At the International WorkBoat Show held in New Orleans, the editors of WorkBoat magazine presented awards to the owners, designers and builders of 2014’s 10 Significant Boats. Also, for the first time, we selected the Boat of the Year from among the 10 winners. The 2014 Boat of the Year is the offshore refueling vessel Great Expectations, jointly owned by John W. Stone Oil Distributor and Edison Chouest Offshore and built at ECO’s La Ship. Below are descriptions, specifications and photos of each award winner.



The Astoria is the third Kvichak-built, Camarc-designed pilot boat purchased by the Columbia River Bar Pilots, Astoria, Ore. The Chinook, the first of three nearly identical boats, was built in 2000 and traded in on the Astoria, the third of this series, which the Seattle-based boatbuilder delivered in March 2014. All three feature virtually the same combination of twin 1,400-hp MTU engines, ZF electric-shift transmissions and Hamilton 651 waterjets pushing 75'6"×21'6" aluminum, double-chine monohulls. “By pilot boat standards, she’s long and narrow,” said Keith Whittemore, Kvichak Marine’s president, “and because she’s a double-chine boat, you’re able to make her out of aluminum with a deeper forefoot, and the double chine acts as an extra spray rail, so she’s very dry on deck up next to the side of a ship.” The boats are also “unbelievably maneuverable with extremely fast throttle response,” said Mike Tierney, a member of the Columbia River Bar Pilots, noting capabilities that are required to cozy up to the side of a running ship in ocean swells while a pilot grabs or lets go of a ladder dangling off the side. The Astoria and its sisters are also self-righting if rolled over in the turbulent waters of the Columbia River bar. The new Astoria has an open cabin inside, with no bulkhead separating wheelhouse controls from the pilot lounge. And where there had been two staterooms forward of the engine room, the Astoria has one stateroom with two bunks. The other room is a dedicated for electronics.


Buckley McAllister 

Designed by Jensen Maritime Consultants in Seattle and built at Kingston, R.I.-based Senesco Marine for McAllister Towing and Transportation Co., the 96'×36'×14.9' Z-drive harbor/escort tug Buckley McAllister is powered by a pair of Caterpillar 3516 CHD Tier 3 diesels producing a combined 5,150 hp. The main engines are matched up with Schottel SRP 1215 Z-drives and 4-bladed fixed-pitch nibral props in nozzles. It is the first Z-drive harbor/escort tug built by Senesco.

Towing equipment includes a JonRie 512 towing winch aft with 2,100' of 2-1/4" wire. The winch has a 140,000-lb. line pull at 60 fpm. At the bow, a JonRie 250 escort winch carries 600' of 8" Samson Saturn-12 hawser line with a line pull of 145,000 lbs. at 100 fpm. The JonRie 250 has an active heave compensation system for controlled payout and recovery. The 250-winch system also includes tension meters with data logs and foot controls for hands-free operation. 

The tug also features a FiFi 1 firefighting system from In-Mar Systems that consists of two forward facing FFS monitors putting out about 6,000 gpm each. A 1,300-hp Cat C32 Tier 3 engine powers the 11,600-gpm firefighting system. Capacities on the tug include 30,000 gals. of fuel; 6,150 gals. potable water; 14,314 gals. fresh water; and 1,500 gals foam.

There are accommodations for seven. The tug’s loaded draft is 16'6". The Buckley McAllister is working Massachusetts’ Cape Cod Canal.


Capt. Frank Banta Jr. 

Sunshine, La.-based Chem Carriers christened its second Z-drive towboat, the 2,520-hp Frank Banta Jr., in September.

The Frank Banta Jr., which has an operating draft of only 8'4", is designed to travel in areas with low-height restraints. A joint project with Rodriguez Shipbuilding, Bayou La Batre, Ala., Chem Carriers said the new 90'×30'×10' towboat is the first Z-drive towboat with a retractable pilothouse. Lowered, the house is 19'7" and it’s 35'3" when fully extended. Chem Carriers says it can cut over two days travel time off of some east-west tows versus a conventional boat.

About two years ago, Chem Carriers took delivery of its first Z-drive towboat, the Brooke Banta. The Brooke’s propulsion package includes a pair of ZF Marine AT 4111 WM–FP azimuth Z-drives and Mitsubishi S6R engines each rated at approximately 1,400 hp at 1,700 rpm. 

The Frank Banta Jr. has a pair of Mitsubishi S12R engines that produce 1,260 hp each at 1,600 rpm. The engines power a pair of ZF 6000 azimuth Z-drives with ZF 73"×55" 5-bladed stainless steel wheels in nozzles.

The Z-drives have much better fuel efficiency. To make the Frank Banta Jr. even more efficient, they gave it a tunneled stern so the Z-drives are pretty well protected.

Chem Carriers paid a lot of attention to crew comforts, working to reduce noise and vibration wherever possible. Everything is shock mounted. The generators are double shock mounted.

The company also used rubber-inserted couplings between stationary piping and pumps. The entire engine room is insulated and sheeted with perforated aluminum, and all exhaust silencers are hospital grade to help further reduce noise levels. The floor is installed over mineral wool and five-quarter plywood with Hardie board overlay. There’s ceramic tile in the galley and corridor, and crown molding throughout the vessel. There are accommodations for 10 including three queen berths.

Rodriguez handled construction of the steel towboat’s hull and superstructureand then Chem Carriers’ engineering department took over, completing construction at the company’s Plaquemine Point Shipyard in Sunshine. Chem Carriers handled all equipment installations. 

The retractable pilothouse system uses a single vertical piston in the center with four telescoping guide tubes. These units also have air brakes that lock the wheelhouse in place at the end of a trip. The air brakes were furnished by Main Iron Works, Houma, La. The system has two redundant air tanks for emergency brake release. The retractable pilothouse ladder system keeps steps on level plane at any pilothouse height. 


Fort Ripley 

The Fort Ripley is an aluminum 64-footer built by Gladding-Hearn Shipbuilding for Southeast Ocean Response Services, a sister company of the Charleston [S.C.] Branch Pilots Association. The new boat was designed and built to satisfy a Coast Guard requirement for emergency response to ships in distress offshore. 

Designed jointly by Gladding-Hearn and C. Raymond Hunt Associates, the deep-V Fort Ripley measures 64'×21'×10'6" and is powered by three 700-hp Volvo Penta engines with Volvo Penta IPS steerable pod drives that push the new boat to over 28 knots, loaded. The IPS drives feature two forward-facing, counter-rotating propellers that pull vessels through the water, according to Volvo Penta. 

“It’s very efficient,” said Peter Duclos, president of Gladding-Hearn. “Essentially, we’re doing with 2,100 horsepower what would otherwise have taken 2,800 horsepower.” Another important feature of the Volvo Penta IPS system on the Fort Ripley is dynamic positioning, which can keep the vessel in position while fighting fires offshore. Firefighting equipment includes a 3,500-gpm Hale fire pump, a small foam injection system and two monitors. Another important response feature of the boat is the communications system with two KVH satellite antennas, one for television reception and one for Internet communications, and the ability to stream live video back to shore. The Fort Ripley is Coast Guard-approved for 12 passengers and will work as a back-up pilot boat in addition to its response duties.


Great Expectations 

The offshore refueling vessel Great Expectations, a joint venture between Louisiana companies John W. Stone Oil Distributor and Edison Chouest Offshore, was chosen as WorkBoat’s inaugural Boat of the Year at the 2014 International WorkBoat Show in December.

The new 314'×66'×30', DP-2 ORV has a 1.5-million-gal. capacity and is working out of Chouest’s C-Port facilities in Port Fourchon, La. Built at Chouest’s La Ship in Houma, La., the vessel is a customized design based on Chouest’s VE (very efficient) PSV hull design. 

Great Expectations replaces the 280'×45' single-skin Stone Buccaneer built in 1985. After almost 30 years of service, the 750,000-gal.-capacity Buccaneer was phased out because of OPA ’90 regulations. The additional capacity on the Great Expectations means offshore structures can take on greater quantities in a single hook-up, which increases safety for both the rig and vessel personnel.

Though it has a supply boat look to it, the ORV is a refueling boat. It does not carry liquid mud or general cargo like a supply boat. It is designed to refuel supply boats, not compete with them. Great Expectations can also take on garbage and spent lubricants.

Other structures Great Expectations can fuel include FPSOs (floating production storage and offloading), flotels — state-of-the-art living accommodations built alongside or on top of floating oil and gas platforms — and MODUs (mobile offshore drilling units).

Twin Caterpillar C-280 diesel engines, each producing 3,600 hp at 1,000 rpm, supply Great Expectations’ main propulsion. The Cats connect to twin Schottel CPP 4-bladed 2,700-mm controllable pitch propellers through Flender GNBK 585 marine gears, giving the new vessel a running speed of 13.4 knots.

For added maneuverability around offshore structures, the new fuel oil carrier was fitted with twin Brunvoll 1,250-kW CPP bow tunnel thrusters, two Brunvoll 800-kW CPP stern tunnel thrusters and a DP-2 system from Marine Technologies.

Depending on the job, the new ORV can carry a combination of the following up to its 1.5-million-gal. capacity: 36,730 gals. lube oil; 125,600 gals. potable water; 33,000 gals. slop oil; 590,100 gals. fresh water; 212,900 gals. freshwater/ballast; 41,890 gals. freshwater/anti-roll; 1,048,740 gals. diesel; and 435,750 gals. intermediate fuel oil (IFO)/diesel.


Hornblower Guardian 

All American Marine in Bellingham, Wash., built the Hornblower Guardian for Hornblower Cruises & Events’ Hornblower Niagara Cruises on the Canadian side of Niagara Falls. It’s a 68'×16', 145-passenger open-deck tour boat. The boat was co-designed by Seattle-based Elliott Bay Design Group and E.Y.E. Marine Consultants of Dartmouth, Nova Scotia.

The aluminum monohull vessel, which conducts wet rides around Horseshoe Falls, has a secondary mission as a rescue boat. Push knees on the bow and a tow post behind the wheelhouse are available to assist Hornblower’s other two Niagara tour boats, if necessary, and there’s a rescue platform on the starboard side for man-overboard recovery.

Main propulsion comes from a pair of Scania DI13, Tier 2 engines, producing 700 hp each and matched up to ZF Marine 550 transmissions and MJP UltraJet 452 waterjets.

The small wheelhouse aft is raised to provide better visibility for the operator, and the open deck has seating for 143 passengers and space for two passengers in wheelchairs.

All American delivered the Hornblower Guardian’s hull and wheelhouse separately by truck to Canada, where an All American construction crew assembled the vessel and prepared it for sea trials.


HOSMAX 300- and 310-Class 

Eastern Shipbuilding Group, Panama City, Fla, built the HOSMAX 300- and 310-class offshore service vessels for Hornbeck Offshore Services, Covington, La.

Vard Marine designed the OSVs for deepwater. These U.S.-flagged, Jones Act-compliant, ABS-classed, DP-2 OSVs feature increased capacity and meet or exceed the latest stringent emissions and environmental requirements. The OSVs carry Environmental Protection (ENVIRO) and Green Passport (GP) ABS-class notations.

The 300-class OSVs are 292'×64'×24'6" with a deadweight tonnage of 5,407 LT. The 310s are 302'×64'×26' with a deadweight tonnage of 6,089 LT. Both classes feature diesel-electric plants and power management systemsmade up of four Caterpillar 3516C engines each producing 1,825 kW each (total power, 7,300 kW) with two Schottel Z-drives each rated at 3,350 hp. Each 300 and 310 is also outfitted with a pair of Schottel SRP 2020 1,580-hp tunnel thrusters. This setup gives the OSVs operational flexibility, optimal fuel efficiency and cost saving options while reducing runtime maintenance. 

The vessels are also comfortable for the crews. Each vessel has staterooms for 50, a three-bed hospital, theater, satellite entertainment system and wireless Internet.

The 310s are a bit deeper with bigger capacities than the 300s. Forliquid mud, the 300s have room for 20,846 bbls., and the 310s have tankage for 21,507 bbls. (in eight tanks). For methanol, it’s 1,605 bbls. and 2,212 bbls. (in two tanks); potable water, 57,494 gals., 62,538 gals.; rig fuel, 220,168 gals., 261,114 gals.; rig water, 498,523 gals., 526,533 gals.; and fuel oil, 241,141 gals., 285,649 gals.

Each OSV has over 1,000 sq. ft. of strengthened clear deck cargo area with cargo rails for pipe loadouts. Eastern has delivered all four 300-class OSVs and has delivered four of six 310s as of Dec. 10.


Signet Arcturus and Signet Polaris 

The Signet Arcturus and Signet Polaris are multimission 6,834-hp tugs built for Houston-based tug operator Signet Maritime by Patti Marine Enterprises at its Pensacola, Fla., shipyard. The 105'×38'×17'8" Robert Allan Ltd.-designed tugs were reportedly the seventh and eighth RAL designs for Signet at delivery time.

Signet essentially took the hull of its similar-sized RAL-designed 105'×38' Weatherly that is outfitted with MTU 16V4000 M60 engines and Niigata Z-drives and swapped in Caterpillar engines with Rolls-Royce Z-drives. Signet wanted the new tugs to work offshore, so they are more powerful with more bollard pull.

Bigger engine rooms were needed to fit the Caterpillar C175-16 Tier 3 engines, each rated at 3,417 hp. The Cats drive Rolls-Royce US 255 CPP controllable-pitch Z-drives with 110"-dia. 4-bladed nibral wheels in Kort nozzles. The package gives the tugs 83.45 tons of bollard pull ahead and 75 tons astern. 

For service power, the tugs are outfitted with pairs of John Deere 6068AFM85-powered, 125-kW generators.

Many of the new tugs’ features are not typically found on other ABS-classed tugs. What sets these tugs apart are the additional requirements needed to secure a Coast Guard Subchapter I Certificate of Inspection. Patti Marine said these are the first Subchapter I tugs in this size range. Usually, Subchapter I tugs are much larger. The Arcturus and Polaris are the also the first RAL RAmparts tugs to receive Subchapter I certification. The tugs have automation, a safe manning certificate and a lot of SOLAS features that bigger tugs have. With a Coast Guard NVIC 10-82 tug, the higher standard applies, regardless of the system. If an ABS and Coast Guard rule is not the same, then the more stringent of the two is incorporated and enforced.

For ship assists each tug has an electric Markey DEPCF-52S electric hawser winch on the bow. For ocean towing and rig moves, the tugs have a Markey TESD-34 100-hp double-drum electric towing winch on the stern. 


Tender 4 

It’s not uncommon to repower older boats, especially if they were built 86 years ago. But replacing an older diesel engine with brand new electric motors, powered only by batteries? That may be about as uncommon as it gets, at least at the moment.

But this is the case for Tender 4, an 86-year-old tug with two new EP-10000 electric motors from Elco Motor Yachts in Athens, N.Y. The 39'×14' tug is working as a dredge tender on the Erie Canal for the New York State Canal Corp. With its new motors, the Tender 4 has been maneuvering dredges and dredge barges on the canal since June. 

The Canal Corp., which oversees and maintains New York’s canal system, is comparing the performance and maintenance costs of the twin Elcos with the engine that had been in the boat, a 175-hp Detroit Diesel 6-71. Early results showed they are delivering 15% more horsepower to the shaft and they drive the tug to its maximum hull speed of 8.5 knots. Replacing the 6-71 Detroit with two Elco electric motors, each generating about the equivalent of 100 hp, was a fairly simple and straightforward process. Elco used existing engine stringers and coupled up to the existing shaft. The same 33"-dia. prop was retained, making for a better direct comparison between the diesel and the electric motors. 

In the tug’s engine room, the two Elco motors take up about 30% less space than the old diesel engine did. The electric motors also weigh less, 740 lbs. per motor (1,489 lbs. total) compared to 2,190 lbs. for the Detroit 6-71. The 36 batteries for New York’s canal tug are lead-acid, absorbed glass mat batteries, half on one side of the engine room, half on the other. 

The tug runs all day on a nightly charge from shore power that costs about $5 to $6. The EP-10000 electric motors are priced at $21,000 each and the 36 batteries come in at about $10,000.



Owned by Bowhead Transport, Barrow, Alaska’s native corporation’s marine transport subsidiary, the Unalaq was designed by Columbia Sentinel Engineers, Seattle, and built by Nichols Brothers Boat Builders, Freeland, Wash. 

The 150'×50'×8' landing craft is powered by three 600-hp Caterpillar C-18s turning 2.57:1 Twin Disc gears and propellers in tunnels. The maximum draft is 5'6". Electric power is generated by a pair of John Deere/Marathon 75-kW gensets. The open cargo deck is almost 5,000 sq. ft. and can pack up to about 400 tons of freight. 

“The bow ramp is the key to the landing craft,” said Jim Dwight, general manager of Bowhead Transport in Seattle. “Without the bow ramp, it’s just another self-propelled barge. But with the ramp [27' long and 24' wide], we can roll heavy equipment on and off and back tractor-trailers on and off.” 

The Unalaq can carry up to about 210,000 gals. of ballast water and 63,660-gals. of fuel in tanks isolated from the bottom of the boat. With 16 berths and a galley that seats 16, the Unalaq can also support offshore oil exploration and production, as well scientific researchers or marine mammal observers. 

The deck can accommodate a 20-ton crane and a large towing winch on the stern. 



Builder: Kvichak Marine Industries

Designer: Camarc Design

Owner: Columbia River Bar Pilots

Mission: Bar pilot transfers

Length: 75'6"   Beam: 21'6"  

Draft: 3'6"

Hull/Superstructure: Aluminum

Main Propulsion: (2) MTU 16V2000, 1,410 hp

Marine Gear: ZF 3050

Waterjets: (2) HamiltonJet 651

Service Power: (2) Kohler, 40 kW

Speed (max.): 29 knots

Capacities (gals.): Fuel, 1,655; water, 75 

Passenger/Crew Capacity: 4; 2

Displacement (light): 110,000 lbs.

Fendering: Popsafe shock-absorbing foam with polyethylene contact surface

DeliveryDate: March 2014


Buckley McAllister SPECIFICATIONS 

Builder: Senesco Marine

Designer: Jensen Marine Consultants  

Owner: McAllister Towing and Transportation  

Length: 96'

Beam: 36'

Depth: 15'  

Draft (loaded): 16'6"

Towing Equipment: (aft)JonRie 512 towing winch, 2,100' of 2-1/4" wire, 140,000 lbs. line pull at 60 fpm; (bow) JonRie 250 escort winch, 600' of 8" Samson-12 hawser line, 145,000 lbs. line pull at 100 fpm.  

Main Propulsion: (2) Caterpillar 3516 CHD, Tier 3, 2,575 hp

Crew Capacity: 7

Capacities (gals.): Fuel, 30,000; potable water, 6,150; fresh water, 14,314; foam, 1,500

Ancillary Equipment: In-Mar Systems FiFi 1 firefighting system, 11,600-gpm, powered by Cat C32 engine; (2) FFS monitor, 6,000 gpm

Delivery Date: June 2014


Capt. Frank Banta Jr. SPECIFICATIONS 

Builder: Rodriguez Shipbuilding/Chem Carriers

Designer: Rodriguez Shipbuilding/Chem Carriers

Owner: Chem Carriers

Mission: Push barges on the inland waterways

Length: 90'

Beam: 30'

Depth: 10'

Hull/Superstructure Material: Steel

Main Propulsion: (2) Mitsubishi S12R, 1,260 hp at 1,600 rpm

Z-Drive: (2) ZF 6000 

Ship’s Service Power: (2) John Deere/Stamford, 99 kW

Propellers: ZF 73"x63", stainless steel, 5-bladed

Speed (knots): 6-7 

Capacities (gals.): Fuel, 28,000; water, 8,000 

Ancillary Equipment: Single-piston hydraulic pilothouse equipment; auxiliary air receivers for pilothouse brakes

DeliveryDate: September 2014



Builder: Gladding-Hearn Shipbuilding

Designer: C. Raymond Hunt Associates/Gladding-Hearn

Owner: Southeast Ocean Response Services

Mission: Emergency response/pilot transfers

Length: 64'

Beam: 21'

Depth: 6'

Hull/Superstructure Material: Aluminum

Main Power: (3) Volvo Penta D13, 700 hp at 2,300 rpm

Propulsion: (3) Volvo Penta IPS pod with dual, forward-facing, counter-rotating propeller

Ship’s Service Power: (2) Northern Lights, 30 kW

Speed (max.): 30 knots

Capacities (gals.): Fuel, 2,000; water, 100 

Ancillary Equipment: Hale 3,500-gpm fire pump; FFS 600 remote-control fire monitor, 2,500 gpm; Elkhart Brass manual fire monitor, 1,250 gpm; FoamPro foam system, 20 gpm; Palfinger 2300 knuckle-boom crane; Humphree Active ride control system

Certification: USCG Subchapter T

DeliveryDate: August 2014


Great Expectations SPECIFICATIONS 

Builder/Designer: La Ship/Edison Chouest Offshore  

Owner: John W. Stone Oil Distributor/Edison Chouest Offshore

Operator: John W. Stone Oil Distributor 

Length: 314'

Beam: 66'

Depth: 30'

Draft: 25'6"

Deadweight Tonnage: 7,000 LT

Capacities (gals.): Diesel, 1,048,740; lube oil, 36,730; intermediate fuel oil, 435,750; fresh water, 590,100; fresh water/ballast, 212,900; fresh water/anti-roll, 41,890; potable water, 125,600; slop oil, 33,000  

Main Propulsion: (2) Caterpillar C280, 3,600 hp at 1,000 rpm

Thrusters: (2) Brunvoll 1,250-kW (1,675 hp) CPP bow tunnel thruster, electric; (2) Brunvoll 800-kW (1,072 hp) CPP stern tunnel thruster, electric

Classification/Certification: ABS A1, Fuel Oil Carrier, Offshore Support Vessel, Supply AMS, ACCU, DPS-2, POT, UWILD, ACP, CRC

Delivery Date: August 2014



Hornblower Guardian SPECIFICATIONS 

Builder: All American Marine

Designer: Elliott Bay Design Group/E.Y.E. Marine Consultants

Owner: Hornblower Cruises & Events/Hornblower Niagara Cruises  

Length: 68'

Beam: 16'

Passengers/Seating: 145(143 passengers, two wheelchairs) 

Marine Gear: (2) ZF 550

Waterjets: (2) MJP Ultrajet 452

Hull Material: Aluminum

Main Propulsion: (2) Scania DI13 Tier 2, 700 hp

Classification: Transport Canada regulations

Delivery Date: December 2013



Builder: Eastern Shipbuilding Group

Designer: Vard Marine

Owner: Hornbeck Offshore Services 

Length, Beam, Depth: 292'x64'x24'6" (300s); 302'x64'x26' (310s)

Maximum Draft: 19'11" (300s); 21'2" (310s)

Power Generation/Main Propulsion: (4) Caterpillar 3516C, 1,825 kW each (total power, 7,300 kW); (2) Schottel Z-drive, 3,350 hp

Bowthruster: (2) Schottel SRP 2020 tunnel thruster, 1,580 hp

Speed: 10 cruise; 12 max.

Deadweight Tonnage:
5,407 LT (300s); 6,089 LT (310s)

Passenger/Crew Capacity: 50 in 17 staterooms

Capacities (300s, 310s): Dry bulk:
14,347 cu. ft.; liquid mud, 20,846 bbls., 21,507 bbls. (8 tanks); methanol, 1,605 bbls., 2,212 bbls. (2 tanks); potable water, 57,494 gals., 62,538 gals.; rig fuel, 220,168 gals., 261,114 gals.; rig water, 498,523 gals., 526,533 gals.; fuel oil, 241,141 gals., 285,649 gals.

Delivery Dates: June 2013-2015 (four 300s; six 310s)


Signet Arcturus and Signet Polaris SPECIFICATIONS 

Builder: Patti Marine Enterprises 

Designer: Robert Allan Ltd.

Owner: Signet Maritime

Length: 105' 

Beam: 38' 

Depth: 18'2" 

Propulsion: (2) Caterpillar C175-16, 3,417 hp

Z-Drive: (2) Rolls-Royce US 255 CPP 

Propeller: (2) 110"-dia. 4-bladed nibral in Kort nozzles 

Bollard Pull: 83.45 MT, ahead; 75 MT, astern

Generators: (2) John Deere 6068AFM85, 125 kW, 60 Hz, 480V 

FiFi System: (2) FFS SFP 250x350 pumps, driven off front of main engine; (2) FFS 1200LB, remote-operated monitor, 5,300 gpm flow, 400' range 

Speed: 13.5 knots

Capacities (gals.): Fuel oil, 90,068; hydraulic oil, 125; lube oil, 507; ballast, 26,162; potable water, 6,104

Crew Capacity: 10 

Winch: Markey DEPCF-52S, 75 hp, electric hawser winch on the bow, 9"-circ. x 500' Samson Saturn-12 line; Markey TESD-34, 100 hp, double-drum electric towing winch, 2 ¼" x 2,500' tow wire, 2 ¼" x 1,500' tow wire

Classification: ABS : A1; AMS, FiFi 1; USCG Subchapter I 

Delivery Dates:Signet Arcturus, April 2014; Signet Polaris, June 2014



Builder: New York State Canal Corp.

Designer: Elco Motor Yachts

Owner: New York State Canal Corp.

Mission: Dredge tender

Length: 39'

Beam: 14'

Main Power: (2) EP-10000 electric motors from Elco Motor Yachts 

Batteries: (36) Lead-acid, absorbed glass mat

Speed (max.): 8.5 knots

DeliveryDate: June 2014




Builder: Nichols Brothers Boat Builders

Designer: Columbia Sentinel Engineers

Owner: Bowhead Transport

Mission: Cargo transfer, personnel transfer

Length: 150'

Beam: 50'

Depth: 8'

Hull/Superstructure Material: Steel; aluminum

Main Propulsion: (3) Caterpillar C-18, 600 hp

Marine Gear: Twin Disc, 2.57:1

Ship’s Service Power: (2) John Deere/Marathon, 75 kW

Speed (max.): 11 knots

Bollard Pull: 28 tons

Capacities (gals.): Fuel, 63,660; ballast water, 210,000 

Passenger/Crew Capacity: 16

Certification: ABS Load Line, Subchapter I

DeliveryDate: August 2014