Marine Log - June 2008 - (Page 62)

ICE CLASS TANKERS Only Canada, with an average age of 39 years old has an older sea-going tug fleet than the U.S. The age of the vessel, however, does not take into account a reengining. The M/V Skipjack near completion at Thoma-Sea Shipyard DEMAND AND PRICE FOR BARGES UP, TOO Th price of double-hull tank barges have jumped as well. Braden told delegates that one could estimate the construction price of an oceangoing, nonheated, clean product barge with simple systems at a U.S. shipyard at about $115 per barrel in 2001 (for a medium-size barge). “This same barge,” he said, “would now cost around $175 to $200 per barrel or more (an increase of about 50 to 70% over seven years with the majority of the increase coming in the last 3 or 4 years). Unless demand slows or steel and materials costs decrease by a substantial amount, it seems the best scenario is a leveling off of prices. Most yards are now only signing building contracts that fix the cost of steel, with any cost over that level to be paid by the buyer.” Braden said that Marcon has heard from various international shipyards that long lead times for engines and azimuthing drives have held back speculative building. Depending on make and model engine and thruster manufacturers can have lead-times of two to three years. This works to further drive up prices. One U.S.-based thruster manufacturer claims to be able to deliver units in 18 months. Braden said Marcon heard from one Chinese shipyard that they have capacity to build a 65 MT bollard pull azimuthing tug within 10 months, but due to engine and propulsion delivery times, the earliest they could deliver a finished boat is mid-2010. If a buyer already has the machinery, they can still provide a 10 month delivery, but few buyers have the equipment. “We have heard of at least one yard that ordered dozens of engine and thruster sets in anticipation of the tight market and demand for newbuilds,” said Braden. “A ‘Gray Market’ has developed for these ordered, but uncommitted, machinery packages at prices much higher than available direct from the machinery makers, but with more reasonable delivery times.” LESS TRADITIONAL TUG BUILDERS Construction of tugs and towboats is at a 25-year-high. U.S. shipyards that you might have thought of as being more closely associated with other marine sectors have begun to build or have gotten back to building tugs. Gladding-Hearn Shipbuilding, for example, recently delivered its first tug in more than 15 years. The Somerset, 62 MARINE LOG JUNE 2008 YEARBOOK www.marinelog.com http://www.superbolt.com http://www.superbolt.com http://www.superbolt.com http://www.marinelog.com

Table of Contents Feed for the Digital Edition of Marine Log - June 2008

Marine Log - June 2008 Contents Editorial Second Thoughts Update Inside Washington Innovation Needed to Meet Crew Shortage Optimism Abounds Despite Slowing Economy Can Shipping's Shopaholics Keep Up the Buying Binge? Can Congress Keep Navy Shipbuilding Off the Rocks? Fitting the Ultra-deepwater Pieces Together Generation Next Higher Demand, Higher Prices Demand Up For Large Combination Vessels The Dirty Truth About Emissions SSAS: Realizing Its Potential Fuel Saving Technology Newsmakers Tech News Contracts Events Buyer's Guide Website Directory ML Marketplace Tech Talk

Marine Log - June 2008

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