marcon international, inc. · “elsbeth ii” is powered with three wartsila 8r22 diesels with...

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

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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] http://www.marcon.com

July 2005

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

March 1996 199 163 59 65 18 7 8 7 4 4 550 January 1997 178 159 83 65 19 6 9 5 5 2 532 January 1998 139 142 72 46 14 9 6 6 5 2 432 January 1999 174 143 83 81 35 10 2 5 5 1 536 January 2000 161 145 72 62 27 15 3 4 7 2 498 January 2001 138 133 81 72 34 20 5 7 8 2 500 January 2002 117 134 85 67 38 22 2 5 6 4 480 January 2003 152 176 96 71 40 21 2 4 6 5 573 January 2004 117 140 77 67 29 21 1 5 12 3 472 July 2004 102 134 72 65 29 20 1 7 9 2 441 Oct 2004 115 137 74 64 28 19 1 11 9 2 460 Jan 2005 117 141 71 69 28 21 1 11 9 2 470 Apr 2005 115 142 86 73 31 22 3 11 10 2 495 July 2005 Worldwide 106 122 91 68 33 21 3 8 9 1 462 July 2005 U.S. 36 35 22 31 10 10 0 2 1 0 147 July 2005 Foreign 70 87 69 37 23 11 3 6 8 1 315 Avg. Age Worldwide 1969 1974 1982 1979 1988 1985 1983 1978 1977 1976 Avg. Age U.S. 1957 1965 1962 1967 1976 1980 - 1986 1975 - Avg. Age Foreign 1975 1978 1989 1989 1994 1989 1983 1975 1977 1976 Charter - Worldwide 34 46 32 16 26 17 2 12 12 7 204 Charter - U.S. 6 7 8 5 9 4 0 7 3 0 49 Charter - Foreign 28 39 24 11 17 13 2 5 9 7 155

Market Overview Of the 6,917 vessels and 2,561 barges that Marcon currently tracks, 2,694 are tugs with 462 currently officially on the market for sale worldwide, down from 495 in April 2005 and down further from a high of 573 January 2003. Of these tugs for sale, 53.9% of the foreign and 98.6% of the U.S. tugboats are direct from Owners. 110 or 23.8% of the tugs worldwide, primarily foreign built were built within the last ten years or are newbuilding re-sales currently under construction. 70 (15.1%) are over fifty years of age and 8 tugs are 75 years of age or older. 22 have no age listed. The oldest tugboat listed with Marcon for sale is a 118’, 1950BHP single screw tug in the Great Lakes which was built in 1903 and repowered around 1977-80. Counter-balancing this old lady are 11 tugs built in 2004 and 40 foreign 2005/2006 newbuilding resales. In addition to those for sale, Marcon has 204 tugs worldwide listed as available for charter with 49 being U.S. flag. As always, in addition to those tugs officially on the market for sale or charter, there are always a few which may be developed on a private and confidential basis which are not shown in the tables or graphs.

Marcon International, Inc. Tug Boat Market Report – July 2005

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Between April and July 2005, average global “official” asking prices adjusted for age for tugs under 2,000BHP increased about 8.5% while asking prices for those above 2,000BHP remained relatively unchanged. To-date in 2005, actual sales prices for all vessels and barges sold by Marcon averaged 88.47% compared to 86.4% throughout 2004. Actual tug sale prices, however, for quality twin screw vessels, especially those in the U.S., have continue to remain firm up with a number of working tugs selling for an estimated 10 – 15% higher than last year. There is still little interest though in single screw tugs. Conventional single and twin screw tugs are still the most prevalent types with 238 twin and 155 single screw listed for sale worldwide. Seven tugs on the market are triple screw, 50 are fitted with azimuthing / z-peller propulsion and 11 are Voith Schneider tractor tugs. The majority of the tugs Marcon has listed for sale are located in the United States with 137 tugs, followed by 88 in Southeast Asia and the South Pacific; 81 in Europe & the U.K.; 43 in the Mediterranean & Black Sea, 23 in the Far East & Western Pacific, 23 in the Mid-East, 18 each in the Caribbean and Canada, 12 in Africa and 8 in Central & South America. CAT diesels still power most of the tugs listed for sale with machinery in 86 or 20% of the tugs Marcon has listed for sale, up from 17% last quarter. This is followed by EMD’s in 52, General Motors / Detroit Diesels in 51, and Cummins in 31 tugs. 13 tugs, generally older U.S. units, are powered by Fairbanks Morse. Yanmar leads foreign manufacturers powering 20 tugs followed by 15 each Deutz and Niigata, 14 Ruston, 13 MWM and 12 Wartsila. 113 tugs are powered by machinery from various other manufacturers. Recent Marcon Tug Sales & Charters

It has been a busy quarter for Marcon in tug sales and charters. The 143’, 3,280BHP twin screw tug “Mr. Dylan” (ex-A G Navajo, Navajo, ATA-211) was purchased from Moby Marine of Fort Pierce, Florida and after closing departed across the Atlantic with a 400’ x 100’ x 25’ ” previously purchased through Marcon. “Mr. Dylan” was originally built in 1945 as a single screw, military, raised foc’stle ATA tug by Gulfport Boiler and Welding Works, Inc. of Port Arthur, Texas. She was converted to twin screw by Burton Shipyard of Port Arthur and repowered with twin EMD16-567C

diesels and twin 96” x 54” fixed pitch props in 1964. The re-built tug was operated by Tidewater Marine and Twenty Grand Offshore of Morgan City, Louisiana for many years in the U.S. Gulf Coast “oil patch”. In 1996 she was sold to American Gulf who employed her towing a 17,000dwt dry bulk barge for a number of years. Moby Marine purchased the tug in 2003 for Caribbean operations.

TUG TYPES FOR SALE

Tug - Tw in Screw51%

Tug - Single Screw34%

Tug - Triple Screw

2%Tug - Tractor2%Tug - Azimuthing

11%

Tug - Tw in Screw

Tug - Single Screw

Tug - Azimuthing

Tug - Tractor

Tug - Triple Screw


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Marcon fixed a tandem tow of two 400’ x 66’ x 27’ barges, using the U.S. flag, 110’ x 41’ triple screw tug “Elsbeth II” both built in 1987 and owned by Capt. Latham Smith of Smith Maritime in Green Cove Springs, Florida. “Elsbeth II” is powered with three Wartsila 8R22 diesels with 96” x 95” props in kort nozzles developing 5,100BHP and 72 tons of bollard pull. “Elsbeth II” picked up both barges in New York and towed them to the Bahamas where they were transferred at sea for the next segment of the voyage to another tug, the 5,750BHP “James Surveyor”, also purchased from Moby Marine.

The massive 185’ x 77’ x 30’ (18.5’ max draft) “James Surveyor” (ex-Mac Tide 66, Jaramac 66, L.E. Stewart) was, after several years of design work, built in 1975 by McDermott Shipyards, Inc. in Morgan City, Louisiana for their own account as the first-ever ocean-going catamaran tug. At the time of her construction the individual hulls themselves were about four times larger than any tugs that were normally built at the yard. 24 separate modules were fabricated and welded together with the above-deck structure fabricated in Harvey, Louisiana and floated to Morgan City by barge to be placed on top of the hulls by one of McDermott’s derrick barges. Named in honor of the late L.E. (Lou) Stewart, a Vice President for McDermott, the Panamanian flagged, ice strengthened tug was transferred to Jackson Marine S.A. in 1993. Although she performed well on her maiden voyage across the Atlantic averaging 10.38kn with a tow, she did not become a trend-setter and has been the only catamaran tug that we know of ever built. In 2001 she was sold by Tidewater in Singapore to Moby Marine Corp. and fitted with dynamic positioning for a specific contract that

never materialized. The ABS +A1, Ice Class “C” tug is powered by a pair of EMD 16-645E7A’s totaling 5750BHP and producing a bollard pull of abt. 72.5 metric tonnes through two 126” controllable pitch props in kort nozzles. Tug is fitted with a 300,000lb line pull Victoria triple drum tow winch, two 450HP Schottel bow thrusters and dynamic positioning. After receiving the tow of the two ex-KTC petroleum barges, “James Surveyor”, now renamed “Coeus”, started on her long voyage across the Atlantic where we hope she will finally find her niche and perform valuable service for the new Owners.

While all of this was happening on the East Coast and in the Caribbean, Marcon was also busy on the West Coast with yet another tug and barge. A 430’ x 80’ barge was purchased from Crowley Marine of Seattle by overseas Buyers and now the only problem was to mobilize the barge 9,230 plus nautical miles from Tacoma, Washington. Although they still had work for the boat, Marcon managed to talk Island Tug and Barge, also of Seattle, out of their 3,600BHP tug “Norman S” (ex-Chilkat Chief, Natoma, Ellen Foss, LT-57). The 123’ single screw tug was originally built in 1943 by Calumet Shipyard in Chicago, IL as a 1,225HP LT tug for the Army Transport Service for coastwise and ocean towing. At the conclusion of her Army service she was placed in the reserve fleet before being purchased in 1962 by Foss Maritime of Seattle, Washington. Foss employed the tug, making year-round regular trips between the U.S. West Coast, Alaska and Hawaii plus a 14,000nm run with two ferry boats from Balboa, Panama to Vung Tau, South Vietnam in 1967. Initially scheduled during the Vietnam war to help out towing coastwise in the South China Sea for Alaska Barge and Transport, she was released after the AB&T fleet of Miki and other World War II tugs completed their overhaul in Hong Kong and returned to service. In 1968 Foss repowered the “Ellen Foss”, replacing the old Fairbanks


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Morse lower horsepower diesel with her present EMD 20-645E5 which now produces 3,600BHP and about 80,000lbs. of bollard pull through a 4.5:1 reduction gear and five-blade stainless steel, 120” open wheel. After her sale from Foss in 1986, the ABS loadlined tug was operated by several West Coast companies and fitted with a bow thruster before being purchased by Island Tug and Barge and renamed “Norman S” in 1996 to tow along the U.S. West Coast and between Seattle and Alaska. Tug was in good condition at the time of purchase and we believe that she has many thousands of miles of towing left in her long life. Sales were also active on the Mediterranean / Northern European front. Rederi AB Nestor (a subsidiary of Marine Carrier AB) of Pitea, Sweden purchased the 8400 BHP, ocean twin screw tug, ‘Panagiotakis Star’ (ex-Anglian Duke, Endurance, Azzurro Primo, Maersk Blower) from Megalohari Offshore Actividades Maritimas Lda of Madeira, Portugal. The Lloyds +100A1 classed, 154’ x 40’ x 19.’6 tug, had been on charter to a third party in the Mediterranean until just before the hand-over in Italy. Current Owners have renamed the tug ‘Hercules’. Tug was built in the Odense Shipyard in Denmark in 1977. New Owners will take advantage of her Ice Class 3 rating and employ her in the towing of deck barges in the Baltic region. This is the first tug sold to this Buyer, who has purchased both 300’ x 90’ and a 400’ x 100’ deck barges through Marcon in the last two years. In this transaction, Marcon represented the Buyers and Marina Vernicos of Byron Vernicos Ltd. represented Sellers.

Marcon is pleased to announce the sale of the newbuilding multi-purpose terminal assist escort tug “Garibaldo” to European Buyers direct from a Southeast Chinese Shipyard. Hand-over recently took place in Hong Kong. The vessel will proceed to the European Continent to begin her service after carrying out various delivery tows arranged by the new Owner. The azimuthing tug has main dimensions of 124.64' x 36.08' x 16.40' depth with a 12.50' working draft. She is powered by two CAT3516B's generating a total of 4960BHP @ 1600 rpm. This machinery is coupled to twin Schottel SRP 1215 fixed pitch prop azimuthing propulsion units which provide the tug

with about 60mt of bollard pull ahead and 52mt pull astern. She is also fitted with a 3mt thrust bow thruster to increase her maneuverability. The vessel is classed LR +100A1 Tug, + Escort + LMC + Fire Fighting "1", Unrestricted Towing Service. Three 150kW gensets provide ship's power. She is also equipped for FiFi Class "1" via two remote controlled

1,550cum/hr, 100m throw water / foam fire monitors on top of the wheelhouse with a foam capacity of 18m3. Pollution control is effected with a recovered oil capacity of 200m3, two 6m long dispersant booms and a dispersant capacity of 5m3. Tug has a double drum tow winch, 70mt tow hook and stern roller for towing and escort work and is also fitted with a 30mt hydraulic crane. Tug’s endurance is reportedly 20 days. Marcon acted as sole broker in this transaction for both Seller and Buyer, and has also acted on behalf of these parties separately on previous business.

Offers are pending on two additional tugs (one 8,000BHP), a third 7,200BHP tug is fixed on what is turning out to be a longer tow than expected while dodging hurricanes and a fourth 4,000BHP azimuthing tug is scheduled to begin a longterm bareboat charter in September – with Marcon acting as sole broker in all four transactions.


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New Construction, Shipyard and Conversion News Marine Transport Corporation , a Crowley Maritime subsidiary, recently reached a three-year agreement with ConocoPhillips to charter a new 185,000bbl ATB tank vessel currently under construction in Mississippi and scheduled for delivery in February 2006. The new ATB, which will be comprised of the tug “Pacific Reliance” and barge “650-1”, features the latest systems technology and double-hull construction for maximum safety and reliability. Not only does the unit have the capability of transporting refined products, but it can also carry heated cargoes and easy chemicals, which require special arrangements of vents, stripping systems, pump components and tank coatings not required of product carriers. "ConocoPhillips is pleased to be the first company to commit to using this new class of double-hull articulated tug barges," said Antonio Valdes, general manager for ConocoPhillips’ marine division. "The new ATB will enhance our existing fleet of double-hull vessels and provide another option for safely moving clean fuel products from our Gulf Coast refineries to markets on both the U.S. east and west coasts." "We are delighted that ConocoPhillips has agreed to charter the ATB 650-1”, said Steve Collar, VP of chartering for Marine Transport. "Our customers today expect nothing less than the use of best available technology when it comes to the design of new innovative vessels to meet their transportation requirements. This class of ATB raises the bar to a new level in terms of reliability, cargo flexibility and environmental friendliness." The ATB “Pacific Reliance”/barge “650-1” is one of two such vessels Crowley has under construction at VT Halter Marine in Mississippi. The second, identical unit is scheduled for delivery in August 2006. They were primarily designed and will be owned by Vessel Management Services, a Crowley subsidiary. In 2002 and 2003, the company delivered four new 155,000-barrel ATBs to Marine Transport, all of which are chartered and operating on the U.S. West Coast. As with all of Crowley’s ATBs, barge “650-1” is being built under the ABS SafeHull program for maximum environmental protection. This program puts the vessel design through an exhaustive review to identify structural loads and strengthen the vessel structure. The 650-Class barge will be 27,000dwt, 587’ in length, 74’ in breadth and 40’ in depth. Her fully loaded draft is 30’. An enhanced mooring system features 1,000’ Spectra-type lines on split drums with a high-speed recovery rate of 100fpm. Tug “Pacific Reliance” meets all SOLAS and ABS criteria, and will have a foam capable fire monitor; reduced emission electronic diesel engines; a noise reduction package and other upgrades to increase crew comfort. The communication and navigation equipment is among the most technologically advanced in the industry today. Tug will be virtually identical to the four currently deployed with “550”-series barges on the West Coast, all of which have performed very well in all types of seas and weather conditions. Maritrans Inc. of Tampa, Florida took redelivery of the “M 209” double-hull barge and her married tug “Enterprise”. Using its patented process, Maritrans has now rebuilt six barges to double-hull. Maritrans also took advantage of the time out of service to lengthen “M 209” to add approx. 30,000 bbl of cargo-carrying capacity, an increase of approx. 17%. “Enterprise” is a 6,000BHP, 125’ twin screw tug built in 1977 by Main Iron Works of Houma, Louisiana. Tug refurbishment costs were approx. US$ 4.5 million. Following the redelivery, the unit has entered service for Valero Marketing and Supply Company transporting refined petroleum products in the U.S. Gulf to Florida market. Maritrans intends to convert its remaining single-hull barges and continues to evaluate converting its two single-hull tank ships into double-hull vessels. Estimated total cost of its barge rebuilding program will exceed $200 million, of which $112 million had been spent through March 31, 2005. The first two of three Damen ASD Tugs 3211, “Stanford” and “Castle Point”, were officially welcomed by BP Shipping Ltd . at the Tilbury Cruise Terminal (U.K.) in April, 2005. The third vessel, named “Corringham”, is presently being outfitted by Damen Shipyards Gorinchem and will join the 'Stanford' and “Castle Point” early July 2005. All three ASD tugs will be operating at BP's Coryton Refinery on the river Thames, near London. These extremely powerful vessels are classed by Lloyd's Register of Shipping as both FiFi 1 and escort tugs. Main propulsion is provided by MAK 6M25 engines and Rolls Royce azimuth thrusters with controllable pitch propellers.


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In April a contract was signed between Tug Malta Limited and Damen Shipyards Gorinchem for the delivery of a 30.6m x 11.2m ASD Tug 3111. The vessel will have a bollard pull of 68 tons and a FIFI 1 installation. Main duty of the ASD Tug 3111 will be assisting vessels calling the Maltese ports. The vessel will be delivered to Tug Malta in February 2006 with main and auxiliary engines manufactured by Caterpillar. On the 14th of June another contract was signed between Tug Malta and Damen Shipyards Gorinchem for a second Damen ASD tug. This tug is of the 24.47m x 10.70m x 4.60m depth Damen ASD Tug 2411 type, also of 68 tonnes bollard pull and powered by Caterpillar diesels and Rolls Royce US 255 azimuthing thrusters. Tug Malta Limited was incorporated in July 1979 to provide all towage services in the harbours and territorial waters of Malta and Gozo. Tug Malta's fleet is currently composed of six tugboats, including twin-screw azimuthing tractor and stern-drive tugs, having a bollard-pull of between 32 and 55 tonnes. In order to cover all foreseen future requirements, Tug

Malta decided to order two powerful highly manoeuvrable ASD tugs. The decision to order an ASD Tug 3111 and an ASD Tug 2411 resulted out of a study of present and future requirements of vessels calling at Maltese ports, as well as of the sea conditions in those ports and their approaches. Due to its compact size, high bollard pull and extremely good manoeuvrability the ASD Tug 2411 was decided as an ideal vessel for port/terminal operations and operations at sea. The ASD Tug 3111, has proven to be the optimal vessel for all year operation in the Maltese ports and at sea. In February 2006 the ASD Tug 3111 will being delivered, followed in December 2006 by the ASD Tug 2411. Since its introduction in 2004, the Damen ASD Tug 2411

has proven to be a very successful compact and powerful tugboat of which 7 units have been sold and further units are under construction. In June, the new Multi Cat 2611 shallow draft “Voe Viking” was named by Shetland-based Delta Marine at Damen Shipyards Hardinxveld , near Dordrecht in the Netherlands. Delta Marine already operates a fleet of multi purpose workboats. “Voe Trader”, “Voe Venture” and “Voe Service” are all equipped to offer: towing, pushing, lifting, seabed works, anchor handling, surveying, diving support, dredging support, marine construction and wind farm maintenance. The new built 'Voe Viking' is the latest addition to an already successful fleet which currently works as far a field as Estonia in the Baltic and Baku in the Caspian Sea. The new vessel has a bollard pull in excess of 30 tons, towing winch of 30 tons, and anchor-handling winch of 100 tons. “Voe Viking” measures 26,00 m in length, 11,50 m in beam, depth of 3,50 m, 2,25 draft and a displacement of 515 tons. Two 180 t/m cranes dominate the deck lay-out of the vessel. Each crane has a lifting capacity of 10 tons at 16,00 m reach. The vessel is propelled by three Cummins diesel engines type KTA 38M0, giving a total power of 1791 KW at 1800 rpm, driving three fixed pitch propellers in nozzles, 1700 mm diameter. In addition, a 360 degrees bow thruster is installed with 2,6 ton thrust. Two 550 mm diameter spud poles of 15 m length can fix the vessel to the seabed during operations. The fully heated and air conditioned accommodation is for six persons in three cabins. Seating is available for 12 day-passengers. ASL Shipyard Pte Ltd. of Singapore has secured additional shipbuilding contracts worth a total of S$60.3 million for the construction of the following seven new vessels to be delivered to various customers in Europe including two Offshore Emergency Response and Rescue Vessels and five Azimuth Stern Drive Tugs Subsequent to 31 December 2004, the Group had secured a total of S$160.6 million worth of new contracts. These projects are expected to be completed by 30 June 2007. The ASL Group started operations in 1974 as a sole proprietorship of Mr. Ang Sin Liu engaged in the trading of scrapped steel material under the name "Ang Sin Liu Hardware". With the increase in construction activity in the 1980s, Ang Sin Liu Construction (Pte) Ltd. was incorporated in 1982 to undertake building construction works.


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Eight new "Z-Tech" tugboats are in store for the Panama Canal Authority (ACP) to bolster capacity and provide enhanced towing power. As the number of Panamax size vessel transits increase, the new, more powerful tugboats will provide 82% more towing power. The new tugboats will replace eight tugs of the Canal's current fleet of 24 units. Three of the new tugs are scheduled to be delivered in December 2006 and five in January 2008. Commissioned by PSA Marine , the new tugboats were designed by Robert Allan Ltd. Representing a breakthrough in tug technology, the "Z-Tech," as the new design has been named, combines both the handling of a tractor-style tug and an Azimuth Stern Drive tug. Each "Z-Tech" tug measures 27.4m in length overall and 11.50m beam. Vessels will have a minimum bollard pull of 60 tons – 82% more towing power than the vessels the new tugs will replace. Moreover, the engines of the new tugboats have the capacity to accelerate from standstill to full ahead within 12 seconds, without heavy smoking. "We are extremely excited to acquire these technologically advanced tugboats. The higher horsepower and maneuverability of these tugs will reduce the time taken by vessels on their approach to the locks, thus increasing Canal capacity. The tugs will be invaluable in transiting the ever increasing number of Panamax size vessels that use the Panama Canal. They will be an outstanding asset to Canal operations," said Panama Canal Authority Maritime Ops Director Jorge L. Quijano. Part of the ACP's permanent modernization program, the new tugboats will enhance the waterway's safety, reliability and efficiency. Projects within the program include: the replacement of the locomotive tow tracks; the implementation and upgrading of the Automatic Identification System (AIS), a sophisticated navigation system to better monitor ships and route traffic for safety and security purposes; the addition of a new launch; the Automated Data Collection System; and the deepening of the Gatun Lake and the Atlantic and Pacific channels. Wärtsilä Corp. was awarded the contract by Cheoy Lee Shipyards Ltd, Hong Kong, for the supply of propulsion plants for the tugs. The tugs are being built at Hin Lee (Zhu Hai) Shipyard Co Ltd. at Doumen, Zhuhai, in Guangdong province, China, which is owned by Cheoy Lee Shipyards. The tugs will be delivered during the second half of 2006 and in 2007. For each tug Wärtsilä will deliver a 3600 kW propulsion plant comprising twin 9-cylinder in-line Wärtsilä 20 engines each driving a Lips can-mounted steerable thruster having a fixed-pitch propeller in a high efficiency HR-nozzle. The engines will be resiliently-mounted in the tugs. Østensjø of Haugesund, Norway’s 37.0m x 14.0m tractor tug “NB 429” escort tug being built at Astilleros Gondan , Spain was named "Tenax". The tug, which is a FiFi escort tug is scheduled to be delivered the end of January 2006. “Tenax” has the same design and principal specifications as the latest delivered tug “Velox” with the exception that bollard pull is increased to about 70 tonnes with a steering force of abt. 140 tonnes at 10kn and a braking force of 150 tonnes. Tug is to be classed Det norske Veritas +1A1 Tug EO OilRec Fi-Fi I Escort (130/10) ISM - NMD European Trade. Propulsion is provided by two Bergen C25:33L9P diesels developing a total continuous output of 4880 kw (6530 BHP) and Voith Type 32R6/210-2 propellers. Both tugs are exceptionally compact escort tugs designed to carry out tanker handling and escort duties. HUD Group's Marine Division, an equal joint venture between Hutchison Whampoa and Swire Pacific, is building three harbor tugs. “Sha Tin” and “Ting Kau” have been completed and “Yuen Kok” is scheduled for delivery by China-based builder Cheoy Lee in August 2005. Tugs are based on the company's earlier “Sha Chau” coastal class, with dimensions of 29m x 9.5m x 3.81m maximum draft, and are designed to be operated as three-man harbor tugs. With 4,000 BHP and an expected bollard pull of over 50mt, the tugs are designed to meet the demands of increasingly large container vessels calling at Hong Kong. They will increase the total Hongkong Salvage & Towage fleet to 25, of which, 13 tugs will be based in Hong Kong Harbour. Rosetti Marino shipyard of Ravenna, Italy at the beginning of Summer, delivered to Augustea Imprese Marittime e di Salvataggi the ASD tug, FiFi, fully automated, FFQ1 “Torre Avolos”, sister-tug of “Sebastiano” built in 2004. Presently the tug is operating at Santa Panagia Bay, Syracuse, Sicily. “Torre Avolos” was built under RINA surveillance and equipped with Wartsila 6L26 main engines each of 1,650kW at 1000 rpm, with Schottel SRP 1212 FP azimuthing propellers. “Sebastiano” is being used in the port of Augusta in Sicily carrying out mooring and unmooring operations and assistance. At a cost of abt. 4,500,000 euros, “Sebastiano” was also built under RINA. During sea trials she reached a speed of 12.6 knots and attained a bollard pull of 62mt from the aft winch and 57mt from the bow winch. Augustea operates a fleet of 23 tugs and anchor handling tugs.


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Lynden’s Bering Marine introduced an integrated tug and barge into the Alaska market. Tug “Krystal Sea” and barge “Cordova Provider” function together to shuttle regularly scheduled freight between Cordova and Whittier, Alaska for Lynden Transport and Alaska Marine Lines. Under contract with Alyeska/SERVS, “Krystal Sea” and “Cordova Provider” are also on-call for emergency oil spill response. Western Towboat in Seattle, WA built “Krystal Sea” in less than a year. Unlike conventional tow boats, the 52’ long x 33’ wide “Krystal Sea” has a flat bow built to push the barge. Once connected, four 65 ton winches and cables lock tug and barge together to function at sea. At sea, the mated pair functions like a landing craft and in port or on the beach as a shallow-draft barge. The 2,000HP tug accommodates a crew of 18 and is powered by CAT 3508 diesels driving Rolls Royce US155-FP-P-14 azimuthing props. Tug is also fitted with two oversize 175kW generators to provide electricity to the barge to operate hydraulic cranes or refrigerated containers. Bering Marine converted its ice strengthened, double skin, 203’ x 60’ “Beaufort 20” barge to connect with the tug and renamed her “Cordova Provider”. Barge upgrades include retrofitted sponsons to link with the tug, reinforced deck, a spill containment system and bow ramp that allows beach access and handle ro/ro cargoes. Barge was originally built in 1981 by Tacoma Boatbuilding as the ABS Ice Class 1AA, double skin,

combo deck / fuel barge “Satco 20” for Alaskan Beaufort Sea ops to store fuel while frozen in Prudhoe Bay. Western Towboat launched “Krystal Sea” in May and sailed north, arriving in time for the seasonal upswing in freight brought on by the fishing season. “For the horsepower the ‘Krystal Sea’ has, it’s faster than a traditional tug and barge,” says Western Towboat co-owner Ric Shrewsbury. “The boat averaged 10 knots on its trip from Seattle to Cordova, beating the rail barge that left Seattle the same day by a day”. The ITB configuration is more versatile to handle, and the pilot house allows visibility over containers stacked two high.

Bolstered by global strength in markets and industries it serves, Caterpillar Inc. reported record second-quarter sales and revenues of $9.360 billion and record profit of $760 million. First half year results were also records, with sales and revenues of $17.699 billion and profit of $1.341 billion. "Our global markets continue to exhibit the fundamental strengths needed for further growth and Team Caterpillar remains well positioned to leverage this unprecedented opportunity now and in the years ahead," said Caterpillar Chairman and CEO Jim Owens. Sales and revenues of $9.360 billion were up $1.777 billion, or 23%, compared to $7.583 billion in the second quarter ‘04. Improving sales volume and price realization drove the increase. Profit of $760 million was up 34% compared to profit of $566 million the second quarter ‘04. Main contributors were improved price realization and sales volume, partially offset by higher core operating costs, about half of which were material costs. Outlook for ‘05 has been increased over previous levels. Sales and revenues are now expected to be up 18 to 20% from ‘04. "The strength of our markets is clearly not a blip on the radar," Owens said. "Key indicators such as low interest rates, robust commodity prices and needed investment for capacity in electric power and energy production point to continued growth. While this growth is expected to continue in the near term, we're laying a solid foundation for our future by staying focused on prudently managing our cost structure and margins while continuing to invest in new products and production capacity to meet strong customer demand." Great Lakes Towing of Cleveland, OH is building a new headquarters and shipyard complex with a 40’ high fabrication building on their 6 acre deepwater property. The shipyard will include fabrication, welding and diesel shops. The 150’ long fabrication shop will allow for indoor tug and barge construction and repair.


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In April, Adsteam UK officially named the first of the three new ASD 2411 tugs for the U.K. Designed and built by Damen , “Adsteam Ferriby” arrived on the Humber after rigorous sea-trials in The Netherlands. Built in the Damen shipyards on the Shanghai River in China, “Adsteam Ferriby” is identical to “Barunga”, which was delivered to Adsteam’s Newcastle operation in January ‘04. This is second tug of its type in the world, and at 24m long with a bollard pull of 70 tonnes, it is specifically designed for handling larger, heavier vessels. “Adsteam Ferriby” also offers a potential speed of 13kn, stopping time of 6 seconds from full speed and ability to turn through 360 degrees in just 12 seconds. Commenting on the new tug, Adsteam CEO Europe, Stephen Eastwood said: “We have decided that future tugs will bear the name Adsteam, followed by a name of local significance or historic relevance to reinforce our corporate brand across the UK fleet. The villages of North and South Ferriby straddle the Humber, so we chose this name to represent the comprehensive service we offer to customers right across the river.” Business on the Humber is buoyant, representing 10% of the UK’s total imports and exports. Adsteam, which provides the majority of towage services on the river, also has its largest fleet based here. MAN B&W Diesel A/S , Denmark, was awarded the contract to supply a twin L21/31 propulsion engine package for a new 31.27m x 11.5m Italian tractor tug. After a total sale of 280 units, with the majority dedicated to GenSet applications and propulsion of coastal tankers and general cargo vessels, the 1000 rpm L21/31 engine design now debuts in a tractor tug application. Tug construction has started at the shipyard Rosetti Marino SpA in Ravenna, for the Livorno-based Neri Group. Fratelli Neri SpA , owns and operates a large fleet of various tugs,

supply vessels, floating cranes and barges, at various locations along the Italian east coast. The propulsion engines will be delivered for installation during August. The finalized tractor tug is scheduled to be delivered to around the end of the year. Each nine-cylinder L21/31 engine is specified to an MCR rating of 2025 kW, and will drive a 2600mm diameter Schottel controllable pitch (SRP) rudder propeller unit. Additionally, the engines will each power an Advance/Asug gearbox, driving hydraulics and firefighting pumps, via a front-end PTO. Tug will be classed by RINA. Rainier’s second new tug nears completion and is to

begin service in Long Beach, California this summer. It was full-speed ahead for construction at Foss Rainier Shipyard on the Columbia River this spring, with the second tug scheduled to be finished in late August and third due for completion in December. The second boat is to head for Foss operations in Long Beach this summer, following delivery of the first tug, “Mikioi”, to Foss sister company Hawaiian Tug & Barge Young Bros. the summer of ‘04. Foss has not announced a name for the Long Beach boat, which will be more powerful than “Mikioi”, at 5,000BHP compared to 4,730HP. Z-drives and propellers also will be slightly bigger on the second boat, said Hap Richards, new construction manager. Rolls-Royce is building the Z-drives for the new boat, and the engines are coming from CAT. Unlike “Mikioi”, the second tug will be equipped with a stern winch for barge handling and bigger bow winch with higher line speed and a warping head. Richards noted that the entire superstructure of the Long-Beach-bound boat was fabricated on the ground before being joined with the hull. AMNAV Maritime Service , also part of the Seattle based Marine Resources Group is scheduled to build four of the 78’, 5,000BHP “Dolphin Class” tugs at the Foss Rainer yard and expecting tugs to be in service early next year.


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Following is latest breakdown of Current Commercial Shipbuilding Contracts from MarineLog and Colton Co.:

Type Hull # and/or Name Customer GT Size $mm Delivery

Main Iron Works (Houma LA)

Tug Firm Bay-Houston Towing 300 6,500 hp 2005

Tug Firm Suderman & Young 300 6,500 hp 2005

Tug Alma S Bisso Towboat 200 4,300 hp Jan-06

Manitowoc Marine (Marinette WI and Sturgeon Bay WI)

Tug Option Penn Maritime 6,000 hp

SENESCO (Quonset Point RI)

Tug Firm U.S. Shipping 10,000 hp, 145 ft. 2006

Tug Option U.S. Shipping 10,000 hp, 145 ft.



Thomasea Boatbuilders (Lockport LA)

Tug 127 Vane Brothers 4,200 hp, 100 ft. Sep-05

VT Halter Marine (Pascagoula, Moss Point and Escatawba MS)

Tug Pacific Reliance Vessel Management Services 9,280 hp 7.5 Mar-06

Tug ______ Reliance Vessel Management Services 9,280 hp 7.5 Aug-06

Tug Option Vessel Management Services 9,280 hp 7.5

Tug Option Vessel Management Services 9,280 hp 7.5

Tug Firm Lockheed Martin 30 m 9 4Q 2005

Tug Firm Lockheed Martin 30 m 9 4Q 2005

Washburn & Doughty (East Boothbay ME)

Tug 83/Rainbow Providence Steamboat 92 ft., 4,000 hp 2005

Tug 84 Marine Towing of Tampa 92 ft., 4,000 hp 2005

Tug 85 Crescent Towing 98 ft., 4,000 hp 2005

Recent News – North America K-Sea Transportation’s 106’, 3200BHP tug “Kara Sea” (ex-Voyager II) and 89,000bbl, 380’ x 85’ barge “Spring Creek” (ex-NYC-2) made their last trans-Atlantic voyage, at least for a while. Venezuela is the port of call, where the vessel will operate under a multi-year contract with PDVSA. Before heading south, both tug and barge underwent extensive mods at Gulf Marine Repair , Tampa Fl. Since the contract calls for the unit to be out of the country for an extended period, K-Sea elected to undergo an early shipyard period. Work included blasting/coating, audio gauges, sea valves & overboards, testing of cargo piping & valves, ballast piping & valves, spill rail mods, firefighting equipment and renewal of mooring winch wires. To date, the tug/barge has taken three loads from Bajo Grande to the La Arregga power plant.


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Tidewater Inc. of New Orleans announced first quarter net earnings for the period ended June 30, 2005, of $28.9 million on revenues of $192.2 million. For the same quarter last year, net earnings were $12.9 million or on revenues of $158.1 million. For the quarter ended March 31, 2005, net earnings were $52.4 million on revenues of $179.6 million. Included in the March 31, 2005 quarterly results was a non-cash tax benefit of $31.8 million resulting from the positive tax impact from the American Jobs Creation Act of 2004. Tidewater’s domestic results of operations for the first quarter of fiscal 2006 benefited from higher utilization and average day rates. Although this mostly affects the towing supply and supply vessels side of the business, there is a spill-over to offshore tugs. During the past year, prospects for growth in the offshore drilling market in the Gulf of Mexico have shown significant improvement because of several positive developments. In August 2004, the Western Gulf of Mexico lease sale received solid bids. Bids for shallow water tracts were up and high bids for deepwater tracts increased from the previous year’s sale. The Texas State Lease Sale, which was held in January 2005, was reported to have had its best showing in six years and the independent exploration and production companies were the dominant bidders at the Central Gulf of Mexico lease sales held in March 2005. Offshore rig demand has improved and drilling activity is likely to remain at improved levels for the remainder of calendar year 2005 and into ‘06. E&P companies have contracted offshore drilling rigs for longer durations than in past periods due to concerns over rig availability in the domestic market. Analysts noted in their mid-year E&P capital spending reports that worldwide E&P expenditures for calendar year ‘05 exceed original estimates. Domestic E&P expenditures for calendar year ‘05 are now forecast to be at approximately 17% over calendar year ‘04 spending. On the international front, it is now expected that international E&P spending by majors, independents and national E&P companies will rise approx. 13% over calendar year ‘04 budgets and that increases are not limited to any one major oil and gas region. In addition, industry professionals also estimate that calendar year 2006 E&P spending is poised to be higher than that spent during calendar ‘05 due to continuing strong demand for natural resources despite historically high crude oil prices and lofty natural gas prices. Commodity prices for crude oil and natural gas are critical factors in E&P companies’ development of capital spending budgets. Commodity prices for natural gas remain at attractive levels despite increases in inventories during May and June 2005 which exceed five-year inventory averages. Domestic results of operations are primarily driven by natural gas exploration and production and, given the increase in inventory levels of natural gas, management cannot predict whether the recent increase in drilling activity will be sustained. Nevertheless, management is pleased by the developing strength in the offshore drilling market.

Historically, Tidewater’s international results of operations have been primarily dependent on the supply and demand relationship for crude oil and, at present, crude oil prices are at historically high levels. Tidewater’s first quarter fiscal ‘06 international results benefited from higher average day rates, stable utilization and an increase in the number of vessels operating internationally. Industry analysts are forecasting that demand for crude oil will likely remain strong throughout calendar year ‘05 and into ‘06 and expect future crude oil commodity prices to remain at attractive levels due to continuing high consumer demand, tight crude oil inventory supplies and continued concerns over possible supply interruptions caused by geopolitical risk in certain countries that are members of OPEC. Management anticipates international vessel demand will continue to improve along with these market conditions. U.S.-based vessel revenues for first quarter fiscal ‘06 increased approx. 25% and 14% as compared to first and fourth quarters fiscal ‘05, respectively, due to an increase in utilization and average day rates on the deepwater, towing supply/supply and crew/utility class of vessels. The active towing supply/supply vessels, Tidewater’s major income producing vessel class in the domestic market, generated approx. 86% and 54% of revenue growth as compared to first and fourth quarters fiscal ‘05. Utilization rates for towing supply/supply vessels increased approx. 23% and 9% as compared to first and fourth quarters fiscal ‘05, respectively, while average day rates on this same class of vessel increased approx. 29% and 6%, respectively, during the same periods. Operating profit for U.S.-based vessels increased approx. $10.8 million during first quarter fiscal ‘06 as compared to first quarter fiscal ‘5 due to higher revenues, lower vessel operating costs and due to a reduction in depreciation expense resulting from fewer vessels operating in the domestic market due to vessel sales and redeployment of vessels to opportunities internationally. U.S.-based operating profit for the current quarter increased approximately 164%, or $4.3 million compared to fourth quarter of fiscal ‘05 due to higher revenues.


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International-based vessel revenues increased approximately 24% in the first quarter of fiscal 2006 as compared to the first quarter of fiscal 2005 due to higher average day rates on all vessel classes, an increase in the number of vessels operating internationally and an increase in utilization rates on the deepwater and towing supply/supply class of vessels. The company’s international towing supply/supply class of vessels generated approximately 51% of the revenue growth during the comparative periods. International-based vessel operating profit for the first quarter of fiscal 2006 increased approximately 82% as compared to the first quarter of fiscal 2005 due to higher revenues. Higher international-based revenues earned during the current quarter were partially offset by increases in vessel operating costs (primarily crew costs) and depreciation expense resulting from an increase in the number of vessels operating in the international market. Current quarter international-based vessel revenues were up approximately 5% as compared to the revenue amounts earned in the fourth quarter of fiscal 2005 due to improved average day rates on most classes of international-based vessels. International-based operating profit increased approximately 16% for the first quarter of fiscal 2006 as compared to the fourth quarter of fiscal 2005 due to higher revenues and slightly lower general and administrative costs. Gain on sales of assets for the first quarter of fiscal 2006 were lower than the same period in fiscal 2005 due to receiving lower sales prices on the mix of vessels sold.

Tidewater Quarterly Utilization and Average Day Rates

2005 2004 2003

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

Utilization

Domestic

Towing/Supply 64.2% 50.7% 57.6% 54.6% 50.7% 19.2% 21.9% 20.6% 24.1% 18.2%

Offshore Tugs 26.2% 28.6% 24.6% 29.3% 28.6% 34.8% 43.7% 39.7% 31.2% 23.2%

International

Towing/Supply 71.5% 68.7% 72.2% 68.5% 68.7% 64.8% 69.3% 69.3% 73.2% 76.4%

Offshore Tugs 57.5% 64.1% 62.2% 68.3% 64.1% 59.6% 69.8% 63.7% 66.6% 62.7%

Avg. Day Rates

Domestic

Towing/Supply $7,169 $5,569 $6,194 $5,794 $5,569 $5,901 $5,763 $6,124 $5,469 $5,979

Offshore Tugs $9,191 $7,385 $7,338 $7,566 $7,385 $5,791 $6,089 $7,306 $7,015 $7,532

International

Towing/Supply $6,728 $6,050 $6,288 $6,202 $6,050 $6,134 $6,286 $6,448 $6,544 $6,347

Offshore Tugs $4,960 $4,371 $4,347 $4,559 $4,371 $4,326 $4,590 $4,737 $4,318 $4,013

No. Vessels

Domestic

Towing/Supply 48 48 48 50 51 126 124 126 126 100

Offshore Tugs 17 16 18 19 24 23 23 23 23 24

International

Towing/Supply 202 201 198 198 196 191 189 186 187 187

Offshore Tugs 41 42 40 39 37 38 38 39 38 39

During the first quarter of fiscal 2006, Tidewater took delivery of two anchor handling towing supply vessels and sold one anchor handling towing supply vessel. During fiscal 2005, Tidewater purchased three anchor handling towing supply vessels plus took delivery six anchor handling towing supply vessels. Also during fiscal 2005, Tidewater sold seven anchor handling towing and three offshore tugs.


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Maritrans Inc. of Tampa announced net income for the quarter ended March 31 was $3.7 million on revenues of $43.5 million, compared to $1.8 million on revenues of $34.7 million for the same ’04 period. Operating income for the quarter ended March 31, 2005 was $6.3 million compared to $3.2 million for the same ’04 quarter. The increase in operating income was due to strength in both of Maritrans’ primary markets. High refinery utilization by Delaware River refinery customers again resulted in strong demand for crude-oil lightering services. During the quarter, Maritrans once again lightered incremental barrels for a customer who previously used chartered tonnage for their crude delivery requirements. Also, Maritrans continued to earn stronger average daily rates on vessels than it had in the clean product spot market, reflecting a higher proportion of vessels traded in the spot market as compared to prior periods. On a Time Charter Equivalent (TCE) basis, TCE revenue was $34.6 million for the quarter ended March 31, 2005 compared to $28.7 million for the quarter ended March 31, 2004. During the first quarter, Maritrans experienced higher overall utilization than in the first quarter ‘04. Utilization for the first quarter of ‘05 was 81.8% compared to 80.0% in the first quarter of ‘04. Operating expenses increased to $37.9 million in the quarter ended March 31, 2005 from $31.5 million in the comparable ’04 quarter, primarily because of increases in operations and general & administrative costs. Operations costs increased due to significantly higher fuel costs compared to first quarter of ‘04 and higher port charges incurred with more West Cost moves. Crew expenses, shoreside support expenses and the cost of insurance also increased operations costs. Maritrans owns and operates a fleet of 15 units consisting of four oil tankers and 11 oceangoing married tug/barge units. While historically the company has had a majority of its fleet deployed on contract business, in the second half of ‘04 Maritrans made a decision to deploy more of its fleet in the spot market in an effort to take advantage of the higher spot rate environment. Maritrans intends to maintain a similar spot market exposure in the remainder of ‘05 to that of the first quarter. The stronger spot market in the first quarter of ‘05 was driven primarily by the combination of increased demand for transportation services and a reduced supply of Jones Act vessels. During the first quarter, reduced imports, increased activity on the West Coast and growth in the economy all increased demand for services. In addition, two competitor Jones Act vessels in the 160,000 - 400,000 bbl size range either reached their OPA retirement dates or were scrapped in ‘04, which resulted in a decrease in supply during the first quarter of ‘05. Also during the first quarter of ‘05, Maritrans sold the tug “Port Everglades”, that was no longer considered to be a part of core operations, which led to a gain of $0.6 million. Jonathan Whitworth, CEO, commented, "Maritrans' focus on achieving an optimal balance between spot and contract coverage continued to serve the Company well during the first quarter. By maintaining our spot exposure at approximately 35 percent, the Company remained the largest spot owner in the Jones Act trade in its vessel size range, enabling the Company to earn significantly higher day rates for the quarter. We believe our strong position in the U.S. spot market bodes well for the Company to further take advantage of a rate environment that remains robust. As we did with the recently signed Sunoco contract, the Company will seek to complement its spot market leadership and look for opportunities to renew contracts at higher rates. The Company's deployment decisions will continue to be driven by the goal of realizing the full earnings potential of our fleet and meeting our customers' needs."

Maritrans Quarterly Time Charter Equivalent and Uti lization

2005 2004 2003

31 Mar 31 Dec 30 Sep 30 Jun 31 Mar 31 Dec 30 Sep ‘03 30 Jun

TC Equivalent $34,611 $30,426 $30,118 $36,747 $28,653 $27,178 $28,026 $30,436

Utilization 81.8% 79.1% 81.2% 82.5% 80.0% 78.3% 82.2% 86.8%

Available Days 1,189 1,175 1,261 1,126 1,186 1,179 1,217 1,260

Seabulk International, Inc. and Seacor Holdings Inc. announced the first of July that the merger of Seabulk with a wholly owned subsidiary of Seacor has been completed. Under the terms of the merger, Seabulk’s stockholders will receive 0.2694 of a share of Seacor common stock plus cash of $4.00 for each issued and outstanding share of Seabulk common stock. Based on Seacor’s closing price of $64.30 on June 30, 2005, Seabulk stockholders will receive approximately $21.32 in Seacor stock and cash for each share of Seabulk. Seabulk stock ceased trading at the close of business on June 30, 2005. Seabulk will now operate as a wholly owned subsidiary of Seacor. Seabulk Towing operates 26 tugs in seven U.S. southeastern ports and the offshore Gulf of Mexico.


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Trailer Bridge, Inc. of Jacksonville, Florida in May reported total revenue for the three months ended March 31, 2005 was $24,365,534, an increase of $1,456,804, or 6.4% compared to the first quarter of 2004. Total southbound volume decreased 4.0% compared to the year earlier period. This decrease was driven by reduced used car volume, while southbound container volume increased 0.4% compared to the year ago quarter. Northbound, total volume decreased 27.1% from the year ago period, driven by reduced used car and military shipments. The effective yield of all of the southbound cargo represented an increase of 7.8% from the year earlier period while southbound container revenue per load increased 6.9%. In the northbound lane, the effective yield of all cargo decreased 0.7% from the year ago period while northbound container revenue per load increased 8.0%. Trailer-Bridge’s Jacksonville-San Juan deployed vessel capacity utilization during the first quarter was 92.2% to Puerto Rico and 19.3% from Puerto Rico, compared to 91.8% and 27.0%, respectively, during the first quarter ‘04. Operating income for the first quarter ‘05 was $3,529,791, an improvement of $2,488,772 compared to operating income of $1,041,019 in the prior year period. Operating ratio was 85.5% during the first quarter ‘05 compared to the 95.5% operating ratio reported during the year earlier period. The improvement in operating income and the resulting improved operating ratio are primarily due to significant reductions in rent expense on vessels and equipment, partially offset by the related increase in depreciation expense, both of which were the result of assets purchased in the December 2004 transaction with the proceeds from the $85 million note offering. Net income for the first quarter ‘05 was $975,801, an improvement of $616,643 compared to net income of $359,158 in the same period last year. John D. McCown, Chairman and CEO, said, "Our core southbound container business performed well both in terms of volume and yield. This is the eighth straight quarter where we've seen meaningful year over year improvement at the bottom line. We are pleased with the rates we are seeing in our contract renewals as the effect of the sector's improved supply/demand dynamics continue to roll through the lane." Trailer Bridge provides integrated trucking and marine freight service to and from all points in the lower 48 states and Puerto Rico, utilizing its own trucks, drivers, trailers, containers and U.S. flag vessels and barges to link the mainland with Puerto Rico via marine facilities in Jacksonville and San Juan. As one of the largest lumber haulers in the world, Sause Bros. Ocean Towing of Coos Bay, OR has their fleet of lumber barges booked to the maximum. To keep up with demand, the vessels must make each turnaround as fast as possible. Weather delays, repair stops, gang shortages and berth conflicts all affect the fleet’s overall performance. To keep up with the continued growth, SOMAR is converting the 330’ x 78’ x 20.3’ ocean flat deck barge “Chetco” (ex-Pacific Trader, ex-UMTB 330) to a lumber barge. Sause purchased the barge in 2003 and this is the third Sause Bros. barge to carry the name “Chetco” (Marcon sold the earlier 242’ x 60’ ocean house barge “Chetco” in April 2000 and has recently inspected and appraised the first 210’ “Checto” for other owners). With the conversion, the latest “Chetco” will have new 22’ stanchions along each side to hold the 6,700,000 board feet of lumber in place. The barge will also have a huge ballast system to keep her in trim while loading or discharging. A better bow-shield will be added along with additional framing and reinforcements to the hull. An 8’ apron (tailgate) will be added to the stern of the barge to allow two additional tiers of lumber each voyage.

Each tier is 68’ wide and five units high, which amounts to just over 88,000 board feet. Each tier of lumber weights about 115 short tons. “Chetco” will hold 76 tiers of lumber for a total of 17,480,000 pounds of cargo. This barge is nearly 10 times bigger than many of the barges in Sause Bros. original fleet. Drawing shows a 3-D version of “Chetco” with containers. The barge was originally built in 1982 by Marine Power & Equipment of Seattle, WA as a flat deck barge with oil tank scantlings and a 61,000bbl liquid cargo capacity for their own account.


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Hornbeck Offshore Services, Inc . of New Orleans announced first quarter revenues increased 21.1% to $37.9 million compared to $31.3 million for the first quarter of 2004. The $6.6 million increase was driven primarily by improved OSV market conditions in the U.S. Gulf of Mexico. Operating income was $12.5 million, or 33.0% of revenues, for the first quarter of 2005 compared to $8.8 million, or 28.1% of revenues, for the same quarter in 2004. Significantly higher dayrates and utilization in the OSV segment contributed to a 32.6% increase in EBITDA to $18.7 million over the first quarter of 2004, and on the high-end of Hornbeck’s upwardly revised guidance range of $18.0 to $19.0 million for the first quarter of 2005. Tug & tank barge segment revenues for the first quarter of 2005 were down 10.8% over the same period in 2004 to $14.1 million, and operating income decreased by $1.8 million to $2.2 million. Utilization in the tug & tank barge segment decreased to 85.5% from 91.2% in last year's first quarter, primarily due to a change in contract mix from time charters to contracts of affreightment (COA), greater drydocking and repair activities, and the adverse impact of a mild winter early in the first quarter in the northeastern United States. Average dayrates grew to $13,192 from $11,503 during the same period. The increase in average dayrates was primarily related to the tightening of the tank barge market in the northeastern United States, the higher mix of COA contracts, and the early March 2005 delivery of the “Energy 13501”, the first double-hulled tank barge under Hornbeck’s current newbuild program. The decreased revenue and operating income in this segment are a result of having 270 fewer vessel days available and the decrease in average barge size and average fleet capacity. The single-hulled barges removed from service in December 2004 represented the third, fourth and fifth largest barges in Hornbeck’s fleet and about 270,000 barrels of aggregate capacity. Jim Harp, the Company's Executive VP and CFO, stated, "We have upwardly revised our annual 2005 and 2006 guidance ranges to reflect our actual results for the first quarter of 2005 and currently expected fleet complement, as well as our latest market outlook based on current visibility in each of our business segments. We are increasingly more comfortable that the robust market conditions we are experiencing in the Gulf of Mexico will continue through 2006, and possibly beyond. We are also optimistic that the supply-demand equation in our Northeast barge operations will remain favorable for the foreseeable future. Our 2006 guidance does not reflect any contribution from the conversion program that we announced this morning. For guidance purposes, we do not expect to place the two 370 class MPSVs into service until the first quarter of 2007, at which time we expect them to contribute, in the aggregate, an incremental full-year EPS in the range of $0.25 to $0.35." The above guidance reflects the fact that 2005 is a transition year for the Hornbeck tug and tank barge fleet. The first half of 2005 is impacted by the temporary loss of tank barge capacity due to the timing of OPA 90 retirements and newbuild delivery dates, the extra cost burden related to a lower tug-barge ratio in early 2005, as well as the previously reported delays in delivery schedules for the first two newbuilds of the Company's five barge newbuild program. The net effect of the decrease in capacity due to such OPA 90-related retirements and the incremental contribution from the newbuild capacity is expected to result in EBITDA from the tug and tank barge segment of approximately 25% of the mid-point of the company-wide 2005 guidance range of $77.5 million to $82.5 million. Guidance for 2006 assumes a full-year contribution from all five new barges, which is expected to result in EBITDA from the tug and tank barge segment of approximately 37% of the mid-point of the company-wide 2006 guidance range of $90 million to $100 million.

Hornbeck Tugs & Tank Barges Quarterly Utilization and Day Rates 2005 2004 2003 31 Mar 31 Dec 30 Sep 30 Jun 31 Mar 31 Dec 30 Sep 30 Jun 31 Mar No. Tank Barges 13.3 16.0 16.0 16.0 16.0 16.0 16.0 16.0 15.5 Fleet Cap. (Mbbl) 0.923 1.156 1.156 1.156 1.156 1.156 1.156 1.156 1.111 Barge Size (bbl) 65,929 72.271 72,271 72,271 72,271 72,271 72,271 72,271 71,515 Utilization Rate 85.5% 82.1% 76.0% 79.9% 91.2% 76.1% 67.7% 67.8% 83.4% Dayrate $13,192 $12,642 $11,151 $10,842 $11,503 $10,537 $10,788 $10,999 $11,442


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Recent News – Europe and Mediterranean The 48.1m x 13.85m tugs “Tempest” and “Typhoon” have been added to the International Transport Contractors fleet. The transaction was accomplished through London based Offshore Shipbrokers Ltd . The tugs will be added to the fleet during September / November 2005 in Singapore / Hong Kong. The name under which the vessels will be operated is still unknown. During their lifespan, both vessels have mainly been active rendering round the clock anchor handling and towing assistance to the largest offshore lay barges. Presently both units are under charter with the U.S. contractor McDermott and operating in the Far East. With a fuel capacity of close to 1,000cbm, resulting in a 45 days range towing full power, the tugs are also excellent for long haul towages. The double drum towing and anchor handing winch is suitable for two 1200ms 64 mm wires in towing configuration. Propulsion

consists of two Stork Werkspoor 6TM410 engines delivering 9,350BHP to two controllable pitch propellers in kort nozzles, resulting in a bollard pull of 120 tons. Both vessels carry an extensive range of salvage gear. Two water / foam monitors are installed on top of the wheelhouse, with “Tempest” fitted out according to FIFI 2. This addition brings the ITC owned and managed fleet to ten units. Tugs were originally built in 1976-77 by Giessen de Nord of Alblasserdam, Holland for Wijsmuller and were operated Smitwijs at the time of the purchase. After a busy winter period, the international Tsavliris Salvage Group has again been active in recent weeks, with a number of notable salvage cases spanning the Aegean Sea, the Atlantic and Indian Oceans, as well as the Far East. When the laden car carrier “Aniara” was threatened by an engine room blaze off Piraeus on March 31, forcing the crew to abandon the vessel, Tsavliris immediately dispatched its salvage tug “Megas Alexandros” and a number of subcontracted vessels to assist the casualty. Early attempts to fight the blaze were hindered by deteriorating weather and the difficulty of attaching a tow line. Only after a “Megas Alexandros” crew member was able – at some risk – to board the drifting car carrier from a zodiac rib and assist in attaching a tow line could the vessel be towed to shelter, where fire fighting could effectively be carried out. The vessel was safely anchored and the salvage operation was completed; Aniara was subsequently towed to Eleusis by another contractor. At the same time, Tsavliris was called into action to salve a laden Panamax bulk carrier in the Atlantic after it was disabled due to steering problems that interrupted a voyage with 58,000 tonnes of fertilizers from Florida to India. The Group-operated mega-tug “Fotiy Krylov” was dispatched from the Azores under a Lloyd’s Open Form (LOF) and took the bulker, the “Caravos Horizon”, under tow. The convoy, which was prompted to change course due to adverse weather, was expected to arrive in Piraeus at the end of May for the casualty to transship. During an underwater inspection en route it was found the vessel had lost her rudder. The first week of May also saw the Greek based salvage Group respond to a grounding in the East China Sea, when the bulk carrier “Thia Chryssoula” stranded in waters off one of the Senkaku Islands. Under an LOF contract, Tsavliris mobilized the subcontracted tug “Salvage Champion” and “Alex” as well as anti-pollution equipment, a salvage team and divers. Initial efforts to refloat the bulker having failed, the Group has now dispatched two lightering vessels to the site and anticipates carrying out lightering of part of the vessel’s cargo of 43,000 tonnes of steel in order to free the ship. In other operations, a Tsavliris-contracted salvage tug successfully assisted the immobilized vessel “Hui Long” about 900 miles off the Brazilian coast, while an abandoned 16,000 dwt cargo ship carrying paper pulp, zinc ingots and sunflower seeds was taken under tow 250 miles off Sri Lanka. Unfortunately, a list caused by shifting cargo increased during the operation to 45 degrees, leaving the main deck under water up to the hatch covers. The vessel eventually sank. In recent years, Tsavliris has regularly been the world’s busiest emergency marine salvage contractor. Currently it is the only major international private salvor keeping a fleet of dedicated salvage tugs on station in various locations. Its own powerful tugs stationed in Greece, the North and South Atlantic, and Red Sea are supplemented by regular subcontracting of regional salvage assets. An overall decrease in salvage cases worldwide makes it unlikely that the firm will match its LOF “world record” of 50 contracts in a single year, set in 2000, but the Group continues to be the ‘purest’ salvor in the sector, despite some diversification in areas such as offshore work, wreck removal and ocean towage.


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Smitwijs Towage shareholders decided to continue their joint venture. During a recent series of meetings, the shareholders of SmitWijs Towage – Smit International (50%) and SvitzerWijsmuller (50%) –reconfirmed their commitment to the ocean towage business and their efforts to remain the market leader in this segment. SvitzerWijsmuller acquired Lisbon Tugs, which operates eight harbor tugs from 10–50mt bollard pull and three workboats. Two additional 40 ton bollard pull ASD tugs, “Groningen” and “Brabant”, mobilized from The Netherlands and reflagged Portuguese, with one boat equipped for both harbor services and salvage off the coast. Timing was excellent, as the tugs were needed to assist refloating the Cypriot flag, 146m, 11,587dwt “Astra Sea” which ran aground in Lisbon. Reportedly after signing a LOF, a salvage team was dispatched from The Netherlands and tugs “Groningen” (28.7m, 2400BHP built ‘81), “Brabant” (ex-Ajax, ex-Brabant, 28.5m, 2,400BHP built ‘82), “Montada” (33m, 2,070BHP built ‘77) and “Montevil” 33.38m, 2,400BHP built ‘83) came to assist. Ship was refloated on a favorable tide and diver’s inspection completed by the team. Terneuzen-based Multraship Towage & Salvage purchased Bulgarian towage and salvage operator Bourgas Tug Services, providing harbor towage, salvage and line handling in and around the port of Bourgas . It has four tugs ranging from 1,500–4,300hp. Leendert Muller, managing director of Multraship says, “This is an important step for Multraship in developing our presence in the Black Sea . We have been active in the region since opening offices in Bulgaria and Romania in 2000 and believe the combination of our expertise and local assets can bring substantial benefits to shipowners using the Black Sea ports. Multraship's permanent presence will considerably enhance the professional towage and salvage capacity in an area with growing shipping and other marine operations and will therefore contribute significantly towards safety of navigation in the Black Sea.” Apart from harbor towage Multraship is active in salvage in the area. Multraship, together with US salvor Titan and Romanian civil construction company Deltacons, is removing the wreck of the Ukrainian seagoing vessel “Rostok” from the Danube. The aft section was just successfully removed, leaving a further two sections. Southeast Asia and South Pacific Adsteam Marine signed a new 10 year agreement with Comalco to provide towage and line services in Weipa, Queensland. Adsteam was selected through a competitive process. The agreement covers operation and crewing three tugs – “Bellarine”, “Comalco Jupiter” and standby tug “Comalco Beagle” – and two lines boats. Adsteam has in excess of 20 employees in Weipa and this agreement will see continued employment for them in the port. Adsteam and antecedents operated towage services in Weipa on behalf of Comalco since 1976. Labroy Marine Ltd. of Singapore had record earnings for the first quarter ending 31 March. Turnover rose by 19.3% to S$100.8 million, largely due to an increase from the Shipbuilding Division by 51.7% from S35.2 million to S$53.4 million with more new vessels being constructed from the ‘04 order book. Net profit increased 56.9% from S$8.6 million to S$13.4 million due to better margins in Shipbuilding and Shipping freight from coal transportation. Shipping operations continued to produce stable revenue growth, increasing S$1.1 million as freight rates remain strong from vessels in the oil, gas and coal transportation sectors. Labroy’s shipping division is also expected to turn in a record performance in FY2005 compared to FY2004. Shipping rates have improved over the past six months and this has benefited Labroy whose vessels are on relatively short-term charters. Most recently, Labroy was able to increase the charter rates by 10% for their offshore vessels. To further enhance security of port waters, the Maritime and Port Authority of Singapore will soon require all licensed harbor craft to carry transponders that would enable MPA and security agencies to identify and track their movements. The Harbour Craft Transponder System (HARTS) was specially developed for small vessels which are not required to carry AIS transponders mandated by the IMO’s International Ship & Port Facility Security Code. At less than S$1,000 per unit, the HARTS transponder will be much lower cost than the AIS transponder at S$7,000 - $10,000 per unit. The Government will bear the cost of fitting HARTS transponders on all affected vessels with the first batch of 500 transponders expected to be installed by December 2005.


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Featured Tugs For Sale File TG32095 Twin Screw Tug 26.8m x 8.0m x 3.8m depth x 2.6 – 3.2m draft. Built 2003. BV I Hull Mach Tug Unrestricted Nav. / DnV 1A1 TUG (Int’l). GRT 203. FO @155mt. FW @35mt. 50mT SWL el.hyd. quick release hook. El.Hyd. tow winch 50mT brake. Bow bitt 80mT SWL. Aft bitt: 135mT SWL. 2 x Cummins KTA50M2 (U.S. mfg.) total 3,200BHP @ 1800RPM. ZF-Masson 6.01:1 gears. Fixed pitch props in korts. GMDSS; SSB; VHF; GPS; Autopilot; weatherfax; radar. Air conditioned wheelhouse & messroom. 2 senior officer cabins & 2-6 berth crew cabins total 14 persons. Details & photos on website. Far East. TG39002 Twin Screw Tug 139’ x 34’ x 17.2’. Built 1976 Burton Shipyard. Rebuilt 2000 at Bollingers. U.S. Flag. G/NRT 198/ 35. ABS +A1 Towing, + AMS. Unrestricted Service. FO 129,600g. 2 x EMD16-645E6. Premium Power Packs and .92 Fuel Rack producing total 4,200BHP @ 900 rpm. Main engines have 10,000 hours since complete overhaul from block up about 2 years ago (owners est. 20,000 hours before next major due). Reintjes 4.45:1 gears. Gears inspected & Port gear rebuilt under ABS supervision 3/05. Fixed pitch 115”x

88” 4-blade stainless props on stainless shafts. Shafts & props replaced or reconditioned to new 3/05. Open wheel. Bollard pull est. 52.5ST. Speed abt. 10 -12.5kn free running on abt. 104 -179gph. Range abt. 12,400 nm @ 10 knots. Intercon Double Drum tow winch 200,000 lb. pull with 2,200’ x 2” wire capacity each drum. Well suited for tandem tows. 2-99kW GM8V71 generators. 2 radars (incl. new Furuno), 2 SSB’s, 2 VHF’s, Fathometer, Sperry Gyro (rebuilt 3/05), Auto-pilot & GPS. Quarters for 8 in 4-1 man cabins and 2-2 man cabins. No stacked bunks. Room for additional bunks. 3 full heads including master’s cabin. Interior completely refurbished in 2000. Full A/C.. In excellent condition. Drydocked and put thru Special Survey

3/05. Some minor tests/inspections (minor tests for owners account) intentionally held back to be completed by 9/05 in order to extend the period until the next special survey due. Next Special Survey due 9/2010. Price ideas region US$ 3,500,000, but as brokers, we encourage best close offers. Tug working U.S. Gulf Coast. TG57004 Twin Screw Tug 135’x 38’ x 17.5’. GRT 198. U.S. flag. Built 1974 by Main Iron Works. Raised foc’stle bow. ABS +A1 Towing, Ice Class “C”, +AMS thru 31 Jan ‘04. Suspended. FO 183,000g. FW 5,000g. Watermaker. 1-5T crane. Stern roller. Double drum Intercon DD-225 230,000lb. winch capacity of 3,500’ 2.25” wire. 2 x EMD 16-645E5 total 5750BHP. 4.976:1 gears. 122.5” x 120” 4-blade stainless steel props in kort nozzles. Speed abt. 13kn free running. Bollard pull abt. 81 tons. 2-100kW / GM8V71 generators. Accommodations for 14 crew. 2 radars, Loran, Autopilot, Fathometer, 2 VHF’s, 2 SSB’s. Vessel currently laid up & available in Lake Charles, LA. Price and further details on request. As brokers, we invite best reasonable offers to test. Sister vessel recently sold thru Marcon.

File TG39150 Twin Screw Tug 151’ x 33’ x 18.8’ depth x 15.7’ loaded draft. Built 1944 as U.S. Army LT. Rebuilt/repowered ‘75-76. U.S. flag. GRT 275. ABS Loadline. FO 182,000g. Single drum winch. Hyd. tow pins. Hyd. windlass & crane. 2 x EMD 16-645E2 total 3900BHP. 4.39:1 gears. 115” x 90” 4-blade open stainless props. Triple rudders. Bollard pull abt. 41.2st. Speed free @10–11kn. 3-75kW/GM4-71 generators. 2 radars, GPS, A/Pt, VHF’s, Satcom, SSB, Fathometer. Quarters for 10 in 6 cabins. U.S. Gulf. As brokers, we invite best firm cash offers “as is, where is” after inspection. Marcon sold over half dozen tugs & barges to & from owner over the years.


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TG17015 / 83 Azimuthing Tugs (2 each) 85.3’ x 29.9’ x 13.1’ built 1993 Asian Shipbuilding Pte. Ltd. Singapore flag. ABS +!a Tug (E) Harbor Service, + AMS Restricted Service. G / NRT 216 / 64. FO abt. 57m3. FW abt. 25m3. 25T SWL tow hook, 50T brake winch & 4T capstan. 2 x SACM UD25V12M5D total 1840BHP at 1650RPM. Ulstein 650H fixed pitch azimuthing props. Bollard pull abt. 22mt. 2-90kW generators. Working Southeast Asia, but may be able to develop for sale direct from Owners for whom we have sold other equipment. TG20088 / 91 Azimuthing Tugs (2 each) 85.3’ x 28.2’ x 13.8’ built 1999 by Guangdong New China Shipyard. Classed DnV +1A1 Tug. GRT 204. FO 80mt. FW 30mt. El/hydraulic tow winch 40T brake. 2 x CAT 3508TA total 2,000BHP at 1600RPM. Fixed pitch Aquamaster US901 1600mm props. Bollard pull abt. 24mt. Speed abt. 12kn free. 2-85kW/CAT 3304B generators. Self drenching FiFi system with water curtain. Southeast Asia. Price ideas on request. TG20118 Twin Screw Tug 98.4’ x 28.2’ x 13.5’ built 2005. Classed BV Unrestricted. G / NRT 255/ 76.0. 80T brake / 25T/min tow winch. Capstan. 2 x CAT 3508 total 2,000BHP at 1600RPM. Bollard pull abt. 25mt. 2-80kW generators. Southeast Asia. Price on request. TG20131 Twin Screw Tug 94.5’ x 27.6’ x 12.5’ depth built 1999 by Mawei; China. BV I 3/3 E +Tug Deep Sea. Unrestricted international navigation. G / NRT 231 / 69. FO 170mt. FW 40mt. 40T SWL tow hook. El/hydraulic tow winch. 2 x Cummins KTA38M total 2,000BHP at 1800RPM. Fixed pitch props in kort nozzles. Bollard pull abt. 31mt. 2-65kW generators. Southeast Asia. Marcon sold a 1200HP tug belonging to these owners and has another vessel currently under offer. TG20137 / 20140 Twin Screw Tugs (2 each) 95.1’ x 29.5’ x 13.9’ built 1999 by Jiangdu Yuehai; China. GRT 247. ABS +A1, +AMS (E) Unrestricted. Double drum tow winch 50T brake. 2 x Wartsila U25V12M5D total 2,000BHP at 1650RPM. 23 ton bollard pull. Speed abt. 11kn free running. 2-85kW/GM4-71 generators. Accommodations for 10 in 4 cabins. 3,500nm range. Southeast Asia. TG20156 Twin Screw Tug 98.7’ x 28.2’ x 13.5’ built 2005 Malaysia. Classed NKK. FO 180mt. 50T single drum tow winch. 2 x CAT 3508B total 2,000BHP at 1600RPM. Fixed pitch props in kort nozzles. Bollard pull abt. 25mt. 2-28kW and 1-78kW generators. 2-1 and 1-8 man rooms. Southeast Asia. Price on request. TG21089 Single Screw Tug 89’ x 23’ x 12.5’ draft built 1972 Italy. FO 19,800g. Single drum tow winch. 1400’ 1.25” wire. 1 x Polar Nohab 2100BHP. 2-62kW / Perkins, 1-41kW / Deutz and 1-7.5lW Lister generator. Towing 200’ x 54’ sand barge. Available with or without the barge. Caribbean. Price ideas on request. TG24117 Twin Screw Multi-Purpose Tug 94.5’ x 27.6’ x 13.1’ built 2005 China. Classed BV I +Hull, +Mach, Unrestricted. GRT 250. FO 204mt. FW 55mt. 100mt brake tow winch and 40mt SWL hook. 2 x Cummins KTA38M2 total 2,400BHP at 1800RPM. 6.16:1 ZF gears. Two fixed pitch props in steerable kort nozzles. 2-60kW / Perkins generators. Far East. Price ideas and full details on request. File TG36096 Azimuthing Tug 30.0m x 9.85m x 5.40m depth / 4.20m draft. Built 1994 by Ast. Armon Nav; Spain. DnV + I 3/3 E Tug High Seas +Aut MS. FW 50m3. FO 228m3. Liq.Foam 12.3. 800m3/h FiFi pump. Two 400m3/h foam/water monitors. 80 ton double drum winch for 700m 48mm wire. Brattvaag winch forward. Hydraulic crane. Capstan. 2 x CAT 3516TA total 4,000BHP @ 1800RPM. Schottel SRP-1212 props. Bollard pull abt. 53.5mt. 2-85kW/CAT 3304T generators. 8 crew in 2-1 and 3-2 man rooms. Full navaids including 2 radars, 2 GPS, DGPS, fathometer, chart plotter, weatherfax, 7 VHF, SSB, Satcom. Inspection by arrangement. Price US$ 3.5 million. Marcon sold similar tug for these owners in 2004.


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File TG33101 Azimuthing Tug 30.50m x 9.60m x 4.37m depth / 4.03m max draft. Designed by Conan Wu & Associates. Bureau Veritas Unrestricted Service. 90mT brake load single drum hyd. tow winches fore & aft. Capacity 60mm wire forward / 40mm wire aft. 45-90mT tow hook. Wire reel winder. 2-480kg anchors on 412.5m 19mm chain. 2 x Deutz TBD 620V12 total 3350BHP 1600RPM. Schottel 1250kW, 2100mm SRP 1010 CP azimuthing drives. Bollard pull abt. 45mT. 2-84kW/Cummins generators. FO @120mt. FW @30mt. Foam @7m3. Detergent @3m3. Two 1200-1500m3/h Kvaerner 1600rpm fire pumps. 300m3/h FiFi water spray. Two 1200m3/h 1.5kW monitors. Accommodations for 12 in 5 cabins. A/C. 2-16 man liferafts.

Full nav/com aids. GMDSS. Radar. Radiotelephones. GPS. Inmarsat C. Fathometer. VHF. EPIRB. Autopilot. Full details, drawings and price on request. Inspection / delivery Mediterranean this office. Tug currently working. File TG21084 Triple Screw Tug 84.0' x 30' x 11.5' loaded draft. Built December 1997 by Rodriguez Boat Builders. ABS Loadline (exp. April ‘08). U.S. Flag. G/NRT 96/65. FO 28,000g. FW 3,500g + watermaker 600gpd. 3 x Lugger total 2200BHP @ 1800 rpm. 6.101:1 gears driving three 5-bladed 68”x51” props. Triple rudder. 2-65kW / Northern Lights gensets. Single drum tow winch with level wind. 1,800’ x 1.89” towing wire. Pendant drum on starboard side aft. Hydraulic tow pins, roller + tow hook. Hydraulic anchor windlass. 400# Navy anchor. Hiab crane. Quarters for 5. A/C. Fire Monitor. Full nav / com aids. 2 radars; 2 VHFs; SatPhone; 2 GPS plotters; SSB; Weatherfax; autopilot. Pacific Northwest. File TG12069 Twin Screw Tug 75’ x 24’ x 11’ depth x 7’ light / 8’ draft. Built 1980. Model bow with push knees. 90% bulwarks replaced in ‘98. U.S. flag. GRT 98. FO 33,200g. Intercon SD-125 divided drum winch. Wire capacity abt. 1200’ / 800’ 1.25”. Stern roller. 2 x GM12V92 total 1200BHP. Stbd m/e replaced ‘98. 5.17:1 gears. Stbd gear replaced ‘96. 60”x56” 4-blade stainless props on 6” stainless shafts. Bollard pull @15.75 tons. 2-40kW/GM4-71 generators. Port generator replaced ‘97 and stbd replaced ‘96. 2 radars, 2 VHF’s, GPS, SSB. Aft controls. Upper pilothouse. Quarters for 5 in 3 cabins. Air conditioned. $ 650,000 basis prompt U.S. Northwest. As brokers, we invite best, firm cash offers for Owner’s immediate consideration.

TG48107 Azimuthing Tug 105’ x 34’ x 17.4’. Total of three Singapore designed tugs scheduled for delivery through Sept. 2005. Bureau Veritas +1 Hull & Mach. Salvage Tug Unrestricted Nav. FiFi 1. FO @200mt. FW @43mt. 2 x Wartsila 9L20C3 total 4828BHP at 1,000RPM. Schottel SRP 1215CP ASD. Bollard pull abt. 55 – 60mt. Speed abt. 13kn free running. 2–144kW generators. 1200m3 fifi. Hydraulic double drum 130mT tow winch with tow hook. Capacity for 600m 48mm wire. 5T crane. Accommodations for 14 in 6 air conditioned cabins. Delivery Mediterranean.

See our upgraded website at www.marcon.com for new and updated tug listings.

As always, we are interested in receiving information on vessels or barges you may have surplus to your requirements and available for sale or charter on either a published or private and confidential basis. We looking forward to receiving your news to include in further market reports.

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