OCTOBER 2013

 

ICE-CLASS RESEARCH VESSEL

Marinette Marine Corp.

 

Sikuliaq

Marinette Marine Corp. (MMC) is nearing completion of the $200 million Sikuliaq, an ice-capable research vessel for Alaska. The vessel was launched in October 2012. The 261’×52’×28′, 5,750-hp Sikuliaq, designed by Seattle-based Glosten Associates, is the first research vessel built for the National Science Foundation in over 30 years. It will be operated by the University of Alaska Fairbanks School of Fisheries and Ocean Sciences and will be part of the U.S. academic research fleet. The Sikuliaq will be used by U.S. and international oceanographic scientists through the University-National Oceanographic Laboratory System (UNOLS). The Sikuliaq will be the only ship in the UNOLS research fleet rated for year-round operations in first-year ice. The vessel’s reinforced double hull, two rotating thrusters and scalloped propeller blades will enable it to break through ice up to 2’6″ thick.

 “It meets the PC-5 ice class for ABS classification,” said Daniel Oliver, UAF’s project manager. The vessel features AC/AC diesel-electric propulsion with an integrated power plant featuring two MTU 12V4000 engines driving 1,310-kW Kato generators and two MTU 16V4000 engines driving 1,750-kW Kato generators. There are two Siemens 3,000-hp synchronous propulsion motors. Wärtsilä provided the ice-class Z-drives and 90.5″-dia., fixed-pitch, 4-bladed propellers. The package gives the Sikuliaq a top speed of 14 knots.

ENHANCED FIREBOATS 

Foss Seattle Shipyard 

108′ fireboat  

By late 2014, the Port of Long Beach (Calif.) should have the first of two new high-performance fireboats designed by Robert Allan Ltd., Vancouver, British Columbia, and built by Foss Maritime at its Seattle shipyard. The two new fireboats will measure 108’×35′ and have a 15′ navigational draft and 45′ air draft. Pairs of Caterpillar 3512C main engines, combining for 2,012 hp, turning Voith Schneider propellers, will provide propulsion power. An additional two Caterpillar 3512Cs, and one Caterpillar C12 engine will team up with the drive engines to power the array of seven firefighting pumps, ranging in size from 2,000 gpm to 8,000 gpm with a total aggregate capacity of 41,000 gpm. The new fireboats will be equipped with 10 monitors each, the largest capable of delivering 12,000 gpm at a 600′ range. The nine other monitors range from 1,500 to 6,000 gpm. Two of these monitors will be able to deliver 6,000 gpm of firefighting foam at a range of 500′. Shoreside supply will be up to 22,000 gpm. Contract specifications include a top speed of 12 knots, low wake wash of less than 12″ at 8 knots and an onsite endurance of five days. Bidirectional operation and visibility is also important, so the wheelhouses will have both forward and aft control stations. In addition to firefighting, the new boats will be capable of water rescue, including vessel dewatering, towing and dive support. EMS and paramedic operations will also be incorporated. And the vessels will be equipped for detection of and self-protection from chemical, biological, radiological and nuclear agents.

INLAND TOWBOATS 

Bourg Dry Dock 

Karl Senner  

Bourg Dry Dock, Houma, La., delivered two 95’×34’×10’6″ inland towboats and a barge to its parent company, Lebeouf Bros. Towing, also of Houma. The Karl Senner and the Dickie Gonsoulin are built of ABS grade-A steel and were designed by Houma-based Entech & Associates. Both towboats have a maximum draft of 9′. The Dickie Gonsoulin uses twin Caterpillar 3512C Tier 3 diesels, producing 1,400 hp each at 1,600 rpm. The Cats connect to two Hung Shen 84″×64.82″, 5-bladed stainless-steel propellers through Reintjes WAF665 marine gears with 5.959:1 reduction ratios. The propulsion package pushes the new towboat through the water at 6 knots. Ship’s service power is provided by two Cummins 6BTA 5.9 engines, generating 85 kW each. Main propulsion for the Karl Senner comes from a pair of Mitsubishi S12R-Y2-MPTX engines, each producing 1,300 hp at 1,600 rpm. The diesels connect to two 80″×65″ Kahlenberg 5-bladed, stainless-steel wheels through Reintjes WAF665 vertical offset marine gears with 5.950:1 reduction ratios. It, too, has a running speed of 6 knots. Twin 6.8-liter John Deere 6068T FM 76s power the 60-cycle gensets, providing 99 kW of electrical power each. Jon Gonsoulin, president of Lebeouf, said there was no particular reason for putting Mitsubishi engines in one boat and Cats in the other. “Well, we had some Mitsubishis here, then the guy from Cat wanted us to use his engines, so we decided to try it out,” he said. “There was no real rhyme or reason for it.” The two 95-footers are the second and third to be built to this design for Lebeouf. The first was the Teddy Meyer, and there were two more underway at Bourg late last year.

NOVEMBER 2013

MULTIPURPOSE PLATFORM SUPPLY VESSEL 

Bordelon Marine 

Connor Bordelon 

In September 2013, Bordelon Marine Inc., Lockport, La., took delivery of the Connor Bordelon, the first of three new 255’×52’×18′ Stingray-class DP-2 multipurpose platform supply vessels. It’s the first vessel built at the company’s new shipyard, Bordelon Marine Shipbuilders, Houma, La. The shipyard was constructed specifically to build Stingray-class vessels. The yard, which was constructed after Bordelon had come up with the Stingray design, can handle vessels up to 310′. The Connor Bordelon is a big step up from the 11 110′ to 170′ OSVs in the Bordelon fleet. The design also continues the rebuilding plan Bordelon launched back in 2000 for the family owned and operated company that got its start in 1979. Bordelon calls the new Stingray PSVs “hybrid diesel electrics.” The main stern Z-drives are mechanical, with a direct link to the engines. But the rest of the vessel, the FiFi motor, bowthrusters, all the automation, etc., are all electric. The Connor is outfitted with Cummins QSK 60-M Tier 3 engines developing a total of 4,400 hp, linked to Schottel 1215 Z-drives and Schottel STT2 FP bowthrusters. The package gives the MPSV a top speed of over 14 knots and a cruising speed of 12 knots. The vessel has three Cummins generators for power: two QSK-38s putting out 975 kW each and a QSK-19 525-kW unit. There’s also a 6CTA38 170-kW emergency generator. There are berths for 52 in single, double and quad staterooms. Each stateroom has a private head, individual climate controls and TV, Internet and phone connections. The Connor has 185’×44′ (8,140 sq. ft.) of clear deck area, and is outfitted with a Hydra-Pro fixed-boom crane with a 2,400-lb. lifting capacity at 24′. Capacities of the 3,285-dwt vessel include 158,000 gals. of fuel oil; 10,400 bbls. liquid mud; 4,000 cu. ft. dry bulk; 23,000 gals. potable water; and 240,000 gals. of drill water.

DEEPWATER SUPPORT VESSEL  

BAE Systems 

353′ support vessel  

In what’s considered a change in direction, Oceaneering International, an offshore oilfield specialist, has contracted BAE Systems to build a subsea support vessel for deepwater and ultradeepwater work. “Normally, Oceaneering has chartered, but they wanted a Jones Act vessel so they could do more things in the Gulf of Mexico,” said Gene Caldwell, director of new construction at BAE Systems Southeast Shipyards in Mobile, Ala., where the boat is being built. “This is a game-changer for them.” The new DP-2 boat will measure 353’×72′ and be powered by GE Tier 4i engines. Marin Teknikk in Norway provided the proven MT6022 design. One of the boat’s major features will be a 250-ton, active-heave-compensated crane capable of reaching a 13,000′ depth. The vessel will also be outfitted with two 13,000′-rated Oceaneering remotely operated vehicles. The satellite communications system will be capable of transmitting streaming video for real-time work observation by shore personnel, and accommodations will be provided for 110 people. BAE began cutting steel in early 2014 and expects an 18-month build time.

FIRE ISLAND FERRY 

Blount Boats 

Fire Islander 

There’s a new 382-passenger ferry on the 30-minute run from Bay Shore, N.Y., to Fire Island, a popular spot on the south shore of Long Island. The 85’×20’6″×7’¾” aluminum Fire Islander was delivered by Blount Boats, Warren, R.I., in September 2013 to Fire Island Ferries in Bay Shore. Although nearly identical in look and operation to other ferries in the fleet, the Fire Islander’s fire detection panel is in a different spot than it is on its sister vessels. Also, since the Fire Islander will be operating year-around, it has Duramax keel coolers instead of raw-water cooling. The ferries started out running Detroit Diesel 12-71s, but since these were phased out by environmental regulations, Fire Island Ferries is now using MTU Detroit Diesel Series 60 engines in its boats. The Fire Islander has three 600-hp Series 60s in the engine room. They are hooked up to ZF 550 marine gears with 2:1 reduction that spin bronze 34″ Rolls-Royce props on 3″ shafts. With this propulsion package, the Fire Islander cruises at 19 knots at a displacement of 43.6 tons, but comes in with a top speed of 24 knots. The Fire Islander, like the other ferries in the Fire Island Ferries fleet, is very much a no-frills affair. There are Blount-built aluminum seats and fiberglass seats from Guck in Bristol, R.I., but no concession stands, no bars and no toilets, ADA-compliant or otherwise. 

66′ PUSHBOAT 

A&B Industries 

Dahli Brooke 

A&B Industries, Amelia, La., built a 66’×30’×9′ twin-screw inland towboat for Devall Towing and Boat Services LLC, Sulphur, La. The steel-hulled Dahli Brooke was designed by Daphne, Ala.-based Parfait Maritime Designs. “We’re still old school,” said Sean C. Torgrimson Sr., A&B’s general manager. “We make our boats like tanks, just keep making the design of the frame, the whole boat, really, stronger.” A pair of Cummins QSK 19-M diesels, each producing 660 hp at 1,800 rpm, powers the new pushboat, which has a maximum draft of 8′. The mains connect to Kahlenberg 66″×52″ 4-bladed, stainless-steel Workhorse-style propellers through Twin Disc MG-5170 marine gears with 6:1 reduction ratios. The combination gives the Dahli Brooke a running speed between 8 and 9 knots. Twin 65-kW Stamford Newage generators, powered by John Deere 4045 TSM75 engines, provide the pushboat with electricity. The new vessel is also equipped with a Hydraforce follow-up/non-follow-up steering and flanking system. Capacities include 26,509 gals. of fuel, 22,502 gals. water and 210 gals. lube oil. Dahli Brooke’s electronics suite was outfitted by Beier Radio and Baton Rouge Marine Electric. Interior construction was the responsibility of Interior 3-D, and the CO2 fire-suppression system was supplied by Herbert S. Hiller. The towboat was delivered in December 2013.

DECEMBER 2013

LNG-POWERED ATB DESIGN 

Ocean Tug & Barge Engineering Corp. 

Minyan Marine ATB 

Ocean Tug & Barge Engineering Corp., Milford, Mass., is designing the world’s first LNG-powered ATB. The new high-speed ATB will be a container carrier for Minyan Marine LLC, Houston. Minyan Marine is planning to operate the Jones Act ATB between the Gulf Coast and the East and West coasts, according to a press release from OT&BE, which has designed many Jones Act ATB petroleum carriers. Bob Hill, OT&BE president, has been a long-time advocate of ATB designs for other applications, including offshore supply work. The LNG-fueled ATBs will carry both containerized cargo as well as oversized loads. The design is based on OT&BE’s Rapid-class ATB design with 15-knot speed. The design was developed jointly with Taisei Engineering of Japan, creators of the Articouple ATB connection system. Model testing has been completed and vessel design is now under way. The ATBs will have a capacity of 1,056 TEUs, which will be held in place by cell guides with vertical guide rails that eliminate lashing. The diesel/gas-electric tug will be powered by four dual-fuel EMD DGB 12-710 variable-speed main generator sets. The barge will have a pair of 8-cylinder EMD gensets of the same design. The EMD gensets will power two 6,000-hp electric propulsion motors on the tug, and the barge will have a 2,000-hp electric bowthruster. The propulsion drive system will be provided by EcoMarine Propulsion Systems, an OT&BE subsidiary. The LNG fuel tanks will be located on the barge adjacent to the notch and will be connected to the tug’s engine room by a proprietary gas fuel transfer system developed by Argent Marine in Nevada. The tug can operate out of the notch with diesel fuel. 

HOSMAX 300 OSVs 

Eastern Shipbuilding Group 

HOS Red Rock 

Eastern Shipbuilding Group, Panama City, Fla., delivered the second of four HOSMAX 300 series offshore service vessels to HornbeckOffshore Services, Covington, La., in October 2013. The HOS Red Rock measures 292’×64’×24’6″ and carries a DP-2 designation. Designed by STX Canada Marine (now Vard Marine) and Eastern, the vessel is now operating in the deepwater Gulf of Mexico. The design for the HOS Red Rock is based on the design partnership’s series of Tiger Shark-class OSVs, which has been a successful series for both STX and Eastern. The most important aspect of any OSV is what it can bring to the offshore structure it’s servicing. The HOS Red Rock can haul 20,846 bbls. of liquid mud (10 tanks); 14,347 cu. ft. dry-bulk mud (seven tanks); 1,605 bbls. methanol (two tanks); 241,141 gals. fuel (20,190 gal. day-tank capacity); 562,822 gals. drill water; and 57,494 gals. potable water. Additionally, the vessel has a clear deck area of 10,585 sq. ft. The diesel-electric propulsion system features four Caterpillar 3516C, 16-cylinder turbocharged, Tier 3 diesel generator engines producing 1,825 kW at 1,800 rpm each. Twin Hyundai 690VAC electric motors driving two Schottel SRP 2020 SP Z-drives with nozzles create 2,500 kW at 1,025 rpm or a total of 6,704 hp, giving the HOS Red Rock a running speed of 12 knots and a maximum speed of 14 knots. GE Energy furnished the Hyundai motors and the complete integrated diesel electric system, including the propulsion and thruster drives, control systems, DP system, switchboards, motor control centers, automation and navigation/communication electronics.

93′ TUG 

Washburn & Doughty 

Patriot 

In November 2013, the 93′ Patriot was tied up at Washburn & Doughty Associates in East Boothbay, Maine. Once sea trials were completed, the tug was delivered in December 2013 to Marine Towingof Tampa. After building three 92’×32′ Z-drive tugs for the Florida tug operator — the Independent, the Freedom and the Liberty — this is the first 93’×38′ tug built for Marine Towing. Both the 92′ and the 93′ designs are from Washburn & Doughty. Though the Patriot will be used primarily for docking ships, the 93-footer’s additional beam and length give the tug ship-escorting capabilities. Marine Towing’s 92′ tugs have limited firefighting systems, whereas the Patriot has a FiFi 1 rating with two FFS 1200 long-barrel monitors, each capable of putting out 5,284 gpm from a FFS model SFP 300×400 pump that’s powered by a 1,300-hp Caterpillar C32 engine. The hull’s exterior is protected by a deluge system. Another difference between the Patriot and Marine Towing’s 92-footers is the towing capability of the Patriot with a JonRie 512 hydraulic towing winch on the stern with 2,100′ of soft line. Up forward is a JonRie 220 double-drum hydraulic hawser winch with automatic recovery on each drum. Both drums carry 450′ of soft line. A pair of 2,575-hp Caterpillar 3516B engines power Rolls-Royce US 205 Z-drives with 94″ stainless-steel propellers. The Patriot has accommodations for six crewmen in four staterooms. Each stateroom has its own air-conditioning system. The Patriot is Washburn & Doughty’s fourth 93-footer. 

JANUARY 2014

HOSMAX 310 OSVs 

Eastern Shipbuilding Group 

HOS Bayou 

On Nov. 8, Eastern Shipbuilding Group, Panama City, Fla., launched the HOS Bayou, the first of six HOSMAX 310-series OSVs for Hornbeck Offshore Services. The launch was the fifth of 12 HOSMAX OSVs and MPSVs that Covington, La.-based Hornbeck has under contract at Eastern. A week after the first 310 was launched, Eastern delivered its third HOSMAX 300 diesel-electric, Z-drive, DP-2 PSV, the HOS Renaissance, to Hornbeck. The fourth 292’×64’×24’6″ HOSMAX 300, the HOS Riverbend, is scheduled for delivery early next year. All three HOSMAX 300s are under contract and in service. The 302’×64’×26’ HOSMAX 310-series OSVs have deadweight tonnage of over 6,000 LT compared to around 5,000 for the 300s. The 310s are also diesel-electric powered and twin Z-drive propelled. “They are deeper and have bigger capacities than the 300s,” said Steve Berthold at ESG. The 310s feature four Caterpillar 3516C 16-cylinder turbocharged Tier 3 diesel generator engines each rated at 1,825 kW at 1,800 rpm. Main propulsion power is provided by two GE Energy-furnished Hyundai 2,500-kW 690VAC electric motors driving two Schottel SRP 2020 FP Z-drives with nozzles rated at 2,500 kW at 1,025 rpm each, for a total of 6,704 hp. Schottel is also providing two STT 4 fixed-pitch tunnel thrusters rated at 1,180 kW at 1,170 rpm, each with direct coupled Hyundai 690VAC electric motors. GE Energy Power Conversions is providing the complete system integrated diesel-electric package for the 310s. The 310s are capable of a maximum speed of 14 knots with a cruising speed of 12 knots. There are berths for 50 plus room for three in sick bay. The HOSMAX 310s have tankage for 285,649 gals. of fuel oil; 23,752 gals. of fuel oil in day tanks; 609,227 gals. drill/ballast water; 62,538 gals. potable water; 21,509 bbls. liquid mud; 14,347 cu. ft. dry-bulk mud; and 2,212 bbls. methanol. The 310s have a clear deck area of 11,137 sq. ft. (202’6″×55′). STX Canada Marine (now Vard Marine) designed all the HOSMAX vessels. 

TARGET VESSELS 

Metal Shark Aluminum Boats, Silver Ships 

Metal Shark HSMST  

Silver Ships HSMST  

The Navy wants 495 new High-Speed Maneuverable Surface Target (HSMST) vessels built over the next five years. During the first year of the contract, 100 aluminum HSMSTs will be built at Metal Shark Aluminum Boats, Jeanerette, La., and 100 of the target vessels will be constructed at Silver Ships, Theodore, Ala. The Navy maintains an inventory of HSMSTs to be utilized mainly for weapon systems testing and evaluation and fleet training exercises at nine seaborne target-operating activities (ranges).  “Neither one of us knows anything after that first year,” said Scott Clanton, Silver Ships’ project manager. “In the second year, the Navy will decide how many boats it wants for that year, and we’ll compete for the contract. Originally, there were, I think, six yards bidding. Now, only us and Metal Shark can bid on the next boats. One of us could get the contract in a given year or it could be split between us.” Silver Ships’ HSMST design measures 27’8″×9’6″ and has a draft of 2’4″. Twin Mercury Optimax 200-hp outboard engines will provide the main propulsion for the new boats with a top speed of 50 mph. Silver Ships’ contract is a firm-fixed price, indefinite-delivery/indefinite-quantity multiple award that includes trailers, shipping cradles and spares for a first-year awarded contract value of $11.5 million. The contract was competitively solicited as a small business set-aside through the Naval Sea Systems Command, Washington, D.C. Design of the Metal Shark HSMST is based on the company’s 26′, twin engine, welded aluminum Relentless center-console model. The yard’s contract is worth about $14 million. Metal Shark said it could produce up to 350 of the vessels.

36′ RESEARCH BOAT 

Viking Welding & Fabrication 

Michael J. Greely “Spirit of ’61” 

Last fall, the U.S. Coast Guard Academy in New London, Conn., took the first group of cadets out on its new marine research boat, the Michael J. Greeley “Spirit of ’61”. Response Marine in Newburyport, Mass., designed the 35’9″×12’9″×2′ aluminum boat, which was built at Viking Welding & Fabrication in Kensington, N.H. The boat was largely funded by gifts from the class of 1961 and named after a class member who died while a cadet at the academy. The Coast Guard Academy had been using a smaller fiberglass boat for marine research that could work effectively with only six people aboard. As long as the weather is good, the Michael J. Greely “Spirit of ’61” can carry up to 19 passengers, both in the wheelhouse and on the 170-sq.-ft. working deck. For bringing up marine specimens, the 36-footer has an A-frame on the stern with a 1,500-lb. lifting capacity and a pair of radial-arm davits with capstans. The hydraulically operated davits and winch are driven off a PTO on the starboard engine’s transmission. There are no overnight accommodations. Twin 220-hp Cummins QSD 2.8 diesels provide the power. Matched up with Twin Disc MG-5050A marine gears turning 20″×17″ nibral 4-bladed wheels on 1 ½” Aquamet-22 shafts, the propulsion system kicks the Michael J. Greely “Spirit of ’61” up to a maximum speed of 23 knots. Cruising speed is about 15 knots.     

FEBRUARY 2014

97′ NAVY VESSELS 

Modutech Marine 

Modutech Marine 

The Navy calls them Range Testing Support Craft. Modutech Marine, the Tacoma, Wash., boatyard that is building three of the new aluminum 97-footers, calls them multimission boats. The Navy will use the new boats in Hawaiian waters where they and their crews of eight sailors will retrieve training torpedoes fired by Navy submarines. The boats will also deploy various other weapons training devices including MK30 targets. The 97’×28′ semi-displacement vessels also have small (13.5″-dia.) moon pools installed on the working deck for deploying acoustic devices. To facilitate the retrieval of the training torpedoes, towed targets and other equipment, the new boats have a large stern ramp with rollers right at the waterline. Ballast tanks in both stern corners and one in the bow help balance the vessel’s trim with a variety of loads. The ramp can also be covered with removable deck platforms to create a larger, flat cargo deck that’s flush with the fixed cargo deck forward of the ramp. To help stabilize the boats while operating in the Pacific Ocean, each boat has three Seakeeper 26000 gyros, which are hard-mounted to the framing of the boats. One is low on the centerline, and the other two are slightly aft and sit a little higher on each side of the centerline. Each unit measures 50″×56″×37″ and weighs about 3,000 lbs. The power on the three support craft for Hawaii includes pairs of Caterpillar C-32 main engines, each rated at 1,450 hp. ZF Marine supplied the model 3050 marine gears with 2.952:1 ratios. The combination produces a full-load top speed of 17 knots and a cruising speed of about 13 knots. The hull shape includes shallow tunnels and a 16° deadrise at the transom. Hockema & Whalen Associates in Seattle designed the boats.

201′ SEACOR OSVs 

Master Boat Builders 

Seacor Resolute 

Master Boat Builders Inc. delivered the second of six 201’×48’×18′ OSVs, the Seacor Resolute, to Seacor Marine in December 2013. (The first boat of the contract, Seacor Strong, was delivered in August 2013.) The yard designed the vessel and worked with Seacor on the vessels’ profile, including the closed-in shape of the bow. “That was the look they wanted — that bow,” said Andre Dubroc, Master Boat’s general manager. “It kind of favors some of the European boats, the way they look.” Dubroc said that the DP-2 Seacor Resolute has a lot of capacity for its size. Tankage includes 5,000 bbls. of liquid mud; 4,500 cu. ft. bulk mud in four 1,500 sq. ft. tanks; and 139,758 gals. fuel. Main propulsion comes from twin Caterpillar 3512C Tier 3 diesel engines, each producing 1,911 hp at 1,600 rpm. The Cats are connected to 82″×70″, 5-bladed bronze propellers through Twin Disc MGX-5600 marine gears with 5.04:1 reduction ratios. The running speed was 12 knots (11 knots with a full load) during sea trials. The new OSV boasts four Schottel thrusters — two bowthrusters and two stern thrusters. Two parallel-operating Caterpillar C32 engines, rated at 910 kW each, provide the Seacor Resolute’s service power. The OSV has a Fi-Fi1 firefighting system driven by twin dedicated Cat C32s rated at 1,000 hp each.

110′ FERRY  

Blount Boats 

Wabanaki 

On the first weekend in 2014, Blount Boats delivered the Wabanaki, a new 110’4″×32’×6’4″ passenger ferry, to the Maine Department of Transportation. This is the eighth ferry built by the Warren, R.I., boatyard to be operated by Maine’s Casco Bay Island Transit District. The first boat was the Aucocisco II built in 1953. Designed by Rolls-Royce, the Wabanaki, carries up to 399 passengers on two levels and runs year-round out of Portland to six islands in Casco Bay. With its blunt, full bow, wheelhouse set well back from the bow and a single, tall stack behind the house, the Wabanaki resembles old steam-powered ferries. But this is 2014, so the Wabanaki has a pair of 450-hp Caterpillar C18s matched up to Twin Disc MGX-516 marine gears with a 3.5:1 ratio, turning 48″×39″, 4-bladed props on 3 ½” Aquamet shafts. That propulsion package gives the Wabanaki a top speed of 13.7 knots and a cruising speed of 11.3 knots. The Wabanaki’s basic design is the same as another Casco Bay boat, the nine-year-old Aucocisco III built by Steiner Shipyard in Alabama, but with a few differences. The Wabanaki was designed with separate cargo areas on each deck and has more of its superstructure enclosed. Also, with Casco Bay’s high winds, maneuvering could be a problem, so a Wesmar 18″ electric bowthruster was installed.

PASSENGER FERRIES 

All American Marine 

Seattle passenger ferry  

In November 2013, the King County Ferry District in Washington state selected All American Marine, Bellingham, Wash., for the design and construction of two identical 250-passenger aluminum catamarans. One will shuttle passengers between Vashon Island and downtown Seattle, and the other will operate between West Seattle and downtown. Vessel design is being provided by Teknicraft Design Ltd., Auckland, New Zealand, and will be built to Coast Guard Subchapter K specifications. Each 105’×33′ vessel will feature Teknicraft’s signature hull shape with symmetrical