Snow & Company Delivers New Launch to the Savannah Pilots
Seattle shipbuilder Snow & Company earlier this month delivered Savannah, the first of two new 64-foot pilot boats for the Savanah Pilots Association. Designed by Camarc Design, the single chine, flush deck 5086 aluminum vessel is the third pilot boat the U.K.-based firm has designed for the Savannah pilots.Savannah is powered by MTU 12V2000M86 marine engines, Hamilton HTX 52 waterjets with electronic AVX controls, ZF 3055 marine gears, and Geislinger Carbon Fiber driveshafts / Silenco couplings.
Kvichak Delivers Pilot Boat to Savannah
Kvichak Marine Industries, Inc., of Seattle, Wash., recently delivered PV Georgia, a 64' all-aluminum Pilot Boat to the Savannah Pilots Association of Savannah, Ga. Georgia is the second vessel built by Kvichak for the Savannah Pilots. Designed by Camarc Design, U.K., Georgia is powered by twin MTU 12V2000 engines rated for 1,450 BHP each with Hamilton 521 waterjets and ZF 3050 marine gears. Kvichak said this combination allows for excellent maneuverability with a top speed of approximately 35 knots.
Kvichak to Build Pilot Boat for Savannah Pilots Association
Kvichak Marine Industries, Inc., of Seattle, WA, was recently awarded a contract to build a 64' all-aluminum Pilot Boat for the Savannah Pilots Association of Savannah, GA. For more than 140 years, the Savannah Pilots Association has safely guided vessels on the 25 ½ mile journey from the sea to the port of Savannah. They require vessels with excellent sea keeping ability and maneuverability even in the worst of sea conditions, and again they are turning to Kvichak. Designed by Camarc Design…
Pilot Boat Repower in Savannah Georgia
The Savannah Pilots Association have been operating their 57 by 16 aluminum pilot boat since 1984. Built at Louisiana's Breaux Bay Craft the boat has served them well. When they recently decided to replace the boat's engines they chose a pair of Cummins KTA19 M4 engines producing 700 HP each at 2100 RPM in a medium continuous duty rating. The change out of engines presented some unique challenges. The Cummins engines are narrower, but longer and taller than those being replaced so that it was necessary to lower the front of the engine beds by eleven inches and fabricate inverted mounts for the rear of the engines and the gears in order to retain the 14 degree shaft angle. At the same time the switch from a spring-type engine mount to rubber soft mounts added to the challenge.
