East Coasts for the next several months. Before serving MSC, the “Coastal Reliance” / “550-4”. operated on the West Coast for nearly a decade. “Crowley has been serving MSC for decades in a variety of ways,” said Rob Grune, Crowley’s senior vice president and general manager, petroleum transportation. “We are pleased to continue serving MSC with petroleum transportation services from the U.S. to Guantanamo Bay.” The Guantanamo Bay fuel delivery

was yet another in a long history of firsts for Crowley. In 2011, Crowley’s petroleum transportation team sent the first ATB, the “Ocean Reliance” / “550-3”, north of the Arctic Circle to deliver petroleum products to Nome, Alaska. “Our fleet of ATBs – ranging in size from the 155,000-barrel 550 class to the 327,000-barrel 750 class – is not only diverse in capacity, but also in geographic capabilities,” said Grune. “These vessels can be used to safely and reliably transport petroleum products and chemicals almost anywhere in the world. We’ve proven it by going to some of the most remote locations in some of the most extreme conditions, including the waterways of Alaska, the U.S. West and East Coasts, and now to Guantanamo Bay. We’re extremely proud to support our customers in almost any way, and in almost any place, that they need products

delivered.” The “Coastal Reliance” / “550-4” is one of four Crowley owned and operated 550 class ATBs, which are approximately 20,000 deadweight tons, and approx. 605’ in length and 78’ in breadth. This class of ATBs, since their construction in 2001 and 2002, has operated on the U.S. West Coast, Canadian West Coast and Alaska for a variety of customers. These vessels were developed and designed by Crowley specifically for West Coast operations and weather conditions, with advanced safety features such as double hulls, inert gas generator systems, segregated ballast and radar gauging systems. Naval Station Guantanamo Bay, Cuba, is on the front lines for regional security in the Caribbean area. The base supports the ability of U.S. Navy and Coast Guard ships, along with allied nation ships to operate in the Caribbean area by providing contingency and quality logistical support with superior services and facilities. The base also supports the Department of Homeland Security in U.S. migrant operations to help care for displaced migrants from the surrounding area, effectively helping control the flow of illegal immigrants into the U.S. Windmill blades, measuring 148’ long, recently rode Alaska Marine Lines’ 380’ x 100’ x 24’ ocean rail-barge “Fairbanks Provider” from Seattle to Whittier, Alaska. The customer also chartered the 420’ x 100’ x 24’ ocean barge “Nana Provider” to move the remaining blades to a wind farm project in remote Healy, Alaska. The blades will be used in turbine towers at the Eva Creek Wind Project. The Golden Valley Electric Association’s (GVEA) Board of Directors gave the Eva Creek Wind Project a final nod of approval on June 27, 2011. At just under 25-megawatts, Eva Creek will be the largest wind project in Alaska and the first by any Railbelt utility at a total projected costs of region US$ 93 million. The project's 12 Repower

turbines are scheduled to come online at the end of October 2012. This is exciting news for Golden Valley and the Interior as a whole. GVEA has been researching wind in the Eva Creek area since 2003; it has done its due diligence. Eva Creek integrates well into GVEA’s system, helps reduce its dependence on oil and meets the cooperative’s renewable energy pledge. And it won't raise rates. In fact, assuming oil prices of $90 per barrel, Eva Creek will save members $13.6 million over the next 20 years. The ABS +A1 classed “Fairbanks Provider” and “Nana Provider” were built for Alaska Marine Lines by Gunderson Marine of Portland, Oregon in 2001 and 2007, respectively.


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Foss Maritime’s tugs “Drew Foss”, and “Wedell Foss”, below, towed the oil rig “Noble Discoverer” out of Seattle’s Elliott Bay on Wednesday, June 27, heading for Port Angeles to hand off the rig to the 8,000HP “Lauren Foss”, to tow the rig to Dutch Harbor in Alaska. Numerous Foss tugs, two barges and a derrick are to support a Shell Arctic drilling project. Royal Dutch Shell is engaged in a six-year drilling US$ 4.5 billion program to explore for new oil & gas

resources during a roughly four-month open water season in high-potential blocks in offshore Alaska. The US Geological Survey reportedly estimates 26 billion barrels of recoverable oil and 130 trillion cubic feet of natural gas. Delays in completing the emergency containment dome and associated equipment though could delay drilling until 2013. The 23rd season lightering ore at the Red Dog Mine in the Alaskan Arctic got off to its latest start ever in July, as Foss Maritime crews encountered heavy ice, the likes of which veterans said they had seen in only two prior years. The 98.0’, 2,250BHP twin screw tug “Iver Foss” arrived through the ice June 30

th, the 111.5’, 2,900BHP “Stacy Foss” with

the 275’ x 76’ customized, self-discharge ore lightering barge “Kivalina” made it through the ice July 5

th, followed by

the “Stacy Foss” sister-tug, the “Sandra Foss” with the sister-barge “Noatak” on July 10

th. The first ship made it

through to the loading anchorage July 11. By comparison, the 2011 season started on June 28

th. In spite of the late

start, Red Dog Manager Keith Spearman said, “The crews are excellent and we have full confidence we will successfully load the 1.26 million metric tons of ore scheduled for 24 ships.” He said the ice delayed delivery of 12 million gallons of diesel to the mine, which had been critically short of fuel. In operation since 1989, Red Dog is a zinc-lead mine located in Northwest Alaska, near Kotzebue, and one of the world’s largest producer of zinc concentrate. Due to shallow water, barges are needed to lighter the ore concentrate from the mine to bulkers anchored in the deep water open roadstead in the Chuckchi Sea during ice-free conditions. Since 1990, Foss has transported tens of millions of tons of concentrated ore for Red Dog Mine. The tugs depart in October before the port completely freezes over.

Foss tugs, the 105’, 3,000BHP “Point Fermin” and “Point Vicente”, towed the derelict former Navy tugs “Lion” and “Tiger” to be scrapped at the ship recycling facility at the Graving Dock No. 1 on Mare Island on San Francisco Bay. The derelict tugs had been privately owned after decommissioning by the Navy in 1985, although one may have operated well into 1991 or early 1992. The tugs have been tied up in Richmond for more than 10 years. As Navy Abnaki-class tugs, they were named “Quapaw” and “Moctobi”. The 205.3’ x 38.5’ x 26’ depth riveted construction tugs were originally built in 1943 and 1944 by United Engineering of Alameda, California and Charleston Shipbuilding & Drydock in South Carolina, respectively. The vessels’ machinery on both tugs was replaced and modernized in 1969, including

installation of four CAT D399-V16 diesels totaling 4,500BHP in place of the original DC generator engines for propulsion. In December 2011, “Quapaw” sank while tied up at the graving dock and had to be salvaged.


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Foss International recently delivered 13 windmills blade sets and turbines from Houston to Ponce, Puerto Rico, on the 400’ x 105’ x 20’ ocean deck barge “American Trader”, originally Crowley Maritime’s double deck ro/ro trailer barge “500-3”. The cargo went to a wind farm project in Punta Lima on the southeast coast of Puerto Rico. Each blade set included 3 blades, each 161’ long. The 13 windmils are expected to generate 52 gigawatt hours per year, reducing carbon dioxide emissions by 34,000 tons. The voyage on the Foss barge covered 3,615 nautical miles and took 26 days. Marcon International sold the 11,732dwt, 1983 built barge to America Cargo Transport (ACT) / Jore International. of Seattle, Washington in 2000 and the marine assets of Jore International and America Cargo Transport were acquired by the Foss Maritime Company in 2007.

On 18th August, the 93.0’ x 29.2 x 13.0’ twin screw tug “Peggy H” (ex-Island Power,

Captain Ed, Kate) and the 110.0’ x 28.1’ x 14.6’ single screw tug “Gladys B” (ex-F.M. Whitaker) both sank at their dock in New Orleans near Mile Marker 101 on the Mississippi River. “Gladys B” was built in 1937 by Newport News Shipbuilding and powered by a single Fairbanks 38D8-1/8 diesel and the 3,000HP “Peggy H” in 1983 by Delaware Marine & Manufacturing and powered by twin EMD 12-645s. Both vessels were out of service

when they sank. One person on board managed to safely get ashore without injury. Containment booms were laid out and the cause of the accident is under investigation.

The salvage permit issued by Nova Scotia’s Department of Natural Resources and the Environmental Department for the 28,094dwt Great Lakes bulker “Miner” (ex-Canadian Miner, Lemoyne, Maplecliffe Hall) was extended three months. The ship, being towed from Montreal to Turkey for scrapping, wrecked on Scatarie Island off Nova Scotia in September 2011, has been slowly breaking up since. The 222.5m x 23.0m x 11.9m depth “Miner” reportedly will be dismantled in sections and barged to Port Hawkesbury where scrap will be shipped by rail to buyers in Canada. The U.S. “Miner” was under tow of the tug “Hellas” when the tow wire parted in heavy seas and the ship drifted hard aground. Heavy seas prevented “Hellas” from retrieving her tow. As autumn and winter weather approaches all bets may be off for a successful salvage.

Great Lakes Dredge & Dock Corporation, the largest provider of dredging services in the U.S. and a major provider of commercial and industrial demolition and remediation services, reported revenues of US$ 166.5 million for the quarter ended June 30, 2012, up 7.4% over second quarter 2011. Gross profit for second quarter was $23.9 million, up 14.4% over the same 2011 period. Year to date revenue increased primarily due to the increase in second quarter revenue; however, gross profit margin was down due to weather impacts and lower dredge utilization during the 2012 first quarter. CEO Jonathan Berger said, "The dredging division performed well this quarter, after weather impacted results in the first quarter of 2012. Backlog remained at a high level, $455 million, at June 30, 2012, despite the slow domestic bidding during the second quarter. The demolition segment continues to perform on its projects in backlog. A large portion of the demolition backlog earned in the quarter relates to new management's focus on large complex projects with higher margins, such as bridge demolition and industrial, municipal and utility buildings.” Mr. Berger continued, "The last month has been very busy for us. Positive legislation was passed by Congress and signed into law by the President, bidding has been active in dredging and demolition and we announced we are building a new, world class hopper dredge. Great Lakes is well positioned to execute on our strategic plan of doubling the size of the Company in five years." Great Lakes Dredge & Dock’s fleet is comprised of twelve cutter suction dredges, ten hopper dredges, five bucket dredges, two drill boats, a fleet of hydraulic loaders, barges, booster pumps, state-of-the-art survey vessels, and dozens of other specialized support vessels, as well as land equipment.


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Seacor Holdings Inc.’s net income for quarter ended June 30, 2012 was $11.2 million, including a net loss from discontinued operations of $0.4 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 March 31, 2012, net income attributable to SEACOR Holdings Inc. was $36.5 million, including net income from discontinued operations of $19.4 million. Offshore Marine Services – Operating income was $0.8 million on operating revenues of $123.3 million compared with operating income of $22.9 million on operating revenues of $121.1 million in the preceding quarter. Second quarter results included $0.6 million in gains on asset dispositions compared with $1.8 million in gains in the preceding quarter. In the U.S. Gulf of Mexico, second quarter results included results of Seacor's fleet of lift boats acquired in March 2012. Excluding lift boats, operating income was $18.2 million lower the second quarter. Time charter revenues were $14.3 million lower primarily due to a decrease in rig moving activity for Seacor's large anchor handling towing supply vessels. Utilization was 71.8% compared with 73.1% the preceding quarter and average day rates decreased from $14,964/day to $10,649/day. As of June 30, 2012, Seacor had no vessels cold-stacked in the U.S. Gulf of Mexico, compared with four in March. In Africa, time charter revenues were $3.4 million higher. Time charter revenues were $2.7 million higher due to improved utilization, $0.4 million higher due to improved average day rates and $0.9 million higher due to repositioning of vessels between geographic regions. These increases were partially offset by a $0.6 million reduction in time charter revenues due to fleet dispositions. In the Middle East, time charter revenues were $2.2 million higher, of which $0.9 million was due to improved utilization and $0.2 million due to higher average day rates. Net fleet additions and repositioning of vessels between geographic regions increased time charter revenues by $1.1 million. In Brazil, Mexico and Central and South America, time charter revenues were $3.1 million lower. Time charter revenues were $3.8 million lower due to reduced fleet utilization and were $0.1 million lower due to net fleet dispositions and the repositioning of vessels between geographic regions. Higher average day rates increased time charter revenues by $0.8 million. In Europe, excluding the $7.1 million contribution of the wind farm utility vessels, time charter revenues were $0.1 million lower. Higher average day rates and improved utilization increased time charter revenues by $1.1 million and $0.3 million, respectively. Time charter revenues were $1.0 million lower due to vessel dispositions and $0.5 million lower due to currency exchange rates.

Marine Transportation Services – Seacor’s operating income was $0.5 million on operating revenues of $25.8 million compared with operating income of $2.4 million on operating revenues of $26.3 million the preceding quarter. Operating results for the U.S.-flag product tanker fleet were lower the second quarter primarily due to 21 days of out-of-service time and $1.6 million of expenses related to topside repairs on “Seabulk Arctic”.

As of June 30, 2012, Marine Transportation Services’ fleet included seven U.S.-flag product tankers operating in the domestic coastwise trade, of which five were owned and two were leased-in, and eight owned foreign flag RORO vessels operating in the shipping trade between the United States, the Bahamas and Caribbean. Of the U.S-flag product tankers, four were operating under long-term bareboat charters and three were 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 June 30, 2011 quarter-end, Marine Transportation Services’ fleet included seven U.S.-flag product tankers and eight foreign flag RORO vessels. Other, primarily Harbor and Offshore Towing Services, reported operating income of $3.0 million on operating revenues of $17.6 million compared with operating income of $3.2 million on operating revenues of $19.9 million the preceding quarter. Second quarter results included $1.9 million in gains on asset dispositions relating to sale of two harbor tugs. Operating results were lower in the second quarter primarily due to decreased port traffic and conclusion of a short-term contract on the U.S. West Coast. Seacor's unfunded capital commitments as of June 30, 2012 were $377.6 million and consisted of: eleven OSVs for $148.7 million; an interest in a jack-up drilling rig for $31.2 million; twelve helicopters; seven inland river tank barges for $16.2 million; an interest in a river grain terminal; four harbor tugs for $28.5 million; and other equipment and improvements. During the six months ended June 30, 2012, capital expenditures were $186.5 million. Equipment deliveries during the period included one OSV, one wind farm utility vessel, three inland river dry cargo barges, two liquid tank barges, one inland river towboat and 13 helicopters. During the six months ended June 30, 2012, Seacor sold four OSVs, six helicopters, one inland river towboat, two harbor tugs and other. Two of the offshore support vessels sold were to Seacor's Mexican joint venture for $48.5 million. Subsequent to June 30, 2012, Seacor committed to purchase three inland river towboats for $11.4 million and notified the lessee of its intent to purchase three harbor tugs currently operating under capital leases for $3.9 million.


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Hornbeck Offshore Services’ second quarter 2012 revenues increased 62.9% to $131.6 million compared to $80.8 million for the second quarter of 2011 and increased 9.7% compared to $120.0 million for the first quarter of 2012. Operating income was $33.8 million, or 25.7% of revenues, for the second quarter of 2012 compared to $3.8 million, or 4.7% of revenues, for the prior-year quarter; and $28.6 million, or 23.8% of revenues, for the first quarter of 2012. Hornbeck recorded net income for the second quarter of 2012 of $12.0 million, compared to a net loss of ($7.0 million) for the year-ago quarter; and net income of $6.3 million for the first quarter of 2012. Second quarter 2012 EBITDA increased 131.3% to $55.5 million compared to $24.0 million for the second quarter of 2011 and increased 24.4% compared to $44.6 million for the first quarter of 2012. Hornbeck recorded a $0.9 million ($0.6 million after-tax) loss on early extinguishment of debt during the second quarter 2012. This loss resulted from the redemption of its remaining 6.125% senior notes due 2014. Excluding the impact of such loss on early extinguishment of debt, EBITDA and net income for the second quarter of 2012 would have been $56.4 million and $12.6 million respectively. After adjusting for a $5.2 million ($3.2 million after tax) loss on early of extinguishment of debt in the first quarter of 2012, the sequential increase in EBITDA is primarily attributable to improved market conditions for Hornbeck's Upstream segment. Downstream Segment. Revenues from the Downstream segment of $9.9 million for the second quarter of 2012 decreased by $3.0 million, or 23.3%, compared to $12.9 million for the same period in 2011, and were lower than the sequential quarter by $2.2 million, or 18.2%. Hornbeck's double-hulled tank barge average day rates were $16,284 for the second quarter of 2012 compared to $17,333 for the same period in 2011 and $17,271 for the sequential quarter. The decrease in tank barge day rates for the second quarter of 2012 compared to the first quarter of 2012 was primarily driven by demobilization revenue Hornbeck earned from an Upstream customer in the sequential quarter. Excluding the impact of this demobilization fee, day rates would have been $16,636, for the first quarter of 2012. Utilization for the double-hulled tank barge fleet was 74.6% for the second quarter of 2012 compared to 90.6% for the year-ago quarter and 85.4% for the sequential quarter. The significant decline in utilization from the prior-year quarter largely resulted from 164 incremental days out-of-service for discretionary commercial capital expenditures readying three barges with vapor-recovery systems for charters commencing in the third quarter of 2012 related to the Eagle Ford shale trend in the Gulf of Mexico and the regulatory drydocking of one barge during the second quarter of 2012. Effective, or utilization-adjusted, day rates for Hornbeck's double-hulled tank barges were $12,148 for the second quarter of 2012, which is $3,556, or 22.6%, lower than the prior-year quarter effective day rates.

Hornbeck Tug & Tank Barge Quarterly Utilization and Day Rates

2012 2011 2010 2009

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

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 74.60% 85.40% 87.30% 92.00% 90.60% 82.30% 85.60% 86.90% 74.20% 75.10% 71.50% 67.60%

Avg. Day rate $16,284 $17,271 $18,176 $18,222 $17,333 $16,377 $16,782 $18,615 $18,708 $15,816 $16,210 $28,503

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 June 30, 2012, excluding seven inactive non-core vessels, Hornbeck's operating fleet consisted of 51 new generation OSVs, four MPSVs, nine double-hulled 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-hulled tank barges for the remainder of fiscal 2012 and for fiscal 2013 is currently 63% and 10%, respectively. Effective day rates for Hornbeck's nine double-hulled tank barges are projected to be in the range of $14,000 to $15,000 for the full-year 2012.

Hornbeck expects maintenance capital expenditures and other capital to be approximately $58.2 million and $9.4 million, respectively, for the full-year 2012. For fiscal years 2013 and 2014, Hornbeck expects that its 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.


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Kirby Corporation of Houston, Texas announced net earnings for the second quarter ended June 30, 2012 of $47.6 million compared with $41.7 million for the 2011 second quarter. Consolidated revenues for the 2012 second quarter were $511.8 million compared with $437.3 million reported for the 2011 second quarter. Joe Pyne, Kirby’s Chairman and CEO, commented, “Our second quarter earnings of $.85 per share came in at the high end of our revised $.80 to $.85 per share guidance range. During the second quarter, we experienced overall continued strong inland tank barge utilization and improved rates as United States petrochemical production remained strong. Our coastal transportation results were hindered by higher than anticipated maintenance related costs and further deterioration in the Northeast market. In our diesel engine services segment, our legacy marine market remained strong during the quarter and our power generation market remained positive. For the land-based market, with the decrease in natural gas prices, we experienced a significant decrease in demand for the manufacturing of hydraulic fracturing equipment, but the demand for the remanufacturing of such equipment continues to improve.” Marine transportation revenues for the 2012 second quarter were $342.2 million, compared with $266.6 million for 2011 second quarter, and operating income was $71.7 million compared with $58.4 million. High United States production levels at petrochemical plants, stable refinery output and favorable demand for the movement of crude oil resulted in continued strong inland transportation demand, fleet utilization in the 90% to 95% range and favorable pricing trends during the second quarter. Temporarily lower petrochemical volumes from one major customer due to scheduled and unscheduled maintenance at multiple facilities, as well as low water levels on the Mississippi River System which led to light loading of tank barges and resulting lower revenues, did negatively impact the second quarter and resulted in lower ton miles when compared with 2011 second quarter. Kirby Offshore Marine, Kirby’s coastal tank barge fleet acquired on July 1, 2011, generated approx. 20% of the marine transportation segment’s 2012 second quarter revenues. Coastal operating results were positive, but hindered by continued softness and excess capacity in the New York Harbor market resulted in low equipment utilization levels and competitive bidding for available movements. 2012 second quarter results were also negatively impacted by additional maintenance and repair related expenditures, and resulting lost revenue days.

Kirby Marine Transportation Performance Measurements

2012 2011 2010 2009

Q2 Q1 Q4 Q3 Q2 Q1 Q4 Q3 Q2 Q1 Q4 Q3

Ton Miles (in millions) 3,194 3,282 3,392 3,552 3,241 3,229 3,317 3,246 3,336 3,058 2,945 3,257

Revenue / Ton Mile (cents/tm) 8.3 8.1 7.7 7.6 7.9 7.2 6.7 6.9 6.7 7 7.1 6.6

Towboats operated (average) 239 242 239 244 247 230 220 217 221 224 212 215

Delay Days 1,164 2,471 1,721 1,111 1,964 1,981 1,498 1,006 1,446 1,822 1,808 688

Avg. cost / gal. fuel consumed $3.35 $3.16 $3.14 $3.27 $3.25 $2.65 $2.29 $2.17 $2.29 $2.14 $1.98 $1.89

Tank barges active 818 806 819 837 837 829 825 850 860 861 863 874

Coastwise & local tank barges 57 58 59 57

Coastwise dry cargo barges 4 4 4 4

Inland Bbl Cap.(mill) active 16.4 16 16.2 16.3 16.4 16.1 15.9 16.4 16.5 16.6 16.7 16.8

Coastwise & local tank barges Bbl Cap. 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 2012 second quarter was 21.0% compared with 21.9% for second quarter 2011. The 2012 second quarter margin reflected overall strong inland demand and equipment utilization and higher term and spot market pricing, offset by lower margins for the coastal fleet. Commenting on 2012 third quarter and full year market outlook, Mr. Pyne said, “earnings guidance for the 2012 third quarter is $.87 to $.97 per share compared with $.94 per share reported for the 2011 third quarter. Our third quarter guidance range reflects a continued strong inland marine transportation petrochemical and black oil products markets, favorable term and spot contract pricing, and favorable marine and power generation diesel engine services markets. Our guidance also reflects continuation of low water conditions throughout the Mississippi River System during the third quarter. We anticipate improved results from our coastal marine transportation market, benefiting from seasonal refined products movements, partially offset by continued weakness in the New York Harbor market. Due to the lack of clear visibility, a key contributor between our low and high end guidance range for both the third quarter and the year is the land-based diesel engine services market, particularly the demand for the manufacturing and remanufacturing of oilfield equipment, including hydraulic fracturing units. For the 2012 year, earnings per share guidance was narrowed to $3.50 to $3.70 compared with $3.33 per share for the 2011 year.”


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Mr. Pyne continued, “Our 2012 capital spending guidance range is currently $290 to $300 million, including approximately $130 million for the construction of 58 inland tank barges and five inland towboats, and approximately $70 million in progress payments on the construction of two offshore dry-bulk barge and tugboat units scheduled for delivery in 2012 with an estimated cost of $52 million each. The increase from the previous capital spending guidance range of $265 to $275 million is primarily for upgrading the coastal fleet and progress payments on inland tank barges and towboats recently ordered in 2012 and scheduled for delivery starting in December 2012 and throughout 2013.”

Late breaking news… Kirby Corporation entered into an agreement to purchase the assets of Allied Transportation Company, a subsidiary of Allied Marine Industries, and two affiliated companies. Allied is an operator of offshore barges and tugs participating in the coastal transportation of petrochemicals, as well as dry sugar products, in the U.S. Northeast, Atlantic and Gulf Coast regions. Customers include major petrochemical companies, most of which are current Kirby customers for inland tank barge services. Allied’s fleet consists of 10 coastwise tank barges with a total liquid capacity of 680,000bbl, three offshore dry-bulk barges with a total capacity of 48,000dwt, and seven tugs. Total value of the cash transaction is anticipated to be $116 million before post-closing adjustments and fees, including $10 million that will be paid contingent on developments with sugar provisions in the U.S. Farm Bill. The purchase will be financed through Kirby’s revolving credit facility. The week of August 27th, Kirby received consent and commitment from participating banks to increase its unsecured revolving credit facility from $250 million to $325 million. Closing of the Allied transaction is expected to occur late third or early fourth quarter 2012 and is subject to certain conditions, including expiration of the required waiting period under the Hart-Scott-Rodino Act. Joe Pyne, Kirby’s Chairman and CEO, commented, “We are very pleased to announce our agreement with Allied. Operating as a U.S. Jones Act carrier primarily in the offshore petrochemical business, Allied has one of the most complementary coastal fleets to Kirby’s existing coastal and inland operations. In addition to enhancing Kirby’s ability to expand and strengthen certain existing customer relationships, the acquisition of Allied provides Kirby with a strong footprint from which to grow the petrochemical segment of our offshore business.” Mr. Pyne further commented, “We expect the positive earnings impact from Allied on our 2012 results will be offset by transaction related expenses. Accordingly, our guidance for 2012 remains in the $3.50 to $3.70 per share range. For 2013, we expect the earnings per share contribution from Allied to be in the $0.06 to $0.08 range.”

Trinity Industries of Dallas, Texas, reported net income of $67.8 million for second quarter 2012. Net income for the same 2011 quarter was $30.0 million. Revenues for second quarter 2012 increased 45% to $1,028.4 million compared to $708.3 million for the same quarter 2011. Trinity reported an operating profit of $154.9 million in the

second quarter of 2012, a 62% increase compared to $95.4 million for the same quarter last year. “I am pleased with our accomplishments during the second quarter and the overall rate of growth that we are experiencing in our company, both in terms of growing top-line and bottom-line results,” said Timothy R. Wallace, Trinity’s Chairman, CEO and President. “During the second quarter, our businesses continued to perform well as they responded to various conditions within their respective markets.” Mr. Wallace continued, “During the second half of 2012, we are repositioning a portion of our production capacity to meet the growing demand for products serving the oil, gas, and chemicals industries. These products are well aligned with our core competencies. Repositioning will include, among other things, the conversion of certain facilities from manufacturing wind towers to railcars. These initiatives will enhance our ability to meet market demand and achieve additional operating leverage in the future. As we shift a portion of our production capacity to pursue these opportunities, there are multiple variables that can influence the timing of events pertaining to quarterly financial results. As a result, the earnings guidance we are providing is for the second half of 2012, rather than quarterly guidance.” Inland Barge Group reported revenues of $173.9 million, a 48% increase compared to second quarter 2011. The increase in revenues was due to higher volumes and a change in mix of barge types. Increased volume was primarily due to the recovery from flooding that reduced production levels second quarter last year. Operating profit for this Group was $36.6 million in second quarter 2012, a 92% increase compared to second quarter 2011. The increase in operating profit was primarily due to higher volumes, the mix of barge types delivered, and the delivery of an order of specialty barges during the quarter. During second quarter 2012, the Inland Barge Group received orders of approx. $203 million, and as of June 30, 2012 had a backlog of approx. $542 million compared to a backlog of approx. $512 million as of March 31, 2012.


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Tidewater Inc. reported first quarter net earnings for the period ended June 30, 2012, of $32.9 million on revenues of $294.4 million. For the same quarter last year, net earnings were $24.6 million on revenues of $254.6 million. The immediately preceding quarter ended March 31, 2012, had net earnings of $33.6 million on revenues of $289.4 million. Primary driver of Tidewater’s business, and revenues, is the level of its customers' capital and operating expenditures for oil and natural gas exploration, field development and production. These expenditures, in turn, generally reflect expectations for future oil and natural gas prices, economic growth, hydrocarbon demand and estimates of current and future oil and natural gas production. The prices of crude oil and natural gas are critical factors in exploration and production (E&P) companies' decisions to contract drilling rigs and offshore service vessels in the various international markets or the U.S. Gulf of Mexico, with the various international markets being largely driven by supply and demand for crude oil, and the U.S. Gulf being influenced both by the supply and demand for natural gas (primarily in regards to shallow water activity) and the supply and demand for crude oil (primarily in regards to deepwater activity).

Crude oil prices trended downward during the quarter ended June 30, 2012 on concerns that the global economic recovery is losing steam. Renewed concerns regarding prolonged levels of relatively high unemployment in the U.S. and other advanced economies, along with a worsening fiscal and financial uncertainty in certain Euro-zone countries, and inflation risks in emerging economies, have softened global demand for crude oil in the near term. The OPEC, at its meeting held in June 2012, stated that because of the downside risks to the global economy in the near term, despite seasonally higher demand, it will maintain current crude oil production levels (approx. 30 mb/d) to ensure that supply and demand for crude oil is balanced. OPEC further expressed that it will strive to meet consumer demand, crude oil

market stability, and other coordinated efforts to respond quickly to market developments to ensure balanced global supply of crude oil at a time when, despite the current economic uncertainties, 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-July 2012, was trading around $87 per barrel for West Texas Intermediate (WTI) crude and around $103/bbl for Intercontinental Exchange (ICE) Brent down from $105/bbl for WTI and $120 for ICE in mid-April 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 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 trended slightly higher during the quarter ended June 30, 2012 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 wells have 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-July 2012, natural gas was trading in the U.S. in the $2.85 to $2.95/Mcf range up from the $1.85 to $2.05 range in mid-April 2012. The dynamic of oversupplied natural gas inventories in the U.S. exerts downward pricing pressures on natural gas prices in the U.S. Prolonged increases in the supply of natural gas (whether supply comes from conventional or unconventional natural gas production or gas produced as a byproduct of crude oil production) generally will continue to suppress prices for natural gas, although over the longer term 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 result in a decrease in demand for offshore support vessel services, primarily in the Americas segment (specifically Tidewater’s U.S. operations where natural gas is the relatively more predominant exploitable hydrocarbon resource).


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Certain energy industry analysts are reporting in their 2012 Mid-Year E&P Expenditure (both land-based and offshore) Surveys that global capital expenditure budgets for E&P companies are forecast to increase by approx. 11% over calendar year 2011 levels with international spending driving the increase. The surveys forecast that international capital spending budgets will increase 12% (originally forecast at 9% in the year-end 2011 surveys) over calendar year 2011 levels while North American capital spending budgets (primarily oil drilling related as natural gas directed drilling is forecast to decline) are forecast to increase 9% (originally forecast at 11%) over calendar year 2011 levels. It is anticipated by these analysts that the North American capital budget increases will primarily be spent onshore rather than offshore, while international E&P spending is expected to be largely offshore, with the strongest markets expected to include Asia, Latin America, Europe, and the Middle East. Capital expenditure budgets incorporated into spending surveys were based on an approx. $90 WTI average price per barrel of oil, which is above the current WTI market prices for crude oil. Analysts also report that declines in capital budgets for natural gas-focused spending in North America were offset by higher levels of drilling for oil. 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 low shipyard and financing costs. Reports published by ODS-Petrodata in mid-July 2012 suggest that the worldwide movable drilling rig count (currently estimated at approx. 860 movable offshore rigs worldwide, approx. 45% of which are designed to operate in deeper waters) will increase as approx. 195 new-build offshore rigs that are currently on order and under construction are delivered, primarily over the next three years. Of the estimated 860 movable offshore rigs worldwide, approximately 640 are

currently working. It is further estimated that approx. 50% 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 approximately 70 new floating production units currently under construction and expected to be delivered primarily over the next three years to supplement the current approx. 355 floating production units worldwide. According to ODS-Petrodata, the global offshore supply vessel market in mid-July 2012 had approx. 415 new-build offshore support vessels (platform supply vessels and anchor handlers only), under construction that are expected to be delivered to the worldwide offshore vessel market primarily over the next two years. The current worldwide fleet of these classes of vessels is estimated at approx. 2,775 vessels, of which Tidewater estimates more than 10% are stacked. An increase in worldwide vessel capacity would tend to have the effect of lowering charter rates, particularly when there are 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 approx. 717 vessels, or 26%, of the worldwide offshore fleet, that are at least 25 years old and nearing or exceeding original expectations of their estimated economic lives. These older vessels, approximately one-third 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 drilling rigs and floating production units that are expected to be delivered and become operational over the next few years, which should help minimize the possible negative effects of the new-build offshore support vessels being added to the offshore support vessel fleet.


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At June 30, 2012 Tidewater had 324 owned or chartered vessels (excluding joint-venture vessels and vessels withdrawn from service) in its fleet with an average age of 13.5 years. The average age of 218 newer vessels acquired or constructed since calendar year 2000 as part of Tidewater's new-build and acquisition program is 5.7 years. The remaining 106 vessels have an average age of 29.5 years. During quarters ended June 30, 2012 and 2011, Tidewater's newer vessels generated $263.3 million and $211.0 million, respectively, of revenue and accounted for 98%, or $121.9 million, and 91%, or $91.7 million, respectively, of total vessel margin. Tidewater's consolidated net earnings for the first quarter of fiscal 2013

increased 34%, or $8.3 million, compared to the same period in fiscal 2012, due to a 16% increase in total revenues, partially offset by a 9%, or $13.5 million increase in vessel operating costs, an 8%, or $3.1 million, increase in general & administrative costs, and a $3.5 million, or 87%, increase in interest and other debt costs. Tidewater recorded $294.4 million in revenues during first quarter fiscal 2013, which is an increase of $39.8 million over revenue earned during the same period of fiscal 2012. Tidewater’s Americas-based vessel revenues decreased approximately 4%, or $3.0 million, during first quarter fiscal 2013 compared to the revenues earned during the same period in fiscal 2012, primarily due to $1.3 million and $1.6 million lower revenues earned on the towing supply/supply and other classes of vessels, respectively. Americas-based vessel operating costs decreased 4%, or $1.8 million, during first quarter fiscal 2013 compared to the same period in fiscal 2012. Revenues on towing supply/ supply vessels decreased $1.3 million, or 4%, during the comparative periods, due to a fewer number of towing supply/supply vessels operating in this segment because of vessels transferring to other segments and because of vessel sales. Revenues on the other class of vessels decreased $1.6 million, or 18%, during the same comparative periods, primarily because fewer other vessels are operating in the Americas segment due to vessel sales. Total utilization rates for Americas-based vessels increased 9 percentage points, during first quarter fiscal 2013 compared to first quarter fiscal 2012; however, this increase is primarily a result of sale of 24 older, stacked vessels from the Americas fleet during the fifteen month period ended June 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 comparative periods because stacked vessels are considered available to work and 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 first quarter fiscal 2013, Tidewater stacked four additional vessels and sold no vessels from the previously stacked fleet, resulting in a total of 25 stacked Americas-based vessels as of June 30, 2012. Asia/Pacific-based vessel revenues increased 46% or $16.2 million, during first quarter fiscal 2013 compared to first quarter fiscal 2012, due to a 22 percentage point increase in utilization and 50% increase in average day rates on deepwater vessels which resulted in a $9.4 million increase in revenues as vessels were put to work following resolution of delays on certain customer projects. In addition, revenue on towing supply/supply vessels increased $7.1 million, or 38%, during the same comparative periods, due to a 12 percentage point increase in utilization and a 14% increase in average day rates due to stronger demand for this class of vessel in this segment. At the beginning of fiscal 2013, Tidewater had 16 Asia/Pacific-based stacked vessels. During first quarter of fiscal 2013, Tidewater stacked no additional vessels and sold two vessels from the previously stacked vessel fleet, resulting in a total of 14 stacked Asia/Pacific-based vessels as of June 30, 2012. Middle East/North Africa-based vessel revenues increased $6.4 million, or 25%, during first quarter fiscal 2013 compared to first quarter fiscal 2012, primarily due to a 20 percentage point increase in utilization rates and a 27% increase in average day rates on towing supply/supply vessels, which resulted from resolutions of delays with acceptance of some vessels (and cancellation of other vessels) as part of a multi-vessel package committed to charter hire contracts with one customer in the Middle East. This resulted in a $6.5 million increase in towing supply/supply revenue. At the beginning of fiscal 2013, Tidewater had seven Middle East/North Africa-based stacked vessels. During first quarter fiscal 2013, Tidewater stacked no additional vessels and sold no vessels from the previously stacked vessel fleet, resulting in a total of seven stacked Middle East/North Africa-based vessels as of June 30, 2012.


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Sub-Saharan Africa/Europe-based vessel revenues increased 16%, or $17.2 million, during first quarter fiscal 2013 compared to first quarter fiscal 2012, primarily due to a three percentage point increase in utilization rates and an 11% increase in average day rates on deepwater vessels resulting from an increase in the number of deepwater vessels operating in the segment due to delivery of new vessels and vessels mobilizing into this segment. Revenue increases by deepwater vessels were partially offset by a decline in revenue from towing supply/supply and other classes of

vessels. Vessel revenue on towing supply/supply vessels and other class of vessels decreased 7% and 17%, or $3.6 million and $3.3 million, respectively, primarily due to a fewer number of towing supply/supply and other vessels operating in this segment because of vessels mobilizing to other segments where there was stronger demand for these classes. Vessel sales also contributed to decline in revenues (particularly for towing supply/supply vessels) during the comparative periods; however, the majority of sold/disposed vessels were stacked vessels that generated no revenue for Tidewater. 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 first quarter fiscal 2013, Tidewater stacked three additional vessels and sold six vessels from the previously stacked vessel fleet, resulting in 20 stacked Sub-Saharan Africa/ Europe-based vessels as of June 30, 2012. At June 30, 2012, Tidewater had one 8,200BHP AHTS under construction at an international shipyard, for a total expected cost of $24.0 million. This vessel will be delivered mid-August 2012. As of June 30, 2012, Tidewater had invested $19.1 million in this vessel. Tidewater is also committed to construction of one 261’, eight 275’, five 286’ and two 300’ deepwater PSVs and two 215’ towing supply/supply class PSVs for a total estimated cost of $579.7 million. Tidewater's shipyard, Quality Shipyards, is constructing the 261’ deepwater class vessel. One international shipyard is constructing the two 215’ vessels. Two different international shipyards are each constructing four 275’ deepwater PSVs, and a fourth international shipyard is constructing the five 286’ deepwater PSVs. One U.S. shipyard is constructing the two 300’ deepwater PSVs. The two 215’ towing supply/supply class PSVs are scheduled for delivery in August and October of 2013. The 261’ deepwater PSV has an expected delivery in October 2013. The eight 275’ deepwater class vessels are expected to be delivered beginning in January 2014, with final delivery of the eighth vessel in January 2015. Delivery on the five 286’ deepwater class vessels will begin in mid-to-late August 2012 with final delivery of the last 286’ vessel scheduled for March 2013. The two 300’ deepwater class vessels are scheduled for delivery in July and December of 2013. As of June 30, 2012, $213.1 million was invested in these 18 vessels. Two 300’ PSVs under construction at a domestic shipyard have fallen substantially behind schedule. The shipyard recently notified Tidewater that the shipyard should be entitled to a delay in the delivery dates and an increase in the contract price for both vessels because Tidewater was late in completing and providing the shipyard with detailed design drawings. The detailed design drawings were developed for Tidewater by a third party designer. While Tidewater believes that other factors also contributed to the delay, negotiations with the shipyard are ongoing in an attempt to reach an amicable settlement. Tidewater is also committed to construction of one 175’, fast supply boat and four water jet crewboats for a cost of $22.4 million. Two separate international shipyards are constructing these vessels. Tidewater is experiencing a substantial delay with the fast supply boat, which is under construction in Brazil and was originally scheduled to be delivered September 2009. On April 5, 2011, pursuant to the construction contract, Tidewater sent the subject shipyard a letter initiating arbitration in order to resolve disputes of such matters as the yard's failure to achieve payment milestones, failure to follow the construction schedule, and failure to timely deliver the vessel. Tidewater continues to pursue arbitration. The four water jet crewboats are expected to be delivered in February, April and June 2013. As of June 30, 2012, Tidewater had invested $11.9 million for construction of these vessels. At June 30, 2012, Tidewater agreed to purchase two PSVs for an aggregate approx. total purchase price of $39.6 million. Tidewater plans to take possession of these PSVs in August and September 2012. Both PSVs have 3,500dwt cargo capacity. As of June 30, 2012, Tidewater had invested $9.3 million for the acquisition of these two vessels. During the quarter ended June 30, 2012, Tidewater disposed of nine vessels, including three AHTSs and two PSVs. Three of the nine vessels were disposed from the Asia/Pacific fleet and the other six were disposed from the Sub-Saharan Africa/Europe fleet. During first quarter fiscal 2013, Tidewater took delivery of two newly-built vessels and acquired one vessel from a third party. One of the delivered vessels is a 286’, deepwater PSV, which was constructed at an international shipyard for $30.1 million. The other vessel delivered during first quarter fiscal 2013 is a towing supply/supply class, AHTS vessel of 8,200BHP. This vessel was constructed at a different international shipyard for $23.7 million. Tidewater also acquired a 246’ deepwater, PSV for $19.4 million.


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Quarterly Utilization and Average Day Rates for Tidewater Inc.

2012 2011 2010 2009

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

Utilization

Americas Fleet

Towing-Supply/Supply 53.40% 53.10% 54.20% 42.90% 43.30% 48.30% 41.00% 42.70% 39.30% 40.80% 43.30% 52.10%

Offshore Tugs 38.70% 23.60% 19.30% 20.00% 20.00% 16.40% 17.00% 16.80% 25.10% 19.80% 45.70%

New Vessels 85.30% 87.30% 90.10% 85.60% 86.80% 87.40% 83.40% 84.70% 82.00% 76.50% 75.70% 76.30%

Traditional Vessels 41.80% 41.30% 37.70% 36.20% 35.10% 36.10% 30.20% 31.10% 29.20% 32.20% 34.70% 47.00%

Asia Pacific Fleet


Offshore Tugs 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 93.30% - -

New Vessels 93.60% 81.00% 83.10% 69.80% 80.80% 79.30% 79.70% 69.70% 87.80% 82.40% 76.40% 78.20%


Mid-East / No. Africa Fleet


Offshore Tugs 50.00% 50.00% 50.00% 63.20% 58.80% 59.70% 60.00% 59.60% 55.60% 71.80% 75.30%

New Vessels 89.50% 83.90% 68.20% 58.60% 69.10% 79.70% 93.00% 87.70% 70.20% 77.90% 70.20% 97.00%


Sub-Sahara Africa / Europe


Offshore Tugs 72.60% 69.00% 60.80% 62.00% 60.30% 73.30% 66.10% 74.60% 68.60% 70.60% 60.50%

New Vessels 83.70% 82.20% 84.80% 86.80% 88.00% 87.80% 89.70% 89.80% 88.20% 87.00% 91.60% 87.70%


Average Day Rates

Americas Fleet

Towing-Supply/Supply $14,135 $13,704 $13,812 $14,786 $14,031 $14,411 $13,741 $13,603 $13,005 $11,742 $12,036 $12,248

Offshore Tugs $9,613 $8,525 $6,318 $6,332 $6,341 $6,342 $6,383 $6,345 $7,261 $6,775 $7,369

New Vessels $19,119 $19,096 $18,863 $19,469 $18,849 $18,400 $20,078 $20,073 $20,247 $20,928 $22,095 $21,736

Traditional Vessels $8,318 $8,851 $8,655 $8,650 $9,958 $10,115 $9,757 $10,264 $10,416 $8,914 $8,442 $9,064

Asia Pacific Fleet


Offshore Tugs $10,000 $9,709 $9,236 $9,709 $9,709 $9,426 $9,426 $9,426 $9,497 $0 $0

New Vessels $19,384 $20,247 $17,395 $15,028 $16,716 $18,332 $18,880 $20,235 $19,503 $19,313 $21,494 $19,815

Traditional Vessels $0 $3,642 $3,749 $3,953 $4,232 $5,195 $5,769 $6,361 $6,320 $6,725 $7,176 $7,332



Offshore Tugs $5,194 $5,127 $5,117 $5,302 $5,235 $5,226 $5,262 $5,205 $5,751 $6,818 $6,734

New Vessels $12,388 $11,657 $12,337 $13,562 $12,496 $12,325 $11,028 $10,983 $13,526 $16,636 $17,647 $17,733




Offshore Tugs $6,705 $6,620 $6,751 $7,110 $6,836 $6,930 $6,541 $6,528 $6,780 $6,552 $7,144

New Vessels $13,680 $14,098 $12,921 $12,134 $11,907 $11,077 $11,022 $11,164 $11,506 $12,467 $12,331 $13,340


Average Vessel Count (excluding stacked)

Domestic

Towing-Supply 24 25 26

Americas Fleet

Towing-Supply/Supply 57 52 57 65 70 70 70 81

Offshore Tugs 5 6 5 5 6 6 6 7

New Vessels 43 41 42 41 39 39 45 45 42 40 37 37

Traditional Vessels 21 24 24 26 30 31 35 33 42 50 55 59

International

Towing-Supply 200 206 208

Offshore Tugs 27 25 24

Asia Pacific Fleet



New Vessels 31 32 30 30 27 30 32 27 23 23 21 18





New Vessels 27 27 27 25 24 18 14 15 11 7 8 6




Offshore Tugs 13 12 13 13 14 14 14 13

New Vessels 115 113 105 102 104 103 99 97 94 91 87 85



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Recent News – Latin America & Caribbean Netherlands ship delivery and crewing service Redwise Maritime Services BV is currently delivering the tug “Mistral” (ex-Svitzer Liwa) from Duabi, U.A.E. to Cartagena, Colombia for new owners Intertug SA. The 28.0m x 9.8m x 4.8m twin screw “Mistral” was originally built by Pacific Ocean Engineering & Trading Pte. Ltd. at Jiangsu Wuxi Shipyard, China in 2004 for SvitzerWijsmuller Middle East. The tug is powered by a pair of 1,324kW Yanmar 6N21A-EN diesels developing a total of 3,600HP at 900RPM to CP props.

Fairmount Marine’s 16,300HP tug “Fairmount Sherpa” has delivered the 149.4m x 24.0m x 12.6m drillship “Peregrine 1” (ex-Onyx, Mikhail Mirchink) safely in Singapore. The Bahamas flagged “Peregrine 1” was towed from Salvador in Brazil to Singapore. For this job the 75m, 2005 built “Fairmount Sherpa” was mobilized from Rio de Janeiro where the tug had delivered the rig “Odn Tay IV”. Upon arrival in Salvador the Fairmount team prepared the “Peregrine 1” for towage. After these preparations, “Fairmount Sherpa” commenced the tow across the Atlantic, clearing Cape of Good Hope and across the Indian Ocean towards Singapore - a voyage of over 9,100 miles, which was done at an average speed of 8.5kn. En route a bunker stop was made in

Port Louis, Mauritius. The 1982 built, “Peregrine 1”, is owned by U.S. company La Patagonia Offshore. The 7,425mtdw drillship had to be towed to a shipyard in Singapore for repairs and modifications……Fairmount’s tug “Fairmount Alpine”, sister to the “Sherpa”, towed the 11,165dwt “Elbcarrier” safely into a Guatemalan port after the vessel was drifting off the island of Cozumel off the eastern coast of Mexico’s Yucatan Peninsula after the Antigua and Barbuda flagged ship suffered an engine failure. “Fairmount Alpine” was mobilized from the port of Kingston, Jamaica, arriving at the location of the disabled ship within 36 hours and able to connect up in short time. “Fairmount Alpine” towed the 139.6m x 22.2m x 9.5m depth ship to Santo Tomas de Castilla, Guatemala. The voyage of 321 nautical miles took only two days, with an average speed of 6.4 knots. “Elbcarrier” is a German owned container vessel flying the flag of Antigua & Barbuda and built in 2007. The vessel, with a cargo capacity of 974 TEU, was on its southbound voyage from Port Everglades, Florida to Santo Tomas de Castilla, Guatemala……Fairmount Marine’s 205 ton bollard pull super tugs “Fairmount Glacier” and “Fairmount Summit” delivered the Bahamas flagged FPSO “Cidade de Ancchieta” (ex-FPSO Espadarte, FPSO VI, Berge Pilot, Berge Beaurivage, Beaurivage) in the Baleia Azul Field, offshore Rio de Janeiro, Brazil. After mobilization, Fairmount Class tugs “Fairmount Glacier” and “Fairmount Summit” hooked up with the FPSO, which had undergone a fast track upgrading at

a shipyard in Singapore. The convoy set sail on June 15th for the 9,500nm voyage. Only one

bunker stop was made in Cape Town, South Africa while enroute. “Fairmount Glacier”, the lead tug, and “Fairmount Summit” delivered the “Cidade de Ancchieta” in the Baleia Azul Field in the early morning hours of August 2

nd. Both tugs towed the 344.5m x 51.9m x 28.4m

“Cidade de Ancchieta” from Singapore to Brazil at a record breaking average speed of 8.4kn. The 1975 build FPSO is owned by SBM Offshore NV. After modification and upgrading in Singapore, the FPSO was leased by Petrobras for an 18 year operation.

Five years ago, the Panama Canal Expansion broke ground at Paraiso Hill and, as of August 31, 2012, the program´s advance was estimated at 44.5%. "The Panama Canal Expansion Program is moving forward at a good pace. The program has made positive contributions to Panama´s economy such as direct employment, investments, knowledge and technological transfer," said Panama Canal Administrator/CEO Jorge L. Quijano. To date, three of the four dry excavation projects have been completed and the 4th project reached 67% through August 31. Dredging of the Pacific and Atlantic entrances and of Gatun Lake are advancing as scheduled with progress reaching 92%, 98%, and 76% respectively. Locks design and construction has reached 31%. Locks gates are being fabricated in Italy and the first four gates should be shipped to Panama during first quarter 2013. The last four gates should be in Panama first quarter 2014. Valves are being fabricated in Korea and delivery of valve components to Panama has been ongoing for some time and are being incorporated into the lock structure. The contractor is expected to complete the main lock structure and begin pre-commissioning tests in the dry during first quarter 2014, with flooding of the locks and final commissioning planned to start in September 2014.


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Grupo TMM, S.A.B., reported financial results for second quarter of 2012. José F. Serrano, chairman and chief executive officer of Grupo TMM, said, "In the 2012 second quarter, consolidated revenue decreased compared to the 2011 period, driven mainly by lower tariffs and lower utilization at the product tanker segment, reduced operations at Acapulco and the volatility of the peso versus the dollar, all of which is more difficult to overcome in a contracted revenue environment. However, 2012 second-quarter and first

six-month utilization at the offshore segment was 88.5 percent and 90.4 percent, respectively. In the first six months of 2012, we renewed six contracts for three-year terms each, and in July we renewed two contracts for two-year terms each, all of which will improve our Maritime division results going forward. To date, the Maritime division’s backlog is $167.6 million." Serrano concluded, "We believe we are close to reaching an agreement for the financial implementation of the development of a container and liquids terminal at the Port of Tuxpan. Once completed, this terminal will strategically position TMM in this lucrative sector. Additionally, we continue to work to expand the Company’s revenue and profit base through the addition of specialized offshore vessels to TMM’s fleet." Compared to the same periods of last year, consolidated revenue in the 2012 second quarter and first six months decreased 12.8% and 8.7%, respectively. Second-quarter and first six-month 2012 consolidated operating profit was $1.7 million and $6.0 million, respectively. Operating profit in the 2011 second quarter included other income net of $6.4 million, which was mainly attributable to the recovery of certain tax incentives. Excluding this one-time event, operating profit decreased $2.6 million in the second quarter of 2012 and decreased $3.7 million in the first six months of 2012, compared to the same periods of last year. Consolidated EBITDA decreased 41.8% to $14.2 million in the 2012 second quarter compared to $24.4 million in the 2011 second quarter and decreased 26.6% to $31.4 million in the 2012 first six months compared to $42.8 million in the 2011 first six months. Maritime revenue decreased 8.5% and 2.3% in the 2012 second quarter and first six months, respectively, compared to the same periods of last year, mainly driven by revenue losses at product tankers due to increased off-hire days, as well as by lower average daily tariffs compared to the same periods of 2011. These losses were partially offset by $1.8 million of revenue from TMM’s shipyard at Tampico recorded in the first six months of 2012. Comparing the first six months of 2012 with the same period of 2011, offshore revenue increased 0.4% to $50.3 million, due mainly to increased revenue days; product tanker revenue decreased 16.8% to $13.9 million, attributable mainly to increased off-hire days and lower average tariffs, as mentioned above; chemical tanker revenue decreased 18.4% to $8.0 million as a result of lower volumes; and harbor tugs revenue increased 7.5% to $7.2 million mainly due to higher tariffs per ship call and to the addition of tug services to a new LNG terminal at Manzanillo in March. Maritime operating profit decreased 20.6% and 12.7% in the 2012 second quarter and first six months, respectively, compared to the same periods of last year, due mainly to operating losses at product tankers as a result of two vessels that were unemployed for the larger part of this year’s first quarter and one unemployed vessel in the second quarter, which increased operating costs. Maritime profit reductions were partially offset by improvements at chemical tankers in both reported periods compared to last year, as this business segment recorded $0.9 million of gross profit in the first six months of 2012 compared to a gross loss of $0.3 million in the first six months of 2011. Additionally, TMM’s shipyard contributed $0.5 million of profit in the first six months of 2012. TMM is a major shipping company that provides transport services for chemicals, molasses and vegetable oils between Mexican and U.S. 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. Since 1997 Grupo TMM has offered a towing service at the port of Manzanillo, Colima, Mexico’s busiest commercial port. Grupo TMM has five tugboats.


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Ultrapetrol (Bahamas) Limited, serving three markets (River Business, Offshore Supply Business and Ocean Business), recorded second quarter 2012 revenues of $79.5 million, compared to $70.0 million same quarter 2011. Adjusted net loss for the second quarter of 2012 was $8.0 million as compared with net loss of $6.0 million during the same period of 2011. Second quarter 2012 net loss includes a $2.6 million gain for deferred taxes on an unrealized foreign currency exchange loss on U.S. dollar-

denominated debt of Ultrapetrol’s Brazilian subsidiary in the Offshore Supply Business. Including the effect of this gain, the net loss for the second quarter of 2012 was $5.4 million. Felipe Menéndez, Ultrapetrol's President and CEO, stated, "During this quarter our River Business suffered from the drought which has cut the soybean crop in the Hidrovia region in 2012 in half. We partially substituted the soybean volume lost with iron ore but the margins that we expect to obtain are lower and the longer distances involved in the transportation make our pushing capacity a limiting factor. As a compensating element our barge shipyard has secured orders to build 38 dry barges and 14 tank barges to be delivered beginning in the second half of 2012 through April 2013 for a total consideration of approximately $63.0 million. We estimate that with the deliveries that will take place through the end of 2012 we will obtain a consideration of approximately $43.0 million to partially compensate for the lower margins related to the increased transportation of iron ore as a result of the drought." Mr. Menéndez continued, "During this quarter we took delivery of our first new building from India ‘UP Jade’. The ship commenced her four year charter with Petrobras at $33,000 per day on August 10, 2012. With this addition plus the increase in rate that we expect to obtain from ‘UP Agua-Marinha’, ‘UP Topazio’ and ‘UP Diamante’ whose old charters expire in the fourth quarter, we expect to have significant additional EBITDA generation in the second half of 2012. Our remaining three new buildings are scheduled for delivery in October and December 2012 and March 2013 respectively so this time next year our operating fleet in our Offshore Supply Business is expected to be 50% larger than it was in the second quarter 2012." Len Hoskinson, Ultrapetrol's Chief Financial Officer, said, "In August 2012 we secured a $10.0 million bridge loan from DVB to complete the pre delivery financing of ‘UP Pearl’ and ‘UP Onyx’ at the yard in India. We are in the process of organizing the new post-delivery financing of all four of the Indian PSVs which we expect to complete in the second half of the year." As a consequence of the combined effect of a severe drought that affected the soybean production in the region and the lower than usual water levels in the Upper Paraguay River at the beginning of the second quarter Ultrapetrol’s River Business experienced a 7% decrease in the volume of cargo transported in the second quarter of 2012 as compared with the same period of 2011. Second quarter 2012 River Business segment adjusted EBITDA decreased to $5.4 million from $5.9 million when compared to the same period of 2011. According to the United States Department of Agriculture, the soybean crop in Paraguay for 2012 has 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 in large parts of Argentina and central Brazil as well as Paraguay. Soybean and particularly the early variety crop in Paraguay suffered severe impacts on its yields. Compounding this effect, low river levels limited the draft at which Ultrapetrol could operate through the Upper Paraguay River at the beginning of the second quarter. Partially offsetting the milder prospects for agricultural products in the Hidrovia region for 2012, iron ore production in the three mines connected with the river system has increased substantially. As a result, cargo mix for the first half of 2012 has shown a stronger skew for iron ore as a result of Ultrapetrol's efforts to fix the available capacity left by agricultural products on contracts for carrying iron ore. Although these ore volumes are partially replacing the decrease in soybean cargo, such replacement is showing the lower margins associated to this type of cargo on account of longer round trips and consequent higher fuel consumption. Additionally, this temporary shift in Ultrapetrol’s cargo mix towards a larger share of iron ore places more pressure on its pushing capacity. Ultrapetrol continues to add capacity and implement various margin expansionary initiatives to profitably capitalize on the segment's long term growing demand of the agricultural sector along the Hidrovia which remains strong. Seeded area is expected to continue to grow fostered by the strong prices of soybean and other agricultural commodities. This steady long-term growth trend represents an important demand driver for Ultrapetrol's future River Business.


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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 second quarter 2012 Ultrapetrol entered into three very significant contracts to build barges for third parties. On April 25, 2012, Ultrapetrol entered into a barge building contract where it agreed to build a total of 24 jumbo barges (these barges when built will be leased by Ultrapetrol for 10 years) in its Punta Alvear yard. On May 18, 2012, Ultrapetrol entered into a contract to build for a third party 14 liquid and dry barges for a total of $20.3 million. On July 24, 2012, Ultrapetrol entered into a similar contract to build for the same buyers another 14 liquid and dry barges for a total of $20.3 million. In both these sales the barges will be exported to Colombia and buyers have

advanced 50% of the purchase price. With these orders the yard will be fully employed until end first quarter 2013. Ultrapetrol expects that all of the 24 barges of the first order and all of the 14 dry and liquid barges of the second order will be delivered in the third and fourth quarter of 2012. The resulting adjusted EBITDA will be reported during the second half of this year (none of these deliveries have taken place yet; the first three barges are scheduled to be delivered the third week of August). Ultrapetrol has

continued its re-engining and re-powering programs that aim to convert engines on eleven of its main pushboats from diesel to heavy fuel. Having finalized re-engining of two pushboats in the second quarter of 2012, six heavy fuel-consuming pushboats are now in operation (compared to only two such pushboats in operation a year ago) and the next re-engined pushboat is expected to commence operation within first quarter 2013 bringing the total to seven where Ultrapetrol has 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 EBITDA margins in the future. Sociedad Matriz SAAM S.A. of Valparaiso, Chile currently owns and operates a tug fleet of 126 units (including 7 units under construction) in 11 countries, distributed along the most important Chilean ports, and overseas, operating in the main ports of Peru, Ecuador, Mexico, Colombia, Uruguay, Brazil, Guatemala and Costa Rica. 66, or 52.4% of the tug fleet, is fitted with azimuthing propulsion. During the next five years 2012 - 2016, SAAM plans to double EBITDA in their three divisions of Port Terminals, Towage and Logistics with potential investment of $2.4 billion in terminals, $900 million in the tugboat sector and $600 million in the logistics. Included in the $900 million tug

investment to sustain a leading role in port activities in the Americas is a maintenance plan for fleet modernization and acquisition, boost their presence in the oil and gas markets with larger vessels, further port tug operator acquisitions especially in countries that SAAM currently does not have a presence and entering the river transport market in Brazil, Colombia and Argentina through acquisitions and/or new operations. Financing for the expansion is expected to come through SAAM’s own

resources, strategic partners and indebtedness in the capital market. SAAM’s 2011 revenue for 2011 was $641 million with an EBITDA of $156 million. The towage division brought in combined consolidated and affiliated revenues of $185 million during 2011. During the first six months of 2012, the towage sector’s combined revenues were $96 million, up 6.7% from the same period during 2011.

In addition to Port Terminals, logistics, shipyards and offshore support vessels, Wilson, Sons currently operate a fleet of 76 tugs operating in all major ports of Brazil. Net revenues for 2011 totaled $698.0 million, of which the towage sector brought in $167.4 million (24% of total 2011 revenues) and offshore $41.4 million (6% of 2011 total revenues), all three revenue figures up from 2010. 84.8% of total towage revenues were earned from harbor work, while 15.2% came from special operations such as FPSO and ocean towage,

salvage, LNG operations and support to FPSO construction. In addition to the tugs, Wilson, Sons also owns 14 owned PSVs plus three flag-cover AHTSs as of August 2012. Wilson, Sons shipyards have also delivered a total of 10 PSVs and 25 tugs between 2004 – 2011 and currently have two Damen design tugs and nine Damen PSVs or other offshore support vessels up to 4,500dwt on the order-book through 2014 at their Guaruja yard and eight


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FPSOs and three drilling ships on the order-book through 2017 at their Rio Grande Ltda. shipyard.


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Recent News – Europe and Mediterranean

The Italian-American Consortium, Titan / Micoperi, presented the detailed engineering and design plan for the removal of the wreck “Costa Concordia” to representatives from Osservatorio during a regularly scheduled meeting on 13

th August. The presentation

confirmed the previously presented and shared phases of the plan. Activities in recent months have focused on the testing of the various technologies required to successfully execute the operation and the increasing need to prevent or contain any potential impacts to the surrounding environment. To date, all suppliers of the materials and

work required have been secured. The drilling techniques that will be used have been selected carefully and the seabed has been mapped, which will aid in minimizing the effects on the marine environment. The marine environment (turbidity, sediments distribution, current patterns, sea mammals, etc.), as well as the land environment (air quality, noise, vibrations, etc.), have been evaluated. Diligent monitoring of these environments will be in place once the drilling begins to minimize the impact. As the plan progresses, the various phases will be confirmed with the Osservatorio team and the technicians who operate on site to ensure feasibility and well-being of the ecosystem surrounding the wreck. Orders were recently placed for all the supplies, components and materials necessary for operations. These purchases will have a positive impact on Italy’s national industry and the local economy. The wreck removal plan has a new predicted timeline that estimates the parbuckling and refloating to be complete by Spring of 2013. This time schedule is dependent in part upon subcontractor deliverables and schedules, and will preserve the upcoming summer season. The consortium of Titan-Micoperi, along with Costa Crosciere and the Osservatorio, remains committed to pursuing all appropriate solutions that improve the time frame of the wreck removal. TOS (Transport & Offshore Services) is delivering both 28.4m x 8.5m x 3.4m twin screw sister-tugs “Zweden” (ex-Smit Zweden) and “Rusland” (ex-Smit Rusland) from Sliedrecht, The Netherlands on behalf of new owners Marsadel Co. Ltd. of Gibraltar. Both tugs were built for Smit Harbor Towage of Rotterdam in 1979 by BV Scheepswerf & Mfbk De Merwede in Hardinxveld, Netherlands and powered by a pair of 699kW Kromhout-Stork Werkspoor 6F240 diesels developing a total of 1,900HP to CP props. New owners reportedly plan to use both tugs hauling construction and dredging equipment along the North and West African coasts.

Rimorchiatori Riuniti’s 7,180BHP VSP tug “Spinola” was chartered in June by PB Tankers to carry out the unmooring operations and general assistance to the 280m x 40.8m x 22m FSO “Alba Marina” off Termoli in the Adriatic Sea. Four tugs were employed in this operation. The tug left Malta on 16

th June and successfully

concluded the operation on 26th June, berthing again back in Malta on 29

th June

ready to start new employment.

The 4,200HP, 23.8m ASD tug “VB Cádiz” and sister tug “VB Jerez”, both built in 2006 and from the fleet of Boluda Towage and Salvage, took part in the docking and departure of two large sail training ship from the Royal Spanish and Italian navies, the 113m, four-masted topsail schooner “Juan Sebastián de el Cano” and the 101m, three-masted, full rigged ship “Américo Vespucci” respectively, in occasion of the bicentenary of the Spanish Constitution. Both vessels participated in the Great Race that took place in the waters off Cadiz. Nearly half a hundred big ships participated in the competition that brought thousands of spectators in the bay of Cádiz, where the “Juan Sebastián de el Cano” was built 85 years earlier. The steel hulled “Amerigo Vespucci” was built in 1930 at the (formerly Royal) Naval Shipyard of Castellammare di Stabia in Naples in the style of large late 17

th century 74-gun naval ships of the line.


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On Friday 13th July, 2012, Tsavliris Salvage Group of Piraeus dispatched their salvage tug "Tsavliris Hellas" (ex-Zouros Hellas, Magdelan Sea, Salvor General, Abeille Normandie), from her Ponta Delgada salvage station, to the assistance of the

Marshall Islands flagged, Turkish owned, 9,370dwt general cargo vessel "Faruk Kaan", laden with about 7,300mt of steel products, disabled about 700 nautical miles northwest of Cape Verde Islands. The convoy arrived safely at Mindelo outer anchorage under tow on 25

th July, 2012. On 29

th

July the 2005 built, 126.1m x 20.0m x 10.4m depth vessel was shifted to Mindelo inner anchorage and redelivered to her owners. "Tsavliris Hellas" was originally built in 1977 by Beliard-Murdoch S.A. for Les Abeilles and powered by a pair of SACM AGO 240V20ESHR diesels with 4-blade CP

props in Tow Master nozzles developing a total of about 10,000HP and bollard pull of about 110 tons. Les Abeilles International operated the tug for 10 years and sold her to Venezuelan interests. In 1990, Marcon arranged for the purchase of “Salvor General” as she was then known and her sister-tug “Salvor Commander” (ex-Abeille Provence) to Secunda Marine Services of Canada under whose ownership she operated until 2004.

After a short maintenance period, at the end of August, Van Wijngaarden Marine Services’ tug / workboat “Gouwestroom” departed The Netherlands for a journey of about 5,700nm to the Caribbean via Tenerife, Canary Islands; Mindelo, Cape Verde and St. Eustatius; Netherlands Antilles. The 20.7m x 6.5m x 2.48m depth, 1,460BHP “Gouwestroom” will act in a beach replenishment project assisting by connecting the floating pipeline to the trailing suction hopper dredger, survey operations, transport of crew / stores and all other common activities. The 1998 built, twin screw tug is powered by a pair of 536kW GM 16V92TA diesels, Twin Disc MG 5202 5.04:1 gears and fixed pitch props in kort nozzles. “Gouwestroom” has tankage for 35,000L fuel and 18,000L water and is classed by Bureau Veritas.

Harms Bergung’s 192 ton bollard pull, 19,000BHP AHT “Magnus” built 2006, 207 ton bollard pull, 19,000BHP “Taurus” built 2007 and 100 ton bollard pull, 8,078BHP AHT “Pegasus” built 2009 were involved in the Saipem summer season projects in the North Sea. The “Magnus” was the first vessel released from the contracts after which it mobilized to Greece for the tow of the jack-up rig

“B319” recently built by Keppel FELS in Singapore to Giresun in Turkey through the Bosporus……The 104 ton bollard pull, 8,078BHP AHT “Centaurus” built in 2009 towed the 28,824dwt self-discharging laker “Don” (ex-Gordon C. Leitch, Ralph Misener) from Montreal to Aliaga, Turkey where the 222.5m x 23.0m x 12.8m ship was broken up by Oge Gemi Sokum Ithalat Ihracat. The ship was originally built by Canadian Vickers Ltd. of Montreal in 1968 for Misener Shipping Ltd…… Previous to the August scrap tow, “Centaurus” was fixed in July for a move of the independent leg cantilever jack-up rig “Rowan Gorilla VII” and scheduled to go on hire to Apache, after completing a charter on-hire to Heerema Marine Contractors supporting their 201m x 88.4m x 49.5m deep water construction vessel “Thialf”.

As of 31st August, the inspectors on board the 85,823dwt, abandoned 6,732TEU container ship “MSC Flaminia” found no objections to the vessel transiting the English Channel to her port of refuge in Germany. The 300m x 40m x 12.2m ship, built in 2008 by Daewoo Shipbuilding, caught fire on 14

th July in the middle of the Atlantic Ocean

while enroute to Northern Europe from Charleston, South Carolina. The stricken ship was taken under tow on 20

th July by Fairmount Marine’s 205 ton bollard pull deep

sea tug “Fairmount Expedition”, escorted by J.P. Knight’s 180 ton bollard pull “Anglian Sovereign”, continuing firefighting attempts to contain the blaze, and Augustea’s 152 ton bollard pull “Carlo Magno”.


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In a different type of a towing experience, Kotug International BV is going to try and set a world record attempt at the World Harbor Days at the Port of Rotterdam on 7

th September.

Thirty experienced and professional knee-boarders will be towed behind the 28.7m x 9.8m x 4.8m, 5,000BHP ASD tug “SD Rover” between the Erasmus Bridge and Hotel New York in Rotterdam (Wilhelminakade). The attempt is sponsored by Damen Shipyards, Endenburg, Earth Water, Milot Reizen, RTS Waterfun, SuperRebel and with cooperation of the Foundation Wereldhavendagen. The ASD 2810 design “SD Rover” was built in 2012 by BV Scheepswerf Damen and powered by a pair of CAT 3516Cs developing a bollard pull of 56 tons……On 3

rd

July, the jack-up drilling rig “Shelf Explorer” (ex-Transocean Shelf Explorer, Shelf Explorer, Shelf Driller) was discharged from the heavy lift vessel Dockwise’s “Black Marlin”. The Transocean owned rig was brought from Singapore to Rotterdam by the 57,000dwt “Black Marlin”. Four Kotug RotorTugs assisted during the float-off operation at “paal 84” in the Dutch Caland-canal. As soon as the rig was well clear of the submersed “Black Marlin”, the two forward tugs, the 31.4m, 6,456BHP, 84 ton bollard pull Rotortug “RT Champion” and the E-Kotug hybrid 32.0m, 6,884BHP, 84 ton bollard pull “RT Adriaan” extended its position to ITC Towage’s 12,000HP ocean-going tug

“Boulder” and the 30.3m, 5,710BHP, 73 ton bollard pull “Svitzer Marken”. With the “RT Magic” and “RT Leader” as steering tugs until the Hook off Holland breakwaters, the transport set sail to Flushing where the drilling rig “Shelf Explorer” will be converted into offshore hotel accommodations at the Damen Scheldepoort Shipyard. The accommodation unit will then be known as “Atlantic Amsterdam”, owned by Atlantic Amsterdam Pte. Ltd. in Singapore, a subsidiary of Ezion Holdings Ltd. The 74.7m x 86.3m x 7.6m depth, jack-up drilling rig was originally built in 1982 by Cie. Francaise d’Enterprises Metalliques in France at a cost of abt. US$ 60 million……Kotug towed barges “H281” and “H332” for Allseas Marine Contractors. Nordane Shipping’s 5,200BHP ASD tug “Stevns Arctic” (in time charter with Kotug) picked up barge “H281” in Tyne, which needed to be towed to Laggan field. Allseas’

225m x 32m pipelay ship “Audacia” is working at Laggan Field and “Stevens Arctic” is giving, next to the barge towage, general assistance. Besides, Allseas required Kotug for the towage project of the barge “H-332” from Tyne to Lerwick, covering the same project as where “Stevns Arctic” was occupied. On June 6

th, the 6,300HP, 76mt

bollard pull Rotor-tug “RT Magic” departed Tyne with the barge “H-332” in tow. On June 9

th. barge “H-332” was delivered in Lerwick and “RT

Magic” was released by Allseas..Kotug assisted the rig move of “Noble Piet van Ede” and “Noble Ronald Hoope”. On June 4

th assisting tug

Nordane Shipping’s “Stevns Arctic”, in time charter with Kotug, and Ostensjo Rederi AS’ leading tug, the 45.5m, 7,178HP ASD tug “Thorax” and the “Zeus” moved Noble Drilling’s jack-up rig “Noble Piet van Ede” for account of GDF Suez in the Dutch sector. Shortly after GDF Suez required Kotug / “Stevns Arctic” to move the jack-up rig “Noble Ronald Hoope”. Operations went according to plan, although bad weather conditions often prevented continuation. Rig “Noble Ronald Hoope” was delivered safely at her new location on June 20

th..Kotug was awarded a 6 year towage concession for

Germany's new deep sea Container Terminal Wilhelmshaven (CTW). In the European Tender bidding process to render towage services at CTW, Kotug persuaded JadeWeserPort Realisierungsgesellschaft, owners of the terminal, about Kotug’s professional capabilities and experience, dedicated crew and powerful, maneuverable RotorTugs. CTW Terminal will be commissioned in September 2012 and will be Germany's first deep sea container terminal with a water depth of 18m, enabling the latest generation container vessels to call the port at any time. CTW in Wilhemshaven will be Germany's third largest container port at the German North Sea coast. The rise in the number of containers being transported, and in particular the increasing size of the container ships (currently: 18,000TEU) must be catered to with suitable port structures. Wilhelmshaven is optimally equipped. “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.


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Following successful completion of the Nord Stream project, ITC Towage's 12,000BHP AHTS “Blizzard” continued working for Saipem UK. Ltd., now supporting the semi-submersible lay barge “Castoro Sette” with anchor handling operations. From May up to including August 2012, the 145 ton bollard pull vessel spread worked in the Norwegian sector on the Gundrun project and in the UK sector on the Scott and York projects. The Gudrun project comprises a new build platform, export lines to “Sleipner A” and the power cable from “Sleipner A”. The jacket was installed last summer by Saipem's “S 7000”, which will also install the topsides next summer. Working for Statoil, “Castoro Sette” had to install two 14 and 12 inch oil and gas export pipe lines of 57km long. The 140 ton bollard pull “Boulder” towed “Castoro Sette” to its first work location and was relieved by “Blizzard” after the first week of May. The Gundrun project required intensive anchor handling operations, “Blizzard” setting up to 24 anchors each 24 hours and handling of the heavy midline buoys. For the Scott project, “Castoro Sette”

took care of 7km of pipeline, incorporating the start-up operation. Mid July the vessel spread moved to the Scott worksite and activities were completed early August. During three weeks in August, “Castoro Sette” completed the deep water part of the pipelines after which the barge was towed to Rotterdam, where the convoy arrived on August 24th, 2012 after a successful campaign….ITC has sold their 47.8m x 13.9m, 8,500HP tugs “Tempest” (ex-SmitWijs Tempest, Tempest) and “Typhoon”, with the “Tempest” going to Indus Shipping and Trading Corp. and being renamed “Indus”, and the “Typhoon” sold to Gudri Shipping and Trading Corp. and renamed “Gudri”. The tugs

were built in 1977 and 1976 respectively for Wijsmuller by van der Giessen-de Noord BV of Alblasserdam and powered with Stork Werkspoor 6TM410 4-stroke diesels with controllable pitch props in kort nozzles and developed a bollard pull of abt. 102 tons. Both vessels are now under the management of Rotterdam Shipping Solutions of Schiedam and Panamanian flagged……In July, Saipem Ltd. was awarded the EPIC contract by Centrica Resources for the York gas field which comprises reservoirs in UKCS block 47 e in the Southern North Sea. The project called for the installation of approx. 34 km of 16 inch gas export pipeline, and 3 inch methanol piggy-back line from the York gas field to the Easington Gas Terminal. Saipem UK Ltd awarded Allseas Marine Contractors SA the installation of approx.13 Km 16 inch + 3 inch pipeline as part of the York Development project. The pipeline installation will start near shore in a pre- dredged trench. During lay of the first kilometer the pipe was pulled ashore. Steel cofferdams were installed on the beach. There was high cofferdam at the top of the beach, the top surface of which is above water level and forming the winch platform for pipe pulling. This part

of the project was performed by Allseas’ 111.3m x 27.4m, shallow water lay barge “Tog Mor”, assisted by ITC's 8,500BHP AHT “Typhoon”. For five weeks, during June and July 2012, AHT “Typhoon” performed anchor handling and towage services with “Tog Mor” under contract with Allseas….In June, AHT “Typhoon” was contracted by Augustea Anchor Marine Transportation Ltd. to tow the 124m x 31m x 7.93m depth heavy lift submersible “Boa Barge 35”, loaded with the fore-ship section of the new British aircraft carrier HMS “Queen Elizabeth”, from Portsmouth to Rosyth. HMS “Queen Elizabeth” will be the first of the Royal Navy's two new super aircraft carriers and is scheduled to enter service in 2016. Construction of HMS “Queen Elizabeth” began in 2009. Her

assembly is taking place in the Firth of Forth at Rosyth Royal Dockyard. The carrier will be built from nine blocks built in six UK shipyards in Glasgow, Appledore, Rosyth, Hebbrun, Portsmouth and at Birkenhead. The tow was redelivered to local tugs at Rosyth following a smooth four days towage operation……The 12,000BHP “Boulder” was contracted by Heerema for cargo runs and towage of their barge “H 302” and “Vikingbarge 3” from Flushing to South Arne Field, where Heerema's HLV “Balder” will install a new jacket and topside. The South Arne platform comprises a combined wellhead, processing and accommodation platform with an oil storage tank on the seabed and buoy loading facilities for oil. The oil produced is conveyed to an 87,000m3 storage tank on the seabed. When the tank is full, the oil is transferred to a tanker by means of buoy loading facilities. The gas produced is transported through a gas pipeline to Nybro on the west coast of Jutland. The South Arne Field has accommodation facilities for 57 persons.


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Last 14th March, a wayward 165m x 35m drydock was returned to her original

home at Oresund Drydocks in Sweden, towed by two tugs and assisted by a third. The drydock had broken loose from its moorings at the southern quay of Oresund Drydocks premises in Landskrona, Sweden on the 27th of November 2011. The dock drifted in an eastern direction towards bay of Lundåkra, due to the high sea water level occurring at that day. It passed over the very shallow waters and stranded approx. 3km from its original position. The floating dock then came to a stop in a sensitive Natura 2000 area. Because of the very shallow water depth of 0.5m and the protected nature area, Koole Maritiem of The Netherlands developed an unconventional method for re-floating. With a little help from an old friend called Archimedes, thinking out-of-the-box, actually resulted into thinking inside-the-basin. At the end of January 2012 and with the use of 200 crane mats and 175 steel beams, Koole Maritiem built an artificial basin with an area of approx. 28.000m² around the dock, while at the same time three excavators were digging a 2m deep channel with a length of 1.8km. When the basin was finished, a gully

with a depth of 2m was excavated as well inside of the basin, where the dock could stay afloat. All the preparations, operated during a very cold month, were finished at the end of February. Then it was time to wake up the sleeping giant to return home. When the basin was filled with about 60 million liters of water, the dock was refloated. At that point it was repositioned with the use of winches, anchors and cranes, and pointed in the direction of the newly formed channel, just above the deep gully. With an alive, floating and repositioned dock, the basin was emptied and, the water level lowered to sea level again. At this point only the weather stood in the way of returning the dock. When the wind and tidal conditions were optimal, the dock was slowly but steadily moving in the direction of open sea.

Touax Group, owners and operators of river barges, railcars, shipping containers and modular buildings, indicates that business in the first half of 2012 was in line with forecasts thanks to the dynamism of world trade, apart from Europe. Half-year revenues of Euro 187.2 million, up 25%, and EBITDA after distribution to investors up 29%. Half-year net income was Euro 8.6 million, up 51%. The River Barge division's

revenue was up 10% compared with June 2011. The leasing revenue continued to fall due to the discontinuation of transport services and repositioning in favor of leasing. The division sold river transport assets in Europe and the United States in order to optimize its profitability and invest in new contracts. River barge revenues were Euro 15.8 million for first half 2012 compared to Euro 14.4 million for the same period in 2011. The leasing business continues to show relatively good performance. New barges intended for leasing have been ordered for the South American market, with deliveries scheduled in the second half of 2012. The Group is studying new prospects for growth in South America.

According to a 31st May 2012 European Commission Report, in the course of an average

year, around 140 billion ton-kilometers of transport work is performed on inland waterways, transporting around 500 million tons of cargo. The inland waterway network in the EU includes about 37,000km inland waterways in 20 Member States; 12 Member States are directly interconnected through inland waterways. Although this represents only a modest percentage of the overall EU transport network and activity, it remains a formidable volume of freight transported over a network with a huge spare capacity capable to alleviate the busiest parts of the EU road and rail network. The Transport White paper sets the overall EU target to reduce transport related greenhouse gas emissions by 60% until 2050, while at the same time accommodating the expected increasing demand for mobility. It moreover recognizes that this target can only be achieved if all modes of transport contribute to the best of their abilities to the sustainable, integrated transport system of the future. Inland waterway transport definitely has potential in this respect: the preferred policy option of the White Paper anticipates that the modal share of inland waterway transport can improve by 2050 by more than 20% compared to the business as usual scenario. Inland waterway transport remains the most energy-efficient and climate friendly of all modes of transport and its energy efficiency can still be further improved. Its emissions (and associated external costs) have moreover much more reduction potential than for the other modes of transport. Realizing its potential is therefore a priority and a vital part of the EU’s transport policy mix.


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Compared with first half 2011, Bourbon’s revenues are up 17.7% to €568 million, with a strong 20.5% overall increase in Marine Services and Subsea Services. This growth mainly stems from expansion of the fleet, particularly in the Shallow Water Offshore segment (with 12 more vessels than in H1 2011), the rise in average daily rates and the firmer dollar exchange rate (14.5% at constant exchange rates). Compared to second half 2011, revenues grew 8.1% (+3.9% at constant exchange rates), driven essentially by the Shallow Water Offshore and Crewboats segments, which gained 20.1% and 10.2%, respectively. These gains primarily reflect expansion

of the fleet, improvement in daily rates and the firmer dollar. The sharp increase in average daily rates in Subsea Services more than offset the impact of Classification drydock periods. "Against the backdrop of a continuing favorable market environment, BOURBON reports growth in line with the Bourbon 2015 Leadership Strategy plan, as the positive impact of the increase in average daily rates applies to an expanding fleet", says Christian Lefèvre, BOURBON's CEO. "With the relative slowdown in the rate of commissioning of new vessels, our focus is now more than ever on safety, operational excellence and cost control." Compared to first half 2011, Marine Services revenues increased 22.4% to €460.4 million, with growth driven by the higher rates, especially in deepwater offshore, expansion of the fleet, particularly the shallow water offshore fleet, and the firmer dollar. At €142.6 million, H1 EBITDA rose a steep 42.7%, almost twice the rate of growth of revenues. Profitability measured by the “EBITDA to average capital employed excluding installments” ratio improved by 3.3 percentage points to 12.9%. The three segments, Deepwater Offshore, Shallow Water Offshore and Crewboats all contributed to improvement. Revenues gained 10.5%, compared to second half 2011, primarily due to higher rates in the Shallow water Offshore and Crewboats segments, combined with the favorable impact of foreign exchange rates. EBITDA increased 17.4%. Compared to the first half of the previous year, revenues for the period from Deepwater Offshore vessels were up 17.3% to €175 million, due primarily to improved rates and a stronger dollar, and, to a lesser extent, a higher utilization

rate at 91.9%. EBITDA increased at a stronger rate than revenues to €62.8 million, a 28.6% increase. Compared to the second half of 2011, revenues and EBITDA increased slightly (by 3.4% and 1.6%, respectively). Compared to the first half of 2011, revenues for the period from Shallow water Offshore vessels increased 35.7% to reach €153.8 million, mainly driven by the expansion of the fleet (+12 vessels in the past 12 months), the firmer dollar and the upturn in rates. First-half EBITDA for the segment totaled €40.4 million, up 42.1%, proportionately outstripping the growth in revenues. Compared to the second half of 2011, revenues for the period for this segment rose 20.1%, reaping the

benefits of these same impacts. EBITDA increased 26.7% for the second half of the year. Despite the continued uncertainty surrounding global economies, investments by oil and gas sector clients continue to be backed by the price per barrel (US$113 on average for the first half of the year), while demand for offshore service vessels is predicted to increase over the next two years. Orders for drilling rigs due to be commissioned in the next few years and the order books of offshore construction companies are set to stimulate demand for vessels. In Shallow Water Offshore, accelerating the process of replacing older vessels (deemed obsolete) on the market seems vital in order to meet the increasingly stringent risk management demands of oil and gas companies. Clients will continue to favor innovative, high-productivity vessels, which is where Bourbon’s fleet of vessels is particularly appreciated. The global Deepwater Offshore fleet continues to increase with new orders for "large" PSVs. In line with its strategy of taking into account the risk of over-capacity, Bourbon has very limited exposure to this market and concentrates on medium-sized vessels, for which demand remains strong in international markets. In August 2012, typhoon Haikui struck China, affecting the construction of 15 vessels in Sinopacific's shipyards in Zhejiang. The estimated delay for delivery and transfer of title to Bourbon of these vessels is five to six months.


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Maersk delivered a profit of US$ 1.0bn (US$ 1.6bn) and a return on invested capital (ROIC) of 8.8% (14.0%) for Q2. Cash flow from operating activities was US$ 1.6bn (US$ 1.8bn) and cash flow used for capital expenditure was US$ 2.1bn (US$ 1.6bn). The Group’s equity ratio was 50.4% (53.7%) and net interest-bearing debt was US$ 16.6bn (US$ 11.7bn). APM Terminals’ profit for the period was US$ 160m (US$ 162m). Throughput increased by 7% and by 5% on a like-for-like basis to 9.1m TEU (8.4m TEU). The West Africa region and some terminals in Asia saw double digit growth rates, whereas most European terminals experienced declining

throughput in Q2. Operations in terminals affected by local political unrest or labor issues improved during the quarter. APM Terminals took further initiatives to expand the portfolio with terminals and projects in China and Mexico. An unsolicited proposal to operate all Port of Virginia’s facilities in Hampton Roads, U.S., was submitted. Maersk Oil’s profit for the period was US$ 468m (US$ 694m). The result was negatively affected by a 17% decline in share of production to 287,000 barrels of oil equivalent per day (boepd) compared to 346,000 boepd in Q2 2011. Maersk Oil completed five exploration/appraisal wells compared to one in Q2 2011 and exploration costs were US$ 199m (US$ 214m). The average oil price was US$ 108 per barrel (US$ 117 per barrel). Maersk Oil entered into an agreement to acquire the remaining 30% of the Dumbarton and Lochranza fields, UK, with expected completion in the second half of 2012. Maersk Tankers lost US$ 9m in Q2 (loss of US$ 24m) and was negatively impacted by the persisting excess tonnage supply. Cash flow from operating activities was positive by US$ 46m (negative by US$ 14m) and ROIC was negative by 0.8% (negative 2.7%). The product segments continued to suffer from excess capacity and weak demand in the US and in Asia. Particularly, US gasoline import was far below 2011 levels. The crude segment performed well due to high demand but rates dropped toward the end of the quarter. The very large gas carriers (VLGC) segment benefited from increased gas supply and healthy demand in Asia. Maersk Tankers took delivery of a newbuild VLCC and a second hand 50,000 DWT MR vessel, and sold two product tanker vessels. 10 chartered vessels were redelivered to their owners during Q2. The last VLCC vessel from the newbuilding program was delivered in July 2012. Due to the current unsustainable market conditions, significant uncertainty pertains to valuation of the fleet. In anticipation of improved market conditions, Maersk Tankers has not recognized any impairment losses during Q2.

Maersk Supply Service’s profit was US$ 32m in Q2 (US$ 52m) and cash flow from operating activities was US$ 45m (US$ 63m). ROIC was 5.8% (9.2%). The AHTS, PSV and subsea support segments experienced weaker market conditions in Q2. Especially the North Sea market saw less activity and a large supply of vessels leading to increased pressure on day rates and utilization. Main areas of operation remain Brazil and Africa with high activity levels and a number of new contracts and extensions completed during Q2 2012. Maersk Supply Service has established an organization in Angola and initiated a significant training program of Angolan crew in order to strengthen the position in this growth area. Within the emergency response and rescue segment, Esvagt saw a higher activity level during the second quarter.

Maersk Supply Service’s contract coverage is 67% for the remainder of 2012 and 48% for 2013, excluding options. Svitzer’s profit was US$ 33m in Q2 (US$ 24m), an increase of 38% compared to Q2 2011, primarily driven by Harbor Towage tariff increases and startup of new Terminal Towage operations. ROIC was 8.1% (5.8%). Activity in SVITZER’s Harbor Towage business remained weak during the quarter, slightly down year-on-year. The robust growth in the Australian activity during Q2 was offset by weakness in Scandinavia and the UK. Terminal Towage activity developed as planned with preparation progressing well for the Gorgon LNG project off Australia’s west coast and the Angolan LNG project now fully operational. Within Salvage, activity started strong but weakened during the quarter. On 29 April 2012, seven people, of whom six Svitzer employees, died as a result of the catastrophic explosion and subsequent fire on the 33.6m x 10.6m x 5.6m, 4,700BHP, 1996 built ASD tug “Al Deebel” off the coast of Ras Laffan, Qatar. Crew were reportedly carrying out maintenance on a single-point mooring buoy 30nm off the coast when the explosion occurred in the engine room. The tug did not sink and was towed to Ras Laffan. Support is being provided to affected crews and families and investigations are ongoing in order to avoid similar future accidents.


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Royal Boskalis Westminster N.V. (Boskalis) reported a record revenue and record order book with a 12% increase in revenue the first half of the year to EUR 1.4 billion (first half 2011: EUR 1.25 billion). Net profit declined to EUR 102.5 million (first half 2011: EUR 114.1 million). Compared to year-end 2011 the order book increased and stood at EUR 3,753 million (end-2011: EUR 3,489 million). First half year EBITDA amounted to EUR 255 million and the operating result (EBIT) equaled EUR 146 million (first half 2011: EBITDA: EUR 277 million, EBIT: EUR 163 million). The

decline was largely due to lower results at Dredging, Maritime Infrastructure and Dry Infrastructure segments. Conversely, Harbor Towage & Salvage, Transport & Heavy Lift had a good first half year with a high level of activity and a rise in operating result. Peter Berdowski, CEO commented: “In the prevailing market we had a fine performance in the first half of the year with record revenue and an all-time high order book. In addition, the utilization level of the dredging fleet was good. We are clearly reaping the benefits of the addition of SMIT – both in terms of the financial contribution and with respect to new market initiatives, particularly in the field of Offshore Energy. For the remainder of the year our well-filled order book bodes well for the utilization of the vessels. Market conditions are not expected to change substantially in the short term. We see opportunities particularly in the offshore energy market and in port developments.” At the end of the first half of the year the order book stood at a historic high of EUR 3,753 million (end-2011: EUR 3,489 million). In the course of the first half of 2012 Boskalis acquired, on balance, EUR 1,544 million of new contracts, broadly spread around the world and across various market segments. Demand for infrastructure from the offshore energy sector (wind, oil and gas) continues to be a key factor behind the influx of new orders. At the start of 2012, the Dredging & Earthmoving segment was split to provide more insight into both sizeable activities. Based on large differences in capital employed, the two segments also have different margin profiles. Dredging activities make up the Dredging segment while dry earthmoving activities, along with new road construction and concrete construction activities of MNO Vervat, comprise the new Dry Infrastructure segment. Revenue in Dredging amounted to EUR 682 million (first half 2011: EUR 717 million). Revenue in European home markets (the Netherlands, Germany, U.K., Nordic countries) declined to EUR 186 million (first half 2011: EUR 219 million). The drop was mainly attributable to lower activity in the Netherlands. Projects that contributed to revenue in the Netherlands included Maasvlakte 2 and coastal defense projects along the Wadden islands, Texel. In other European markets Boskalis worked on various port and waterway maintenance projects. Germany in particular experienced a busy first half of the year, mainly with maintenance projects. Revenue in the non-European home markets (Nigeria and Mexico) rose to EUR 101 million (first half 2011: EUR 70 million). In Mexico it was mainly the Cuyutlán LNG import terminal and construction of a tunnel in Coatzacoalcos which contributed. Most of the growth was achieved in Nigeria, where activity continues to be strong, with main ongoing projects being the Gbaran-Ubie riverbank protection project, maintenance activities at a water station in Olero Creek and land reclamation project Onne Port. Growth prospects in Nigeria are good, although general stability remains an important point of attention for oil and gas companies when it comes to major investment. Revenue from the international project market declined to EUR 305 million (first half 2011: EUR 353 million). Projects in progress are widely spread across market segments and the world, with the Gorgon LNG project in Western Australia, Superporto do Açu port development in Brazil and Lelydorp bauxite mining project in Suriname making important contributions to revenue. Revenue from specialist niche services amounted to EUR 90 million (first half 2011: EUR 75 million). As in previous years, Boskalis Offshore worked on the Nordstream project, while various projects using fallpipe vessels were carried out in Australasia, Brazil and Northwest Europe. A few cable-laying projects, particularly in Northwest Europe and South America, commenced. The new fallpipe vessel “Rockpiper” was taken into service in April and has been widely deployed in Northwest Europe. Utilization of the hopper fleet was strong in the first half of the year, achieving an effective annual utilization rate of 43 weeks (first half 2011: 34 weeks). Effective annual utilization rate of the cutter fleet was 25 weeks (first half 2011: 22 weeks). In the oil and gas market various notable projects were acquired. Several cable-laying projects and various stone-dumping orders were awarded in Northwest Europe for oil and gas projects and wind farms. Furthermore the important Ichthys Offshore project was acquired in Australia. In the ports market Boskalis acquired several port and waterway maintenance projects in various home markets, as well as a long-term maintenance project for the port of Bahia Blanca. Argentina. At the end of the first half of the year the order book stood at EUR 1,681 million (end-2011: EUR 1,629 million). Two notable projects in India and Kenya were acquired following the close of the first half of the year. A sizeable project to deepen and widen the access channel and port of Mumbai was awarded in India and Boskalis will expand the container terminal in the port of Mombasa (Kenya) by reclaiming land.


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Boskalis is active in the harbor towage segment through Smit Harbor Towage at locations including Rotterdam, Belgium, Brazil, Panama, Canada, Australia and Singapore. In the first half year revenue, including proportional consolidation of associates, was EUR 122 million (first half of 2011: EUR 111 million). This increase was partly the result of a strong contribution from the well-utilized fleet of the KST joint venture in Singapore. The operating result, including the proportional consolidation of associates, equaled EUR 20.2 million (first half 2011: EUR 16.4 million). The rise in the operating result was partly due to a strong first half year in Singapore and Brazil and partly relating to costs for termination of activities in Argentina in first half 2011.

The Salvage, Transport & Heavy Lift had in the first half of the year revenue, amounted to EUR 245 million (first half 2011: EUR 182 million). Salvage began the year with a contract to provide assistance to the “Costa Concordia”, the cruise ship that had run aground off the Italian island of Giglio. In an operation widely followed by the media, Smit successfully removed bunkers from the ship. Work to remove the “Hyundai H105” car carrier off the coast of Indonesia was operationally concluded in the first half year. Smit was also involved in the wreck removal of part of the “Rena” container ship that had run aground on a reef west of New Zealand last year and had broken up and partially sunk. Utilization of transport vessels, which are mainly used for the oil and gas industry, was good in the first half of the year. Conversely, in Europe the level of utilization of floating sheerleg cranes (Heavy Lift) was below par, while the level of activity at the Asian Lift joint venture was normal. Subsea diving activities experienced a busy first half year, with an upturn in demand for inspection, repair and maintenance services from the oil and gas industry. The operating result, including proportional consolidation of subsidiaries, totaled EUR 38.9 million (first half 2011: EUR 23.9 million). The order book increased to EUR 225 million at the end of the first half of the year (end-2011: EUR 182 million) and currently consists mainly of long-term transport and subsea contracts.

Terminal Services’ segment since October 2011 has mainly consisted of Boskalis’ 50% stake in activities of Smit Lamnalco. Smit’s terminal services, which were sold to Lamnalco the end of third quarter 2011, were fully consolidated in first half 2011. In the first half of 2012 revenue from Terminal Services was EUR 70 million (first half 2011: EUR 79 million). The decline was fully attributable to the sale of Smit Terminals to Lamnalco. Revenue did grow somewhat organically, however, mainly as a result of a stronger US dollar. The operating result rose slightly, despite deconsolidation of Smit

Terminals, to EUR 10.8 million (first half 2011: EUR 10.4 million). In first half 2012, Smit Lamnalco was awarded a ten-year contract from a subsidiary of ExxonMobil to provide terminal services at the Papua New Guinea LNG export terminal near Port Moresby contributing to a rise in the order book to EUR 602 million (end-2011: EUR 590 million). Revenue from the Maritime Infrastructure segment is realized through strategic partner Archirodon, in which Boskalis holds a 40% stake. Archirodon is primarily involved in maritime and civil engineering works, including for clients in the oil and gas sectors and electricity industry, in the Middle East and North Africa, with Saudi Arabia being a main market. Archirodon’s revenue rose to EUR 113 million in first half 2012 (first half 2011: EUR 104 million). Contribution of Archirodon to the operating result was EUR 7.1 million in first half 2012 (first half 2011: EUR 14.3 million). Competition increased in a number of the countries in which Archirodon operates, resulting in downward pressure on margins. As a consequence, and due to delays in start-up or completion of several projects, the result was substantially lower than in first half 2011. In the first half of the year Archirodon was awarded a number of large orders including in Abu Dhabi (offshore work on Zirku Island), Oman (several projects) and Morocco. Partly as a result of these developments Boskalis’ 40% share in the order book rose to EUR 594 million (end-2011: EUR 410 million). In the first half of the year a total amount of EUR 121 million was invested. Important investments in Dredging concerned completion of the “Rockpiper”, the new fallpipe vessel catering to the oil and gas and offshore wind energy markets. In the past six months Boskalis also invested in conversion of the “Taurus II” mega cutter, which has now been taken into commission, reconstruction work on “Fairway” (mega hopper) and a replacement investment in two small hoppers. Other investments concerned two new multifunctional cable-laying/offshore vessels, construction of the “Asian Hercules III” (5,000MT floating sheerleg crane for the Asian Lift JV) and acquisition of a number of tugs at Terminal Services and Harbor Towage. Capital expenditure commitments end of the first half of the year decreased to EUR 134 million (end-2011: EUR 193 million).


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Southeast / Southwest Asia, South Pacific and Far East News Boluda Towage and Salvage, the division of harbor towing company, offshore and maritime rescue, came to an agreement with Australian company PB Towage Australia that will permit them to present joint offers for towage at LNG terminals in Australia. PB Trailer Australia presently services the Australian ports of Sydney, Melbourne, Brisbane, Townsville and Onslow, and aids operations in the ports of Fremantle and Bunbury. Boluda operates more than 200 tugs in 54 ports and terminals from across Europe, Africa, Indian Ocean and the Americas. With more than 30 years of experience in operations in terminals of gas and petroleum, its extensive know-how contributes to this joint venture. Charlie Kocherla, general director of PB Towage declared that "we recognize the strength and reputation of Boluda in the operations of trailer in port. We are convinced that the combination of its experience and support in the actions in terminals of gas and petroleum, and our knowledge of the Australian industry, as of the Terminal LNG, will result in high quality work, hand in hand with our commitment with the innovation, communication and customer service". Managing Director of Boluda in France, Denis Monserrand added "we are very satisfied with the opportunity to carry Boluda to the flourishing market of LNG Australia, that will lead to an extension to this continent of our good path in this sector. PB Towage, along with its competitive spirit, its exceptional security level and its tested industrial capacity is the ideal local associate".

The Philippine Coast Guard rescued seven Korean crew on board New Korea Ship Mgmt. Co. Ltd.’s 52m x 10m tug “Kosco 202” (ex-Kum Jo 5000, Hayatomo Maru No. 3, Pioneer Star, Kobe Maru) after the South Korean pusher tug encountered problems while being battered by rough seas during Typhoon Saola (Gener) off the northern Province of Zambales. While enroute from Shanghai to Indonesia, the tug encountered 5-6m seas. After sending a distress call, the crew was transferred to the Coast Guard vessel by inflatable boat and brought into Subic Bay for medical attention.

Tsavliris Salvage Group rendered services to the Capesize Isle of Man registered, 163,554dwt bulk carrier "Bet Prince" (ex-Iron Price, Lowlands Trassey) laden with 160,000MT of Brazilian iron ore, in distress, disabled about 100 nautical miles south east of Zhoushan, Ningbo and drifting in the East China Sea. Following one month of salvage operations from 1

st August – 30

th August in extreme adverse

weather conditions, the 283.7m x 44.5m x 24.1m casualty was safely redelivered to her owners on Thursday 30th August at Zhoushan, China. “Bet Prince” was built in 1995 by Harland & Wolff Shipbuilding and Heavy Industry Ltd. in Belfast.

Teekay Shipping Australia Pty Ltd. and Kotug International B.V. established a new joint venture, called KT Maritime Services Australia Pty Ltd, to pursue new business opportunities in the Australian towage market. “We believe there are new opportunities for trusted and experienced companies like Teekay and Kotug to provide superior towage services at existing and greenfield terminal developments,” commented Ard-Jan Kooren, CEO of Kotug. “The JV between Teekay and

Kotug will bring together complementary skills from each partner. At Kotug, we have many years of practical and technical experience in the towage field, including the deployment of our highly maneuverable RotorTug technology. Combined with Teekay’s worldwide reputation for operational leadership and deep knowledge and expertise in the Australian crewing and ship management markets, this results in a strong partnership to pursue new business.” “The Australian market for towage services is growing as new LNG projects begin production, adding to the ongoing growth in Australian coal and iron ore export shipments,” commented David Parmeter, Managing Director, Teekay Shipping Australia Pty Ltd. “Since 2002, Teekay has operated in the Australian towage market at both Hay Point and Port Hedland where we currently manage 12 tugs and have experience with several Kotug RotorTug vessels. With our new JV company, we are formalizing a partnership that will deliver top tier towage services for the Australian market.” Under the terms of the JV agreement, Teekay and Kotug will both continue to separately manage respective existing operations in various Australian ports. KT Maritime Services Australia Pty Ltd will be located in Perth, Australia. Jamie Anderson, Business Development Manager for KT Maritime Services Australia, will be responsible for developing new business with potential customers.


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On Wednesday 25

th July at about 1600 local time, the 1,440BHP Malaysian-

registered tug boat, “Woodman 38” (IMO No. 9257307) towing the unladen, 91.44m deck barge “Woodman 39” departed Miri, Sarawak, Malaysia enroute to Samarinda, Indonesia scheduled to arrive on the morning of 31

st July to load

coal. The owners Woodman Sdn Bhd had last contacted “Woodman 38” on 27

th July at 1238 local time off Balabac Island, Philippines (07° 56.33’ N, 117°

17.05' E). Since then, owners had not been able to establish contact with the vessel which has a total of 12 crew (comprising seven Indonesians, four Malaysians & one Myanmar national). The vessel travelled at a speed of 7.02kn had its tracking system switched off after the last contact. The shipping company reported the incident to the ReCAAP ISC, and seeking assistance to locate the missing tug and barge. The ReCAAP ISC had alerted all its ReCAAP Focal Points and the maritime authorities in the region, including the Malaysian Maritime Enforcement Agency (MMEA) and the Indonesian authorities to assist in locating the missing tug and barge which were reportedly attacked and hijacked by pirates in civilian clothing wearing black

bonnets in an unmarked speed boat on Friday 27th July. The

ReCAAP ISC requested all vessels transiting the area to look out for “Woodman 38” and “Woodman 39” and to report sightings of the vessels to the nearest coastal State. The tug, “Woodman 38” originally painted blue may have been repainted and renamed. The 194 GRT “Woodman 38” is 26.07m x 8.23m x 3.60m depth with a 3.0m draft built in 2001 by C.E. Ling Shipbuilding Sdn, Bhd. She is powered by a pair of CAT 3412DITAs developing 720HP each at 1,800RPM and fitted with Twin Disc MG520-2 gears and two 33kW Perkins generators. Tug is classed NK NS* Tug / MNS LSA, RCF. The 3,098GRT “Woodman 39” is 91.44m x 24.38m x 5.49m depth / 4.12m draft built in 2002. The 3,098GRT, Near Coastal flat deck barge with bin walls and double raked. After four days in captivity, the crew accompanied by six men boarded the speed boat. They were blindfolded and asked to jump overboard between Borneo and the Philippines. The pirates reportedly threw two inflatable life rafts towards the crew and provided some fresh water, but no other supplies. Later spotted by Philippine troops manning an outpost off

Magunindanao Province late Tuesday 31st July, the crew were rescued and

arrived safely in Cotabato City on Wednesday. The crew suffered only minor injuries including dehydration and were treated at a local hospital. On 31

st July,

two vessels matching the description of the “Woodman 38” and “Woodman 38” were found berthed at Gensan Shipyard in Bawing, Siguil, Maasim, Sarangani Province, Philippines. The shipyard reported that the shipyard rendered assistance as the vessels were in distress and towed the tug and barge to their facility. The six so-called “crew”, presumably pirates, fled the tug after the vessels were secured inside the shipyard. The tug’s name was repainted to read “Odi” and her IMO number on the pilothouse changed from “9257307” to

“0257307”. There were several possible speculations to suggest the current state of the hijacked vessels, including the possibilities that the deal between the potential buyer and the hijackers had gone wrong, or the bad weather condition that caused the vessels to be in distress and drifting, or the crew had encountered some technical problems in their attempt to bring the tug boat to their desired destination. A poster published by ReCAAP providing “Guidelines for Tug Boats and Barges Against Piracy and Sea Robbery” can be downloaded from the ReCAAP website at www.recaap.org.


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Sometime between 13

th and 20

th July 2012, on passage in Malacca straits, an accommodation barge under tow by a

tug from Penang to Pasir Gudang port arrived at anchorage and dropped anchor. Shipyard representatives boarded the barge and later the tug. They informed the tug Master that the cargo on the barge’s deck had been pilfered. It is suspected the theft may have taken place while on passage. A police report was lodged.

On 12th April, the Malaysian-registered tug, “Wantas 6” towing barge “Wantas VII”

departed Langkawi, some 30km off the mainland coast of northwestern Malaysia for Tawau, Sabah with a shipment of two sets of turbines destined for Tenaga Nasional Berhad and Sabah Electricity Sdn Bhd. On 26

th April, the owner of the tug and barge

Wantas Shipping Sdn Bhd reported to the Malaysian Maritime Enforcement Agency (MMEA) that he lost communication with the vessel. The owner last communicated with the master on 16

th April at 1000 local time when the tug was passing Batam,

Indonesia. “Wantas 6” was hijacked five days after they set sail from Langkawi. Approx. 15 – 20 masked pirates, believed to be Indonesians from Sulawesi, boarded the tug undetected by radar and armed with knives and parangs threatened to harm the seven man Malaysian, Indonesian and Bangladeshi crew. The crew were beaten

and forced below decks for three days without food or water until 20th April at about 2030 local time, the seven men

were stripped of their belongings and put on a small lifeboat, where they survived for ten days with only the emergency rations found on board. On 26

th April

at 1705 local time, the Philippine Coast Guard reported to ReCAAP ISC that the “Wantas VII” was found at approx. 3.5nm southeast of the South Islet, Cagayancillo, Palawan, Philippines (8° 41.33’ N, 119° 50.55' E) , floating near the Tubbataha Reef. The Coast Guard boarded the barge and discovered eight containers containing electrical/construction supplies/materials, of which some of them had been forcibly opened. The Coast Guard hired Harbor Star Shipping Services to tow the barge “Wantas VII” to Cagayan de Oro City, Misamis Oriental province where Harbor Star has an office. A low-pressure area though delayed the tow as it forced tug and barge to take shelter in Dapitan City in Zamboanga del Norte before proceeding to Cagayan de Oro. Upon report of the discovery, the ReCAAP ISC alerted all ReCAAP Focal Points,mmEA and Indonesian authorities about the barge, and

requested all to look out for the missing crew and tug. The ReCAAP ISC requested all vessels transiting the area to keep a sharp lookout for “Wantas 6” and to report sightings of the vessel to the nearest coastal State. The tug, “Wantas 6” originally painted red could be repainted and renamed; and possibly sold. In the end, after seeing a fishing boat in the distance, one of the crew of “Wantas 6” swam for about four hours, a distance of two nautical miles, before he was spotted by the Vietnamese tuna boat “PY 2647” belonging to Tran Van Luc. Although the tug has not been found, the crew were finally rescued on 30

th April at about 1045 local time in the South China Sea at 7° 20.00’ N,

111° 55.00' E and brought to Phu Yen, Vietnam, arriving on 4th May.

According to the International Maritime Bureau’s global piracy report of 16

th July, pirate

attacks have fallen sharply the first half of 2012, led by a drop in Somali piracy. Overall, 177 incidents were reported to the IMB Piracy Reporting Centre in the first six months of 2012, compared to 266 incidents for the corresponding 2011 period. 20 vessels were hijacked worldwide, with 334 crew taken hostage. There were a further 80 vessels boarded, 25 vessels fired upon and 52 reported attempted attacks. At least four crew were killed. Indonesia accounts for almost 20% of the global numbers, with 32 reported incidents compared to 21 over the same period in 2011. Twenty-eight of the vessels targeted were boarded, including 23 anchored vessels, two berthed and three that were underway. Guns have been reported on one occasion. IMB further noted that many other attacks may also have gone unreported.


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On 17 Aug 12 at or about 0230 hrs (local time), Marco Polo Marine Ltd.’s Singapore-registered, 23.5m x 7.3m, 1,200BHP pusher tug, “Bina Marine 61” was underway at approx. 1.3 nm south of Pulau Tekong Kecil Lt, Indonesia (01° 04.32' N, 103° 42.78' E) when two robbers armed with sharp weapons boarded the pusher tug. The robbers tied the master and the crew, and escaped with their personal belongings including cash, mobile phones and laptop. The crew was not injured. The master reported the incident to Singapore’s Port Operations Control Centre (POCC), which is also the ReCAAP Focal Point (Singapore). In a separate incident on the 19 Aug 12 at or about 0216h (local time), the 30m Indonesia registered tugboat, “Marcopolo 17” towing the barge “Marcopolo 268” was underway at approx. 6.6 nm south-southeast of Pulau Tekong Kecil Lt, Indonesia (01° 00.42' N, 103° 39.96' E) when four robbers armed with knives boarded the vessel from a speedboat. They escaped with the crew’s personal belongings, and took with them rice and ration from the tug boat. The crew was also not injured. The master reported the incident to the Singapore’s POCC. In both incidents, the Singapore’s POCC initiated broadcast to alert mariners in the vicinity, and informed the Republic of Singapore Navy, Singapore’s Police Coast Guard, MRCC (KL) and MRCC (Jakarta). The two incidents occurred in close proximity to each other within an interval of three days. In both incidents, the robbers were armed with knives, appeared to target robbery onboard tug boats and escaped after robbing the crew of their personal belongings. The crew was not harmed in both incidents. Since beginning of 2012, a total of nine incidents, all involving tug boats were reported in the vicinity. See map above. Tug boats are generally vulnerable owing to their low freeboard and slow speed whilst engaging in towing operations. Tug masters and crew are advised to exercise enhanced vigilance with all around lookout, and take necessary precautionary measures when in the vicinity especially during hours of darkness.

Singapore’s CH Offshore Ltd.’s revenue for the financial year ending 30th June 2012

declined by 12% to US$51.5 million from US$58.6 million. During FY12, revenue was mainly affected by the reduced fleet size due to the sale of three vessels to its Indonesian associated company during FY11 and one vessel in the financial year just ended. Due to the smaller fleet of wholly-owned vessels, operating costs decreased 7.6% to US$14.7 million from US$15.9 million for FY11 and direct depreciation declined 15.4% to US$7.8 million from US$9.3 million. However, these reductions were

insufficient to offset the lower revenue generated during FY12. Hence, gross profit after direct depreciation decreased by 13.2% to US$29.0 million for FY12 as compared with US$33.4 million for FY11. CH Offshore currently manages a fleet of 15 AHTS vessels, nine of which are wholly owned with an average age of about five years old as of 30 June 2012. The fleet includes seven 12,240BHP AHTS vessels built in Japan. The rest are in the 5,000BHP category. CH Offshore expects challenges ahead in FY13 as the OSV market remains competitive despite improving demand. Jaya Holdings Ltd. of Singapore reported FY2012 revenue of US$ 82 million. Offshore Support Services Revenue accounted for 85% of Group revenue (FY2011: 53%), as fleet expanded (from 23 to 28) and utilisation improved (from 61% to 70%). Offshore Engineering Revenue was down 73% to US$13 million due to lower vessel sales with nine delivered, including two ROV support vessels. FY2012 net profit of US$44 million compared to US$65 million in FY2011 ‐ due mainly to lower gains from vessels sales and disposal. Jaya forecasts rising E&P investment, supported by sustained high oil prices, will underpin activity in offshore oilfield domain. A positive demand trend has been observed for most asset classes, combined with balanced fleet growth, with a preference for newer assets and stronger demand for larger AHTSs, PSVs and subsea vessels. Average charter rates and utilization are expected to rise further and a charter pipeline of US$198 million provides greater earnings visibility. Offshore Engineering is on track to deliver two vessels worth US$84 million, one 5,150BHP AHTS and one 16,000BHP AHTS for sale in 1QFY2013 (Jaya will be delivering six vessels this year). The 16,000BHP AHTSV, one of the largest vessels being built by Jaya, is constructed and designed for offshore support and is capable of oil rig towing, oil rig positioning and anchor handling, offshore oilfield supply, stand by rescue, and iceberg towing/ice management. The state of the art vessel is Ice Class 1A; giving it the ability to navigate in moderate level ice conditions and northern regions. The vessel has also been designed to Norwegian Maritime Directorate standards (highest in world for offshore vessels) and carries the Clean Design (CD) designation from Det Norske Veritas.


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Miclyn Express Offshore Limited of Singapore pleased to announce that its Australian business, Samson Express Offshore, has been awarded contracts for three vessels by Saipem Leighton Consortium to support construction activities at a LNG terminal development project in North-West Australia. 25m x 11.5m x 3.5m triple screw 2,247HP multicats “Samson VI” (ex-Zumaia Sexto) and “Samson VII” and the 28.0m x 9.8m x 4.9m, 3,600HP ASD tug “Cape Mac” (ex-PB Snowy, Kimtrans Aroona, PW Eta) built in 2006, bareboat chartered from a third party, will commence operation in July/August 2012 for a duration of 1 year firm, plus an option to extend for 183 days. The

aggregate firm value of the three new contracts is A$ 24m. CEO Diederik de Boer said, “we now have a broad range of Australian compliant vessels working on the North-West Shelf and we are delighted to extend our high quality service offering to SLC, a major player in the region. These contracts will assist in maintaining our strong levels of utilization in the tug fleet leading

into Financial Year 2013 as well as support future earnings in our third party vessel segment”. MEO is also pleased to announce acquisition of the new 70.2m x 19.5m x 4.9m, 150 man accommodation / multi-purpose support vessel “MEO Galaxy” (ex-Marina Star 35509) built by Guangzhou Panyu Lingshan Shipyard Ltd. The vessel will initially work on a medium term project in Malaysia and is targeted for a number of long term contract opportunities shaping up in the region. Miclyn Express Offshore’s performance in the year ending 30

th June 2012

exceeded internal expectations. Miclyn achieved a record result with a EBITDA of US$ 98 million against revenues of US$ 269 million and has now delivered strong earnings growth in every reporting period since listing in March 2010. The highlights of the FY 2012 year under review include a record fleet utilization of 84%, continued fleet expansion with 13 vessels added, acquisition of the remaining 50% of Samson and significant improvement in the performance of their tug and barge fleet. Tug and barge fleet performance improved substantially in FY12 reaching a utilization of 77%. Revenues were up 104% on FY11, with gross profit up 159% for the segment. The DB Schenker project utilized a number of their larger barges and smaller units in Southeast Asia and the Middle East also saw robust activity levels. Miclyn continues to strive for longer term contracts and also to leverage off their new business Express Offshore Solutions, to maintain strong utilization of the fleet. MEO added the two Spanish built multicat tugs “Samson VI” and “Samson VII” to the fleet during FY12, which were recently awarded the contracts mentioned above in Northwest Australia. The world economy continues to look bleak with a slow recovery in the US, continued structural issues in the Eurozone and a slow-down in Asia, particularly China, as well as continued instability in parts of the Middle East. The Oil and Gas sector however remains buoyant as a result of strong oil prices. LNG prices are under pressure and will remain so in the medium term with new supplies from unconventional sources such as shale and coal methane coming into the markets. E&P budgets for calendar year 2012, led by oil majors and national oil companies, look promising (approx. 15% up versus 2011). The expectation is that the upstream offshore sector will remain very active in the near and medium term due to increased seismic and drilling, accelerated field development and more spending on repair and maintenance of existing facilities. The supply side of the market remained fairly consistent over the last 12 months. New vessels are being ordered, but mainly higher end AHTS and larger PSVs targeted for more remote and deeper water developments. Overall around 15% of existing world fleet is on order but around 28% of that fleet is over 25 years old and increasingly becoming obsolete or uncompetitive. Funding is more difficult to obtain, low cost and uncompetitive yards have gone out of business and in general, speculative investment in the sector is relatively modest compared to previous strong cycles. Activity levels are high in Australia, Southeast Asia and the Middle East. In Australia core activity centers around near shore construction support, as MEO works to develop an ongoing offshore presence. With numerous LNG projects in various stages of development, MEO expects continued demand for vessels and looks to further expand the Australian based fleet by repositioning, purchasing and chartering in vessels. Southeast Asia is experiencing a lot of new exploration and field development. MEO’S focus remains on further growing a presence in Indonesia and Malaysia, expanding an increasingly strong position in Thailand and entering Vietnam and Myanmar markets. The Middle East remains important, with the core focus being on growth in Abu Dhabi, Saudi Arabia and Qatar. MEO had an important breakthrough in Qatar in FY12, winning 5 year contracts for two OSVs.


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Recent News – Africa On 14

th June, Boluda Senegal’s 4,000HP tractor tug “Malika” assisted the 58.7m

ship “Rosalina II” as it was drifting towards the beaches of Guediawaye without power after a main engine failure. The “Rosalina II”, with 11 vehicles on board, sent a S.O.S. received by the National Senegalese Marine which contacted URD –Boluda Senegal to dispatch a tug to the scene of the casualty. The 37.5m x 11.0m, 48 ton bollard pull “Malika” rescued and towed the disabled ship to the port of Dakar, thus avoiding an environmental disaster with her quick intervention. Boluda Senegal has a fleet of seven tugboats operating in the Autonomous Port of Dakar.

ITC and Augustea have been awarded the towage contract of FSO “Planca” from offshore Angola to Singapore. The 256m long and 60m wide storage vessel will be towed by the two AHTs, ITC’s “Bluster” of 12,000BHP and 135 tons bollard pull and Augustea’s 2010 built, 50.0m x 15.5m x 6.6m depth “Kamarina” of 8,160BHP and 123 tons bollard pull around the Cape of Good Hope to the Far East. The voyage is expected to take about 65 days. Sembcorp Marine's subsidiary Sembawang Shipyard has secured the contract for the repair and upgrading of FSO “Palanca” from Angola's state controlled oil company Sonangol Pesquisa e

Produção S.A. (SNLPP). The contract, signed in Luanda, Angola, calls for the major repairs and upgrading of the 20-year-old FSO “Palanca”, used for storage and offloading of oil produced from Angola's Block 3. The scope of work includes the renewal of the

vessel's cargo piping system and pumps, tank blasting and coating, and cables renewal for the entire electrical system. The existing 30-men accommodation block will be re-designed and rebuilt to accommodate 60 men. The new accommodation block will include a new helicopter deck to meet the vessel's operational requirements. The vessel is expected to enter Sembawang Shipyard in September 2012. Upon completion during the first months of 2013, two tugs of ITC / Augustea will perform the return tow to Angola.

Mammoet Salvage is continuing with the removal of 74 wrecks in Mauretania, Northwest Africa. As of 13

th July, Mammoet has removed 67 wrecks, so basically

are almost finished on schedule even while challenging elements of Mother Nature. All removed wrecks are demolished in a safe and controlled manner according to environmental guidelines of the European Union. Removing the wrecks will protect the bay against pollution by chemicals and will return the area to its original state allowing nature to fully develop. The accessibility of the port is already optimal again.

Mammoet received the official order for the removal of the shipwrecks in Nouadhibou Bay, Mauretania in December 2010 when the European Union made Euro 28.8 million available for the project. Nouadhibou Bay, with an average water depth of 10m, is a busy area used by industrial shipping and fishing vessels. The shipwrecks, ranging from 200 to 1,200 tons, form obstacles and hazards to shipping. Due to the wrecks, shipping dropped off greatly in recent years, with an adverse economic and social impact. Furthermore, the shipwrecks posed a hazard to the environment and their surroundings from both physical and chemical contamination. Wrecks contained oil residues, insulation, asbestos, etc.

Harms Bergung’s 298 ton bollard pull, 24,500BHP AHT “Orcus” built 2010 and 218 ton bollard pull, 19,000BHP AHT “Ursus” built 2008 had their contracts extended until the end of October by EMAS for the BP PSVM project offshore Angola. PSVM is located in NE of Block 31 in 2,000 meters of water. The development is named after four fields Plutao, Saturno, Venus and Marte. The FPSO is based upon a VLCC conversion with 1.8mm barrels of storage and an external turret.


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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 at 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 3000mm 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. 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 at 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 at 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. 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. Southeast Asia. File: SU21158 Supply Boat - AHTS - 211.3' loa x 45.3' beam x 22.7' depth x 15.44' loaded draft. Built in 1983 at 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 at Odense Shipyard; Lindo, Denmark. Rebuilt: 2006. Panama flag. GRT: 762. 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; 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 persons. Open stern. 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 at Chinese Shipyard. 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. Sewage treatment plant. Available direct from Chinese shipyard for whom Marcon has sold other newbuildings. Far East. Prompt.


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File: SU27872 Hybrid Propulsion Supply Boat - AHTS - 278.2' loa x 72.2' beam x 27.2' depth x 19.69' light draft x 22.31' loaded draft. Built in 2012 at 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 w/f, 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. 1Q 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 at 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: 1-1,200m x 64mm; 1-1,000m 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. Air Conditioned. Passengers: 12. 2 beds in hospital. UT-704 design. Karm fork shark jaws and towing pins. Southeast Asia.

File: SU21125 Supply Boat - AHTS - 211.3' loa x 45.3' beam x 22.6' depth x 15.42' loaded draft. Built in 1981 at 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. File: SU21128 Supply Boat - AHTS - 211.2' loa x 45.0' beam x 22.8' depth x 15.50' loaded draft. Built in 1983 at 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 SL250 Wear. 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. Southeast Asia. File: SU21140 Supply Boat - AHTS - 211.3' loa x 45.3' beam x 22.6' depth x 15.42' loaded draft. Built in 1981 at Storvik Mek. Verksted; Norway. Belize flag. GRT: 1,339. Class: ABS. Deadweight: 1,147T. Deck Cargo: 750T on 126.31'x36.02' clear deck. FO: 920m3. FW: 478m3. DW: 478 m3. Dry Bulk: 170m3. Calcium Chloride / Brine: 188 m3. Winch: Hydraulic Brattvaag. Line Pull: 180T. Stern Roller. Main Engines: 2 x Polar Nohab V316VD825 total 8,160BHP. CP prop(s). Kort nozzle(s). Burns HVFO 600sec redwood. Bowthruster 850HP. Bollard Pull: 92MT. Speed about 16kn. Genset(s): 3 - 248kVA / Scania & 1 - 90kVA / Scania 440v. Quarters: 11. Passengers: 12. For sale out of competition on a strictly “as is, where is” basis. 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 at 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.


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File: SU21243 Supply Boat - AHTS - 212.0' loa x 45.0' beam x 22.6' depth x 19.40' loaded draft. Built in 1982 at 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 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 12.30' light draft x 18.00' loaded draft. Built in 1978 at Mitsui SB, Eng. & SB; Japan. Canada flag. GRT: 991. Class: 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. Line Pull: 250/150T. 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. 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 and 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 at 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 about 12-14kn on 16-24Tpd. Genset(s): 2 - 280kW / Yanmar 470HP 445/110v 60Hz. Quarters:

18 total. Air Conditioned. Galley. Main towing wire renewed end 2011. Mediterranean. October 2012. File: SU21844 Supply Boat - AHTS - 218.0' loa x 43.0' beam x 19.0' depth x 16.74' loaded draft. Built in 1974 at 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 firefighting 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 at D.M. Kremer Sohn; Germany. Foreign flag. GRT: 823. Class: ABS + A1 + AMS (exp. 30 Nov 2010). 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. For sale out of competition on “as is, where is” basis. Seller 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 at Chinese Shipyard. 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 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; Liqmud: 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. Available direct from Chinese shipyard for whom Marcon has sold other newbuildings. Far East. Prompt. File: SU21744 Supply Boat - AHTS - 217.8' loa x 44.6' beam x 17.1' depth x 14.60' loaded draft. Built in 1982 at Southern Ocean Shipbldg; Singapore. Vanuatu flag. GRT: 1,263. ABS + A1 (E) + AMS. Deadweight: 1,386T. 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.


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File: TG72113 / TG72114 Newbuilding Tugs – Azimuthing (2 total) - 111.5' loa x 44.3' beam x 20.0' depth. Foreign flag. GRT: 685. Class: RINA C + Hull + Mach, Unrestricted Nav, 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. Tow Pins: SWL 80T. Mediterranean. 12 / 10 months respectively.

File: TG66148 Tug - Twin Screw - 147.9' loa x 42.6' beam x 15.74' loaded draft. Built in 1992 at 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. Passengers: 2 double cabins. Push bow. Shark jaw. Towing pins. Full anchor handling & tow gear. Vessel has design provisions for lengthening to 213' LOA. Enclosed winch house. Mid East.

File: SU18404 Supply Boat - AHTS - 184.0' loa x 45.0' beam x 16.5' depth x 14.00' loaded draft. Built in 1973 at Bel Aire Shipyard. Mexico flag. GRT: 950. Class: ABS + A1 Towing, AMS Annual Hull, Machinery & Special Survey due 17 May 2011. Originally Ice Classed 1A. Deadweight: 1,268T. Deck Cargo: 500LT on 75' x 38' clear deck. FO: 125,004g. FW: 43,581g. DW: 84,750g. Dry Bulk: 113m3 in 5 tanks. Crane: 3MT. Stern Roller. Main Engines: 4 x EMD 16-567BC total 6,560BHP. Last Overhauled: October 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 AHT. 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. Vessel reported in good operating condition. Winch removed 2011. U.S. Gulf Coast. File: TG62135 Tug - Twin Screw - 149.0' loa x 40.0' beam x 22.2' depth x 15.00' light draft x 18.00' loaded draft. Built in 1976 at Halter Marine; Moss Point, MS. U.S. flag. GRT: 198. Class: ABS Loadline (exp Nov 28, 2012). Deadweight: 1,032lt. 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. Galley. Raised foc'stle bow. Displacement at loadline abt. 1,890 long tons. Open wheel. Remotely operated tow pins. Bollard pull abt. 77T (certified 1990). Sold to present owner by Marcon. Current owners spent money on refurbishments after purchase in 2007. U.S. Northeast.

File: SU19901 Supply Boat - AHTS - 199.6' loa x 42.6' beam x 20.3' depth x 16.56' loaded draft. Built in 1983 at 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. File: SU20142 Supply Boat - AHTS - 201.0' loa x 42.0' beam x 20.3' depth x 9.30' light draft x 16.40' loaded draft. Built in 1975 at 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.


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File: SU19401 / SU19407 Supply Boats - AHTS (2 total) - 194.2' loa x 40.2' beam x 17.4' depth x 13.60' loaded draft. Built in 1978 at 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 - 140 kW. Firefighting: 2 - 5,500Lpm. Quarters: 12. Passengers: 21. 300MT Shark jaw with two pins. 3m dia moonpool.

Southeast Asia. File: SU20702 Supply Boat - AHTS - 207.0' loa x 40.0' beam x 17.0' depth x 16.70' loaded draft. Built in 1976 at Campbell Industries; San Diego, CA. Vanuatu flag. GRT: 291. Class: ABS +A-1, E, Ice Class "C"- Int'l Loadline. 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; 5T tugger. Line Pull: 300,000lb. Wire Capacity: 3,000" 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. Air Conditioned. Galley. 2 capstans. Retractable tow pins. Flume tank stabilization. Africa West Coast. 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 at 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 14 knots. 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 at 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 offers. U.S. Northeast.

File: TG57148 Tug - Twin Screw - 136.2' loa x 36.5' beam x 19.2' depth x 17.00' light draft x 20.00' loaded draft. Built in 1970 at J.R. McDermott; Amelia, LA. U.S. flag. GRT: 194. Class: ABS + A1 Towing Service + AMS. Drydocking & Special Survey for Hull / Mach Surveys overdue Apr 2010. FO: 155,000g. FW: 15,000g. Winch: Markey TDSDW 36C Double Drum. Main Engines: 2 x EMD 16-645E5 total 5,750BHP. 5 - Blade Stainless prop(s). Triple Rudder. Bollard Pull: 67ST. Genset(s): 3 - 60kW / CAT D3304. Galley. Laid-up. Suffered bottom damage in December 2009 during grounding. Last drydocked June 2010. As brokers, we invite all outright cash offers strictly “as is, where is”. U.S.

Northwest. File: TG60127 Tug - Twin Screw - 136.5' loa x 37.1' beam x 20.0' depth x 18.20' loaded draft. Built in 1979 at 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. Ocean-going 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' loaded draft. Built in 1953 at Higgins Industries; New Orleans, LA. Rebuilt: 1981. U.S. flag. GRT: 124. Class: Unclassed. No Loadline. FO: 35,000g. FW: 3,250g. 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. 2 - FP prop(s). 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. U.S. East Coast.

File: TG56147 Tug - Twin Screw - 148.0' loa x 35.1' beam x 19.3' depth x 17.56' loaded draft. Built in 1976 at 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.


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File: TG54103 Tug - Azimuthing - 105.0' loa x 38.0' beam x 17.6' depth. Built in 2012 at 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 1,200m3/hr, water/foam 300m3/hr. Quarters: 10 persons. Ramparts 3200 design escort tug. Bollard pull: 70T ahead; 66T astern @ 100% MCR 5,467BHP. Tow pins.

Mediterranean. 8 months. File: TG53098 / TG53097 Tugs - Azimuthing (2 total) - 106.6' loa x 38.3' beam x 18.4' depth x 14.10' loaded draft. Built in 2012 at 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: 800 m + 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. Two newbuild sisters under construction. 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. Further details on request through Marcon's office. Marcon has sold other tugs from this shipyard as sole broker. Mediterranean. Oct 2012.

File: SU19257 Supply Boat - AHTS - 192.5' loa x 47.9' beam x 18.0' depth x 15.74' loaded draft. Built in 2005 at Yuexin; Panyu, China. Singapore flag. GRT: 1,470. Class: BV +I Hull & Mach. Unrestricted; FiFi 1 Deadweight: 1,400mt. Deck Cargo: 500MT on 350m2 clear deck. 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 in nozzles 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 / CAT3408DITA; 1 - 52kW 415vAC 3Ph 50Hz. Firefighting: Class 1. Water curtain all round. 1,200m3/h; 300-1,200m3/h monitors. Quarters: 2-1, 4-2, 8-4 berth cabin. Air Conditioned. Foam / detergent 14m3 each. 300mt SWL Karmfork. Elec/hyd towpins with turntable top flaps. Elec/hyd rope reel. Southeast Asia. File: SU19258 Supply Boat - AHTS - 192.5' loa x 47.9' beam x 18.0' depth x 15.58' loaded draft. Built in 2007 at Guangzhou Hantong, China. Singapore flag. GRT: 1,450. Class: BV I + Hull + Mach Tug Supply Vessel. Deadweight: 1,475mt. 375m2 clear deck. FO: 482kL. FW: 228m3. BW: 464m3. Dry Bulk: 1,650ft3 in 4 tanks. Liq. Mud: 259m3. Winch: 200T brake Mentrade; 2 -10T Mentrade tuggers. Line Pull: 150T. 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). Air Conditioned. Galley. Southeast Asia.

File: SU19473 Supply Boat - AHTS - 194.3' loa x 49.0' beam x 20.0' depth x 16.23' loaded draft. Built in 2007 at 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: 372m3. DW: 396m3. BW: 396m3. Dry Bulk: 1650ft3 in 4 tanks. Liq. Mud: 370m3. Winch: 200T brake Mentrade; 2 -10T tuggers. Line Pull: 150T. 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; LM: 2 - 70m3/h. Genset(s): 3 - 315kW / CAT 3408C; 1 - 52kW / 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. 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 - 1,400m3/hr pumps. 2 - Skum water / foam monitors. Quarters: 3-1, 1-2, 2-4 berth cabins. Linepull: 45MT @ 5m/min. New 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. 8 months.


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File: TG46128 Tug - Twin Screw - 127.6' loa x 32.1' beam x 10.9' depth. Built in 1967 at 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 280v; 1 - 99kW / JD 9098TA 280v. Firefighting: 1 @ 5,000GPM w/50'

hose. Twin screw tug. For sale direct from Owner. Same owner also has other tugs for sale. U.S. Northeast. Prompt. File: TG43150 Tug - Twin Screw - 150.0' loa x 35.0' beam x 20.0' depth x 15.00' loaded draft. Built in 1963 at 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. 66' highest fixed point. New Fernstrum coolers in 2004. Totally rebuilt at Bollingers in 2004. Inviting firm cash offer to test. 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 at 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 at Halter Marine; Moss Point, MS. Vanuatu flag. GRT: 744. Class: ABS + A1 (E) Towing Service. Deadweight: 955T. Deck Cargo: 542LT on 100' x 32' clear deck. FO: 112,400g. FW: 272,300g. Dry Bulk: 5,000ft3. Liq. Mud: 1,480BBL. Winch: Fritz Culver. Line Pull: 220,000lb. Wire Capacity: 5,000' 2". Main Engines: 2 x EMD 12-645E7B total 4,610BHP. 2 - 4 blade 102" x 98" prop(s). 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. Air Conditioned. Galley. For sale out of competition on a strictly “as is, where is” basis. Southeast Asia.

File: SU18839 Supply Boat - AHTS - 188.6' loa x 39.7' beam x 19.0' depth x 14.76' loaded draft. Built in 1976 at 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. Quarters: 22 total. Try best cash offers to test after inspection. Laid up. Vessel may not be used for oilfield activities. Offered strictly “as is, where is”. Africa West Coast. Prompt.

File: SU19148 Supply Boat - AHTS - 194.0' loa x 40.0' beam x 15.0' depth x 12.60' loaded draft. Built in 1983 at Eastern Marine; Panama City, FL. U.S. flag. GRT: 275. ABS + A1, AMS, E, Towing Service exp. Mar 2008. Deadweight: 1,114T. Light Disp.: 1,988lt. 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. Bowthruster 300HP. Bollard Pull: 40.8T. Speed about 9-14kn on 83-203gph. Genset(s): 2 - 99kW / GM 8V71 450v 60Hz. Firefighting. Quarters: 18 crew in 7 cabins. Anchor handling supply vessel. Sale “as is, where is” outside 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 at Chinese Yard. Foreign flag. Class: ABS + A1 (E), AMS, Towing Service AH Tug Unrestricted. 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). Anchor Handling tug. Combined shark jaw/towing pin SWL 200T. Far East. October 2012. 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 4,500BHP. Bollard Pull: 52T. Speed about 12kn. Passengers: 18. Multi-purpose AHT. Far East. Q4 2012.


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File: SU19851 Supply Boat - AHTS - 198.5' loa x 47.9' beam x 18.0' depth x 14.76' loaded draft. Built in 2012 at Guangzhou Hangtong Ship Ind. Singapore flag. GRT: 1,459. BV I Hull E Mach, Supply Vessel, Tug, Special Service AH Vessel, FiFi 1-Water Spray, Unrestricted, 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. June 2012. File: TG44135 Tug - Twin Screw - 135.8' loa x 34.4' beam x 17.4' depth x 14.40' loaded draft. Built in 1977 at Jonker & Stans; Holland. Foreign flag. GRT: 557. BV I 3/3 E + Tug Deepsea 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 prop(s). Kort nozzle(s). Range - 7,200 mi. Bowthruster 208BHP. Bollard Pull: 63.6MT. Speed about 10kn on 150gph. Genset(s): 1 - 288kVA; 1 - 96kVA / CAT 440vAC 60Hz. Firefighting: 500gpm FiFi. Quarters: 13 in 9 cabins. Bollard pull of 70MTat 100% MCR. Tow pins. H-bitt aft of winch. New compressors & fire monitors in 1996. Vessel finished class renewal, drydocking, rebuild of CPP system in 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 in 2011 at 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 1,000m; 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. 3 months after MOA. File: SU18943 Supply Boat - AHTS - 189.9' loa x 43.3' beam x 16.1' depth x 14.43' loaded draft. Built in 1972 at 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 at Chinese Shipyard. Hong Kong flag. GRT: 1,576. Class: BV 1 + Hull + MACH + DYNAPOS AM/TR, Supply Vessel,

Tug, Special Service AHTS, OSV, Standby Vsl, 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: 1,000m 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). Air Conditioned. Galley. FiFi-1. Hydraulic shark jaws & tow pins 200T. Kongsberg K-POS DP-21 system. Far East. File: TG44072 / TG44073 Tugs - Azimuthing (2 total) - 98.4' loa x 35.4' beam x 17.7' depth x 11.81' loaded draft. Built in 2008 at Hong Kong, China. Hong Kong flag. GRT: 469. Class: BV1 + Hull + MACH, Salvage Tug / Utility Boat / FiFi I Unrestricted Navigation. FO: 250m3. FW: 110m3. Crane: [email protected] / 8MT@2m SWL. Winch: 1-Electro Hyd Tow winch 100MT; 1-Electro Hyd Anchor & Tow winch 80MT. Main Engines: 2 x Cummins QSK60M total 4,400BHP. 2 - Aquamaster prop(s). Bowthruster. Genset(s): 3 - 116kW / Perkins 400v 50Hz. Quarters: 2-1, 2-2, 2-4 cabins. Bollard pull ahead 66.5MT & 63.6MT astern. Southeast Asia. Prompt.


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File: TG44083 Tug - Twin Screw - 118.1' loa x 35.4' beam x 16.4' depth x 13.20' loaded draft. Built in 2011 at 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. Galley. Anchor handling tug. 100T shark jaw and guide pins. Far East.

File: TG44122 Tug - Twin Screw - 121.6' loa x 34.2' beam x 17.5' depth x 15.25' loaded draft. Built in 1970 at Gulfport SB. Rebuilt: 2000. U.S. flag. GRT: 198. Formerly ABS +A1. 5yr SS done June 2006 & exp. 2010. Class withdrawn. 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; 1- 15kW. Quarters: 10 crew. Laid-up. Raised pilot house installed in ‘08. Try ALL outright cash offers strictly “as is, where is”. Marcon sold twice, including to current Owner and longterm chartered once in tug’s life. 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 at Malaysian yard. 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 on aft deck. Water spray system. Southeast Asia. 3 months.

File: TG44148 Tug - Twin Screw - 124.6' loa x 38.7' beam x 15.7' depth x 12.40' loaded draft. Built in 2010. Foreign flag. 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. 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 at 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. 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 at 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. U.S. Northeast. File: SU19632 Supply Boat - AHTS - 196.0' loa x 42.0' beam x 17.0' depth x 14.80' loaded draft. Built in 1983 at 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. Air Conditioned. Galley. Offered strictly “as is, where is”. Owner prefers sale out of competition. Sale subject to Owner's management approval. Buyers to state intended use and area of operation. Southeast Asia.


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File: SU18064 Supply Boat - AHTS - 180.0' loa x 39.4' beam x 14.1' depth x 11.90' loaded draft. Built in 1972 at Burton Shipyard; Port Arthur, TX. Bahrain flag. GRT: 558. Class: BV 1 Tug Unrestricted, 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. Bowthruster 300HP. Bollard Pull: 50MT. Speed about 8.5kn on 5.8T/d. Genset(s): 2 - 75kW / GM6-71 220vAC 60Hz. Quarters: 16 total. Working. Reportedly 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 at 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 prop(s). Kort nozzle(s). Bowthruster 300HP. Bollard Pull: 51MT. Genset(s): 1 - 280kVA, 1 - 60kVA & 1 - 45kVA. Firefighting: Fifi fitted. Quarters: 11 cabins - 1 & 2 man. Air Conditioned. Galley. Previously classed LR. Sternroller, winches, mud tanks, etc. all removed when vessel converted. Extensive Hydraulic system in engine room (2 - 30kW 130LPM). Vessel underwent complete overhaul over the past several years, and now certified by local maritime authority. Sea Trials completed Summer 2012. List of major repairs available on request. Caribbean. $2,000,000.

File: TG39002 Tug - Twin Screw - 139.0' loa x 34.0' beam x 17.2' depth x 14.10' loaded draft. Built in 1976 at 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: 2 x 2,200' 2". Main Engines: 2 x EMD 16-645E6 total 4,200BHP. 115"x88" Stainless prop(s). 12,400nm range @ 10kn. Bollard Pull: 52.5ST. Speed about 10-12.5kn on 104-179gph. Genset(s): 2-99kW / GM8V71 450v 60hz. 8 berths. Hydraulic tow pins. 65 ton electric barge winches. Keen Seller inviting serious cash offers. U.S. Gulf Coast. Prompt.

File: TG42177 Tug - Twin Screw - 160.0' loa x 36.1' beam x 16.4' depth x 14.76' loaded draft. Built in 1978 at Kochi Jukogyo Kochi; Japan. India flag. GRT: 969. Class: IRS - 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. 2-CP Kamome steering prop(s). Kort nozzle(s). 45 day range. Bowthruster 300HP. Bollard Pull: 48mt. Speed about 10-12kn on 9tpd. Pump(s): 3 - 300m3/h portable and 1 - 640m3/h fire. Genset(s): 2 - 250kVA / Yanmar 6RALT 440v 3ph 60Hz. Firefighting: FiFi 1/2: 2 - 300m3/h water & 1- 600m3/h water/foam monitors. Quarters: 12 crew. Passengers: 12 clients. Salvage and anchor handling tug. 1,000m 54mm spare wire. 2 each tuggers on main deck and forward. Lifesaving gear and firefighting in accordance with SOLAS. Mid East. File: SU17444 Supply Boat - AHTS - 173.8' loa x 43.6' beam x 19.7' depth x 14.76' loaded draft. Built in 1983 at 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. 300MT shark jaws. Sale out of competition “as is, where is”. Southeast Asia.

File: SU17739 Supply Boat - AHTS - 170.0' loa x 40.0' beam x 16.5' depth x 13.97' loaded draft. Built in 1972 at Adelaide Ship Const.; Australia. Rebuilt: 2000. India flag. GRT: 817. Class: IRS - Indian Register of Shipping. Deadweight: 730mt. Deck Cargo: 400T on 30m x 10m clear 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. Speed about 10-12kn max. 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. Firefighting: FiFi 1/2. Quarters: 12 crew. Air Conditioned. Galley. Passengers: 12 clients. Lifesaving & rescue equipment in accordance with SOLAS. Mid East.

File: SU18829 Supply Boat - AHTS - 188.4' loa x 38.4' beam x 15.7' depth x 13.80' loaded draft. Built in 1983 at 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.


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File: SU18834 Supply Boat - AHTS - 188.0' loa x 39.0' beam x 16.0' depth x 13.90' loaded draft. Built in 1983 at JG Hitzler Schiffswerft. Vanuatu flag. GRT: 865. Class: ABS + A1 + AMS. Deadweight: 974T. 104' x 27' clear deck. Liq. Mud: 1,459BBL. Main Engines: 2 x Yanmar Z280-ET total 4,000BHP. 2 - FP prop(s). Bowthruster. Speed about 12.5kn. Genset(s): 1 - 1,132kW; 2 - 235kW; 2 - 120kW 220/380v 50Hz. Firefighting: Fitted. Quarters: 16persons total. For sale “as is, where is” out of competition. Africa West Coast. File: SU18948 / SU18950 Supply Boats - AHTS (2 total) - 190.0' loa x 44.0' beam x 16.0' depth x 8.00' light draft x 13.60' loaded draft. Built in 1999 at 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 @ 1,000gpm. Quarters: 18 berths / 7 cabins. Fritz Culver tow pins & Smith Berger stern roller. Vessel 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). Direct from leasing company. Both vessels sold by Marcon to last operators in 2001. U.S. Gulf 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 at 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: TG40165 Tug - Twin Screw - 165.6' loa x 32.8' beam x 14.4' depth x 13.33' loaded draft. Built in 1974 at 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. 2 oil 4SA each 6 cyl 310 x 380mm. 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. File: TG40168 Tug - Azimuthing - 101.0' loa x 36.5' beam x 17.1' depth x 15.70' loaded draft. Built in 1998 at 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.

File: TG40174 Tug - Twin Screw - 101.0' loa x 33.5' beam x 17.9' depth x 16.00' loaded draft. Built in 2000. U.S. flag. GRT: 157. Class: ABS Loadline (renewing ABS Loadline July 2012). Light Disp.: 419lt. 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. Air Conditioned. Galley. Upper pilot house. Drydocking completed Oct/Nov 2011. Marcon concluding sale of other tug from Owners. U.S. East Coast.

File: TG40191 Tug - Twin Screw - 149.3' loa x 38.1' beam x 16.5' depth x 14.80' draft. Built in 1999 at Nam Cheong Dockyard; Malaysia. Singapore flag. GRT: 723. ABS + A1, Towing Vessel (E) + AMS, Unrestricted Service. Deck Cargo: 100T on 160m2 clear 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 prop(s). Kort nozzle(s). Bowthruster 5MT. Bollard Pull: 48T. Speed about 12kn max on 7Tpd. Genset(s): 2 - 304kW AC. Quarters: 26 berths. Anchor handling tug / utility. 250MT shark jaws. Mid East. December 2012.

File: TG40192 Tug - Twin Screw - 111.5' loa x 34.1' beam x 16.4' depth x 14.40' loaded draft. Built in 2003 at PT Batamec; Batam, Indonesia. U.S. 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. U.S. Gulf Coast. Beginning December.


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File: TG39145 Tug - Twin Screw - 143.8' loa x 34.9' beam x 16.6' depth x 14.90' loaded draft. Built in 1972 at Schpsw. Bodewes Millingen; Holland. Panama flag. GRT: 545. Class: 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. Set up for 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 at Zavoid Leninskaya Kuznitsa, Kiyev. Foreign flag. GRT: 931. Class: Turk Loydu + 1A5 Tug + M. Deadweight: 357mt. FO: 179T. Main Engines: 3 x CAT 3412C total 3,940BHP. 3 - FP prop(s). Kort nozzle(s). Powered by twin 720HP CAT (new 2000) and one 2,500HP Kolomna diesels. Bowthruster 220BHP. Bollard Pull: 55MT. Speed about 12kn on 8Tpd. Genset(s): 3 - 220kW / SKL 8NVD26A AC. Quarters: 28 persons. Air Conditioned. 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 at 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: SU20347 Supply Boat - AHTS - 203.0' loa x 40.0' beam x 15.0' depth x 12.10' loaded draft. Built in 1982 at Hudson Shipbuilders Inc.; MS. Vanuatu flag. GRT: 838. Class: ABS + A1, Towing Service + AMS, Unrestricted Service. Deadweight: 1,022T. Light Disp.: 897T. 105' x 31' clear deck. Liq. Mud: 1,140BBL. Main Engines: 2 x EMD 16-645-E6 total 3,900BHP. 2 - FP prop(s). Bowthruster. Speed about 12kn. Genset(s): 2 - 175kW. Firefighting: Y. Quarters: 23 berths. Laid up. Africa West Coast. File: TG39088 Tug - Azimuthing - 95.0' loa x 34.5' beam x 13.3' depth. Built in 1985 at Eastern Marine; Panama City, FL. U.S. flag. GRT: 194. ABS +A1, Towing Service, +AMS Unrestricted Service. Deadweight: 671lt. FO: 52,208g. FW: 7,692g. BW: 10,000g. Winch: McElroy DT-54 + 2 Smatco capstans (HC25). 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 SS prop(s). 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. Quarters: 5-2 man cabins. ASD Tug. Designed for docking submarines. Last drydocked August 2007 and refurbished after long term charter, but in need of major overhaul to her engines and drive units. U.S. Northeast. Prompt.

File: TG39096 Tug - Twin Screw - 125.0' loa x 32.0' beam x 17.9' depth x 13.00' light draft x 18.00' loaded draft. Built in 1973 at Southern Shipbuilding. U.S. flag. GRT: 173. Class: Ex ABS. Now Loadline only. Last DD 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 and inspections are up to date. Reportedly in excellent condition. U.S. East Coast. Prompt.

File: TG39127 Tug - Twin Screw - 127.0' loa x 32.3' beam x 14.0' depth x 12.75' loaded draft. Built in 1967 at Burton Shipyard; Port Arthur, TX. Rebuilt: 1987. U.S. flag. GRT: 193. Class: ABS International Loadline. Annual Loadline Survey 2 due 28 Feb 2013. Renewal due 29 Feb 2016. Light Disp.: 770lt. FO: 92,800g. FW: 2,500g. Winch: Smatco 62-DADT-200 single drum / GM8V-71. Line Pull: 120,000 lb. Wire Capacity: 2,600' x 2.25". Main Engines: 2 x EMD 16-645E2 total 3,900BHP. 2 - FP 80"x67" prop(s) on 9" shaft(s). Repowered 1987. Bollard Pull: 38ST. 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+A1 towing. Keen Seller inviting serious cash offers. U.S. Gulf Coast.

File: TG42102 Tug - Twin Screw - 106.5' loa x 33.5' beam x 17.0' depth x 12.00' light draft x 14.50' loaded draft. Built in 1981 at Edward Sanchez; Fall River, MA. U.S. flag. GRT: 197. ABS + A1 Towing Service 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 Overhauled: 2002. 116" x 80" prop(s) on 10.75" shaft(s). 4,300HP @ 1,000RPM / Turbo charged. Bollard Pull: 52.3st. Genset(s): 2 - 75kW / GM6-71. Galley. Reportedly heavily built. Raised pilot house height of eye 45'. Max air draft 64'. Condition fair. Suggest inspections prior to offer. U.S. Northwest.


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File: TG32170 Tug - Twin Screw - 105.0' loa x 30.0' beam x 13.7' depth x 11.48' loaded draft. Built in 2007 at ST Shipbuilding Co; Malaysia. U.S. 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. U.S. Gulf Coast. End November.

File: TG39009 Tug - Twin Screw - 133.0' loa x 32.0' beam x 14.0' depth x 10.30' light draft x 12.30' loaded draft. Built in 1966 at 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 replaced. Bollard Pull: 39.5T. Speed about 12-14kn free on 2,880gpd. Genset(s): 2 - 99kW / GM8V71 (one needs 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.

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 at F. Schichau. GRT: 859. Class: GL + ICOA4E Tug + MC AUT-16/24. Ice strengthened. FO: 746m3. FW: 56m3. Derrick/A-Frame: 1-3T SWL. Winch: Suerken Double Drum SW 20/2. 50T tow hook. Line Pull: 150T. Wire Capacity: 1,500m x 46mm. Main Engines: 2 x MAK 8MU452AK total 3,600BHP. 1 - 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. Prompt. File: SU20034 / SU20035 Supply Boats - AHTS (2 total) - 200.0' loa x 38.0' beam x 15.0' depth x 13.18' loaded draft. Built in 1979 at Yokohama Zosen; Chiba, Japan. Belize flag. GRT: 836. 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. Quarters: 28. 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 at 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. 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 at 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. October 2012.

File: TG35129 Tug - Twin Screw - 141.0' loa x 34.1' beam x 20.1' depth x 16.50' loaded draft. Built in 1966 at 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: 3,000' 2 1/4". Stern Roller. Main Engines: 2 x Stork Werkspoor total 3,470BHP. 101"x 70.7" prop(s). Open wheel. Bollard Pull: 37.5T. Speed about 12kn. Genset(s): 2 - 120kW 460vAC 60Hz. Quarters: 10 men. ITB tug partnered with DB30033, a heavy lift barge converted from Ro-Ro ship.

1,000mt bow ramp. Can operate in both Ro-Ro & Lo-Lo configurations. Owners are inviting best outright offers for sale or charter. Both units can be inspected by arrangement through this office. Canada Great Lakes.


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File: TG32038 Tug - Twin Screw - 105.0' loa x 30.0' beam x 14.0' depth x 11.50' loaded draft. Built in 2007 at 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.

File: TG32044 Tug - Twin Screw - 100.1' loa x 29.5' beam x 13.9' depth. Built in 2009 at 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. November 2012.

File: TG32039 Tug - Azimuthing - 127.9' loa x 31.2' beam x 14.8' depth x 11.50' loaded draft. Built in 1981 at 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. Air Conditioned. Galley. Best offers invited. Mid East. Prompt.

File: TG32128 Tug - Twin Screw - 99.2' loa x 29.5' beam x 13.1' depth x 11.48' loaded draft. Built in 1973 at 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: TG32180 Tug - Twin Screw - 113.2' loa x 31.2' beam x 15.1' depth. Built in 2010 at 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. Several units available. Far East.

File: TG32209 Tug - Twin Screw - 118.1' loa x 36.0' beam x 16.1' depth x 13.78' loaded draft. Built in 2009 at 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.

File: TG32210 Tug - Twin Screw - 101.7' loa x 31.2' beam x 13.8' depth x 11.48' draft. Built in 2009 at 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. Bollard Pull: 40T. Speed about 12kn. Southeast Asia. File: TG32211 Tug - Twin Screw - 105.0' loa x 32.0' beam x 14.1' depth x 11.48' loaded draft. Built in 2009 at 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 at 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. Speed about 12kn free. Genset(s): 2 - 75kW / GM6-71. Quarters: 11 berths in 4 cabins. Sale or long term charter to qualified operators. 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 at Ast. de Tarragona; Tarragona, Spain. Foreign flag. GRT: 276. Class: BV Mach 1. Unrestricted USCG VSP Approved. COFR. Special Survey due 11/2014. Deadweight: 207T. FO: 134m3. Crane: 9T Hyd. Crane (2T @ 10m). Winch: Towing Winch. Tow Hook. Wire Capacity: 400m x 52mm. Main Engine: 1 x Deutz RVB8M358 total 3,040BHP. Steering CP prop(s). Kort nozzle(s). Bollard Pull: 41T. Speed about 13kn max. Pump(s): Salvage. Genset(s): 2 - 165kVA 380v 50Hz AC; 1 - 65kVA 380v 50Hz AC. Quarters: 8. Next drydocking due 11/2012. Owner reports "yacht" like condition. 60T tow hook. Caribbean. Prompt.


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File: SU16000 Supply Boat - AHTS - 160.1' loa x 39.2' beam x 15.9' depth x 14.00' loaded draft. Built in 1969 at 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 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. Mediterranean. 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.

File: TG30221 / TG30061 Tugs - Azimuthing (2 total) - 93.0' loa x 34.0' beam x 12.5' depth x 18.00' loaded draft. Built in 1982 / 1980 respectively at Valley Shipbldg, TX. Netherlands flag. GRT: 194. Class: ABS + A1 Ocean towing +AMS ACCU. FO: 59,000g. FW: 4,000g. Winch: Single drum Intercon. Winch: Line Pull: 120,000lbs. Wire Capacity: 2". Main Engines: 2 x EMD 12-645-E6 total 3,000BHP. Niigata z-peller 3A 360 deg. propulsion units mounted forward with skeg aft. Full alarms. Bollard Pull: 45T. Speed about 8kn on 120gph. Genset(s): 2 - 90kW / CAT 440vAC 60Hz. Firefighting: 1,000gpm Aurora fire pumps. Halon system. Quarters: 5. Designed for ship docking and coastal towing. “as is, where is”. Europe.

File: TG30132 Tug - Twin Screw - 123.5' loa x 35.5' beam x 10.7' depth x 14.90' loaded draft. Built in 1976 at Main Iron Works; Bayou Blue, LA. U.S. flag. GRT: 109. Class: ABS Load Line only. 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. Kort nozzle(s). Genset(s): 2 - 90kW / GM6-71 220v. Quarters: 6. U.S. Northwest. Prompt.

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 at 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). Bollard Pull: 44mt. Speed about 11kn free. 2,190 gpm fire pump. Genset(s): 2 - 75kW / DD 6-71 480v 60Hz. 1 fire monitor. Quarters: 6. Harbor tug. Twin screw. 45' highest fixed point. Harbor tug Height of eye is 18' 5". 40HP stern capstan for hawser towing with soft line. H bitt at stern. New lower asking price. U.S. Gulf Coast. Prompt.

File: TG25087 Tug - Twin Screw - 87.0' loa x 26.2' beam x 13.5' depth x 9.84' loaded draft. Built in 1982 at 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. No longer classed with BV with certificates for hull & machinery. Tug working in shipdocking, but may be developed for sale. Caribbean. File: TG30159 Tug - Twin Screw - 157.1' loa x 35.0' beam x 16.4' depth x 13.10' loaded draft. Built in 1990 at Jurong Shipyard; Singapore. St Vincent/Grenadine flag. GRT: 741. 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). Endurance 8,000nm@10kn. Bowthruster 300BHP. Bollard Pull: 41T. Speed about 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 engine maker reps in October 2009. Available for sale or charter with 200 man

accommodations work barge MB20053. Try individual basis. Caspian Sea. Prompt.


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File: TG22122 Tug - Single Screw - 121.4' loa x 32.0' beam x 16.5' depth x 15.40' loaded draft. Built in 1965 at 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: 2,100' 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 645. Turbo-charged. Channel cooled. Bollard Pull: 30ST. Genset(s): 2 - 75kW / CATD 3306 120/208vAC 60Hz. Ocean going tug. Reportedly good condition, turnkey & ready to work. Owner keen & will entertain serious cash offers. U.S. Gulf Coast. Prompt.

File: TG25085 Tug - Twin Screw - 85.4' loa x 28.0' beam x 11.7' depth x 9.00' light draft x 10.50' loaded draft. Built in 1975 at Universal Iron Wks.; Houma, LA. Rebuilt: 2008. U.S. flag. GRT: 125. Class: ABS Loadline (5 year DD and SS renewed May 31, 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" prop(s). Kort nozzle(s). Repowered with new ME and new gears 2008 / Tier 2 compliant. Genset(s): 2 - 50kW / GM4-71. Quarters: 7. Air Conditioned. Galley. 2 1/2 level deckhouse. Aft steering station. 2 - new Kort nozzles, 4 cutlass bearings and 1 new shaft all renewed Spring 2012. 45' height of eye. U.S. Northeast.

File: TG26101 Tug - Twin Screw - 100.0' loa x 25.0' beam x 11.3' depth x 11.00' light draft x 14.00' loaded draft. Built in 1944 at Luders Marine; Stamford, CT. Rebuilt: 2008. U.S. flag. GRT: 143. Class: None. 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 towing wire, & pendant, plus recent dry-docking & painting in 2012. U.S. Northwest. Prompt.

File: TG28105 Tug - Single Screw - 104.3' loa x 31.5' beam x 16.4' depth x 13.30' loaded draft. Built in 1970 at Svendborg Shipyard; Denmark. Denmark flag. GRT: 291. Class: Super Ice Class, World Wide Trading. Deadweight: 189mt. 1 hatch(es). Hatch Sizes: 4'x6.9'. 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(s). Bowthruster 225BHP. Bollard Pull: 40T. Speed about 13kn. Pump(s): Total Salvage Pumping capacity @ 600Tph. Genset(s): 1 - 180kW; 1 - 150kW 380vAC 50Hz. Quarters: 8-9 cabins (2-2, 6-1 man). Galley. Deepsea / Harbor Tug. Super Ice Classed. Reportedly can do some ice breaking. Fitted for high sea towage. Brunvoll bow thruster installed in October 2001. Baltic.

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 at Paceco, Alameda. Rebuilt: 2001. U.S. flag. GRT: 143. Class: Formerly ABS Classed & Loadline, but now under tonnage. FO: 100,000g. FW: 18,000g. Winch: Markey TYSD32 Double Drum. Wire Capacity: 2" x 2,250'. 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 at 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 at 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. U.S. Gulf Coast.


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File: TG20127 Tug - Single Screw - 102.0' loa x 28.8' beam x 15.8' depth x 12.69' loaded draft. Built in 1971 at 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. Sale “as is, where is”. Baltic.

File: TG27294 Tug - Single Screw - 94.6' loa x 28.5' beam x 15.7' depth x 12.80' loaded draft. Built in 1992 at 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. Marcon has sold about six or seven vessels to this owner over the last 15 years. Mediterranean.

File: TG27123 Tug - Twin Screw - 123.0' loa x 30.2' beam x 10.5' depth. Built in 1956 at 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. May be able to develop for long-term bareboat to qualified charterer. Keen seller. U.S. East Coast.

File: TG26126 Tug - Single Screw - 108.0' loa x 30.0' beam x 16.07' loaded draft. Built in 1977 at 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 in 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 at 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.

File: TG25126 Tug - Twin Screw - 102.0' loa x 31.5' beam x 15.0' depth x 10.55' loaded draft. Built in 1981 at 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: TG25000 Tug - Twin Screw - 100.0' loa x 27.0' beam x 12.0' depth x 10.50' loaded draft. Built in 1967 at Nolty J. Theriot; Louisiana. Rebuilt: 1985. Bahrain flag. GRT: 196. Class: ABS A-1, AMS. Drydocking due Sept. 25, 2013. Special Survey due Mar. 31, 2013. Tailshafts due Sept. 25, 2015. Deadweight: 350T. FO: 52,000g. FW: 6,000g. Winch: Double drum Intercon DD150/GM4-71. Line Pull: 205,000lb. Wire Capacity: 1,500' 1.5". Main Engines: 2 x GM 16V149TI total 2,560BHP. Fixed Pitch Bronze open prop(s). Bollard Pull: abt. 32T. Speed about 11kn max on 8Tpd. Pump(s): 2" portable diesel driven salvage pump. Genset(s): 2 - 60kW / GM6-71 AC 60Hz. Quarters: 10

persons. Air Conditioned. Towing/anchor handling tug rebuilt to ABS class specifications in 1985. Reduced price. Mid East. File: TG25093 Tug - Twin Screw - 91.9' loa x 26.6' beam x 13.1' depth. Built in 2006 at 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. File: TG24189 Tug - Twin Screw - 101.7' loa x 30.0' beam x 14.1' depth x 17.00' loaded draft. Built in 2011 at 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.


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File: TG23105 Tug - Single Screw - 95.5' loa x 27.1' beam x 13.5' depth x 10.00' loaded draft. Built in 1957 at 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. 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". Vickers hydraulic steering. New galley. Molded rubber sub fendering. Needs cosmetics. Working. U.S. East Coast. Prompt.

File: TG24026 Tug - Twin Screw - 95.5' loa x 29.5' beam x 13.9' depth x 11.50' loaded draft. Built in 2012 at 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 maxRPM. 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. Same builder has several new deck barges for sale ranging in size from 180' to 300'. Far East.

File: TG24029 Tug - Twin Screw - 98.8' loa x 28.2' beam x 13.5' depth x 11.48' loaded draft. Built in 2008 at 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. Southeast Asia.

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. Galley. File: TG24191 Tug - Twin Screw - 95.2' loa x 29.5' beam x 13.9' depth x 11.48' loaded draft. Built in 2012 at 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. File: TG24192 Tug - Twin Screw - 95.2' loa x 29.5' beam x 13.9' depth x 11.48' loaded draft. Built in 2012 at Chinese Shipyard. 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. File: TG24193 Tug - Twin Screw - 95.2' loa x 29.5' beam x 13.9' depth x 11.48' loaded draft. Built in 2012 at Chinese Shipyard. 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 at 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. Genset(s): 2 - 60kW DC/GM6-71 with 2 - 4kW

MG sets for AC. Air Conditioned. Full electronics. Galley, heat & air conditioning. Tug 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 needs to be completed. Will try all CASH offers to test owner. 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 at Martinolich SB; Tacoma, WA. Rebuilt: 1994. U.S. flag. GRT: 164. ABS Loadline renewal survey overdue 2005. 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. Est. 4,500m range. Fresh water cooled. 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 currently 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 rebuilt. Grandfathered for California emissions. Drydock overdue: zinc, paint, etc. U.S. West Coast. Prompt.


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File: TG21001 Tug - Single Screw - 97.9' loa x 24.7' beam x 14.0' depth x 12.00' loaded draft. Built in 1952 at 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 Overhauled: 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. Owner is very keen to sell, and inviting all serious cash offers. U.S. West Coast. Prompt.

File: TG21006 Tug - Single Screw - 97.9' loa x 24.7' beam x 13.0' depth x 11.80' loaded draft. Built in 1953 at PACEO, Alameda. U.S. flag. GRT: 184. FO: 31,311g. FW: 1,949g. Winch: None. Capstan aft. Main Engine: 1 x EMD 12-645E7 total 2,150BHP. 100" x 63" (5 blade) prop(s). Low hours since overhaul & power packs. Genset(s): 2-30kW/GM3-71 DC with AC converter. Quarters: 4 bunks. Primarily a harbor boat. Steel hull & wood house. Low overall hours on engine. Owner is very keen to sell, and inviting all 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 at 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: 1,800' 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. Genset(s): 2 - 42kW / GM4 - 71 120vAC. Firefighting: Fixed Halon in E-room. Galley. Aft winch controls. Tow pins aft. Owner is keen Seller, and the tug is reportedly in good overall condition. U.S. Northwest.

File: TG20166 / TG20167 / TG20168 / TG20169 Tugs - Twin Screw (4 total) - 101.7' loa x 30.0' beam x 14.1' depth x 11.48' loaded draft. Built in 2009 / 2009 / 2010 at Malaysian Shipyard. Malaysia flag. GRT: 326. Class: Nippon Kaji Kyokai, NK, NS* Tug / MNS LSA, RCF. Deadweight: 271mt. 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 at Berjaya Dockyard Sdn Bhd. Malaysia flag. GRT: 269. Class: NKK NS8 Tug / MNS LSA, RCF. Deadweight: 298mt. FO: 215MT. Main Engines: 2 x Mitsubishi S6R2-MPTK2 total 2,062BHP. Speed about 10kn. Genset(s): 2 - Cummins 6BT5.9-G6. Southeast Asia.

File: TG20171 Tug - Twin Screw - 101.7' loa x 28.0' beam x 12.5' depth x 9.84' loaded draft. Built in 2004 at 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 at Schichau-Unterweser AG; Germany. Foreign flag. GRT: 246. Class: Formerly GL + 100A5 M 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. 2 - 386m3/h Monitors (not operational). Valid vessel security plan. Caribbean.

File: TG20118 Tug - Twin Screw - 98.4' loa x 28.2' beam x 13.5' depth x 11.48' loaded draft. Built in 2005 at 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 at 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.


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File: TG20145 Tug - Twin Screw - 94.5' loa x 27.6' beam x 13.1' depth x 10.50' loaded draft. Built in 2002 at 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 at 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 total) - 101.7' loa x 30.0' beam x 14.1' depth x 11.48' loaded draft. Built in 2010 at Malaysian Shipyard. Malaysia flag. GRT: 326. Class: BV I Tug. Deadweight: 285mt. FO: 220MT. Main Engines: 2 x Mitsubishi 12V190 total 2,000BHP. Changing from Jinan diesels to brand new Mitsubishi main engines. Speed about 11kn. Genset(s): 2 - 80kW 50Hz / Cummins 6BT 5.9D. Southeast Asia.

File: TG19083 Tug - Single Screw - 83.6' loa x 23.0' beam x 11.3' depth. Built in 1965 at 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.

File: TG19096 Multi-cat Style Tug - 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 at Kooiman; Zwujndrecht, Netherlands. Netherlands flag. GRT: 297. Class: BVI + Hull, Mach Tug Unrestricted Nav AUT-UMS. Special survey due 02/2012. 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 hydraulically driven 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 at 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 - Azimuthing (2 total) - 86.3' loa x 28.9' beam x 12.10' loaded draft. Built in 1978 / 1975 respectively at 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. Baltic.

File: TG17079 Tug - Single Screw - 79.3' loa x 26.8' beam x 14.0' depth x 13.40' loaded draft. Built in 1977 at 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 390v 50HzAC. Quarters: 3 persons. Europe Northern.

File: TG17002 Tug - Twin Screw - 26.0' beam x 10.5' depth x 9.00' loaded draft. Built in 1986 at 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.


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File: TG17013 Tug - Twin Screw - 85.6' loa x 30.0' beam x 11.0' depth x 6.00' light draft x 8.50' loaded draft. Built in 1981 at 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 a security plan. U.S. East Coast.

File: TG17096 Tug - Twin Screw - 96.0' loa x 28.1' beam x 12.0' depth x 9.00' light draft x 11.00' loaded draft. Built in 1981 at Service Machine, Amelia LA. U.S. flag. GRT: 95. Class: 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. Air Conditioned. Galley. Towing & anchor handling tug. Last drydocked June 2012 for ABS loadline renewal. In 2009/2010 entire house gutted and refurbished. Tug reported in 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 at Malaysian Shipyard. Foreign flag. Total 1,700BHP. Kort nozzle(s). Two available for sale direct from shipyard. Southeast Asia.

File: TG16045 Tug - Twin Screw - 85.3' loa x 26.2' beam x 12.0' depth x 9.80' loaded draft. Built in 2012 at 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. Direct from shipyard. Southeast Asia.

File: TG16061 Tug - Single Screw - 110.1' loa x 26.1' beam x 12.8' depth. Built in 1952 at RTC Shipbuilding. U.S. flag. GRT: 188. 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. Genset(s): 1 - 75kW AC; 1 - 40kW AC. May be developed for sale out of competition. U.S. Northeast.

File: TG16076 Tug - Twin Screw - 75.0' loa x 26.0' beam x 9.6' depth x 8.50' loaded draft. Built in 1988 at 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. Galley. Model bow tug started in 1982 and completed in 1988. Hull reinforced for ice. Enclosed aft control station. Working in fresh water. U.S. Great Lakes.

File: TG14087 Tug - Twin Screw - 72.0' loa x 20.4' beam x 5.6' depth x 6.50' loaded draft. Built in 1949 at 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. “as is, where is” out of competition. Mechanically sound with good operational machinery, new bulwarks installed. Requires new exterior water tight doors, blasting & paint, one shaft and both props need to be reworked. U.S. West Coast. Prompt.

File: TG14096 / TG14100 Multi-Cat Style Tugs - Twin Screw (2 total) - 91.8' loa x 36.1' beam x 10.7' depth x 8.20' loaded draft. Built in 2012. Singapore flag. GRT: 231. Class: ABS + A1, E Towing Vessel +AMS. 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 C32 ACERT DITA total 1,500BHP / 2 x CAT 3412C TA total 1,440BHP respectively. 1,400mm 4-blade FP prop(s). Bollard Pull: 19T. Speed about 8.5kn. Pump(s): FO: 25m3/h transferrable. Genset(s): 2 - 125kW / CAT 415vAC 50Hz. Firefighting: SOLAS / Class approved CO2 fire suppression system. Galley. Shallow draft, flow-through design Multi-Cat. Draft 4.9' with 50% liquid capacity.


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File: TG15070 Tug - Twin Screw - 70.0' loa x 24.0' beam x 10.0' depth x 7.00' loaded draft. Built in 1998 at R&S Fabrication, LA. U.S. flag. GRT: 97. Class: (Unclassed under GRT requirements). FO: 35,000g. FW: 4,000g. Crane: None. Winch: Markey Split Drum/3V71. Line Pull: 75,000lb. Wire Capacity: 1,400' x 1 1/8" galvanized. Main Engines: 2 x CAT 3412C total 1,500BHP. 65" x 67" stainless prop(s). Kort nozzle(s). Stainless steel type 37 nozzles. Speed about 11kn on 45gph. Genset(s): 2 - 35kW / GM371. Quarters: 5. Harbor/Coastal tug. Main engines new. Generators & winch engines re-built. Tire fendering. Suitcase drum with 120' x 1" wire capacity. Aluminum wheelhouse doors. U.S. Gulf Coast.

File: TG14105 Tug - Twin Screw - 83.6' loa x 26.0' beam x 12.0' depth x 9.84' loaded draft. Built in 2000 at C. E. Ling Shipbuilding Sdn Bhd. Malaysia flag. GRT: 180. Class: Nippon Kaiji Kyokai, NS Tug / MNS LSA, RCF. Deadweight: 186mt. FO: 130MT. Main Engines: 2 x Cummins 3412B total 1,442BHP. 1 - FP prop(s). Speed about 10kn. Genset(s): 2 - 41kW / Cummins 4B3.9-G. Southeast Asia.

File: TG14104 Tug - Twin Screw - 101.7' loa x 37.9' beam x 12.5' depth x 9.84' loaded draft. Built in 2002 at Piasau Slipways Sdn Bhd. Malaysia flag. GRT: 271. Class: BV I Tug. Main Engines: 2 x Mitsubishi S6R2-MPTK total 1,440BHP. 2 - FP prop(s). Speed about 11kn. Genset(s): 2 - 65kW / Cummins 4BT 3.9G2. Southeast Asia. File: TG14107 Tug - Twin Screw - 58.1' loa x 17.6' beam x 4.1' depth.

Built in 1975 at 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 at Mertel Gravel Co.; Peru, IL. U.S. flag. GRT: 48. Main Engines: 2 x Cummins NTA-855-A335 total 1,400BHP. Last Overhauled: 2004. Retractable pilothouse. U.S. Midwest.

File: TG13095 Tug - Tractor - 94.7' loa x 27.5' beam x 11.4' depth x 12.46' loaded draft. Built in 1961 at 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). 2 oil 4SA 8cyl 210x300mm. 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 at Jones Tug & Barge; Long Beach, CA. U.S. flag. GRT: 95. Class: Not classed. 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"x59" 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. Both reduction gears replaced new in 1996. Elevated flying bridge with control station plus controls aft of engine trunk. Working tug. Very good condition. 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 at 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. Marcon has sold 6 or 7 boats to this owner over the last 15 years. Mediterranean.

File: TG13093 Tug - Twin Screw - 77.1' loa x 24.0' beam x 10.5' depth. Built in 2012 at Eastern Marine Shipbdlg 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.

File: TG12082 Tug - Twin Screw - 80.0' loa x 24.0' beam x 9.5' depth x 8.50' loaded draft. Built in 1966 at 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. Stern controls. Genset(s): 2 - 30kW / GM 371. Quarters: 6 berths in 3 cabins. Upper pilothouse with 34' height of eye. For sale out of competition. U.S. Gulf Coast.


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File: TG10071 Tug - Twin Screw - 69.0' loa x 26.0' beam x 9.1' depth. Built in 1980 at 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. Galley. 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.

File: TG12355 Tug - Twin Screw - 55.0' loa x 17.4' beam x 9.5' depth x 6.90' loaded draft. Built in 2001 at 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 reports they've recently spent $600K on refurbishing the tug. Suggest inspections to determine condition. For sale outside of So. California. 2009 and 2011 surveys on file to registered buyers. New lower price ideas. U.S. West Coast. Prompt. File: TG12149 Tug - Twin Screw - 72.4' loa x 24.0' beam x 10.2' depth. Built in 2008 at 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. 2 - FP prop(s). Bollard Pull: 25T. Speed about 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 at 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. 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 at 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 years, 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: TG07061 Tug - Twin Screw - 60.0' loa x 20.0' beam x 7.8' depth. Built in 1970 at 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. Galley. Model bow coastal tug. Reportedly completely rebuilt in 2004. U.S. West Coast.

File: TG09045 Tug - Twin Screw - 45.0' loa x 18.0' beam x 6.3' depth x 5.30' light draft. Built in 1965 at 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. prop(s) on 3.75" shaft(s). Only 2,850hrs on engine, new 2003. Genset(s): 2 - 35kW, new 2006 1,600hrs. Galley. Freshwater boat last 27 yrs., 2 ea 35kW gen sets with only 1,600hrs (rebuilt 2006), Cat digital machinery display, 2 ea Nabrico electro-hydraulic facing winches, extensive electrical & fire suppression updates in 2010, Current USCG Inspection for Uninspected Towing Vessel. Single Push knee. Price reduced from $400,000. U.S. Great Lakes. $300,000.


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File: TG09051 Tug - Twin Screw - 50.3' loa x 17.8' beam x 6.4' depth x 5.90' loaded draft. Built in 1970 at 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 nonoperational. Engines basically a hull. Call Marcon for price ideas or to arrange inspection. New lower price ideas. U.S. Gulf Coast. Prompt.

File: TG08060 Tug - Single Screw - 65.0' loa x 19.5' beam x 8.5' depth. Built in 1954 at 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 at Greece. Greece flag. GRT: 39. Class: Ministry of Mercantile Marine exp 05/2004. Main Engines: 2 x CAT 3408B total 804BHP. Speed about 10kn. Clients have their own shipyard and can make any modifications as required by potential buyers. Full specifications, plans & price guidance on request to serious named buyers. Mediterranean. Prompt.

File: TG08043 Tugs - Twin Screw (4 total) - 43.0' loa x 16.4' beam x 5.7' depth. Built in 1988 at Ingleside, Texas Yard. Rebuilt: 2005 thru 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. Five available, four of which are almost sisters built 1981 – 1993 plus one single screw version. Motivated seller. Inviting best firm cash offers either individually or en-bloc after inspection. U.S. Gulf Coast.

File: TG08045 Tug - Twin Screw - 16.8' beam x 5.8' depth x 5.30' loaded draft. Built in 1968 at 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: TG07363 Tug - Twin Screw - 63.9' loa x 21.3' beam x 10.5' depth. Built in 1981 at 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 accommodations. Passengers: 12. Southeast Asia.

File: TG05564 Tug - Single Screw - 64.8' loa x 20.0' beam x 7.7' depth. Built in 2002 at 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. Mediterranean.

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.


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File: TG05048 Tug - Single Screw - 47.4' loa x 12.3' beam x 5.6' depth. Built in 1974. Foreign flag. Main Engine: 1 x Mercedes total 500BHP. Bollard Pull: 9T. Although currently on long term charter, we may be able to develop for sale on a private & confidential basis. Mediterranean. Prompt. File: TG04048 Tug - Twin Screw - 47.0' loa x 16.0' beam x 5.50' loaded draft. Built in 1988 at 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.

File: TG04474 Tug - Single Screw - 75.0' loa x 18.1' beam x 8.9' depth. Built in 1951 at 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 at Ingleside, Texas. Rebuilt: 2005. U.S. flag. GRT: 22. Light Disp.: 40st. FO: 2,000g. FW: 400g. Winch: 2 hand tuggers & double tow bitt. Wire Capacity: 0.75". Main Engine: 1 x CAT 3406C 400BHP. 46" x 38" SS four blade prop(s) on 3" SS shaft. Morse type cable clutch / throttle controls. Pump(s): 1 - Pacer fire pump. Genset(s): 2 - 21kW / Kubota keel cooled 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. New bottom jobs April - May 2011. Reportedly very good condition and ready for immediate service. Copy of January 2011 survey & audio-gauge available on request. Five available – four twin and one single screw. See also TG08043.

Motivated seller. Inviting best 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.

File: TG02441 Tug - Single Screw - 41.7' loa x 14.5' beam x 7.0' depth. Built in 1977 at 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 en-bloc sale with 166' OSV (see SU16517) and / or 12" cutter suction dredge (see DR04414). U.S. Northwest. Prompt. 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.

Tug Boat Market Report - August 2012.pdf

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Transcript of Tug Boat Market Report - August 2012.pdf