marcon international, inc. p.o. box 1170, 9 nw front … and barges for sale or charter worldwide...

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

www.marcon.com

Details believed correct, not guaranteed. Offered subject to prior sale of charter.

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

Coupeville, WA 98239 U.S.A.

Telephone (360) 678 8880

Fax (360) 678-8890

E Mail: [email protected]

http://www.marcon.com

September 2014

Tank Barge Market Report Following is a breakdown of both foreign and U.S. tank barges officially on the market and available through Marcon. Not included are those barges not officially on the market, which we may be able to develop on a private and confidential basis.

Listed Inland Tank Barges Barrel Capacity Under

10,000

10,000-

19,999

20,000-

29,999

30,000-

39,999

40,000-

49,999

50,000

Plus *

Total

Jan 1998 31 18 12 0 0 61

Jan 1999 31 14 11 1 0 57

Jan 2000 33 12 14 0 0 59

Feb 2001 22 14 11 0 0 47

Mar 2002 22 7 10 1 0 40

Mar 2003 28 18 19 4 1 70

Mar 2004 21 35 26 15 3 100

Mar 2005 19 44 40 8 4 1 116

Mar 2006 10 37 21 5 2 1 76

Mar 2007 6 9 4 0 0 2 21

Mar 2008 10 4 6 2 1 0 23

Mar 2009 12 8 7 5 1 0 33

Feb 2010 8 6 6 8 1 0 29

Feb 2011 10 13 4 4 2 0 33

Feb 2012 6 5 3 0 0 0 14

Feb 2013 5 16 8 0 1 0 30

Aug 2013 5 9 9 0 2 0 25

Nov 2013 14 16 14 0 1 1 46

Feb 2014 14 16 16 1 1 1 49

May 2014 16 16 18 1 2 1 54

Aug 2014 - Worldwide 9 9 11 2 1 0 32

Aug 2014 – U.S. 2 3 2 1 1 0 9

Aug 2014 - Foreign 7 6 9 1 0 0 23

Avg. Age - Worldwide 1982 1978 1989 1997 1963 0

Avg. Age – U.S. 1954 1997 1978 1980 1963 0

Avg. Age - Foreign 1992 1969 1991 2013 0 0

Charter - Worldwide 0 0 0 0 0 0 0

Charter – U.S. 0 0 0 0 0 0 0

Charter - Foreign 0 0 0 0 0 0 0

Up Since Last Report Down Since Last Report

* Before June 2004 40,000BBL plus barges were grouped together

Of the 3,785 barges and 12,730 vessels we currently track, 707 are tank barges with 32 inland and 35 ocean or coastal barges officially on the market for sale. Nine of the 32 inland barges are 10 years of age or less. 18 or 56.3% of the inland barges are 25 years of age or over. The oldest inland tank barge listed is a 1,190BBL steel hull self-propelled tank barge used for transporting lube oil, driven by a GM 12V71 main engine, located on the US East Coast.

Marcon International, Inc. Tank Barge Market Report – September 2014

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Listed Ocean and Coastal Tank Barges Barrel Capacity

Under

10,000

10,000-

19,999

20,000-

29,999

30,000-

39,999

40,000-

49,999

50,000-

59,999

60,000-

69,999

70,000-

79,999

80,000-

89,999

90,000-

99,999

100,000

Plus

Total

Mar 2002 22 7 10 1 0 0 0 0 0 0 0 40

Mar 2003 28 18 19 4 1 0 0 0 0 0 0 70 Mar 2004 2 15 7 2 2 9 0 0 0 0 0 37 Mar 2005 5 9 5 1 0 1 0 2 1 4 3 31 Mar 2006 3 6 9 3 2 1 0 0 1 0 0 25 Mar 2007 2 11 9 2 3 1 2 0 0 2 3 35 Mar 2008 5 12 10 3 1 1 2 2 0 1 2 39 Mar 2009 5 6 15 8 5 5 4 3 0 1 5 57 Feb 2010 3 15 17 7 3 5 6 6 1 3 10 76 Feb 2011 6 4 18 11 2 6 4 5 1 1 6 64 Feb 2012 5 4 7 7 5 3 0 1 1 1 0 34 Feb 2013 7 3 7 6 4 3 0 2 1 2 2 37 Aug 2013 5 5 8 5 2 3 0 2 1 2 0 33 Nov 2013 6 7 8 4 2 3 0 1 1 1 0 33 Feb 2014 5 7 8 10 2 1 0 1 1 1 0 36 May 2014 5 10 9 11 2 1 0 1 1 1 0 41 Aug 2014 - Worldwide 1 6 8 12 3 1 0 1 2 1 0 35 Aug 2014 – U.S. 0 3 2 2 2 0 0 0 0 0 0 9 Aug 2014 - Foreign 1 3 6 10 1 1 0 1 2 1 0 26 Avg. Age - Worldwide 1979 1987 1997 1999 1984 1965 0 1972 1991 1972 0 Avg. Age - U.S. 0 1971 1994 1967 1973 0 0 0 0 0 0 Avg. Age - Foreign 1979 2002 1999 2009 2007 1965 0 1972 1991 1972 0 Charter - Worldwide 1 0 3 3 0 1 0 1 0 0 0 9 Charter - U.S. 0 0 0 3 0 0 0 0 0 0 0 3 Charter - Foreign 1 0 3 0 0 1 0 1 0 0 0 6

Up Since Last Report Down Since Last Report Before June 2004 all 50,000BBL plus barges were grouped together

Of the 35 ocean/coastal barges, 12 are 10 years of age or less. 15 or 42.9% of the ocean & coastal barges are 25 years of age or over with the oldest one, a U.S. flagged 30,000BBL barge, built in 1961. Oil prices have fallen about 25% since June’s high of about US $115/BBL to around $82/BBL for West Texas Intermediate Crude. The spread between this price per BBL and that of Brent Crude has also narrowed quite a bit (US $2.00/BBL in mid-October versus US $14.95/BBL spread in June 2014). The chart shows where the prices were at the beginning of October, and these have fallen throughout the month. The narrowing of the two price bases (Brent and WTI) is due mainly as a result of the changes to crude oil infrastructure within North America which has caused WTI prices to rise, and more recently the increased supply within the market and declining demand has also had a combination effect. U.S. is producing more oil than it has in some 40-plus years and supplies are high. Imports have been dropping and there is extra crude in the market as a result. This has put downward pressure on prices, and looks to continue for a while, as economic growth in Asia and Europe has also stagnated. Although the U.S. economy showed strong growth in the second quarter (a revised 4.2% growth rate), economic data in Europe and China were somewhat disappointing and points to potentially weaker demand for crude oil moving forward. Eurozone GDP growth was reported at 0.2% in the second quarter and inflation fell to 0.3% in August, while in July Chinese total imports fell 1.6% year-over-year. Industrial growth was also below expectations. Combined with an upcoming seasonal decline in refinery runs and the seasonal increase in crude oil exports from Saudi Arabia, the international crude oil market is at one of its lowest points in the past three years.


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With instability continuing in the Mid-East, and in producing countries like Libya and Iraq, this trend could reverse itself quite rapidly. As more normal market forces return, especially in the developing world, demand could again take off, and this, coupled with any drop-off in production in a few key areas, would likely push everything right back up to where it was during mid-Summer 2014. If oil prices stay in the current range for any length of time, this will have an impact on future E&P budgets of oil majors with respect to how much and where they spend on any new exploration, or how much they continue to push existing fields. Saudi Arabia, which has for some time been the only holder of substantial spare oil production capacity, plays a critical role as the major swing supplier in response to disruptions in supply sources and economic fluctuations that affect oil demand. Their resources are relatively inexpensive to produce and Saudi Arabia is still the largest producer in the OPEC basket of companies. Without them taking action, little is likely to change – and they have yet made no moves to curtail output and force prices higher. Saudi Arabia can maintain their existing output at very, very low levels of US$/BBL and they may be able to easily accommodate these reduced prices for some time into the future. Countries like Venezuela and Russia though are impacted at a much higher threshold level of US$/BBL and on a shorter time frame. With their high internal debt loads and oil as their primary source of revenue, they will definitely need to increase production to compensate. This may not be possible in the short-term. Russia’s production made up about 46% of its budget over the past 8 months of 2014 and reportedly produced 10.64 million barrels of crude and condensate in January 2014. The flip side of this whole story is that the US is producing upwards of 8.5 million barrels a day, its highest level since 1986. Including natural gas liquids, U.S. oil output is nearly even with Saudi Arabia. Production of "tight" oil -- from the fracking of shale -- has gone from a small slice of US output to nearly 4 million barrels a day since 2010. North Dakota alone is producing more than Libya. US crude and lease condensate production is expected to continue to grow through 2019 before peaking at 9.9 MMbbl/d - about 4.3 MMbbl/d above the 2010 total and equal to the 1970 historical U.S. high, as a result of the resources in the Bakken, Eagle Ford, and Permian Basin formations. It is the general opinion of the International Energy Agency (IEA) that this drop in the price of oil will not have much of a sustained effect on shale production within the USA. The reported break-even level as reported by Reuters News in an interview with Maria van der Hoeven, Executive Director of the IEA, is “in upwards of 98% of the crude oil and condensates market from the United States of below USD $80/BBL and about 82% had a breakeven price of USD $60/BBL or lower”. Shale production should continue to bolster continued robust US waterborne transport of crude and lease condensates from the various fields. Shipping costs in the United States remain high and the availability of tonnage remains tight as many commodities are all competing for the same systems of transport via rail and water. With a bumper crop of corn and soybeans (reportedly the largest ever), there is expected to be massive congestion on the rails and water as chemicals, oil, coal and the agricultural crops all compete to get to their export terminals for market. Typically the agricultural crops will suffer the most, as they are inherently lower value versus oil and chemicals. When there is a massive crop like this year, it can be expected to be worse. As a result of continued US production growth and the required movement of crude oil to US refineries for production, the country is seeing a renaissance with a record numbers of orders for new tonnage in articulated tug/tank barge units for offshore oil transport. These tug and barge combinations are effectively the tankers of the US Fleet. Integrated Tug/Barge units (ITBs) were originally built in the 1970s as something of a “rule beater” due to their much lower manning and operational costs than tankers, but due to improvements in design and technology modern ATBs have come into their own due to their efficiencies. Since the 1990s the ATB market has grown dramatically and the capacities now surpass anything likely imagined by some of the first designers. Crowley Maritime’s construction program have placed 17 ATBs into the US market with a maximum capacity of their largest units being 330,000BBL, while the smallest logs in at 155,000BBL. Kirby, Moran, OSG, Bouchard, Genesis and Harley Marine Services are other companies with modern ATB tonnage trading – and unlikely to offer any modern double hull tonnage on the S&P

market in the near future unless they may be tempted by numbers at or in excess of newbuilding replacement. Marcon has been offering one modern, double hull ABS Ocean tank barge for sale for the first time in quite a while. We have seen some activity to date, but the Seller is asking what is effectively a newbuilding price for a seven year old barge if sold domestically - and we have not had any overseas buyers who would take the barge out of direct competition kicking the door down yet. The US double-hull market continues to be extremely tight.


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Fourteen of the inland tank barges which Marcon has listed for sale are located in Europe, followed by nine in the U.S., three with undisclosed locations, two in the Far East and one each in the Caribbean, Mediterranean, South Pacific, Southeast Asia and Southwest Asia. Thirteen ocean / coastwise barges listed for sale are in Southeast Asia, followed by eight in the U.S., four in the Far East, three in Canada, two in Africa and one each in the Caribbean, Europe, Latin America, the Mid-East and with undisclosed location. Twenty-

nine of the 67 tank barges Marcon has listed for sale worldwide are double hull. 11 of these are U.S. flag, only three are modern units (2 inland & 1 ocean) built within the last seven years. The remaining nine barges range from thirty-two to forty-five years of age, and two of these barges may never trade again. The foreign double-hull barges range from 49 years of age in West Africa up to one newbuilding resale in Southeast Asia. Since 1981, Marcon International closely follows the tug, barge and offshore petroleum markets with over 1,352 vessels and barges sold or chartered worldwide. Sales include 146 inland & ocean tank barges totaling in excess of 7.5 million barrels and 1 million deadweight ton capacity.

Marcon’s Recent Sales

Westoil Marine Services Inc. has sold their single-hull, U.S. flag, 10,000BBL capacity inland tank barge “Meghan 102” (ex-Phoenix 102, Hull 91) to private U.S. West Coast buyers. Built in 1980 by C&M Shipbuilding of Orange, Texas, the 145.0’ long x 50.0’ wide x 9.5’ deep barge has six cargo tanks fitted with heating coils, two Byron Jackson 8” deepwell cargo pumps, internal cargo piping, hydraulic hose handling boom and a 12kW Lister generator. The 1,140tdw barge is U.S. Coast Guard Certified to carry Grade “D” and lower petroleum products, but her OPA’90 retirement date is coming

due the end of this year. With her 7/16” hull, relative wide beam to length ratio, shallow draft and single raised rake, the barge was an excellent candidate for conversion to alternate non-liquid service. The barge has been cleaned and delivered to the new owner who intends to convert her. This is just one of several successful sale and purchase transactions that Marcon has been involved in with both the buyer and seller over many years, and the second time Marcon has been involved in the sale and delivery of this barge – the first being in the early 1980s when this barge and her sister were brought around from the U.S. Gulf to the Pacific Northwest. Marcon acted sole broker in this transaction.

The sale of a 20,298 barrel capacity single-hull U.S. flag ocean tank barge was concluded on a private basis. The ABS ocean loadline barge measuring 200' x 48' beam x 16' depth / 13.0’ draft was built in 1963 by Todd Pacific Shipyard in Seattle, Washington. Barge was reportedly in good condition for her age at the time of sale. She will remain under U.S. flag. Marcon acted as sole broker in the transaction and handled numerous sales and purchases for both parties over the years. Since our first sale in 1983, Marcon has sold or chartered 86 ocean and 62 inland tank barges with a total capacity of 7,626,150 barrels. We have also sold or chartered 299 tug boats with total power of 931,495BHP and 34 pushboats totaling 77,750BHP. In total since 1983, we have sold or chartered 1,352 vessels and barges. One additional long term charter / lease purchase of a 42,000bbl barge is pending.


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Marcon’s Market Comments

On September 10, 2014 Crowley Maritime Corp.’s subsidiary Carib Energy LLC announced that it has been granted a 20-year, small-scale U.S. Department of Energy (DOE) export license for the supply, transportation and distribution of U.S.-sourced liquefied natural gas (LNG) into Non-Free Trade Agreement (NTFA) countries in the Caribbean, Central and South America. As a result, both commercial and industrial customers within NFTA countries can now benefit from cost-efficient, environmentally friendly LNG exported from the U.S. The

licensing permits Crowley to now export 14.6 billion cubic feet (BCF) 0.04bcf/d of LNG – roughly the equivalent of 480,000 gallons per day via 10,700 gallon ISO tanks to these regions. In addition to supplying NFTA countries, Crowley will also continue to supply Free Trade Agreement (FTA) countries with the clean, economical fuel source. Crowley’s Carib Energy was also the first to have been granted a 25-year, small-scale license for the transportation into these FTA countries, a clearance that permits Crowley to transport 11.53 billion cubic feet (BCF) 0.03bcf/d or 360,000 gallons - per day of U.S.-sourced LNG into FTA markets in the Caribbean and Central and South America – locations where LNG is an attractive commodity thanks to its low price point in the face of growing power supply costs. “The challenge for any company in the business of moving LNG in ISO tanks is the flange-to-flange logistics of inland, ocean and island movements in a timely manner to keep the flow of LNG constant to the customer,” said Crowley Vice President Greg Buffington. “Crowley not only has the expertise but also the available assets to make this a successful business, while presenting savings and a greener energy alternative for customers around the world.” The first of four Crowley Maritime product tankers was celebrated September 24th in

a keel laying ceremony held at Aker Philadelphia Shipyard, Inc., the wholly-owned U.S. subsidiary of Aker Philadelphia Shipyard ASA. The 330,000BBL, Jones Act

tankers are being built through a joint venture between Crowley and Aker. Keeping with the long-held shipbuilding tradition, several coins were placed by representatives from Crowley, APSI and others on one of the keel blocks before the unit was lowered into place in the dry dock. The coins are a ceremonial sign of good fortune and safe travels. Steinar Nerbovik, APSI’s managing director, remarked, “Rich in tradition, the keel laying ceremony is a proud milestone for the shipyard and an important step in the vessel’s construction. These U.S.-built vessels play an important role in our country’s energy independence while providing good jobs for the men and women who build and sail her.”

Crowley’s Seattle-based, naval architecture and marine engineering subsidiary Jensen Maritime is providing construction management services for the product tankers. Jensen now has an on-site office and personnel at the Philadelphia shipyard to ensure strong working relationships with Aker staff and a seamless construction and delivery program. “Adding these new Jones Act tankers to our fleet allows us to continue providing our customers with diverse and modern equipment to transport their petroleum and chemical products in a safe and reliable manner,” said Crowley’s Rob Grune, senior vice president and general manager, petroleum and chemical transportation. “We are pleased with the progress being made on these vessels and with the good working relationships we have developed with Aker.” The new 50,000dwt product tankers are based on a proven Hyundai Mipo Dockyards (HMD) design which incorporates numerous fuel efficiency features, flexible cargo capability, and the latest regulatory requirements. The vessels will be constructed with consideration for the use of LNG for propulsion in the future. When completed, the vessel will be 600 feet long and be capable of carrying crude oil or refined petroleum products. Delivery of the new tankers is expected in 2015 and 2016. Aker Philadelphia Shipyard is a leading U.S. commercial shipyard constructing vessels for operation in the Jones Act market. It possesses a state-of-the-art shipbuilding facility and has earned a reputation as the preferred provider of oceangoing merchant vessels with a track record of delivering quality ships. Aker Philadelphia Shipyard is listed on the Oslo Stock Exchange and is majority-owned by Converto Capital Fund, which in turn is majority-owned by Aker ASA. Aker is a Norwegian industrial investment company that creates value through active ownership. Aker's investment portfolio is concentrated on key Norwegian industries that are international in scope: oil and gas, fisheries and biotechnology, and marine assets. Aker's industrial holdings comprise ownership interests in Aker Solutions, Kvaerner, Det norske oljeselskap, Aker BioMarine, Ocean Yield and Havfisk.


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Barging Right into LNG - A raft of new and innovative concepts for LNG barge missions hits the market, in

North America and across the pond, as well. Industry gears up for the soon-to-come need for bunkering,

infrastructure and LNG-related logistics. In 2014, innovation – as it turns out – means new ideas for the (previously) boring subject of marine barges. It also means LNG. Paired together, LNG and barges are giving naval architects, global classification societies and the operators of a new generation of LNG-powered tonnage something to think about. That’s because the final link of the push to move to dual fuel and/or LNG-powered commercial vessels involves infrastructure. Some early stakeholders are ramping up shore infrastructure to meet the coming demand for bunkers. Others are planning – and building – barges to accomplish the task. And, since it never really has been done before, the design task faces many challenges. Spending time and money on a design that no one, to date, has agreed to pay for, represents a real leap for some smaller naval architecture and design shops. The idea of an LNG bunker barge also entails a new area for classification societies, the IMO and of course, the U.S. Coast Guard. And yet, spec designs are emerging and their creators, looking for customers. Most that already have customers aren’t yet willing to talk about it, but that doesn’t prevent the ideas from making a splash in the trade news. Beyond this, the differences between the various designs and the driving forces behind each make for interesting discussion. This month, we look at a few of these entries to the hottest thing to hit shipping since Noah crewed up for his inaugural voyage.

BHGI, Conrad Team up on LNG Barge Concept - In late August, Conrad Shipyard, L.L.C. engaged Bristol Harbor Group, Inc. (BHGI) to develop a 3,000 cubic meter Liquefied Natural Gas (LNG) transport barge utilizing a Bristol Harbor Group proven hull design built by Conrad. It was also announced that BHGI had been awarded an “Approval in Principle” (AIP) by the American Bureau of Shipping (ABS) for the design of the 3,000 cubic meter Liquefied Natural Gas (LNG) Transport Barge design on behalf of Conrad.

The deal looks to be a natural fit for natural gas. That’s because BHGI has a long relationship with Conrad that, in the past, had focused on coastal liquid cargo barges. In this case, the 300’ version of those proven double hull oil barges that came to be the basis for the LNG Transport Barge. According to BHGI, the new design will serve the purpose of primarily transporting LNG in blue water along the United States coastline. Storage containment will consist of four Type C pressure tanks, all equally sized at 750 cubic meters. The tank design offers suitable hold times for cargo transport without the need for reliquefaction. The design is focused on constructability and ensuring cargo safety.

Separately, BHGI has also been active in a number of marine related natural gas projects for a variety of clients. Recently, BHGI has been awarded a contract to perform design conversion work for the United States Army Corps of Engineers on one of their vessels from diesel to dual fuel.


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Bureau Veritas to Class first LNG bunker barge - International classification society Bureau Veritas (BV) has been chosen to class a unique LNG bunkering vessel which will be built in Korea. The vessel will carry 5,000 cubic meters of LNG for ships’ fuel stored at 4 Bar in two IMO Type C pressure tanks. Delivery is set for 2016. The LNG bunker barge will be 111m LOA, beam 16.8m, and draft 4.9m and will have dual-fuel diesel electric propulsion with twin azipods for high maneuverability. According to BV, It will be built and equipped to the highest environmental friendliness standards.

Jensen’s LNG Play - At the Passenger Vessel Association (PVA) annual meeting held in Houston, Texas, Jensen Maritime Consultants had on display just a couple of their many design efforts underway at the Crowley-owned design and engineering shop. Naturally, those designs had the use or carriage of LNG as their central theme. LNG, at least on this side of the pond, is still largely uncharted waters, but that’s hardly the case for Jensen. Their new LNG bunker barge design, for example, is ample testimony to that. Ongoing in-house

projects include an LNG bunker barge, the LNG-powered tug, LNG powered ATB designs and of course, the design work with the larger, faster and environmentally-friendly liquefied natural gas powered, combination container – Roll-On/Roll-Off (ConRo) ships. Already in the thick of LNG, Jensen will provide construction management and supervision in the shipyard throughout the building phase of the ConRos. Jensen’s bunker barge designs are a closely guarded secret, but Jensen will focus on two basic sizes – ranging from capacities of 2,000 to 3,000 cubic meters. According to Jensen, a bunker barge has to be large enough to where it makes sense, but also small enough that it is affordable and economical.

Jensen’s philosophy for LNG is simple. Summing it all up, Jensen Maritime Vice President Johan Sperling told MarineNews earlier this year, “The Rule of thumb today: LNG equipment is about double the price of non-LNG components. We’re talking about the equipment. Whoever moves first takes the most risk because they are going to spend a lot of money and then the prices are going to drop. You don’t want to be first and get it wrong.” Jensen went forward with its LNG pioneering efforts for several reasons. Sperling says, “It was a big risk – for a naval architect, time is money and we spent a lot of R&D time on this. In this case, we felt the risk was low enough because we think it’s real enough that someone will eventually pay for it and that’s exactly what has happened.” Indeed, LNG ships being built, and when they are delivered, something will need to be in the water to serve them.

Becker Marine Systems: LNG Hybrid Technology for Barges - Environmentally-friendly innovations are the future of shipping. Nowhere is that more apparent than with Becker Marine Systems’ new LNG Hybrid Barge, that acts like a floating power plant, supplying low-emission energy to cruise ships. It’s also a new twist on the practice of “cold ironing” in port. Ports considering the installation of fixed ship-to-shore power connections will no doubt be taking a hard look at a concept that allows for a portable solution. According to Becker, the LNG Hybrid Barge is being eagerly awaited at the Port of Hamburg. Launched in early September, the barge is expected in Hamburg in mid-October. With a length of 76.7m, a breadth of 11.4m and draught of approx. 1.7m, the vessel will eventually, for the first time, deliver energy to a cruise ship as part of a joint project with AIDA Cruises. Delivered only two years after the start of the project, the LNG Hybrid Barge is equipped with five generators with an overall output of 7.5 MW (50/60Hz). These generators will be the first marine classified LNG Caterpillar engines to be delivered to customers. www.LNG-Hybrid.com.

LNG & Barges: here to stay - No matter what a particular LNG/barge concept is dreamed up for, the advantage of a mobile source of bunkers and power has to be an attractive lure for both marine operators and ports clamoring for cleaner air. In North America alone, at least eight LNG and/or dual fuel vessels are either on the drawing boards, under construction or, as in the case of Harvey Gulf’s industry-leading entries on the Gulf Coast, already in the water. That means a ready and regular, dependable supply of LNG has to be made available. In the absence of shore-based bunker facilities, barges will be among the early solutions sought by stakeholders. While barges as LNG bunker vehicles may be the most obvious application, it is also true that unique entries such as Becker Marine’s mobile power source for in port “plug-ins” will find utility in other markets. As LNG moves forward on the waterfront, however, the one certainty all can count on is that barges will be part of the solution. Fortunately, there is no shortage of innovative ideas to make this happen.

Source: Barging Right into LNG, Joseph Keefe, Wednesday, October 15, 2014. October 2014 edition of MarineNews - http://magazines.marinelink.com/Magazines/MaritimeNews

http://www.lng-hybrid.com/

http://magazines.marinelink.com/Magazines/MaritimeNews


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Genesis Energy, L.P. has agreed to acquire for approx.

$157 million the M/T “American Phoenix” from Mid

Ocean Tanker Company and two related charters and management agreements. The “American Phoenix”, completed in 2012, is a modern, double-hulled, Jones Act qualified tanker with 330,000 barrels of cargo capacity. The vessel is operating under long term charters into 2020 with high quality counterparties, including a major integrated oil company. This acquisition complements and further integrates Genesis’ existing operations, including its Genesis Marine inland barge business (comprised of 62 barges and 24 push/tow boats) as well as its offshore tank barge and tug business (comprised of 9 barges and 9 boats). “We are very pleased to have the opportunity to expand our marine transportation capabilities through the acquisition of the ‘American Phoenix’, which complements our existing marine operations,” said Grant Sims, Chief Executive Officer of Genesis. “This asset fits squarely within our focus of providing the logistical capability to get the right barrel to the right location.” Genesis Energy, L.P. is a diversified midstream energy master limited partnership headquartered in Houston, Texas. Genesis’ operations include pipeline transportation, refinery services and supply and logistics. The Pipeline Transportation Division is engaged in the pipeline transportation of crude oil and carbon dioxide. The Refinery Services Division primarily processes sour gas streams to remove sulfur at refining operations. The Supply and Logistics Division is engaged in the transportation, storage and supply and marketing of energy products, including crude oil, refined products, and certain industrial gases. Genesis’ operations are primarily located in Texas, Louisiana, Arkansas, Mississippi, Alabama, Florida, Wyoming and the Gulf of Mexico.

On July 31, 2014 Seacor Holdings Inc. announced its results for its second quarter ended June 30, 2014. For the quarter ended June 30, 2014, net income attributable to Seacor Holdings Inc. was $21.1 million. For the six months ended June 30, 2014, net

income attributable to Seacor Holdings Inc. was $32.6 million. For the quarter ended June 30, 2013, net income attributable to Seacor Holdings Inc. was $19.3 million. For the six months ended June 30, 2013, net loss attributable to Seacor Holdings Inc. was $1.7 million, including income from continuing operations of $8.5 million. Inland River Services - Operating income was $0.4 million on operating revenues of $56.0 million in the second quarter compared with operating income of $7.4 million on operating revenues of $58.0 million in the preceding quarter. Operating results from the dry-cargo barge pool were $5.4 million lower primarily due to lower rates, a seasonal reduction in activity levels and poor barge fleet logistics as a consequence of difficult operating conditions. Operating results for the 10,000 barrel liquid tank barge fleet were $0.6 million lower primarily due to the cost of U.S. Coast Guard inspections and related repair expenditures. Operating results for the liquid unit tow operation were $0.5 million lower primarily due to costs associated with placing two towboats into operation during the second quarter. Operating results for fleeting operations were $0.9 million lower primarily due to reduced activity as a result of flooding on the upper Mississippi. Shipping Services - Operating income was $13.0 million on operating revenues of $53.6 million in the second quarter compared with operating income of $11.8 million on operating revenues of $52.4 million in the preceding quarter. The increase in operating income was primarily due to an increase in higher yield harbor traffic and lower leased-in equipment costs for harbor towing and bunkering and an improvement in cargo shipping demand for short-sea transportation. Seacor and its subsidiaries are in the business of owning, operating, investing in and marketing equipment, primarily in the offshore oil and gas, shipping and logistics industries. Seacor offers customers a diversified suite of services and equipment, including offshore marine, inland river storage and handling, distribution of petroleum, chemical and agricultural commodities, and shipping. Seacor is dedicated to building innovative, modern, “next generation”, efficient marine equipment while providing highly responsive service with the highest safety standards, and dedicated professional employees.


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Kirby Corporation recently announced record net earnings attributable to Kirby for the third quarter ended September 30, 2014 of $76.7 million compared with $69.1 million for the 2013 third quarter. Consolidated revenues for the 2014 third quarter increased 24% to $680.7 million compared with $551.1 million reported for the 2013 third quarter. David Grzebinski, Kirby's President and CEO, commented, "We reported record results for the quarter as marine industry fundamentals remained positive and utilization was in the 90% to 95% range. Although we are pleased with our record results, an increase in downtime at some major petrochemical plants and refineries resulted in some inland

marine horsepower inefficiency. In addition, a change in our bunkering business had an unfavorable impact on our inland marine results. In our land-based diesel engine services market, we continued to see a pickup in demand for parts and services across our portfolio of oilfield equipment, including the manufacturing and remanufacturing of pressure pumping units." Marine transportation revenues for the 2014 third quarter were $448.7 million compared with $436.2 million for the 2013 third quarter. Operating income for the 2014 third quarter was $112.1 million compared with $113.6 million for the 2013 third quarter. Inland marine transportation continued its strong performance with tank barge utilization in the 90% to 95% range and pricing continued to improve modestly. During the third quarter, several petrochemical plants and large refineries experienced outages which marginally impacted demand for inland tank barges and created horsepower inefficiencies. Inland operating results and operating margin were negatively impacted by these outages and by the cost of additional charter towboats added in anticipation of new inland tank barges which were delayed by late shipyard deliveries. In addition, results were negatively impacted by changes in Kirby's Florida bunkering operation where a customer change led to a decrease in dedicated equipment and reduced revenue. Overall, operating conditions throughout the inland waterway system were seasonally normal during the quarter. Mr. Grzebinski continued, "Inland marine transportation revenue per ton mile declined during the quarter. As we've stated in previous quarters, there are numerous factors which can drive changes in revenue per ton mile. Certain time charter equipment was moved from shorter cross channel canal moves to longer river moves during 2014. Revenue per ton mile was also impacted by a reduction in delay days and lower revenue in the bunkering business which does not generate ton miles. Although revenue per ton mile was down, pricing continued to increase." The coastal marine transportation markets reflected continued strong utilization in the 90% to 95% range, consistent with the 2014 first half and above the 90% range experienced throughout 2013. Demand for coastal transportation of refined products, black oil, including crude oil and condensate, and petrochemicals remained at healthy levels, leading to continued favorable term and spot contract pricing. The marine transportation segment's 2014 third quarter operating margin was 25.0% compared with 26.1% for third quarter 2013, reflecting impact of plant outages, added horsepower costs and changes in the bunkering business.

Kirby continued to generate strong cash flow during the 2014 first nine months with EBITDA of $484.6 million compared with $448.3 million for the 2013 first nine months. During the 2014 first nine months, capital expenditures were $234.1 million, including $66.2 million for new inland tank barge and towboat construction, $57.4 million for progress payments on the construction of four new coastal articulated tank barge and tugboat units, and $110.5 million primarily for upgrades to the existing inland and coastal fleets, as well as the final costs for the construction of two offshore dry-bulk barge and tugboat units delivered during 2013. In addition, Kirby purchased a previously leased coastal tank barge in August 2014 for $6.5 million. Total debt as of September 30, 2014 was $649.4 million, reflecting a reduction of $99.8 million since December 31, 2013, and Kirby's debt-to-capitalization ratio was 22.4%.

Commenting on 2014 fourth quarter and full year market outlook and guidance, Mr. Grzebinski said, "The plant outages that negatively impacted us in the third quarter are largely behind us. Our earnings guidance for the 2014 fourth quarter is $1.30 to $1.40 per share compared with $1.13 per share in the 2013 fourth quarter. We are raising our full year 2014 guidance to $5.04 to $5.14 per share compared with $4.44 per share for the 2013 year, which included a $0.20 per share United earnout benefit. Our fourth quarter guidance assumes normal seasonal operating conditions in both our inland and coastal marine transportation markets. Utilization in both our inland and coastal fleets is projected to remain in the 90% to 95% range." The 2014 capital spending guidance range of $370 to $380 million includes approximately $125 million for the construction of 61 inland tank barges and one inland towboat, all expected to be delivered in 2014. The guidance range also includes approximately $110 million in progress payments on the construction of two 185,000 barrel coastal ATBs and two 155,000 barrel ATBs. The balance of $135 to $145 million is primarily for capital upgrades and improvements to existing inland and coastal marine equipment and facilities, diesel engine services facilities, and final costs related to the construction of two offshore dry-bulk barge and tugboat units delivered during 2013. In addition to the $370 to $380 million of 2014 planned capital spending, Kirby purchased one previously leased coastal tank barge for $6.5 million in August 2014 and two previously leased coastal tank barges for $25.3 million in October 2014.


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Trinity Industries, Inc. (NYSE:TRN) reported net income attributable to Trinity stockholders of $149.4 million for the third quarter ended September30, 2014. Net income for the same quarter of 2013 was $99.6 million. Revenues for the third quarter of 2014 increased 41% to a record $1.56 billion compared to revenues of $1.11 billion for the same quarter of 2013. “During the third quarter, Trinity generated record revenues and its 17

th consecutive quarter of year-over-year growth in net earnings," said Timothy R. Wallace, Trinity’s Chairman,

CEO and President. “Our major businesses reported a record combined backlog valued at more than $7.1 billion at the end of the third quarter, representing 15% growth year-over-year. I continue to be impressed with our team of people and the amount of operating leverage they are obtaining. Their capabilities and hard work have enabled us to realign our manufacturing capacity to meet strong demand for our products and services that support the North American energy renaissance.” Mr. Wallace added, “In addition to reporting strong financial results during the quarter, we made continued progress toward achieving our vision of being a premier, diversified industrial company. This progress is demonstrated by the more than $700 million we have committed to acquisitions in our Energy Equipment Group thus far in 2014. The integration of Meyer Steel Structures, which closed in August, is progressing smoothly." In the third quarter of 2014, the Rail Group reported record revenues of $996.4 million and operating profit of $186.4 million, resulting in increases compared to the third quarter of 2013 of 39% and 53%, respectively. The increase in revenues and profit was due to higher deliveries, improved pricing, and a more favorable product mix. The Rail Group shipped 7,745 railcars and received orders for 14,120 railcars during the third quarter. The Rail Group backlog increased to a record $6.1 billion at September 30, 2014, representing a record 51,725 railcars, compared to a backlog of $5.5 billion as of June30, 2014, representing 45,350 railcars. During the third quarter of 2014, the Railcar Leasing and Management Services Group reported revenues of $205.7 million compared to revenues of $150.6 million during the third quarter of 2013. Operating profit for this Group was $87.0 million in the third quarter of 2014 compared to operating profit of $74.0 million in the third quarter of 2013. The increase in revenues and operating profit was due to higher rental rates and utilization as well as increased railcar sales from the lease fleet. During the third quarter, Trinity sold $132.2 million of railcars to Element Financial Corporation under the strategic alliance announced last December with $47.4 million reported as sales of railcars owned one year or less at the time of sale, $13.0 million reported as sales of railcars owned more than one year at the time of sale, and $71.8 million reported in the Rail Group as external revenue.

The Inland Barge Group reported revenues of $168.4 million compared to revenues of $136.4 million in the third quarter of 2013. Operating profit for this Group was $31.0 million in the third quarter of 2014 compared to $23.8 million in the third quarter of 2013. The increase in revenues and operating profit compared to the same quarter last year was due to higher delivery volumes and a more favorable product mix. The Inland Barge Group received orders of $177.1 million during the quarter, and as of September 30, 2014 had a backlog of $475.4 million compared to a backlog of $466.7 million as of June 30, 2014.

The Energy Equipment Group reported record revenues of $269.7 million in the third quarter of 2014 compared to revenues of $169.7 million in the same quarter of 2013. Revenues related to acquisitions completed in 2014 totaled $64.4 million for the third quarter while the remainder of the increase compared to the same period in 2013 was due to increased demand for storage containers and higher shipments of structural wind towers. Operating profit for the third quarter of 2014 increased to $30.0 million compared to $15.0 million in the same quarter last year. The backlog for structural wind towers as of September30, 2014 was $528.6 million compared to a backlog of $611.3 million as of June 30, 2014. Revenues in the Construction Products Group were $170.4 million in the third quarter of 2014 compared to revenues of $149.2 million in the third quarter of 2013. The Group recorded an operating profit of $21.6 million in the third quarter of 2014 compared to an operating profit of $18.6 million in the third quarter of 2013. Revenues and operating profit increased for the third quarter of 2014 compared to the same period in 2013 primarily due to higher volumes. At September 30, 2014, Trinity had cash and cash equivalents of $663.7 million. When combined with capacity under committed credit facilities, Trinity had approximately $1.3 billion of available liquidity at the end of the third quarter. This level of liquidity includes the net proceeds received from Trinity's issuance in September of $400 million in 4.55% senior notes due 2024.


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Highway Products Litigation - On October 20, 2014, a jury in a federal district court in Marshall, Texas returned a verdict stating that Trinity and its subsidiary, Trinity Highway Products, LLC, “knowingly made, used or caused to be made or used, a false record or statement material to a false or fraudulent claim,” awarding $175 million in damages based on such finding. The jury's damages award, to the extent it survives Trinity's challenge in post-trial motions or on appeal, is automatically trebled under the False Claims Act to $525 million. Additionally, the district court is required to impose civil penalties for each violation of the Act (which penalties are not automatically trebled). The district court has not yet entered a final judgment or determined a civil penalty amount. Trinity maintains that the allegations are without merit and intends to vigorously defend its positions in post-trial motions and on appeal to the United States Court of Appeals for the Fifth Circuit. Pending entry of a final judgment and completion of Trinity’s post-trial and appellate activities in this matter, Trinity currently does not believe that a loss is probable, therefore no accrual has been included in the consolidated financial statements. Trinity's earnings guidance for the fourth quarter is between $0.75 and $0.83 per common diluted share, which includes the impact from the Meyer acquisition. This results in full year 2014 earnings guidance of between $4.08 and $4.16 per common diluted share compared to previous guidance of between $3.90 and $4.10 per share, which excluded any impact from Meyer. Trinity’s earnings guidance compares to fourth quarter and full year 2013 earnings per common diluted share of $0.72 and $2.38, respectively. The acquisition of Meyer has a minimal impact on earnings in 2014, after considering the additional amortization expense associated with acquired intangibles other than goodwill and approximately $9.8 million of one-time transaction expenses incurred year-to-date, $7.5 million of which were reported in the third quarter. Actual results may differ from present expectations, as noted below.

Conrad Shipyard, L.L.C. engaged Bristol Harbor Group, Inc. to develop a 3,000m3 Liquefied Natural Gas transport barge utilizing a Bristol Harbor Group proven hull design built by Conrad. Bristol Harbor Group has been awarded an “Approval in Principle” (AIP) by the American Bureau of Shipping for the design of the 3,000m3 LNG Transport Barge design on behalf of Conrad Shipyard, L.L.C. of Morgan City, Louisiana. BHGI has a decade long relationship with Conrad Shipyard, L.L.C. that has traditionally focused on coastal liquid cargo barges from 26,000BBL to 80,000BBL. It is the 300’ version of these successful double hull oil barges that serves as the basis for this LNG Transport Barge. This new design will serve the purpose of primarily transporting LNG in blue water along the United States coastline. Storage containment consists of four Type C pressure tanks, all equally sized at 750 cubic meters. The tank design offers suitable hold times for cargo transport without the need for reliquefaction. The design is focused on constructability and ensuring cargo safety. Greg Beers, P.E. President/Principal Naval Architect said “Bristol Harbor Group, Inc. is honored to have Conrad Shipyard, L.L.C.’s trust regarding this exciting project. We are on the cutting edge of the marine industry’s adoption of LNG, and it is a pleasure to work with a client who shares our drive and commitment to this emerging market.”

Conrad Industries, Inc. announced its second quarter and six months 2014 financial results and backlog at June 30, 2014. For the quarter ended June 30, 2014,

Conrad had net income of $6.8 million compared to net income of $6.1 million during the second quarter of 2013. Conrad had net income of $13.2 million for the six months ended June 30, 2014 compared to net income of $12.0 million for the six months ended June 30, 2013. Conrad’s backlog was $173.0 million at June 30, 2014, $152.9 million at December 31, 2013 and $181.8 million at June 30, 2013.


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VT Halter Marine, Inc., a subsidiary of Vision Technologies Systems, Inc., announced August 1

st new contracts to build two 130’ Articulated

Tug Barge (ATB) tugs for Bouchard Transportation Co., Inc. Measuring 130 feet by 38 feet by 22 feet, these 6,000HP twin screw ATB

tugs will be classed by ABS as A1 Ocean Towing, Dual Mode ATB, USCG Subchapter C, both will be equipped with an Intercon Coupler System. Construction of the vessels will begin in 3Q2014 at VT Halter Marine’s Moss Point Marine facility in Escatawpa, Miss., with delivery expected in January 2016 and May 2016. These vessels will enter into Bouchard’s fleet service in New York, N.Y. “I am happy to share the news of Bouchard Transportation’s fleet expansion. I look forward to the delivery of two more first-class vessels built by VT Halter, and would like to thank Mr. Brian Everist for Intercon’s assistance in completing these contracts,” said Morton S. Bouchard III, President/CEO, Bouchard Transportation. “We appreciate the continued confidence that Bouchard Transportation has in VT Halter Marine as we continue to build for the largest ATB operator in the U.S. The Bouchard family has been a long-standing and valued customer of ours. We look forward to delivering these ATB tugs into their fleet,” commented Bill Skinner, Chief Executive Officer, VT Halter Marine. Per Bouchard Transportation’s press release, the new builds will be called the “M/V Bouchard Boys” and the “M/V Evening Light” and will be built with Tier III engines and Lufkin gears. The new tugs will be married up to two existing Bouchard barges.

In October, VT Halter Marine, Inc. announced that it had commenced construction on the first of two liquefied natural

gas (LNG)-powered, combination Container Roll-On/Roll-Off (ConRo) vessels for Crowley following the signing of the contract, which took place in November 2013. The new ConRo vessel has been designed to maximize the carriage of

102” wide containers, which offer the most cubic cargo capacity in the trade. The vessel measures 219.5m long, 32.3m wide (beam), with a deep draft of 10m, and an approximate deadweight capacity of 26,500MT. Cargo capacity will be approximately 2,400 TEUs (20-foot-equivalent-units), with additional space for nearly 400 vehicles. The main propulsion and auxiliary engines will be fueled with environmentally-friendly LNG, setting a new standard for responsible shipping. The vessels will be built at the Pascagoula facility, with deliveries scheduled for mid and late 2017. The ship design is provided by Wartsila Ship Design in conjunction with Crowley subsidiary Jensen Maritime, a leading Seattle-based naval architecture and marine engineering firm.

“VT Halter Marine is pleased and excited to announce the first steel plate cut which launches the official start of construction for these new LNG ConRo ships. These vessels signify how important the Jones Act is in keeping Americans employed in the marine industry. We are most grateful for Crowley’s continued confidence in VT Halter Marine,” said Bill Skinner, Chief Executive Officer, VT Halter Marine. According to Crowley Maritime’s press release, the ships, to be named “El Coqui” and “Taino”, will be used in the Puerto Rico trade. They will replace Crowley’s towed triple-deck barge fleet, which have served the trade continuously and with distinction since the early 1970s.


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The Greenbrier Companies, Inc. (NYSE: GBX) recently reported financial results for its fourth fiscal quarter and full year ended August 31, 2014. Net earnings for the quarter were $33.7 million, excluding a non-cash gain of $13.6 million (net of tax) on contribution of its repair operations to GBW, on record revenue of $618.1 million. Net earnings attributable to

Greenbrier for the quarter, which includes the gain on contribution to GBW, were $47.4 million. Record adjusted EBITDA for the quarter was $80.8 million, or 13.1% of revenue. Record railcar backlog as of August 31, 2014 was 31,500 units with an estimated value of $3.33 billion (average unit sale price of $106,000), compared to 26,400 units with an estimated value of $2.75 billion (average unit sale price of $104,000) as of May 31, 2014. Orders for 10,400 new railcars valued at $1.06 billion were received during the quarter. After quarter end, Greenbrier received orders for an additional 11,400 units valued at nearly $1 billion. New railcar deliveries totaled 4,800 units for the quarter, compared to 4,300 units for the quarter ended May 31, 2014. Marine backlog as of August 31, 2014 totaled approximately $112 million. During the year, Greenbrier formed GBW Railcar Services, LLC (GBW), a 50/50 joint venture with Watco Companies, LLC focused on retrofitting, refurbishing and repairing railcars through a network of 38 shops across North America, including 14 sites certified for tank car retrofitting and repair. Record net earnings, excluding gain on contribution to GBW and restructuring charges, were $99.3 million on revenue of $2.2 billion. Adjusted EBITDA was a record $253.8 million or 11.5% of revenue. Greenbrier achieved ROIC of 16.9% excluding gain on contribution to GBW and restructuring charges. New railcar deliveries totaled 16,200 units. Orders totaled 34,300 units valued at $3.42 billion across a broad range of railcar types. Cash generated from operating activities was $136 million. Fourth quarter aggregate gross margin reached 17.2%, compared to 16.3% in the third quarter, surpassing Greenbrier’s stated goal of a minimum 13.5% by the fourth quarter of fiscal 2014. Manufacturing gross margin reached a record 17.9% in the fourth quarter, driven by product mix, pricing, production efficiencies, and leasing strategy. Greenbrier successfully met its $100 million capital efficiency goal, driven by an asset-light leasing model. Net debt has decreased nearly $149 million since February 2013 when the goal was set. New goals have been set of at least 20% aggregate gross margin and 25% ROIC by the second half of fiscal 2016. William A. Furman, Chairman and CEO, said, "We leveraged our integrated business model to achieve our best annual performance yet and are well positioned to continue to grow in 2015 and beyond. We are obtaining the highest level of new orders in Greenbrier's history. They are broad-based across many railcar types including tank cars, grain and sand covered hoppers, automotive, intermodal, boxcars, gondolas, and plastic pellet cars, among others. We also achieved record production levels and deliveries, all while improving operating efficiencies and enhancing our footprint in our manufacturing facilities. Our leasing business continues to grow and has been completely transformed into an asset-light model, as we syndicate increased volumes of leased railcars to multiple investors who have access to low-cost capital and who value Greenbrier's products and services. Our owned lease fleet has contracted by $85 million and railcars under our management have increased by 13,000 units since we announced this strategic initiative in April 2013. Our combined actions produced manufacturing gross margins in the fourth quarter of 17.9%, a nearly six percentage point increase from last year. With a diverse backlog of 31,500 units, of which less than 40% are tank cars, we have good visibility stretching into our fiscal 2016." "We continue to pioneer efforts to improve safety in the rail industry with our Tank Car of the Future design and investments in capacity at GBW to retrofit older legacy tank cars. Last month we filed comments with the U.S. Department of Transportation (USDOT), which we expect will issue a final rule on tank car standards by year end. We are confident that Washington will recognize Greenbrier's Tank Car of the Future, as described in the USDOT's proposed rule, as the best design for safer transportation of crude, ethanol and other flammables in North America and that GBW is well positioned to retrofit older legacy tank cars at an accelerated pace. Swift and appropriate action will help reinforce America's longstanding priority to protect the public and preserve the natural environment, while taking care not to impede the economic prosperity associated with the energy renaissance in North America." Greenbriar manufactures a broad range of Jones Act ocean and river barges for transporting merchandise between ports within the U.S. including conventional deck barges, double-hull tank barges, railcar/deck barges, barges for aggregates and other heavy industrial products and dump barges. Marine backlog as of August 31, 2014 totaled approx. $112 million.


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Vigor Industrial welcomed over a thousand employees, customers and their families on Saturday, October 25th to christen the “Vigorous”, Vigor’s new drydock. The 960’ vessel is the largest floating drydock in North America and opens Portland to new markets such as cruise ships and post-Panamax vessels. Two MARAD cargo ships will

be the first vessels in the dock, creating 130 jobs for Vigor workers. The company, which invested more than $50 million to build and deliver the “Vigorous”, also has a cruise ship booked for repairs in March 2015. “This is a momentous day for us,” said Dave Whitcomb, Vigor chief operating officer, during his speech at the christening. “Vigorous is here to support family-wage jobs for the men and women of Vigor as well as the marine community here in Portland.” Wind and rain didn’t deter the crowd from enjoying lively music, food and games for the kids as workers and their families gathered to celebrate the boon for Portland’s maritime sector. The event also drew dignitaries such as Mayor Charlie Hales who has advocated the key importance of industrial jobs. “Portlanders sometimes forget that there is a strong industrial sector in our economy,” Hales said according to an August press release on his website. CEO Frank Foti told those gathered at the christening that the choice to sell the original dry dock in 2001 was a difficult decision which took courage. Now, 13 years later he is proud to welcome the “Vigorous”, which joins 11 other drydocks at locations across the Pacific Northwest from Portland to Ketchikan. “Over a decade ago many people here probably never thought a day like this would come for Portland or Vigor again,” Whitcomb said. “Please give the employees of Vigor your applause, this is their future.” The “Vigorous” measures 960’ LOA by 186’ inside width between wingwalls by 228’ total width with 70’ height, displaces 24,000LT and has a lifting capacity of 80,000LT.

Vigor Industrial, Seattle, October 14th announced the delivery of the 15,000BBL, 206.1’ lbp. x 52.0’ x 16.0’ tank barge

“Global Pilot” (Hull 54103) to Greenwich, Connecticut headquartered Maxum Petroleum. The barge was designed by Elliott Bay Design Group LLC to balance performance with fabrication cost. It features a recessed machinery space aft for improved visibility and a state-of-the-art tanker man’s office. It also has dimensionally identical cargo tanks, corrugated plate tank bulkheads, and plate seams arranged to maximize material usage of standard 8-foot and 10-foot plates. The “Global Pilot” is classed ABS +A1, Oil Tank Barge, Unrestricted Service and certified by the U.S. Coast Guard for Grade “A” and Lower cargoes.

"The ability to collaborate closely with Elliott Bay and Maxum throughout this project was the perfect model for an efficient new build," said Bryan Nichols, Director of Sales at Vigor Fab. "Our Seattle shipbuilding team is extremely proud to have fabricated a quality barge which will expand Maxum's multiple supply capacity in the Puget Sound for years to come." "There were several key performance factors that made this project possible for our organizations to work so well with one another," said Dan Kovacich, VP Marine Division at Maxum. "Primarily, Elliott Bay Design and Vigor Fab were true to their word and met their scheduled deadlines. Maxum Petroleum had a tight timeline; everyone

acknowledged it and succeeded in building a 'best in class' barge." "We've been looking forward to seeing the final product," said Mike Complita, EBDG's VP of Shipyard Services. "It's always exciting when a new design becomes reality and goes into service." The 15,000BBL tank barge is one of several barges that have been delivered by Vigor to EBDG's designs over the past decade. EBDG provided the contract design to Maxum and provided production support services to Vigor.


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Bunker Prices Worldwide Continued good news for vessel operators looking to get a bit of a break on their operating costs as the cost of bunkers continues to slide – even for those taking on fuel in Fujairah where MGO prices slipped US$ 2.00 per metric ton from US$ 978.00/mt in July to an average of US$ 976.00/mt over the month of August. This is the lowest average monthly price paid for MGO in that port since February 2011 when MGO averaged US$ 949.00/mt. MGO prices were also down at the other ports covered ranging from US$ 7.50 in Houston to US$ 20.00 per metric ton in Rotterdam. Houston averaged US$ 976.00 in August vs. US$ 978.00 the previous month. Rotterdam was at US$ 842.50 (US$ 862.50) and MGO in Singapore was US$ 874.50 (US 892.00). Figures are not yet available yet for third quarter 2014, but in the United States, Kirby Corporation’s average 252 towboats operating with their 874 inland tank barges on inland waterways of the U.S. average cost per gallon for fuel consumed during second quarter 2014 was US$ 3.18 per U.S. gallon compared to US$ 3.13/g for first quarter 2014 and US$ 3.22/g during the comparable second quarter of 2013. During that period of time their inland tank barge utilization remained in the 90 – 95% range as demand for marine transport of petrochemicals, black oil, including crude oil, and refined petroleum products on the inland waterways remained strong and it is expected utilization will remain strong throughout the third quarter and I hope that we will see a reduction in the price of diesel on U.S. inland waterways reported during the third quarterly reporting period.

Not all operators though on the U.S. West Coast are getting enjoyment out of lower fuel prices – especially in the Pacific Northwest. OPIS contract average weekly prices of ultra-low sulphur diesel for the week ending 29

th

August were at US$ 3.25 per U.S. gallon in Seattle (compared to US$ 3.11/g the week ending 1

st August). Fuel in Portland, Oregon was at US$

3.28/g (US$ 3.13/g). Prices for diesel in both ports continued to climb the first week of September to US$ 3.38/g and US$ 3.40/g respectively. Tug companies in California did manage to save a couple cents per gallon when topping off tanks. Diesel in San Francisco was US$ 3.10/g down from the US$ 3.12/g average paid the beginning of the month and Los Angeles / Long Beach / El Segundo was at US$ 3.13/g down from US$ 3.15/gal over the same time period and prices fell slightly during the first week of September to US$ 3.08/g and US$ 3.12/g in the respective ports.

According to the Paris-based, International Energy Agency’s “Oil Market

Report”, crude prices fell in July and early August as weak OECD refinery runs in June offset concerns about escalating conflicts in Iraq, Libya and Ukraine. At the time of writing, ICE Brent was below $105/BBL on hopes that U.S. air strikes would lower disruption risks in major OPEC producer Iraq. WTI was around $98/BBL. The global oil demand growth forecast for 2014 has been lowered to 1.0mb/d on lower-than-expected 2Q14 deliveries and a weaker GDP outlook from the IMF. Growth is set to accelerate to 1.3mb/d in 2015 as the economy improves. Baseline demand estimates have been raised to reflect new 2012 non-OECD annual data. A copy of the IEA’s “Medium Term Oil Market Report” for 2014 with market analysis and forecasts to 2019 can be downloaded from their website.

http://www.iea.org/w/bookshop/add.aspx?id=464


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The market's perception of reduced risk to Iraqi oil exports and news regarding increasing Libyan oil exports contributed to a drop in the Brent crude oil spot price to an average of $107 per barrel (BBL) in

July, $5/BBL lower than the June average. The U.S.

Energy Information Administration projects Brent crude oil prices to average $107/BBL over the second half of 2014 and $105/BBL in 2015. West Texas Intermediate (WTI) crude oil prices fell from an average of $106/BBL in June to $104/BBL in July, despite record levels of U.S. demand for crude oil. The WTI discount to Brent, which averaged $11/BBL in 2013, is expected to average $8/BBL and $9/BBL in 2014 and 2015, respectively, both $1/BBL lower than projected in the Energy Information Administration’s last month's “Short-

Term Energy Outlook”. U.S. total crude oil production averaged an estimated 8.5 million barrels per day (BBL/d) in July, the highest monthly level of production since April 1987. U. S. total crude oil production, which averaged 7.5 million BBL/d in 2013, is expected to average 8.5 million BBL/d in 2014 and 9.3 million BBL/d in 2015. The 2015 forecast represents the highest annual average level of oil production since 1972. Natural gas plant liquids production increases from an average of 2.6 million BBL/d in 2013 to 3.1 million BBL/d in 2015. The growth in domestic production has contributed to a significant decline in petroleum imports. The share of total U.S. petroleum and other liquids consumption met by net imports fell from 60% in 2005 to an average of 33% in 2013. EIA expects the net import share to decline to 22% in 2015, which would be the lowest level since 1970.

Waterborne Commerce Statistics Center Monthly Tonnage – Internal U.S. Waters Under U.S. law, vessel operators must report domestic waterborne commercial movements to

the U.S. Army Corps of Engineers. August’s 53.2 million short tons of commodities carried on internal U.S. Waterways was up 22.77% from April’s 42.6 million tons and was higher than August 2013’s tonnage of 37.4 million tons. August 2014 is the highest August movement since the 54.3 million recorded in August 1998. A new model was introduced recently resulting in the separation of petroleum and chemical indicators. In August, 16.1 million tons of petroleum were carried, up from April’s 14.2 million and up 16.67% from August 2013’s 13.8 million tons. Chemicals moved decreased in August to 4.3 million tons from April’s 4.8 million and was the same as August 2013. 12.5 million tons of Coal & Coke were hauled, the lowest tonnage for August since before 2010, and was lower than April’s 12.9 million tons and August 2013’s 13.0 million tons. 6.5 million tons of Farm and Food Products shipments were lower than April’s 7.4 million tons and higher than August 2013’s 5.3 million tons.

According to the American Petroleum Institute, total U.S. petroleum deliveries (a measure of demand) decreased by 3.5% from September 2013 to average 18.6 million barrels per day in September 2014. For the third quarter, petroleum demand fell by 0.9% from the same period last year. “The gap between U.S. petroleum production and demand continued to trend higher last month,” said API Chief Economist John Felmy. “Strong production of crude and petroleum products coupled with soft demand is a classic recipe for the market movements that have generated headlines in recent weeks.” Domestic crude oil production reached the highest September level in 29 years.


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The amount of freight carried by the for-hire transportation industry rose 0.6% in August from July, rising for the second

consecutive month, according to the U.S. Department of Transportation’s Bureau of Transportation Statistics’

(BTS) Freight Transportation Services Index (TSI) released October 8th. The August 2014 index level (120.9) was 27.8% above the April 2009 low during the most recent recession. The level of freight shipments in August measured

by the Freight TSI (120.9) reached its all-time high. BTS’ TSI records begin in 2000. The July index was revised to 120.1 from 119.6 in last month’s release. Monthly numbers for February through June were revised up slightly. The Freight TSI measures the month-to-month changes in freight shipments by mode of transportation in tons and ton-miles, which are combined into one index. The index measures the output of the for-hire freight transportation industry and consists of data from for-hire trucking, rail, inland waterways, pipelines and air freight. The increase in freight in August was driven by continued gains in trucking and water, and by pipelines, which rebounded from a July decline. Rail and air gave back some July gains. The rise in freight took place despite a decline in industrial production, but accompanied growth in personal

income and in inventories of manufactured goods. Overall employment grew, as did transportation employment, although more slowly. August was the third month in which the Freight TSI exceeded the levels that had been attained prior to the weather-related downturn in the early part of the year to reach its highest level ever. The increase in the index continues the return to growth after the decline in June. After dipping to 94.6 in April 2009, the index rose by 27.8% in the succeeding 64 months. Freight shipments in August 2014 (120.9) were 27.8% higher than the recent low in April 2009 during the recession (94.6). The August 2014 level is the all-time highest level that the freight index has reached. Freight shipments measured by the index were up 1.5% in August compared to the end of 2013. Freight shipments are up 21.8% in the five years from the post-recession level of August 2009 and are up 9.8% in the 10 years from August 2004. August 2014 freight shipments were up 3.8% from August 2013.

The Association of American Railroads (AAR) on September 4th reported increased U.S. rail

traffic for August 2014, with both carload and intermodal volume increasing compared with August 2013. U.S. railroads originated 1,212,287 carloads in August 2014, up 2.9% or 33,838 carloads compared with August 2013. Total carloads averaged 303,072 per week in August 2014, which is the highest weekly average for any month since October 2011 and the highest for August since 2008. U.S. railroads also originated 1,075,688 containers and trailers in August 2014, up 4.3% or 44,520 carloads, compared with August 2013.The weekly average of 268,922 intermodal units in August 2014 was the second-highest weekly average ever, slightly behind June 2014. In August 2014, combined U.S. carload and intermodal volume was 2,287,975 units, up 3.5% or 78,358 units compared with August 2013. Average weekly volume was 571,994 carloads, containers, and trailers. “The rail industry has played and is continuing to play a critical role in the U.S. economy’s resurgence. In fact, average weekly U.S. rail volume, in terms

of carloads plus intermodal containers and trailers, was higher in August 2014 than in any month since October 2007,” said AAR Senior Vice President John T. Gray. “The broad range of commodities that are seeing higher rail volumes is a welcome sign for the economy.” The AAR also reported U.S. Class I railroads originated 119,634 carloads of crude oil in the second quarter of 2014, 8.6% more than the first quarter of 2014 and the most ever in any quarter. In the first half of 2014, crude oil accounted for 1.6% of total originated carloads for U.S. Class I railroads. Fifteen of the 20 commodity categories tracked by the AAR each month saw year-over-year carload increases in August. Commodities with the biggest carload increases included petroleum and petroleum products, up 13,127 carloads, or

25.2%; crushed stone, sand and gravel, up 12,873 carloads, or 14.4%; and grain, up 10,655 carloads, or 16%. August was the tenth-straight double-digit year-over-year increase for grain. Weekly average grain carloads of 19,326 in August 2014 were the highest for August since 2010; year-to-date, grain originations were up 19.2% over last year. Commodity categories with carload declines last month were led by coal, down 20,447 carloads or 4.2%. Excluding coal and grain, carloads were up 43,630 carloads, or 6.9% in August.


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Recent News As of the August 1, 2014 breakdown of Current Commercial

Shipbuilding Contracts from MarineLog and Colton Co., at least 12 tank barges and 16 product carriers (excluding inland barges) are now under construction, being converted or on order in the U.S. This is an increase of nine tank barges and product carriers over what was reported in our last report in June. The U.S. Orderbook totals over 262,973dwt in tank barges and 676,000dwt firm in product carriers with 92,000dwt in product carriers on option. One tank barge is reportedly under construction in Vancouver, BC, Canada. Newbuilding activity is not limited to the U.S. From Argentina to Vietnam there are 172 petroleum, 439 chemical, 159 liquid gas and 33 inland waterways tankers below 50,000dwt on the orderbooks plus an unknown number of tank barges.

Breakdown of Current Commercial Shipbuilding Contracts from MarineLog and Colton Co. – August 1, 2014

Type of Vessel Customer Name Description Contract

Price ($mm)

Delivery

Aker Philadelphia, Philadelphia PA

Product Carrier Crowley Marine 46,000 dwt 125 2015




Product Carrier Philly Tankers 46,000 dwt 125 4Q 2016

Product Carrier Philly Tankers 46,000 dwt 125 1Q 2017

Product Carrier Philly Tankers Option 46,000 dwt 125 3Q-2017

Product Carrier Philly Tankers Option 46,000 dwt 125 4Q-2017

Bay Shipbuilding, Sturgeon Bay WI

Tank Barge Kirby Ocean Tptn. 155,000 BBLs 16-Dec

Tank Barge Kirby Ocean Tptn. 155,000 BBLs 17-Sep

Tank Barge Moran Towing 150,000 BBLs 2016



Donjon Shipbuilding, Erie PA

Tank Barge Seabulk Tankers 185,000 BBLs 16-Jun

Gunderson Marine, Portland OR

Tank Barge Kirby Ocean Tptn. 185,000 BBLs 2015

Tank Barge Kirby Ocean Tptn. 185,000 BBLs 2016

NASSCO, San Diego CA

Product Carrier APT 50,000-dwt 125 15-Dec

Product Carrier APT 50,000-dwt 125 16-Apr

Product Carrier APT 50,000-dwt 125 16-Aug



Product Carrier Seacor 50,000-dwt 125 16-Jun

Product Carrier Seacor 50,000-dwt 125 17-Mar

Product Carrier Seacor 50,000-dwt 125 16-Dec

Vigor Portland, Portland OR

Tank Barge Harley Marine 83,000-BBLs 2015

Tank Barge Harley Marine 83,000-BBLs 2015

VT Halter Marine, Pascagoula MS

Tank Barge Bouchard Tptn. B No. 270 250,000 BBL 2Q15

Tank Barge Bouchard Tptn. B No. 272 250,000 BBL 4Q15

Vancouver Shipyards, North Vancouver, BC, Canada

Tank Barge Seaspan Int'l.


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Highlighted Tank Barges Direct From Owners File: TB85379 Double Hull Tank Barge - Ocean - 379.8' loa x 63.3' beam x 40.2' depth x 30.11' loaded draft. Built in 1969 at Boelwerft, Belgium. Canada flag. GRT: 6,554. NRT: 5,556. Class: LR + 100A1, IMO/MARPOL, OPA '90. Laid-up / LR Class

suspended. Deadweight: 13,920mt. Light Displacement: 3,000mt. Capacity:

88,685bbl. Tanks: 8. FO: 50MT. FW: 7m3. Pumps: 2 - 500m3/hr ballast; 8 - 310m3/hr cargo; 1 - 70m3/hr spare. Windlass: Hatlapa. Crane: 2 - 8MT. Winch: 4 - 10MT mooring 360' x 1" wire each. Genset(s): 1 - 40kW. 14,842m3 @ 100% MCR.

Ballast - 7,073m3. Converted to double-hull/OPA '90 ocean tank barge in 2002

with Bludworth ATB system. Vapor recovery, etc. in JP-4 service. Portable

Butterworth tank washing system. 2 systems. Segregated ballast tanks. 12" cargo lines. 625HP bowthruster. Seaway draft - 26.24' at 11,100MTdw. See tug TG39135. Marcon sold this unit to previous

owner / operator in 1998. File: TG39135 Tug - Twin Screw - 135.0' loa x 120.5' lbp x 34.7' beam x 19.9' depth x 16.60' light draft x 18.10' loaded draft. Built in 1972 at Adelaide Shipyard; Australia. Rebuilt: 2000. Canada flag. GRT: 585. NRT: 19. Class: Lloyds + 100 A1 towing, LMC. laid up / LR Class suspended. Light Disp.: 649mt. FO: 276T. FW: 22T. 2 - 750lb anchor(s). Windlass: Electric. Winch: Double drum Burrard. HJ-D (Anchor/Tow). Wire Capacity: 2,400' -2 1/4". Main Engines: 2 x EMD 16-645 total 3,900BHP at 900RPM. Last Overhauled: 2003. CP prop(s). Kort nozzle(s). 07/03 Installed Factory rebuilds / zero hours. Range - 8,000nm. Bowthruster 1.74T. Bollard Pull: 55MT. Speed about 13.5kn. Genset(s): 1 - 200kW / Paxman; 1 - 200kW / GM 8V-92; 1 - 15kW AC. Firefighting: 2 dual water/foam monitors, 5,400gpm / 8,100gpm. Gyro. Autopilot. Radar. Fathometer. VHF. Steering: 6 - rudders. Quarters: 14 berths/10 cabins. Air Conditioned. Galley. Towmaster rudder nozzle system. Full conversion of the power source from DC to AC. Upper pilot house and Bludworth linkage system installed. See TB85379. Owner is a keen seller of both units 'en bloc'. Contact

Marcon for price ideas, further details, and to inspect. U.S. Gulf Coast.

File: TB45027 Double Hull Tank Barge - Ocean - 285.1' loa x 271.4' lbp x 64.0' beam x 23.2' depth x 4.60' light draft x 17.60' loaded draft. Built in 1969 by SBA Shipyards, LA. U.S. flag. GRT/NRT: 3,606. Class: ABS loadline thru Aug 2013.

USCG COI thru Apr 2014. Deadweight: 7,020st. Capacity: 45,000BBL. Tanks:

8. Coiled. Winch: 2 - 40T Mooring. Genset(s): 2 - 70kW / GM6-71; Pump Engines: 2 - Detroit Diesels V-8-71. Quarters: 3 (w/AC). Dirty oil barge. Grade C

and lower. 27' highest fixed point. Cargo Heater: Two Hopkins No. 500S - 5.0 million BTU per hour. Two cargo segregations. Port and Starboard discharge. Shallow stern notch. Void spaces in reportedly good condition. Four Yokohama fenders on deck. Needs some attention, but owner estimates another +6 years of

useful life. U.S. Gulf Coast.

File: TB30028 Tank Barge - Ocean - 250.9' loa x 41.9' beam x 18.6' depth x 2.00' light draft x 16.00' loaded draft. Built in 1961 at Levingston Shipbuilding. U.S. flag. GRT: 1,634. NRT: 1,634. Class: USCG Lakes Bay Sound. COI exp. Aug 2017. Former ABS + A1 (lapsed 2008). Light Displacement: 595lt. Capacity: 30,000bbl. Tanks: 10. FO: 500g. Genset(s): 2 - GM 8V71. Former ABS Ocean tank barge now trading inland. Single Skin. USCG Grade A Liquid Bulk Cargoes.

Last DD was July 2012. For more information contact Marcon. U.S. Northeast.

File: TB31000 Tank Barge - Inland - 297.5' loa x 55.0' beam x 13.0' depth. Built in 1980. Built at Decatur, AL. U.S. flag. GRT: 1,713. NRT: 1,713. Class: USCG COI exp. Jan 2015. Capacity: 31,000bbl. Tanks: 8. FO: 1,000. Genset(s): 2 - GM 8-71. Single Skin. Grade A and Lower cargoes. Last DD July 2012. Reportedly in excellent shape and possible

candidate for conversion to deck barge. U.S. Northeast. December 2014.


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File: TB25033 Tank Barge - Ocean - 230.0' loa x 60.0' beam x 16.0' depth x 12.00' loaded draft. Built in 2001 by China. St. Vincent/Grenadine flag. Class: DNV + 1A1 Barge for oil. Unrestricted

Navigation. Deadweight: 3,500mt. Capacity: 22,016BBL. Tanks: 12. FO: 20m3. FW: 100m3. Pumps: 2 - 140m3 - 460m3/ea Perkins; FO: 1-2.4m3/hr; FW: 1-3m3/hr. 1 - 500kg; 1 - 250kg anchor(s). Wire/Chain Capacity: 150m. Wire/Chain Dia.: 20mm. Genset(s): 1 - 30kW / Cummins 220/400vAC 3ph 50Hz. Quarters: 1 - 2 berth cabin

+ workshop. 3,500m3 cargo oil capacity. Two firefighting monitors. Diesel driven fire pump. Capable for transport of high grade oil products with flash point below 60 degrees Celsius.

Marcon sold tug belonging to owners. Double bottom only. 12 segregated tanks. Southeast Asia. Prompt.

File: TB25032 Tank Barge - Ocean - 261.5' loa x 64.0' beam x 21.4' depth x 15.00' draft. Built in 1967 by Allied Shipbuilders, Ltd. Canada flag. GRT: 3,261. NRT: 3,254. Class: Canadian

Loadline expired. Deadweight: 5,081mt. Bulkheads: 2 long'l & 9 transv.

Watertight Compartments: 18. Capacity: 25,000BBL. Tanks: 6. Caustic

Soda barge. Double bottom and wing tank chemical barge. Ship-shape bow, round-chined mid-body with flat bottom, rectangular platform aft with radiused raked stern fitted with adjustable inboard skegs. Capacity estimated at 6,000 tons. Nov. 2008 survey on file. Last cargo caustic /

tanks cleaned and some residual. Canada West Coast.

File: TB25001 Tank Barge - Ocean - 230.0' loa x 218.0' lbp x 60.0' beam x 16.0' depth x 12.50' loaded draft. Built in 1983 by Zidell; Portland, OR. U.S. flag. GRT: 1,510. NRT: 1,110. Class: ABS + A1 Oil Tank Barge exp. Jan. 1, 2015. USCG COI exp. Mar. 1, 2015. Deadweight: 3,269T. Light Displacement: 938T. Rake(s):

Double. Capacity: 25,880BBL. Tanks: 10. Pumps: 2 - 10" Byron Jackson/CAT3306 powered. 1 - 6,000lb anchor(s). Crane: Aurora Mod 65TCC5500 pedestal telescopic boom 5,500lb. @ 63'. Winch: Almon Johnson Single Drum with 1,200' x 1.5" cable. Genset(s): 1 - 113kW / CAT 3304. Originally built as a Combo deck/tank.

Mandatory OPA '90 retirement date for single skin tank barge Jan. 1, 2015. Spoon

bow / square stern with towing skegs aft. Working as a tank barge in clean service since 1988. Excellent deck barge

conversion candidate. 3" asphalt wear deck. Call Marcon for details and price guidance. U.S. Northwest.

File: TB24002 Double Hull Tank Barge - Ocean - 245.0' loa x 234.2' lbp x 58.0' beam x 18.5' depth x 3.60' light draft x 14.60'

loaded draft. Built in 2007 by Orange Shipbuilding Co., Inc. TX. U.S. flag. GRT: 2,074. NRT: 1,145. Class: ABS + A1, Oil Tank Barge exp. 07 Aug 2017, USCG COI Grade "A" and Lower.

Deadweight: 4,413T. Light Displacement: 955lt. Rake(s): Double. Capacity: 24,600BBL. Tanks: 10. FO: 2,000g. Pumps: 2 - Deep Well / DDEC 60 12.7L diesel powered cargo. Crane:

Hydra Pro HP65/11F-2100 (65' boom fixed). Winch: 4 - Lantech 200-103. Genset(s): 1 - 20kW / Isuzu 4LE2 NYGV01.

Double hull ocean tank barge in bunker service. Capacity: 24,633BBL at 95% MCR. Contact Marcon for price, further

details and to arrange prompt inspection. U.S. West Coast. Prompt.

File: TB21440 Double Hull Tank Barge - Inland - 248.1' loa x 51.2' beam

x 14.3' depth x 12.10' loaded draft. Built in 2006. Foreign flag. Class:

Panama Loadline / Certification. Deadweight: 3,350st. Light Displacement: 650st. Rake(s): Single. Bulkheads: 1 long'l / 5 transv.

Capacity: 21,440BBL. Tanks: 12.. Pumps: 2 10" LS-16GM-3 deep well / GM12V71 @ 200Tph. Fully IMO II / MARPOL / OPA-90 compliant. Barge originally heavily built to ABS Loadline as hopper barge, and converted to

current configuration by Owner's shipyard. Coated void spaces. Very good for bunkering service in coastal, and protected waters. Drawing, recent photos of tanks, deck layout and piping / pumping arrangements on request.

Caribbean.


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File: TB06572 Tank Barge - Ocean - 124.7' loa x 44.4' beam x 10.0' depth x 7.55' loaded draft. Built in 1979 by Yokohama Shipyard Ltd.; Japan. Bahrain flag. GRT: 419. NRT: 278. Class: ABS + A1, Oil Tank Barge <F.O. 60 deg. C. Unrestricted Service. Special Survey Hull 7 due

31 May 2014. Deadweight: 816T. Light Displacement: 269T. Rake(s): Double. Tanks: 4. FO: 650T. BW: 231.42m3. Pumps: GS: 25m3/h; Cargo: 2 @200m3/h. Bower anchor(s). Wire/Chain Capacity: 480m. Wire/Chain Dia.: 22mm. Windlass: 2T x 6m/min. Crane: 2 - 0.9T jib hose booms. Genset(s): 1 - 5kVA / Mitsubishi. Fuel

oil barge. Capacity: 1,044.84m3 cargo. Two manual hose reels. Oily water

separator 1m3/h. Mid-East.

File: TB04500 Double Hull Tank Barge - Inland - 113.0' loa x 112.9' lbp x 41.0' beam x 14.7' depth x 3.00' light draft x 10.00' loaded draft. Built in 1971 by Baltimore, Maryland. U.S. flag. GRT/NRT: 571. Class: USCG COI Grade A and lower exp. October

2016. Deadweight: 734lt. Rake(s): Double. Bulkheads: 1 long'l. Watertight

Compartments: 12. Capacity: 4,500BBL. Tanks: 4. FO: 63BBL. FW: 720g. Pumps: Cargo: 2 Masport rotary vanes. P/S manifolds. Double block cargo valves. Genset(s): 2 - 75kW / John Deere 6068TFM76 480vAC 60Hz with shore power feed. Quarters: 2.

Cleaning barge. Originally single-hull and converted to double-hull in 2011. 4,500 barrel capacity in four cargo tanks (1 & 2, P & S). 5,000g on deck vacuum tank. Two 800 CFM "IR" compressors-diesel driven. Two vacuum units-electric driven. Living

quarters for two persons with separate galley & fully functional restroom. Barge reportedly gas-free, in very good

condition and fully operational. Fully fendered. Raised cargo hatches. Vacuum tank on deck. Can be used for tank cleaning or as small inland transport barge. Price ideas, drawings and further technical details on request. Owners

requesting offers for their consideration. U.S. East Coast.

File: TB01010 Tank Barge - Propelled - 102.0' loa x 92.5' lbp x 21.0' beam x 9.4' depth. Built in 1958 by Ingalls Shipyard; Pascagoula, MS. U.S. flag. GRT: 125. NRT: 46. Class: U.S. Coast Guard COI Lakes Bays & Sounds, Grade D or lower exp. 14 Apr 2015. Watertight

Compartments: 12. Capacity: 1,000BBL. Tanks: 8. Pumps: 3 - Electric; 1 - diesel. Steel hull

self-propelled tank barge used for transporting lube oil. 50,000g capacity in 12 separate

tanks. Accepting offers. Fairbanks Morse main engine. Call Marcon for price ideas or to

arrange an inspection. U.S. Northeast.

File: TB00882 Tank Barge - Propelled - 82.0' loa x 81.6' lbp x 19.9' beam x 7.6' depth. Built in 1950 by Davis Marine; Norfolk, VA. U.S. flag. GRT: 90. NRT: 55. Class: U.S. Coast Guard COI Lakes, Bays & Sounds, Grade D or lower exp. 1 Jan 2015. Last DD Oct 2012. Capacity:

1,190BBL. Tanks: 6. Steel hull self-propelled tank barge used for transporting lube oil. Accepting offers. GM 12V71 main engine. Next drydocking due 31 Oct 2012. Call Marcon for

new lower price ideas or to arrange an inspection. U.S. East Coast. By Arrangement.

Highlighted Tankers Direct From Owners File: TA01774 Tanker - 228.0' loa x 38.8' beam x 16.9' depth x 14.15' draft. Built in 1981 by Kitanihon Zosen K.K; Hachinohe, Japan. Panama flag. GRT: 1,144. Class: GMB - Global Maritime Bureau 100A1 Oil Tanker. Previously LR until April 2012.

Deadweight: 1,774mt. Light Disp.: 781mt. FO: 94MT. Main Engine: 1 x Yanmar 6Z7-DT total 1,400BHP. FP prop(s). Speed about 10.5-11.4kn on 5MTpd. Pump(s):

Cargo: 3 - 660m3/h. Genset(s): 2 - 320kW & 1 - 96kW 440vAC 60Hz. Single hull.

2,075m3 @ 98% cargo in 8 epoxy coated cargo tanks. 136m3 in 2 slop tanks.

Thermal oil heater & water tube domestic boiler. Reportedly well maintained.

Special Survey completed October 2011 and due October 2016. Mid-East.


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File: TA01502 Tanker - 213.3' loa x 49.2' beam x 17.1' depth x 12.40' loaded draft. Built in 1998 by Jiangsu Traffic Shipyard; China. Indonesia flag. GRT: 1,499. Class: BKI + A100 P - Oil Tanker ESP, + SM. Originally built to dual ABS class. FO: 211m3. FW: 89m3. Crane: 2T. Main Engines: 2 x Yanmar 6N165-EN total 1,600BHP. 2 - FP prop(s). Speed about 10kn on 10.41MT/day. Pump(s): Cargo: 2 - 150m3/h & 1 - 50m3/h. Genset(s): 3 - 240kW / Yanmar 6 HAL 2-HTN 440vAC 50Hz. Quarters: 16

crew. Air Conditioned. Galley. Double bottom oil tanker with bulbous bow. 10 cargo

tanks, five each port & starboard. 2,008m3 cargo capacity. COW, IGS, SBT. Closed

loading. Southeast Asia. Prompt.

File: TA01500 Tanker - 140.0' loa x 40.0' beam x 13.6' depth x 12.00' loaded draft. Built in 1973 by Halter Marine; New Orleans. U.S. flag. GRT: 492. Class: ABS Great Lakes Loadline exp. April 2015. USCG COI Grade B & Lower exp. January 2015. Main Engines: 2 x GM 12V71 total 680BHP. 2 - FP prop(s). Galley. Single skin bunkering tanker. 7,500BBL cargo capacity in 10 tanks (8 main). Reportedly in very good condition & operated only in fresh water. Currently

working. Carries both heavy and light fuel. Pumps & cargo tanks traced & coiled / heated. U.S.

Great Lakes. Prompt.

Further technical details and price guidance on these and other listings available on request. Please note that Marcon also has numerous vessels and barges available for sale or charter on a private and confidential basis which are not on our website or published in flyers. Contact us if you do not find what you are looking for online.

We are also interested in receiving information on any vessels or barges, inland or ocean service, available for sale or

charter. This can be on a published or private & confidential basis. So far in 2014, we have brokered twenty-seven

sales and/or charters, with four sales. A full history of past sales, references and background is available on request or

can be downloaded from our website. Marcon International has for the past 33 years specialized as shipbrokers in the

offshore petroleum, towing and marine construction industries. Since our first sale, Marcon has sold or chartered 1,352

vessels & barges, including 86 ocean tank barges 6.638 million bbl capacity (abt. 901,902dwt), 62 inland tank barge

total 987,848bbl capacity (abt. 135,322dwt), 301 tugs (937,495BHP), 213 ocean & inland ocean deck barges

(988,432dwt), and 125 hopper barges in addition to others.

Join us at the International Workboat Show in New Orleans, December 3rd

-5th

, 2014 at our Booth 1217.

Free passes to the Exhibit Hall available on a limited basis.

marcon international, inc. p.o. box 1170, 9 nw front … and barges for sale or charter worldwide...

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