Ad #1396
Publish on 05-16-2017


Ian Hatfield
0411 724 044
  • Country:
    New Zealand
  • Survey:
  • Material:
  • Length:
    57 mtr
  • Beam:
    16 mtr
$ 220,000
Plus GST


Price is NZ dollars
(57m x 16m x 3.7m max draft – 0.64 draft lightship)
This barge is matched to this tug - Click Here to View Tug
2000T DWT Self Discharging Cement Barge
(notched for pusher boat)
Built: Pan United Shipyard, Singapore 1992. All steel construction.
Port of Registry “Avatui”, Rarotonga, Cook Islands.
Purpose: Marsden Bay is a purpose built bulk cement carrier. Cement is pumped in and later pumped out into a silo. The barge carries 2000 tonne of product.
Loading time average = 14 hours. Discharge time average = 17 hours.
Towing speed: Currently tug Koraki tows Marsden Bay at 1600 rpm empty at 7.5 knots to 8 knots, loaded 5.2 knots to 6 knots depending on sea state and tide.
Fully laden draft is 4m in stern and 3.4m in bow.
GRT: 1184, NRT: 410T, DWT: 2000T.
General Arrangement:
On the deck aft of the cement tanks is a spacious control room and forward of the cement tanks is a large pump room with its own engines and pumps for discharge.
Survey: Last major slipping January 2015 at Ship Repair, Whangarei, therefore halfway through her slipping cycle.
Cook Island’s Barge Safety Certificate Unmanned barge – issued 03/02/2015 valid to 21/01/2020
The certificate refers to a load line certificate being issued but we have not been able to uncover this document. However, the Cook Islands Load Line is evident and clearly marked.
Cement pumping system:
This self-discharging vessel is powered from one of three on-board diesel Gensets.
Genset No 1 1995 Volvo TWD 1210 G (23,669hrs) diesel engine, is used to power the unloading operation.
Genset No 2, FG Wilson/LeRoy Somer model P275HE2 rated 275 kVA powered by a 2011 Perkins 1306C-E87TAG6 (8,478hrs) diesel engine, is used to power the unloading operation.
Genset No 3, FG Wilson/LeRoy Somer P165E1 (11,453 hrs) used primarily to power the loading operation.
The vessel has identical forward and aft cargo holds; each equipped with central loading hatch and integral selection controlled pneumatic air-slide conveyor distribution system.
Loading is by gravity from 2 off wharf mounted loading boom telescopic chutes connected to the loading hatches. The on-board air-slide conveyor distribution system from each loading hatch consists of 8 conveyors; 2 off enclosed top above deck raking port & stbd [starboard] and 6 off open top in hold beneath the deck arranged in pairs to convey product fwd [forward] and aft.
Unloading is accomplished utilising 2 separate complimentary systems;
cargo hold aeration system and dense phase pumping.
During pumping the 2 off deck mounted kettles located immediately aft of the focsle, operate in tandem cycling alternately from filling under suction from the vacuum pump; to discharge under pressure from the compressor.
Both the vacuum pump and discharge compressor are diesel engine driven, located within the FER.
A 2005 Volvo TAD 730 (17,627 hrs) VE engine belt drives the Aerzen VM310-2B1 Vacuum pump.
A 2005 Volvo TAD 943 VE (17,093 hrs) engine belt drives the Aerzen VM310-3 Compressor.
The pumping system is fully automated.
Fuel for diesel engines is bunkered in 2 of 8,500 litre tanks.
A Palfinger PK 12000 hydraulic crane is installed.
Vessel history:
Original build “JUTA I” Hull 103, PAN-UNITED, SINGAPORE. 1992
Converted to self-discharge, Whangarei, NZ. 2005
Operated carrying bulk cement Portland, Whangarei to Auckland 2005 – 2016.

This barge is very well presented both inside and out.
Currently set up as carrying cement and vessel can do that quickly and efficiently and in the future she could be adapted to carry other dry products.
The deck plating only has a 5 ton per square metre loading ability. A barge of this size to be of any use as a deck barge should have at least 11 tonne per square metre loading.
One use is to convert to a floating accommodation or workshop barge.