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1930 Tugboat Canadian Pacific Railway Tug PRESCOTONT110ft
US$584,191
$4,930/month
Midland, Ontario
Not for sale to US residents while in US Waters
| Year | 1930 |
| Make | Tugboat |
| Model | Canadian Pacific Railway Tug |
| Class | Tug |
| Length | 110ft |
| Fuel Type | Diesel |
| Hull Material | Steel |
| Hull Shape | Displacement |
| Offered By | Schwartz & Co. Yacht Sales |
1930 Tugboat Canadian Pacific Railway Tug
HISTORY:
PRESCOTONT was commissioned for the Canadian Pacific Railway and began her career on September 10, 1930, along with her sister vessel, the railroad barge OGDENSBURG. PRESCOTONT was the first diesel electric vessel built in Canada and took 90 days to build. Between 1930 and 1970, she ferried barges loaded with railroad cars between Prescott, Ontario and Ogdensburg, New York. In 1970 she was moved to work for the Windsor/Detroit Barge Lines until 1989 when a fire retired her from service. PRESCOTONT was headed to the scrap yard when she was purchased in 1994. All the internal systems have been retrofitted including engine, hydraulics, electrical, plumbing, & communications systems. The salons and staterooms have been all updated and ready to enjoy.
HULL CONDITION:
The hull is plate and riveted construction. This building technique was phased out
of shipbuilding in the early 1950s with welding techniques learned in WW2, but
there are still vessels operating on the Great Lakes that were built using riveted
hulls. The PRESCOTONT hull is a very good example of quality riveted
construction.
The hull has been coated inside and out, which has aided much in its preservation.
• No major indentations on inner our outer hull above and below W/L.
• Hull is dry with no leakage.
• No oil present in bilges in machinery space. Oil absorbent pads placed deep
in bilge below machinery were not saturated.
• Hull has only one single Sea Valve.
• Hull has permanent ballast and has no Water Ballast tanks. The ballast is
railroad iron rails. Owner has coated these to prevent corrosion.
• Ultrasonic reading (random) of hull plate at Frame 49 shows 3/8” thickness.
I suspect this is close to or is original hull thickness.
• Inner hull can be seen in Machinery space and in Fwd workshop area.
• Original fuel tank volume has been reduced. Located at Fr 48-Fr 52 and is
now a Double Bottom tank. The area above is now workshop/storage.
• Former Aft Peak tank has been converted to a workshop. Area is well coated
but former corrosion of web frames can be seen. These areas have been
addressed and well coated.
• Separate Stainless-Steel tanks for water, Grey water and sewage are installed
under the staterooms and secured on vessels web frames and longitudinal
girders.
• Owner had outer hull inspected by a dive company
• Hull is protected with anodes on outer hull.
• Bulwarks in very good condition. Fairleads and rope cleats are attached.
Additional Stainless-Steel rope cleats have been added.
• Superstructure in very good condition.
• 1 collision bulkhead and 4 W/T bulkheads. All W/T bulkheads have W/T
door installed. Bulkheads remain intact.
• Bow-thruster installed at Frame 50, hydraulically operated. Approximately
20” diameter.
• No corrosion evident where superstructure meets the deck, where it would
be expected.
• Area behind W/H has been extended and is welded construction.
• W/T doors fit well and have sealing rubber installed.
• All enclosed areas have at least 2 escape routes.
• Stairways added to interior and exterior are all steel construction.
• Anchor windlass is welded to deck re-enforcing plate.
• Hawse pipes no wear. Anchors have Stainless-Steel re-enforcing plates.
• Anti-Skid bars welded to outer deck from about Fr 46-Aft.
• Towing Bitts are still installed.
• Owner has installed de-watering pipes in void compartments and bilges for
emergency use.
• Crane is properly installed over B/H with re-enforcing plate installed.
• All rails, handrails and stanchions are in excellent condition.
ENGINE & RUNNING GEAR:
The Tug has been repowered from its original configuration of Diesel-Electric to
Diesel-Reduction Gearbox, which is more conventional.
The Main engine and Falk reduction Gearbox installed, still operating in many
commercial tugs today, is no longer manufactured, but spare parts are still readily
available. https://www.hatchkirk.com/parts/cleveland/
This engine model, General Motors Cleveland 8V-278A, was originally developed
for the US military but remained in production after WW2 and production was
stopped in 1962. The engine is reportedly only operated for about 50
hours per year and shows no signs of leakage. The outer brass components are
routinely polished, and the engine and gearbox are painted white. The owner
reports the engine to use 13 gallons of fuel/hour full steaming.
The engine is typical of a large industrial Diesel engine and requires a support
system. It is air start, which requires separate compressors, and has a lube oil
purifier system with air controls remote from the W/H.
The machinery space is clean and tidy and well laid out. It is fitted with industrial
quality equipment. All main equipment has monitoring panels and gauges.
• Main engine GM Cleveland 8V-278A, 2-stroke 700RPM 600HP
• Engine has closed cooling system and dry sump.
• Falk 3.5:1 Reduction Gearbox. Remote and local operation.
• 2 x 300 series Quincy compressors 300psi. (5 and 10hp)
• 2 x 300 psi Air receivers.
• Sharples lube oil purifier.
• 2 x Ingersoll Rand 150psi control air compressors. (one large and one
smaller standby unit)
• 1 x 150psi air receiver
• Main electric driven Hydraulic pump
• Electric driven Fire/Bilge/Washdown pump.
• Domestic Potable / Sanitary pump and pressure tank.
• Domestic heating boiler.
• 1 x Perkins 60KW Keel Cooled Genset. (Fernstrum Cooler)
• 1 x Isuzu 40KW Keel Cooled Genset. . (Fernstrum Cooler)
• Hydraulic operated Bow-Thruster.
• Propeller shaft is fitted with replaceable liners and bronze bearings.
• Conventional packing gland at stern tube.
All machinery was reported to be in good working order.
The machinery space has a workshop area aft of the main machinery space.
STEERING SYSTEM:
The steering system is hydraulic operated, independent of the main hydraulic
system with redundancy. It has 2 electric motors and pumps, integral with the
hydraulic tanks mounted on the furthermost aft bulkhead. There is also a hand
operated lever beside these 2 units. The unit can be hand operated in an
emergency.
A 2-ram system operates the large original tiller on the aft main deck and the rams
and tiller are covered in from weather by a wooden covering.
The system is manufactured by AutoNav https://www.autonav.com/ which is a
Canadian company based in BC.
The steering was upgraded by the owner from the original chain and cable system,
installed at the shipyard.
No leaks or deficiencies were noted.
ELECTRICAL:
The AC electrical system on PRESCOTONT is mildly complicated to
understand. The vessel accepts 208V, 440V and 575V shore power, and there are
interlocks to ensure switchgear cannot be confused.
There is also a transformer bank to deal with different voltages.
The generators with independent breakers, are 3-phase and do not supply a
conventional switchboard. They supply power to the switchgear.
The main switchgear, transformers and generators are situated in a soundprotected, insulated room situated on the Port side of the engine room.
All electrical motors and components are protected by breakers. All wiring is
marine grade and adequately installed.
DC power is supplied by numerous batteries installed throughout the Tug.
• DC power for the steering controls
• DC power for Nav equipment
• Starting batteries for each Genset.
These batteries have chargers installed locally, and independent of each other.
The positive posts of these batteries are insulated in case a metal object falls on
them.
Lighting in accommodation areas is LED pot lights. Machinery areas are lit by
fluorescent lights.
MOORING & ANCHORING EQUIPMENT:
The Tug has a very well installed redundant (2 sides) anchor windlass with 2 bow
anchors. The anchor chain has a separate chain locker installed forward of the
collision bulkhead. The chain locker is coated, but the chain is not. The chain
appears to be original but was most likely seldom used for the original trade as the
Tug was always mated to a barge. The Hawse pipes are not worn.
The windlass is hydraulic operated locally and is enhanced aesthetically with
chrome plated guards. It is also fitted with a dedicated tarpaulin cover.
There are ample Panama style fairleads and bollards installed along the bulwarks
along with added stainless-steel cleats for stowage of lines underway.
The tow bitts are still installed aft, but are mainly for historic and aesthetic reasons,
and serve no real purpose.
The ropes and mooring lines are in good condition and show no signs of weather
damage.
NAVIGATION EQUIPMENT & INSTRUMENTATION
The wheelhouse is well equipped with modern electronics installed on an on-board
computer. A laptop is used for back-up purposes. Both are installed with a
Navionics program. Electronics are listed below.
• Navionics chart plotter with redundancy.
• GPS Unit
• Furuno radar 64 Kn/M
• Depth sounder
• Speed over ground indicator.
• Shaft tachometer
• Rudder angle indicator
• 2x Uniden VHF units.
• Ritchie magnetic compass.
The W/H is equipped with all around widows for visibility and has the engine and
gearbox control mounted on the console along with B/T controls and steering
jogger.
The steering wheel is mounted center with a single pilothouse chair dedicated to
the wheelsman and another chair mounted on the starboard side.
The windows also have shades and the W/H is finished in light stained wood.
SEPARATE TANKS:
The vessel has many separate tanks installed. These are tanks that are not integral
to the hull such as the main fuel tank.
• Lube oil remote sump tank (machinery space)
• Lube oil sludge tank (machinery space)
• Main engine coolant header tank. (stack)
• Main engine and generator fuel day tank. (machinery space)
• Main hydraulic tank. (machinery space)
• 2x individual steering hydraulic tanks. (machinery space)
• Sewage tanks (and Marine Sewage system) (under staterooms)
• Stainless-Steel grey water tank (400gal) (under staterooms)
• 100Gallons Black water storage for emergencies.
• 2 x Stainless-Steel potable water tanks (under staterooms)
• 1 x Stainless Steel potable water tank (2300gal total capacity)
These tanks are well installed, vented and fixed properly to their mountings and
have proper deck filling and pump-out arrangements.
PUMPING ARRANGEMENTS:
The black water sewage is disposed of by being treated in a USCG and IMO
approved Marine Sewage device. https://brtmarine.com/productcategory/products/plumbing/humphrey/
The unit is made by Humphrey and is an IMO type 11 device. It is an anerobic
system that sterilizes the effluent prior to discharge and is an industrial unit used in
many workboats. The grey water is stored for shore disposal or it can be legally
pumped overboard in open Canadian waters but not in US.
The vessel is equipped with an electrically driven main bilge / fire pump via a
manifold, but also carries a Gasoline powered pump for emergencies. The Gasoline
pump is equipped with a suction hose that can be connected to dedicated pipes for
each space equipped with camlock connectors for emergency pumping if required.
Fuel is transferred via an electrically driven transfer pump from the main bunker to
the day tank.
Sanitary and Potable water is supplied from the main FW tank to a domestic water
pump and pressure tank.
ACCOMMODATIONS:
The accommodation area of PRESCOTONT is the most impressive area of
the vessel.
The 4 staterooms below the main decks are all 5-star hotel quality. The walls are
all finished in stained or painted wood, and the wood trim is expertly installed.
All staterooms are carpeted and have on-suite bathrooms with shower stall and
walk-in cedar lined closets.
The rooms are large, even for a vessel of this size and would be very comfortable
for guests for extended periods. All staterooms have brass polished portholes. The
only adjective used to describe these stateroom areas would be “luxury”.
Access to the Staterooms is via a staircase from the main dining and lounge area on
the main deck.
Forward of the 4 staterooms, separated by a future laundry area, is the crew area,
which has 2 separate cabins with single bunks and a shared bathroom and shower
area on the Port side. The Starboard side has a small galley area for the crew with a
microwave oven and sink. Access to this area is from the area forward of the
Galley, with its own separate staircase and door. The area also has natural light via
a plexiglass Marine W/T hatch.
At the extreme aft area on the Main Deck behind the main lounge there is access to
the machinery space from the Starboard side and there is a small rope storage area
with a workbench.
Within the superstructure main deck forward there is a large carpeted area for
sitting and socializing with a sit-down bar area, with a wine cooler integrated on
the Port side.
Behind this area is the Galley, with slate floor, which is furnished in Stainlesssteel, and has a large fridge, electric stove, double sink, coffee maker, 4-slice
toaster, and microwave oven. It is also equipped with a very large Stainless-steel
countertop for food preparation and a Stainless-Steel dishwasher.
Aft of the Galley is the main dining room. This area along with the main lounge
area aft is the most impressive of all. It is trimmed with richly dark stained wood
and has cabinetry original to the vessel. The woodwork is professional quality.
Flooring is ceramic, engineered hardwood, with quality carpets in appropriate
areas. Ceiling is white with LED recessed lights installed. It has a large wooden
oval dining table seating 6 with matching chairs. This area and the Main lounge
aft of this is open concept.
Furnishings are mostly antique. There is a large desk with a computer on the Port
side, with large chesterfield sofa, coffee table and 2 cushioned chairs behind, and
on the Starboard side there is a cushioned chair and cushioned lounge chair along
with antique cabinets. The flooring is also a mixture of carpet and engineered
hardwood. The portholes are polished brass and the walls are dark stained wood.
The ceilings are also white with recessed LED lighting. There is a common
washroom on the Starboard side which is very nicely finished.
These 2 areas are heated with large cast iron radiators, keeping with the décor, plus
2 hot water blowers installed in the walls.
The Boat deck has a large sitting room for entertaining or lounging with plenty of
natural light from portholes and a large patio door on the aft B/H. The room is
tastefully decorated, carpeted, and has an antique chart table and ships wheel
mounted on the forward B/H. The ceiling is tongue and groove wood with dark
stain and the walls are light grey with white trim.
Aft of this lounge area outside on the boat deck is a large barbeque, just in front of
the skylights for the main lounge area on the main deck.
Aft of the Skylights, the funnel is situated center and a 16ft fiberglass tender is
situated in a cradle on the Starboard side with a hydraulic crane used to launch the
boat is mounted on the Port side.
The elevated Wheelhouse is accessed through a W/T door on the boat deck or
through the lounge area. The W/H is not usually listed as part of the
accommodations but a mention of the quality of workmanship of the woodwork
and decoration is required. The W/H would be a pleasant place to spend the day,
whether navigating or not. The W/H also has solid Oak hardwood floors.
It is plain to see the owner has paid attention to detail re-constructing the Tug and
has made extra efforts to ensure it exudes luxury and quality wherever possible.
Showings available by appointment.
HISTORY:
PRESCOTONT was commissioned for the Canadian Pacific Railway and began her career on September 10, 1930, along with her sister vessel, the railroad barge OGDENSBURG. PRESCOTONT was the first diesel electric vessel built in Canada and took 90 days to build. Between 1930 and 1970, she ferried barges loaded with railroad cars between Prescott, Ontario and Ogdensburg, New York. In 1970 she was moved to work for the Windsor/Detroit Barge Lines until 1989 when a fire retired her from service. PRESCOTONT was headed to the scrap yard when she was purchased in 1994. All the internal systems have been retrofitted including engine, hydraulics, electrical, plumbing, & communications systems. The salons and staterooms have been all updated and ready to enjoy.
HULL CONDITION:
The hull is plate and riveted construction. This building technique was phased out
of shipbuilding in the early 1950s with welding techniques learned in WW2, but
there are still vessels operating on the Great Lakes that were built using riveted
hulls. The PRESCOTONT hull is a very good example of quality riveted
construction.
The hull has been coated inside and out, which has aided much in its preservation.
• No major indentations on inner our outer hull above and below W/L.
• Hull is dry with no leakage.
• No oil present in bilges in machinery space. Oil absorbent pads placed deep
in bilge below machinery were not saturated.
• Hull has only one single Sea Valve.
• Hull has permanent ballast and has no Water Ballast tanks. The ballast is
railroad iron rails. Owner has coated these to prevent corrosion.
• Ultrasonic reading (random) of hull plate at Frame 49 shows 3/8” thickness.
I suspect this is close to or is original hull thickness.
• Inner hull can be seen in Machinery space and in Fwd workshop area.
• Original fuel tank volume has been reduced. Located at Fr 48-Fr 52 and is
now a Double Bottom tank. The area above is now workshop/storage.
• Former Aft Peak tank has been converted to a workshop. Area is well coated
but former corrosion of web frames can be seen. These areas have been
addressed and well coated.
• Separate Stainless-Steel tanks for water, Grey water and sewage are installed
under the staterooms and secured on vessels web frames and longitudinal
girders.
• Owner had outer hull inspected by a dive company
• Hull is protected with anodes on outer hull.
• Bulwarks in very good condition. Fairleads and rope cleats are attached.
Additional Stainless-Steel rope cleats have been added.
• Superstructure in very good condition.
• 1 collision bulkhead and 4 W/T bulkheads. All W/T bulkheads have W/T
door installed. Bulkheads remain intact.
• Bow-thruster installed at Frame 50, hydraulically operated. Approximately
20” diameter.
• No corrosion evident where superstructure meets the deck, where it would
be expected.
• Area behind W/H has been extended and is welded construction.
• W/T doors fit well and have sealing rubber installed.
• All enclosed areas have at least 2 escape routes.
• Stairways added to interior and exterior are all steel construction.
• Anchor windlass is welded to deck re-enforcing plate.
• Hawse pipes no wear. Anchors have Stainless-Steel re-enforcing plates.
• Anti-Skid bars welded to outer deck from about Fr 46-Aft.
• Towing Bitts are still installed.
• Owner has installed de-watering pipes in void compartments and bilges for
emergency use.
• Crane is properly installed over B/H with re-enforcing plate installed.
• All rails, handrails and stanchions are in excellent condition.
ENGINE & RUNNING GEAR:
The Tug has been repowered from its original configuration of Diesel-Electric to
Diesel-Reduction Gearbox, which is more conventional.
The Main engine and Falk reduction Gearbox installed, still operating in many
commercial tugs today, is no longer manufactured, but spare parts are still readily
available. https://www.hatchkirk.com/parts/cleveland/
This engine model, General Motors Cleveland 8V-278A, was originally developed
for the US military but remained in production after WW2 and production was
stopped in 1962. The engine is reportedly only operated for about 50
hours per year and shows no signs of leakage. The outer brass components are
routinely polished, and the engine and gearbox are painted white. The owner
reports the engine to use 13 gallons of fuel/hour full steaming.
The engine is typical of a large industrial Diesel engine and requires a support
system. It is air start, which requires separate compressors, and has a lube oil
purifier system with air controls remote from the W/H.
The machinery space is clean and tidy and well laid out. It is fitted with industrial
quality equipment. All main equipment has monitoring panels and gauges.
• Main engine GM Cleveland 8V-278A, 2-stroke 700RPM 600HP
• Engine has closed cooling system and dry sump.
• Falk 3.5:1 Reduction Gearbox. Remote and local operation.
• 2 x 300 series Quincy compressors 300psi. (5 and 10hp)
• 2 x 300 psi Air receivers.
• Sharples lube oil purifier.
• 2 x Ingersoll Rand 150psi control air compressors. (one large and one
smaller standby unit)
• 1 x 150psi air receiver
• Main electric driven Hydraulic pump
• Electric driven Fire/Bilge/Washdown pump.
• Domestic Potable / Sanitary pump and pressure tank.
• Domestic heating boiler.
• 1 x Perkins 60KW Keel Cooled Genset. (Fernstrum Cooler)
• 1 x Isuzu 40KW Keel Cooled Genset. . (Fernstrum Cooler)
• Hydraulic operated Bow-Thruster.
• Propeller shaft is fitted with replaceable liners and bronze bearings.
• Conventional packing gland at stern tube.
All machinery was reported to be in good working order.
The machinery space has a workshop area aft of the main machinery space.
STEERING SYSTEM:
The steering system is hydraulic operated, independent of the main hydraulic
system with redundancy. It has 2 electric motors and pumps, integral with the
hydraulic tanks mounted on the furthermost aft bulkhead. There is also a hand
operated lever beside these 2 units. The unit can be hand operated in an
emergency.
A 2-ram system operates the large original tiller on the aft main deck and the rams
and tiller are covered in from weather by a wooden covering.
The system is manufactured by AutoNav https://www.autonav.com/ which is a
Canadian company based in BC.
The steering was upgraded by the owner from the original chain and cable system,
installed at the shipyard.
No leaks or deficiencies were noted.
ELECTRICAL:
The AC electrical system on PRESCOTONT is mildly complicated to
understand. The vessel accepts 208V, 440V and 575V shore power, and there are
interlocks to ensure switchgear cannot be confused.
There is also a transformer bank to deal with different voltages.
The generators with independent breakers, are 3-phase and do not supply a
conventional switchboard. They supply power to the switchgear.
The main switchgear, transformers and generators are situated in a soundprotected, insulated room situated on the Port side of the engine room.
All electrical motors and components are protected by breakers. All wiring is
marine grade and adequately installed.
DC power is supplied by numerous batteries installed throughout the Tug.
• DC power for the steering controls
• DC power for Nav equipment
• Starting batteries for each Genset.
These batteries have chargers installed locally, and independent of each other.
The positive posts of these batteries are insulated in case a metal object falls on
them.
Lighting in accommodation areas is LED pot lights. Machinery areas are lit by
fluorescent lights.
MOORING & ANCHORING EQUIPMENT:
The Tug has a very well installed redundant (2 sides) anchor windlass with 2 bow
anchors. The anchor chain has a separate chain locker installed forward of the
collision bulkhead. The chain locker is coated, but the chain is not. The chain
appears to be original but was most likely seldom used for the original trade as the
Tug was always mated to a barge. The Hawse pipes are not worn.
The windlass is hydraulic operated locally and is enhanced aesthetically with
chrome plated guards. It is also fitted with a dedicated tarpaulin cover.
There are ample Panama style fairleads and bollards installed along the bulwarks
along with added stainless-steel cleats for stowage of lines underway.
The tow bitts are still installed aft, but are mainly for historic and aesthetic reasons,
and serve no real purpose.
The ropes and mooring lines are in good condition and show no signs of weather
damage.
NAVIGATION EQUIPMENT & INSTRUMENTATION
The wheelhouse is well equipped with modern electronics installed on an on-board
computer. A laptop is used for back-up purposes. Both are installed with a
Navionics program. Electronics are listed below.
• Navionics chart plotter with redundancy.
• GPS Unit
• Furuno radar 64 Kn/M
• Depth sounder
• Speed over ground indicator.
• Shaft tachometer
• Rudder angle indicator
• 2x Uniden VHF units.
• Ritchie magnetic compass.
The W/H is equipped with all around widows for visibility and has the engine and
gearbox control mounted on the console along with B/T controls and steering
jogger.
The steering wheel is mounted center with a single pilothouse chair dedicated to
the wheelsman and another chair mounted on the starboard side.
The windows also have shades and the W/H is finished in light stained wood.
SEPARATE TANKS:
The vessel has many separate tanks installed. These are tanks that are not integral
to the hull such as the main fuel tank.
• Lube oil remote sump tank (machinery space)
• Lube oil sludge tank (machinery space)
• Main engine coolant header tank. (stack)
• Main engine and generator fuel day tank. (machinery space)
• Main hydraulic tank. (machinery space)
• 2x individual steering hydraulic tanks. (machinery space)
• Sewage tanks (and Marine Sewage system) (under staterooms)
• Stainless-Steel grey water tank (400gal) (under staterooms)
• 100Gallons Black water storage for emergencies.
• 2 x Stainless-Steel potable water tanks (under staterooms)
• 1 x Stainless Steel potable water tank (2300gal total capacity)
These tanks are well installed, vented and fixed properly to their mountings and
have proper deck filling and pump-out arrangements.
PUMPING ARRANGEMENTS:
The black water sewage is disposed of by being treated in a USCG and IMO
approved Marine Sewage device. https://brtmarine.com/productcategory/products/plumbing/humphrey/
The unit is made by Humphrey and is an IMO type 11 device. It is an anerobic
system that sterilizes the effluent prior to discharge and is an industrial unit used in
many workboats. The grey water is stored for shore disposal or it can be legally
pumped overboard in open Canadian waters but not in US.
The vessel is equipped with an electrically driven main bilge / fire pump via a
manifold, but also carries a Gasoline powered pump for emergencies. The Gasoline
pump is equipped with a suction hose that can be connected to dedicated pipes for
each space equipped with camlock connectors for emergency pumping if required.
Fuel is transferred via an electrically driven transfer pump from the main bunker to
the day tank.
Sanitary and Potable water is supplied from the main FW tank to a domestic water
pump and pressure tank.
ACCOMMODATIONS:
The accommodation area of PRESCOTONT is the most impressive area of
the vessel.
The 4 staterooms below the main decks are all 5-star hotel quality. The walls are
all finished in stained or painted wood, and the wood trim is expertly installed.
All staterooms are carpeted and have on-suite bathrooms with shower stall and
walk-in cedar lined closets.
The rooms are large, even for a vessel of this size and would be very comfortable
for guests for extended periods. All staterooms have brass polished portholes. The
only adjective used to describe these stateroom areas would be “luxury”.
Access to the Staterooms is via a staircase from the main dining and lounge area on
the main deck.
Forward of the 4 staterooms, separated by a future laundry area, is the crew area,
which has 2 separate cabins with single bunks and a shared bathroom and shower
area on the Port side. The Starboard side has a small galley area for the crew with a
microwave oven and sink. Access to this area is from the area forward of the
Galley, with its own separate staircase and door. The area also has natural light via
a plexiglass Marine W/T hatch.
At the extreme aft area on the Main Deck behind the main lounge there is access to
the machinery space from the Starboard side and there is a small rope storage area
with a workbench.
Within the superstructure main deck forward there is a large carpeted area for
sitting and socializing with a sit-down bar area, with a wine cooler integrated on
the Port side.
Behind this area is the Galley, with slate floor, which is furnished in Stainlesssteel, and has a large fridge, electric stove, double sink, coffee maker, 4-slice
toaster, and microwave oven. It is also equipped with a very large Stainless-steel
countertop for food preparation and a Stainless-Steel dishwasher.
Aft of the Galley is the main dining room. This area along with the main lounge
area aft is the most impressive of all. It is trimmed with richly dark stained wood
and has cabinetry original to the vessel. The woodwork is professional quality.
Flooring is ceramic, engineered hardwood, with quality carpets in appropriate
areas. Ceiling is white with LED recessed lights installed. It has a large wooden
oval dining table seating 6 with matching chairs. This area and the Main lounge
aft of this is open concept.
Furnishings are mostly antique. There is a large desk with a computer on the Port
side, with large chesterfield sofa, coffee table and 2 cushioned chairs behind, and
on the Starboard side there is a cushioned chair and cushioned lounge chair along
with antique cabinets. The flooring is also a mixture of carpet and engineered
hardwood. The portholes are polished brass and the walls are dark stained wood.
The ceilings are also white with recessed LED lighting. There is a common
washroom on the Starboard side which is very nicely finished.
These 2 areas are heated with large cast iron radiators, keeping with the décor, plus
2 hot water blowers installed in the walls.
The Boat deck has a large sitting room for entertaining or lounging with plenty of
natural light from portholes and a large patio door on the aft B/H. The room is
tastefully decorated, carpeted, and has an antique chart table and ships wheel
mounted on the forward B/H. The ceiling is tongue and groove wood with dark
stain and the walls are light grey with white trim.
Aft of this lounge area outside on the boat deck is a large barbeque, just in front of
the skylights for the main lounge area on the main deck.
Aft of the Skylights, the funnel is situated center and a 16ft fiberglass tender is
situated in a cradle on the Starboard side with a hydraulic crane used to launch the
boat is mounted on the Port side.
The elevated Wheelhouse is accessed through a W/T door on the boat deck or
through the lounge area. The W/H is not usually listed as part of the
accommodations but a mention of the quality of workmanship of the woodwork
and decoration is required. The W/H would be a pleasant place to spend the day,
whether navigating or not. The W/H also has solid Oak hardwood floors.
It is plain to see the owner has paid attention to detail re-constructing the Tug and
has made extra efforts to ensure it exudes luxury and quality wherever possible.
Showings available by appointment.
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Please contact Michael Schwartz at 312-533-9111
*Estimated APR, or Annual Percentage Rate, is the annual cost of the loan, which includes other charges and fees. Actual rate and term can vary depending on credit history, collateral type, age of collateral, loan amount, loan term, loan to value, vessel registration type (LLC/Trust), state of residency and other criteria. Rates and terms may vary and are subject to change without notice. Credit score can vary depending on the credit reporting agency. Payment example: A $76,000 loan for the purchase of a recreational use vessel for 20 years with a fixed rate of 5.49% would have an estimated APR of 5.49% and 240 payments of $522.37.
YachtWorld, partnering with the most trusted yacht loan provider Trident Funding, specializes in new and used yacht loans and refinancing. With 30 years of experience, we can help you get yacht financing anywhere in the United States. Get approved as fast as 24 hours!
Reviews
4.9
Based on 374 reviews
We just closed a loan on our second yacht financed with Trident Funding. They continue to offer excellent customer service, a great rate, and timely processing. We would recommend them to anyone needing a yacht loan.
We could not have been more pleased with the ease of the process to secure our boat financing. The Trident team got everything prepared for us remotely by working with our broker and insurance agent which allowed us to enjoy our vacation. Status updates were frequent and helped us know all was proceeding properly.
I wanted to take a moment to thank you for all your help in the purchase of our 2017 Beneteau Swift Trawler earlier this year. Throughout the process of budgeting, planning, and dreaming, you were there every step of the way and I can’t thank you enough for the support you provided to us. Knowing that we got the right yacht, at the right price and financed her with a lender we can trust means everything. You’re the best!
Rates
As of September 2023, the best interest rates for yacht loans typically start around 7.87%. These rates fluctuate with market conditions, inflation, and supply and demand. Borrowers with the highest credit scores and strongest overall financial profiles usually get the best yacht loan rates. The higher your credit score, the lower your interest rate will be. The best yacht interest rates are reserved for the most well qualified borrowers. A well qualified borrower will have an excellent credit score, a history of on-time payments, provable income, consistent employment history, and no recent bankruptcies or foreclosures.
Disclaimer
The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.
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| Engine Make | Cleveland |
| Engine Model | 8V-278A |
| Engine Type | Inboard |
| Drive Type | Direct Drive |
| Fuel Type | Diesel |
Dimensions
| Length Overall | 110ft |
| Max Draft | 10ft |
| Beam | 28ft |
Tanks
| Fresh Water Tank | () |
| Fuel Tank | () |
| Holding Tank | () |
Accommodations
| Cabins | 4 |
Want more specs?
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