aluminium catamaran hull

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Handcrafted. Custom. Catamarans.

Island Hopper

NEW MODEL - The perfect family boat is here. Doesn’t matter if you like pulling up to sandbar parties, cruising around a lake, or nosing up on an island, the Island Hopper will provide everyone with a fun time on the water.

NEW MODEL - This shallow draft Bay Boat will get you everywhere you want to go. With an in-class leading amount of deck space, there is more than enough room to carry duck decoys, beach bags, and comfortably enjoy the water with your whole crew.

22SF Catamaran

A popular model throughout the Southeast, these smooth-riding catamarans are equally capable of taking the family for a joy ride or cutting through some chop in the ICW.

25SF Catamaran

Available with single or twin motors, the 25SF can make getting offshore a breeze. A spacious boat that is easy to maneuver and capable of going anywhere on the water.

29SF Catamaran

This catamaran can be customized for any boater. If you prefer a sunset cruise in the river, or you want to spend all day bringing in Wahoo, this cat can be customized for whatever you desire.

32SF Catamaran

Used by fishermen and fire departments in the Southeast, our 32’ catamaran gives you plenty of space for all your charter guests.

35SF Catamaran

Our largest boat gives you the size and range for any type of fishing, anywhere you want to go. Customize this with an upper station and a huge coffin box.

Aluminum Hulls

At twice the strength of fiberglass, our lifetime guaranteed aluminum hulls will provide you with a supremely maneuverable boat that can travel faster and with less draft, all while providing a safe boating experience.

Catamaran Design

Catamaran hulls provide a softer, more stable ride with exceptional efficiency all while providing optimal deck space due to wider beams. The lower center of gravity will give you a ride with the least impact.

2 Decades of Experience

A track record of over two decades of building custom aluminum boats ensures that you will be getting the boat you deserve. Boats built by artisans dedicated to delivering the perfect vessel for you.

Built by Artisans

The Cape Fear Cats team of artisans is invested in seeing your boat all the way through from design to delivery. Our in-house welders, fabricators, riggers, and painters are able to build your boat 100% on site.

We craft all of our 100% aluminum boats to your specific design. Our commercial strength hulls will provide you a top of the line boating and fishing experience.

• Design Advantage
• Jobs & Careers

THE ALL AMERICAN DIFFERENCE

Whether it’s a high speed catamaran passenger ferry, a monohull cruise boat, or a government research vessel, we know each of our operator’s needs are unique..

This is why we do not conform their objectives to fit existing designs. We work on every detail of the mission of each vessel prior to production, to ensure the most operator-friendly, fuel-efficient, and best performing vessel in its class. All American Marine is at the forefront of aluminum vessel design and manufacturing. Our team is committed to guiding you through each step of the process, and we deliver great value on a vessel that is truly unique to its specific application.

Government Contracts:

Duns #: 86-731-6010 cage#: 3fpe7.

Innovation is at our core whether it’s building North America’s first hydrogen fuel cell-powered commercial vessel or fuel-efficient & long-range survey vessels.  Our experience building the most technologically advanced vessels in the business serves our operators first and foremost.

There’s no “one-size-fits-all” solution on the water, and that’s why each of our vessels is truly unique to our operator’s mission. Our holistic design/build approach serves our operators in the short and long term in a vessels overall value.

Recognized for our craftsmanship and high quality, our  history of repeat customers knows that once a vessel is delivered, we stand by that vessel for years to come. You call? We answer. We stand by the quality of our vessel’s long-term performance and quality.

(360) 647-7602

Work and patrol.

Whether it’s for the LA Port Police or the Texas Game Wardens, AAM has built the toughest and most innovative vessels required for their class.

Research and Survey

From university research & survey to offshore wind support vessels, see how AAM is building the most advanced boats for all of our operators’ needs.

Pilot Boats

This unique catamaran design incorporates Teknicraft’s hydrofoil supported hull with industry leading maneuverability.

Hybrid Vessels

It’s happening on our roads and we know we won’t be able to rely on fossil fuels forever, that’s why AAM is on the leading edge of the decarbonization trend.

Passenger Ferries

From high-speed catamarans with hydrofoil technology to hybrid electric monohulls, we’re building the future of transportation.

Dinner Cruise Vessels

AAM is excited about this growing sector, and we look forward to customizing more vessels for this unique application.

STATE-OF-THE-ART Facility

Approximately 85 miles North of Seattle, All American Marine’s production facility is located along the Northern shore side of Bellingham Bay in Bellingham, Washington. In early 2017, AAM moved into the brand new, purpose-built 57,000 square foot boat construction facility located on Squalicum Harbor, allowing for multiple vessels of varying sizes to be in construction simultaneously with staggered production schedules.

TESTIMONIALS

A successful partnership is one that accomplished the goals of all parties and concludes with superior results. King country citizens will be the beneficiaries of these quality vessels for years to come. Thank you to AAK, Teknicraft and King County.

We are very pleased with the team All American Marine has put together to deliver this unique vessel and are eager for our guests to experience San Francisco Bay from the silent decks of the Enhydra [this fall]. We see the propulsion configuration on the Enhydra as phase one in our move toward the full electrification of our fleet. Stay tuned for phase two.

“We chose All American Marine based on their experience and skillset in building such highly customized research vessels, vessels that are in service throughout North America. This new best-in-class vessel will provide an unmatched platform for our continued focus on performing to the most stringent offshore survey specifications in the world, whether that is for nautical charting or for subsea exploration to support offshore wind development.”

“All American builds the highest quality vessels and offers the best value overall value in the country. When we visited their state-of-the-art facility and saw the rapid progress and the quality of work on our first boat, we decided to go ahead and build two vessels.”

Working with the All American Marine team from start to finish went beyond expectations, and their commitment to detail and excellent project management throughout the process was the difference maker.

“All American Marine worked with us to refine our goals, build a second, proven vessel that met those goals, and then delivered. In fact, despite building two boats during the midst of a global pandemic, they delivered both boats on time and on budget. This new vessel, with its capacity, comfort, and speed is revolutionizing the fleet for Major Marine Tours. Our customers truly enjoy the spacious and accessible deck spaces when viewing whales and glaciers, particularly the stadium bow viewing area.”

The vessel is definitely a game-changer for the Texas Game Wardens. Our key mission is to make sure the Texas maritime border is safe. The fact of the matter is, there’s not an off the shelf vessel available that meets the daily needs of law enforcement, particularly for long-range vessels. Each step of the way All American listened to us, understood our mission, and in conjunction with Teknicraft, designed and built a vessel that has all the versatility we need to be successful on the water.

KEEP IN TOUCH

To stay in the know about what AAM is up to, whether it’s current builds and new projects, upcoming launches, or industry news, don’t forget to follow our blog , check us out on Facebook and Instagram (@allamericanmarineinc), or shoot us a note and say hello!

All American Marine Launches Another Research Vessel for NOAA

All American Marine (AAM), together with NOAA, are proud to announce the launch of RV GANNET for NOAA Gray’s Reef National Marine Sanctuary (GRNMS). GRNMS is located 19 miles off Sapelo Island, Georgia, and is one of 15 marine sanctuaries and monuments that make up the U.S. National Marine Sanctuary System. This research vessel was constructed inside AAM’s state-of-the-art facility on Bellingham Bay. The vessel is a 52’ x 19’ semi-displacement aluminum catamaran hull that was developed by Nic de Waal of Teknicraft Design in Auckland, New Zealand. The vessel is based on the proven design elements found in the recently commissioned More

All American Marine has Delivered an Innovative Research Vessel for the University of Hawai’i at Mānoa

All American Marine (AAM) together with the University of Hawai’i at Mānoa are proud to announce the delivery of an innovative research vessel, on behalf of the Hawai’i Institute of Marine Biology (HIMB). This state-of-the-art research vessel, IMUA, is a 68.5’ x 25’ semi-displacement aluminum catamaran hull that was developed by Nic de Waal of Teknicraft Design in Auckland, New Zealand. The vessel contains proven design elements found in the recently commissioned and successful research vessels “Blue Manta” and “Shearwater” built for BlueTide Puerto Rico and Duke University, respectively. The vessel was constructed to US Coast Guard (USCG) standards and will operate More

AAM Delivers Unique Ocean Tour and Dive Vessel for Hawaii Dolphin Tours

All American Marine (AAM) is proud to have delivered a unique, highly customized vessel for Hawaii Dolphin Tours based in Honolulu, Hawaii. This vessel is a 50’ x 17’ semi-displacement aluminum catamaran hull developed by Nic de Waal of Teknicraft Design in Auckland, New Zealand. The vessel was constructed in AAM’s state-of-the-art facility on Bellingham Bay and is starting operations this week in Oahu. This new vessel will add capacity to Hawaii Dolphin’s range of snorkel and tour vessel trips. The 70-passenger vessel “Poseidon” was constructed to USCG (US Coast Guard) Subchapter T regulations and is fuel efficient at cruising speeds as More

Built for a lifetime

Aluminum boats built with every detail engineered, designed, and executed with dedication. ACI Boats builds welded aluminum catamarans and monohulls for recreational and commercial use. Our boats are built to last a lifetime.  

We are founded on generations of boat building experience. ACI Boats is owned and operated by Cory Armstrong, and backed by a team of skilled craftsmen and women. When choosing a boat builder, quality and trust is everything– ACI boats delivers with a safe, and comfortable vessel that you can rely on.

Pybus Point Lodge is proud to announce the official launching of two brand new, catamaran style, fishing and touring boats from ACI Boats. This is the second time we’ve had the pleasure of working with ACI and once again, they exceeded our expectations. Since we run a premium fishing and adventure lodge, we don’t just have to worry about our boats being safe and functional–we also have to make sure that our boats have the style and comfort that our guests expect.

ACI Boats is thrilled to announce the official award of a $3 million dollar contract with American Samoa’s Departmant of Commerce for four “Super Alia” commercial fishing vessels. All four boats will be manufactured at ACI Boats’ facility in Port Townsend, WA. The vessels themselves will be 38’x14’ semi-displacement catamarans, designed by ACI Boats and Coastwise Marine Design. The first of the four vessels, to be completed in Fall/Winter 2022, will be used as a training platform for boat owners, captains, and deckhands. The following three boats, will be completed over the course of 18 months and will then be available for lease by the American Samoa Dept. of Commerce, intended to support the growth and safety of the local fishing fleet.

ACI Boats launches it’s first CatLander in it’s line of CatLander landing crafts. Built for the Jamestown Sklallam tribe in Washington State, the CatLander7500 will be used as a spill response support vessel by the tribe.

Professional BoatBuilder Magazine

An aluminum expedition catamaran.

By Dieter Loibner , Apr 5, 2022

With 110′ LOA, a 35′ beam, and 45′ (33.5m, 10.6m, and 13.7m) of bridge clearance, the H-2 catamaran seeks to make a case for U.S. custom boatbuilding.

Hauling toys beyond the horizon is the raison d’être for a rugged go-anywhere catamaran designed and built in the U.S., a notable exception in the world of big yacht projects.

Gunboat might have left town, but there’s another big catamaran under construction in its old facility in Wanchese, North Carolina. It’s called H-2 , short for Hippocampus 2 , a stout 110-footer (33.5m) that liberally and intentionally quotes from the expedition/workboat vernacular. It’s built from aluminum and was conceived to go to the back of the beyond, where adventure beckons and Vessel Assist doesn’t operate. Aside from commodious and cushy accommodations, the boat offers grid autonomy, ocean-crossing range, and cargo capacity to match the mission of hauling a 26 ‘ (7.92m) tender, a 17 ‘ (5.8m) skiff, a two-person submarine, a four-seat ATV on the main deck, and a small helicopter on the flight deck aft.

The boat was commissioned by Brian Schmitt, 67, a real  estate executive in the Florida Keys, who pilots his own plane to commute to the Bahamas, where he keeps Hippocampus , his current 57 ‘ (17.37m) cold-molded wood/epoxy catamaran. I asked him about the jump from 57 ‘ to 110 ‘ . “I never thought I’d have the ability to do that in my own boat until probably the last few years,” he replied, adding that “it would be 120 ‘ [36.58m] if I had to do it today.”

Its predecessor, Hippocampus, built in wood/epoxy, was launched in 2003. At 57′ (17.37m), it is about half as long as H-2, but with 22,500 miles under its keels, it was a useful starting point for designing the new vessel.

Wearing shorts and a shirt with the new boat’s name and logo to our meeting, Schmitt talked openly about his project, which he manages as attentively as his real estate brokerage with 130 agents. Communication is his thing, responding to e-mail questions in near real time (in ALL CAPS) and talking to contractors directly. No project manager.

A passionate diver who habitually explores remote and exotic locales, Schmitt said he was happy with the first Hippocampus , which has three staterooms and cruises at 15 knots on twin 370-hp Yanmars. “It was the vehicle that got our 17 ‘ tender wherever we needed it.” But running the little boat 60 or 70 miles a day lost its charm. “One of the things I wanted was a twin-engine tender that would have more room for dive gear. That ended up being a 26 ‘ Calcutta, so I needed a bigger mother ship.”

With accelerating climate change, the carbon footprint of ships and large yachts is under scrutiny, but hydrocarbons still win when speed, range, and payloads are priorities. While H-2 doesn’t break the mold there, Schmitt pointed to the project’s virtues as a U.S. domestic build. “You can’t complain about global warming when you’re flying around in your G500 jet that’s contributing more CO2 emissions than anybody else in the world,” he said. “You can’t complain about all the boats being built in Germany, The Netherlands, and Italy, and then go buy a boat [there].” Schmidt wanted to build locally, keeping jobs and money in the U.S. Besides, he noted, this approach simplified communications and enabled him to personally check on progress during COVID. Perhaps most importantly, he could pick a team of trusted and compatible mates to turn his dream into a boat.

The vast build hall left vacant when Gunboat left Wanchese, North Carolina.

He selected John Marples, a fellow pilot, inventor, and multihull specialist for the design and Felix Herrin to build H-2 . Both men had worked for him on Hippocampus , and their familiarity helped when meeting today’s challenges, such as damaging trade tariffs that drove up aluminum prices, and a pandemic that killed millions, wreaked havoc on global supply chains, and caused labor shortages in industrial sectors. These factors have conspired to delay H-2 ’s launching by roughly two years and counting.

Advantage Aluminum

A key decision early on was to build in aluminum, which promised a robust structure but required extra steps to deal with corrosion and noise mitigation. “Construction was reduced to something simple—a V-bottom deadrise model, stretched out,” Marples explained. “There wasn’t any benefit to round bilges on an aluminum boat. You’d have to add internal structure to support the flat panels, and it drives the cost and difficulty of construction way up. We’re talking about a speed-to-length ratio of 2 or less, which is not a big deal. His current boat would do a speed/length of about 3, so the extra length means that you’re never really pushing the boat that hard, so shape was not a huge consideration.”

Marples and Herrin go back at least three decades to their mutual acquaintance with naval architect and boatbuilder Dave Dana, who assisted Marples with the hull design for Admiral Pete , a catamaran passenger ferry still serving Puget Sound. Herrin works with different construction materials, but having built crew boats for Petróleos de Venezuela (PDVSA) at Sea Force in Palmetto, Florida, he has spent considerable time with aluminum.

Taking a break during IBEX 2021 are builder Felix Herrin (left) and owner Brian Schmitt. H-2 is their second joint project with designer John Marples.

The structural components on H-2 are 5083-H32 alloy aluminum plate and extrusions of 6061-T6 alloy. Scantlings, materials, and weldment comply with the American Bureau of Shipping’s (ABS) 2016 design guidelines for pleasure motoryachts. Hulls and wing structures have transverse frames and bulkheads spaced on 36 “ (0.91m) centers. Those frames are supported by substantial centerline vertical keels (CVKs) welded atop twin 3 “ x 8 “ (76mm x 203mm) solid extruded-aluminum-bar keels. Intermediate subframes in the forward and aftermost hull compartments strengthen the hulls for operating in ice. Schmitt indicated he wants to traverse the Northwest Passage. For the same reason, there’s 3⁄8 “ (10mm) plate running the length of the boat above and below the waterline.

The topside and underwing plating is primarily ¼ “ (6mm), with areas of 5⁄16 “ (8mm) to strengthen slamming zones in the bow. The main deck plating is also 1/4 “ while the foredeck plate is specified at 5⁄16 “ . The bottom plating is 5⁄16 “ in the aft two-thirds of the hull and 3⁄8 “ forward. “We built all the frames and bulkheads first, then scarfed together the keel sections [and] lined those up on the bunks that we built on,” Herrin explained. “We welded the CVK on top of the keel, then started installing frames.”

Hulls and wing structure have transverse frames and bulkheads on 36″ (0.91m) centers. The hulls are supported by centerline vertical keels.

Herrin said he changed aluminum suppliers midway through the project, sourcing from Bayou Metal Supply , an ISO 9001:2015–certified distributor in Slidell, Louisiana. “We sourced the material from Greece and from domestic suppliers,” said Taylor Smith, who handles Bayou’s sales. Tariffs, he said, did not slow down business much, but the aluminum cost more. “Felix sent cut files. We had the material in inventory, we cut it, processed it on a router, and shipped it on time. Everything flowed well.”

Naval and structural engineering and detailing was contracted out to Van Gorkom Yacht Design in Portsmouth, Rhode Island. “My first responsibility was looking at structures,” Geoff Van Gorkom said. “Given that this is an aluminum yacht, we can do literally all the structures in 3D and have all the metalwork precut before it came into the yard. All the frames and longitudinals and all the primary structure were precut, which saved huge amounts of time.” Van Gorkom said he uses Rhino 3D and some of the numerous modules such as Orca 3D for hydrostatics and hydrodynamics, and 2D AutoCAD to produce construction details.

Helping save time and money, 3D-modeling allowed frames, longitudinals, and the primary structure to be cut before being sent to the building site.

Van Gorkom observed that H-2 is not a fussy high-performance vessel that needs minimum weight to achieve maximum speed. Besides ABS guidelines that address torsional loads in catamaran structures, he also consulted A.L. Dinsenbacher’s paper “A Method for Estimating Loads on Catamaran Cross-Structure” ( Marine Technology , Vol. 7, No. 4, October 1970) to estimate load conditions in beam and quartering seas. “This is going to be a very stiff boat. It’s going to be a very strong boat simply because it has to be, and that was one of the criteria that Brian put out there right from the very start of the project. The boat is sturdy and stout, a strong expedition yacht.”

Van Gorkom also engineered the setup for a folding deck crane housed under a flush hatch in the helideck on the port side to launch and retrieve the two-man submarine or the ATV. “It’s basically an enclosure that opens up, so the crane extends out,” he explained. “It comes up on a telescoping pipe to swing out and pick up something from the side of the boat.” It required support from beams on each side of the crane and cutting a slot in the helideck for the lifting bridle so the loads can move inboard or outboard. On the starboard side, the 5,500-lb (2,492-kg) Calcutta tender is an even heavier load moved by twin overhead beam cranes. The 17 ‘ Twin Vee is launched and retrieved from the foredeck with a 2,500-lb-capacity (1,153-kg) crane.

Catamarans are known to be weight-sensitive, so how will H-2 handle the weight of all the toys and high superstructure? The arch over the flybridge is 33 ‘ (10.05m) above waterline, Van Gorkom confirmed. “Add another 10 ‘ [3.05m] for the radar, mast, etc., so a comfortable bridge clearance would be around 45 ‘ [13.7m].” Marples conferred with Van Gorkom about the effect of the added weight on the center of gravity, which was deemed “almost imperceptible,” Marples remembered. A quick calculation suggests that a 5,500-lb deck load is equal to only 1.57% of a full-load displacement given as 350,000 lbs (158,550 kg).

High Power, Low Noise

Van Gorkom hired engineers at HydroComp to evaluate the design’s hydrodynamics and propulsion systems, including the influence of hull-shape parameters and demi-hull spacing on resistance. HydroComp also offered a speed-power prediction to aid with engine selection and recommended optimum shaft rpm and propeller parameters. Technical director Donald MacPherson, who prepared the report, outlined the process and findings: “Particularly interesting for this project was the use of its novel analytical distributed volume method [ADVM] for the vessel’s resistance modeling. This 2D technique (between parametric methods and CFD) uniquely allows for assessment of the influence of local sectional area curve regions (such as ‘shoulders’ or inflections) in wave-making drag. It also directly evaluates the effects of catamaran hull spacing.” HydroComp helped optimize the hulls by identifying the regions that contribute most to wave-making drag, and securing a 3% reduction in total drag at the design speed by making what MacPherson called “very minor changes to the immersed volume distribution.”

Rob Ayers works on the installation of the starboard engine’s Evolution Marine Shaft System that will be fitted with a 36″ (0.91m) five-blade propeller.

That simulation was mapped to benchmark performances of four similar catamarans, and the process was run for two design variants, followed by a propulsion simulation for partial-load conditions. The hull-spacing study concluded that the originally designed 35 ‘ (10.7m) beam remained suitable despite the boat being 20 ‘ (6.1m) longer than originally drawn. The chosen propulsion system comprises two MTU 10V 2000 M96, 1505-mhp diesels with ZF 3000 flange-mounted marine gears, providing an estimated top-speed range of 20–22 knots, cruising speeds of 12–15 knots, and 10–13 knots for long-range voyaging. Actual performance will be established during sea trials.

The recommended propeller specifications developed by HydroComp were for five-blade models with 36 “ dia­meters. HydroComp applied Prop­Elements, a wake-adapted propeller-analysis tool, to determine the advisability of installing a nozzle or shroud to restrict transmission of pressure pulses to the hull and to create a more uniform inflow. This would reduce interior noise but would increase appendage drag and power demand. Schmitt said he will wait to see if cavitation or prop noise is an issue before making a final decision.

He invested heavily in noise and vibration mitigation, knowing that an aluminum boat won’t provide the natural sound-dampening of a wood/epoxy structure like that of his first Hippocampus . Consulting with Soundown of Salem, Massachusetts, Schmitt wanted to replicate what worked well on his old boat, starting with the Evolution Marine Shaft System, in which the prop shaft runs in an oil-filled tube and uses roller and needle bearings instead of standard water-lubricated bearings. “You have a lot less shaft noise, but one of the primary benefits of an integral thrust bearing is that it transmits all the thrust directly into the hull, as opposed to pushing on the gearbox or the engine and gearbox combination,” said Sam Smullin, Soundown’s marketing and quality assurance manager. “It allows for a much softer engine mounting, so you reduce the noise from the shaft itself and get a much quieter engine installation, which reduces structure-borne noise.” Because of the relative weight sensitivity of catamarans, Smullin said, “it’s particularly important to do a really good job on the driveline.” His father, Joseph Smullin, president of Soundown and J&A Enterprises Inc., an engineering firm for noise and vibration control, estimated that this could reduce driveline noise levels by 5 dBA to 10 dBA compared to a conventional system.

Clemente Perez, one of Herrin’s build crew, works on the interior. The extensive sound and thermal insulation includes foam sprayed into the cavities.

Soundown also looked at the two 38-kW Northern Lights gensets, which have double-isolation mounts to reduce structure-borne noise. The firm also recommended structural changes to ensure that the mount foundations were as stiff as possible.

Energy from propulsion or generator engines invariably transmits to the boat structure and then resonates through big, flat panels like bulkheads, decks, ceilings, and liners, causing the familiar vibrating rattle. To dampen those vibrations, Herrin said he used Roxul, a lightweight, semi-rigid stone-wool insulation for fire resistance and sound control. His crew also sprayed cavities with Dow Froth-Pak, a quick-cure polyurethane foam for thermal insulation, and installed Sylomer (a microcellular PUR-elastomer) between the structural components and the floors, walls, and panels. “We glued the Sylomer, which is kind of a spongy foam, to the structure of the boat, and then the plywood of the subfloors and walls are glued to that,” Herrin explained, adding that this created a floating interior without any fasteners.

The plywood, called QuietCore, is a composite sandwich panel comprising marine plywood skins and an acoustic damping layer that converts acoustic energy into small amounts of heat that are dissipated. Soundown claims that an 18mm (0.7 “ ) QuietCore bulkhead can reduce noise transmission by up to 10 dBA, an audible reduction 50% greater than with regular marine plywood of equal thickness.

Electricity for a Small Town

Going off grid on H-2 does not mean anyone will suffer, as long as the electrical system keeps powering the boat’s myriad house loads—hydraulic Maxwell windlasses and thrusters; a Webasto air-conditioning system; two full-size stand-up freezers, two refrigerator freezers, and two under-counter refrigerators in the galley, all by Vitfrigo; Krüshr compactors for recyclables and garbage; Headhunter sewage-treatment system; Alfa Laval fuel-polishing system; two FCI watermakers; a complete set of Garmin navigation electronics with full redundancy; and a Böning vessel control and monitoring system.

Two Northern Lights 38-kW gensets are the heart of H-2’s AC system, which also includes a 37-kW Atlas inverter to connect to shore power in foreign ports.

Much of the AC side was designed and specified by Ward’s Marine Electric in Fort Lauderdale, Florida, in cooperation with OceanPlanet Energy of Woolwich, Maine, and principal Bruce Schwab, who helped design and integrate the DC components. “Today there’s a big trend in the industry to use shore-power converters as inverters and superlarge lithium-ion battery banks to provide power, at least temporary power, for major loads like air-conditioning, chiller plants, and things like that,” said Ward Eshleman, chairman of Ward’s Marine Electric. “So, rather than using only smaller inverters and synchronizing them and stacking to get additional kW, the trend for the larger vessels is to use shore-power converters as inverters. There is an inverter bus in the main switchboard.”

True to its go-anywhere mission, H-2 was fitted with an Atlas 37-kW inverter to connect to shore power in places that do not serve 60 Hz, 240V single-phase power. “We can take anything from 90V to 400V and pretty much anything from below 50 Hz to the 60 Hz and single- or three-phase,” Herrin explained.

Eight GTX24V315A-F24 lithium-ion batteries from Lithionics are split between a house bank that can run all DC loads for at least 24 hours, and an emergency bank to operate critical DC loads—display screens, radios, nav lights—for 24 hours. The boat is equipped with 10 Solara Ultra-S 160W panels paralleled in two groups of five each, connected to two Victron SmartSolar MPPT 100/50 solar controllers to charge the house bank. Given enough sunshine, solar and battery power should be “capable of running lights and refrigeration but not air-conditioning or heating,” Schmitt said. “Since we will likely spend most of our time in the tropics, we did not believe that solar power alone could do the job we needed.”

OceanPlanet Energy specified four Victron Buck-Boost DC-DC converters, two for each engine, to help charge the house bank from the starter batteries without having to modify the engines’ stock alternators, which would have voided the warranty. “The converters activate based on the input voltage from the starting batteries,” Schwab explained. “With lower rpm, the alternators would not produce enough current to feed both converters without the starting-battery voltage dropping, turning the converters off. Then the voltage will rise, the converters turn on again, drop the voltage, turn off…over and over. Staggering the input voltage cut-in, hopefully starting the converters one at a time, will more smoothly supply power to the house bank across the engine/alternator rpm range.”

OceanPlanet Energy specified the DC system including DC/DC converters and hefty battery banks to power house loads and critical electronics.

There are two 4,500-watt 240V split-phase engineroom-ventilation fans connected to two Victron Quattro 5-kW 24V inverter-chargers configured for 240V/120V split-phase AC loads. They can accept AC inputs from two sources (shore power or generators) and automatically connect to the available source. “In the event of a grid failure or power disconnect, they take over the supply to the connected AC loads by inverting from the Lithionics house-battery bank,” Schwab said.

“It’s more complicated than that,” according to Herrin. “Typically, we’re going to be operating with the A-bus and the B-bus tied together, so we can power everything with one generator. The B-bus actually passes current through the Victron inverter-chargers on its way to the load. We have the ability to split the A-bus and the B-bus and run the A-bus on one generator and the B-bus on the other in the few instances we’re exceeding the capacity of one of the generators. If we lose both generators, then the essential loads are still going to be carried,” meaning engine vents or water pumps.

Redundancy and emergency backups also figured largely in the deliberations of John McKay, manager of the Switchgear Systems Division at Ward’s Marine Electric and point man for this project.

One of his challenges was limiting the voltage drop in the estimated 53 ‘ (16.2m) cable run between engines, which in an emergency allows the starboard engine to be started from the port battery and vice versa. “For a starter group, you can allow a 20% voltage drop,” McKay said and noted that starting the engines requires 720 amps, while the gensets needed only 200 amps. “I was keeping the 720-amp current between 7% and 11% voltage drop, getting up to some pretty good-sized copper. Some sections of the run were 240mm2 [500MCM] cable.” Knowing that the boat is capable of going to high latitudes, McKay recalled his youth and the frigid winter mornings in Massachusetts, “where you can crank a diesel all day long at a low rpm, and it’ll never start. You just need to turn it over one or two times at a higher rpm, and it’ll be running. So, I was making certain that the starter was going to crank at the highest rpm possible and not lose it all to voltage drop.”

Protecting Assets and Finishing the Job

No matter how fast or how far H-2 will travel, corrosion caused by galvanic current between dissimilar metals, by stray currents or by electric fault, is an enemy that needs to be kept in check. That’s the calling of Ted Schwartz, who runs Electro-Guard (Mount Shasta, California). He’s one of the country’s foremost experts on cathodic protection, and also served on ABYC’s E2 Cathodic Protection Project Technical Committee.

“We designed the system and supplied all the equipment and steered them through the installation,” Schwartz said. It’s a 15-amp impressed-current-cathodic-protection (ICCP) system, model 715 A-2, with three anodes and two reference cells. Regarding the boat’s Evolution shaft system with driveshafts running inside an oil-filled tube, Schwartz said: “It was a real challenge because you can’t actually make contact with the propeller shaft on the inside of the boat.” He consulted with Soundown and found a solution. “At the coupling on the inboard end of the tube, a bit of the shaft stuck out through the seal,” Swartz said. “There’s this coupling that Soundown built that fastens to the shaft, and we asked them to provide a surface on that coupling where we could put our silver slip rings on [to provide an electrical connection] to protect props and shafts.”

Every anode can deliver up to 5 amps of current using its own current controller that receives a signal from the main controller, which determines exactly how much current each anode will put out. The entire system consists of three anodes, three current controllers, the main controller, and a separate monitoring station connected to the controller by signal cable. Later, Schmitt also ordered a backup system employing aluminum sacrificial anodes.

On catamarans, the company installs a reference cell aft near the prop of each hull, and an anode on the aft section of each hull, and one anode amidships on the inboard side on one hull.

Chromate, two layers of epoxy, copious amounts of fairing compound, and various primers rendered the surface fair and ready for a yacht-quality paint job.

At the time of this writing, the vessel had been shot with chromate and two layers of epoxy before approximately 500 gal (1,893 l) of fairing compound and 325 gal (1,230 l) of various primers rendered the surface fair and ready for a yacht-quality Alexseal paint job with 35 gal (132.5 l) light ivory, 24 gal (91 gal) stark white, and 2 gal (7.6 l) cordovan gold. Parallel to the exterior, construction was on the home stretch with installation of the crew quarters and the saloon overhead. On the systems side, pressure checks were performed for hydraulics and plumbing.

Since H-2 is a much larger and more complex vessel than the original Hippocampus , with a multitude of systems that need to be managed, monitored, and maintained, I was curious how many crew Schmitt was planning to hire to help run his new boat. He said he consulted with captains and headhunters, and “the consensus is three or possibly four at most. I just completed my 100-Ton Masters and will build time on the new boat as well. We won’t charter and are not accustomed to being cooked for or served or having our beds made and all that. So mostly I’m looking for a qualified captain and engineer to maintain the systems.”

Little surprise that a hands-on operator like Schmitt does not want to cede too much of the game he loves to play. But as big, bold, and broad-shouldered as H-2 will be when she finally emerges from the old Gunboat shed in Wanchese, the proud owner is quick to remind anyone that it’s still “a vehicle to get the toys wherever.”

H-2 : The Designer’s View

H-2 ’s owner, the adventurous Brian Schmitt, has dived into deep caves to see submerged caverns, hand-fed large sharks that would normally view him as food, and spent years in his off-time exploring Caribbean archipelagos in Hippocampus, his current 19-year-old 57 ‘ (17.4m) power catamaran. Nearing retirement age, he gave the order for his “ultimate” yacht.

The foldable hydraulic deck crane to launch and retrieve a two-man electric submarine or an all-terrain vehicle required cutting a slot in the helicopter deck for the lifting bridle.

The first talk about the new design was between the owner, the builder, and me. As we discussed the mission of the boat, it became clear that it would fall into the category of expedition vessel with more guest staterooms, more range, and more room for equipment than his old boat. Brian defined the function of the vessel as a carrier for a 26 ‘ (7.92m) twin-outboard catamaran, an outboard skiff, a small car, and a small helicopter, which needed a flight deck. This vessel was to be used with family and guests while also serving as an operations base for outbound travel by air, land, or sea.

Aside from commodious accommodations, a key requirement was comfortable motion on rough seas. This was to be a catamaran, like his current boat, which offers extensive real estate afloat in a seagoing vessel. The only restriction for the new design was a beam no greater than 35 ‘ (10.6m) to fit the largest Travelift.

The trade-off for overall beam width involves room versus roll motion. A wider catamaran responds more quickly to roll in seaways but with less amplitude, whereas a narrower beam rolls more slowly with slightly more amplitude. The slower roll is preferable as long as overall roll stability is maintained. Roll in catamarans is unlike roll in single-hulled vessels. Because the vessel is supported by two buoyancy chambers (hulls) with distance between them, motion has little to do with roll inertia, but rather with response of the hulls to the seaway. Each hull responds to a passing wave independently by heaving (up/down) and rolling, which is a circular motion around the center of gravity (CG) that translates to lateral motion when standing above the CG, especially high up on the bridge. Power catamarans, unlike sailing catamarans, do not require wide hull spacing to generate righting moment (to support a sail plan), so they can have closer hull spacing, which still preserves sufficient stability, slows wave-response roll characteristics, and takes up less space in port.

One of the expected routes for this vessel is the Northwest Passage over the top of North America. Boats venturing there can expect floating ice, so we added thicker hull plating at the waterline and an ice-separation chamber on the cooling water intakes. We also designed the hull to give the propeller protection by positioning it behind a deep canoe-stern afterbody with no exposed shaft. A rudder horn, below the propeller extending aft from the hull, adds support for the rudder and protection for the prop. This configuration is useful as a hedge against the possibility of grounding. In fact, this boat can be careened on the beach between tides if necessary for repairs. The hull includes a strong, deep, vertical keel structure that allows for blocking anywhere along its length.

Speed and range became the largest determinates of the design. A maximum range of 4,000 miles at 15 knots (enough to cross the Atlantic Ocean) was proposed. Catamarans are easily driven at modest speeds due to lack of significant wave resistance by narrow hulls. A preliminary speed prediction analysis showed that we would be in the ballpark with about 1,400 hp (1,050 kW) and 5,000 gal (18,925 l) of diesel per hull. The final installed fuel capacity is 12,500 gal (47,313 l).

The general arrangement plan shows crew quarters in the hulls, three guest cabins, office, saloon, and galley on the main deck and owner’s suite on the bridge deck level.

A totally new design normally goes through a lengthy proposal and critique cycle between designer and client, especially if the client is knowledgeable and involved. The vessel’s first iteration started at 90 ‘ (27.43m) LOA, but it became evident that it needed more length to relieve a number of ills. After adding 10 ‘ (3.05m) we saw improvements, but it wasn’t until the 110 ‘ (33.5m) length proposal that we felt all the requirements had been satisfied: more slender hull shape, more open interior space, and better placement of machinery and tankage. The flight deck for the helicopter became larger, and the forward superstructure fairings gave the boat a sleeker look. And at 110 ‘ we achieved an efficient length versus waterline beam ratio that reduced wave drag and fuel consumption at the target cruise speed.

While beam remained at 35 ‘ , lightship displacement increased significantly to 230,000 lbs (104,190 kg). Accommodations now include crew quarters for four persons in the bows; three double guest cabins and a ship’s office forward; a large saloon amidships with adjacent galley, and a dive and a storage locker aft on the main deck. The upper deck is arranged with a full-width-bridge steering station forward, protected by a Portuguese bridge, and a master stateroom with en suite bathroom aft. The flight deck extends aft of the master stateroom. Access to the upper deck is by either a staircase from the foredeck, an interior staircase adjacent to the ship’s office, or by stairs from the starboard side deck.

The largest variable weight on the boat is fuel, so the tankage is located amidships to minimize its influence on trim. Engine and machinery rooms aft of the tankage take up the remaining spaces all the way to the transoms. Other amenities include a utility area aft of the crew quarters port side with storage and washing machines, and a walkway through the tank spaces and enginerooms to the boarding decks at each transom. Another late addition is the flying bridge to aid with shallow-water operation by improving the vantage point to see coral heads and other obstructions. Its protective bimini serves as a mounting platform for lights and antennae.

—John R. Marples

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Garcia Explocat 52 review: A go-anywhere aluminium catamaran

• February 23, 2021

The new go-anywhere Garcia Explocat 52 offers an enticing combination of space, pace and rugged construction. Rupert Holmes tested the new boat for Yachting World and felt it's clear she has the potential to make easy 250 mile days in the right conditions.

Product Overview

Manufacturer:, price as reviewed:.

In recent years there have been two clear trends in serious long-term cruising yachts. Firstly catamarans have become mainstream, to the extent that professional racing sailors talk of ‘buying a catamaran’ for cruising with their families – a monohull doesn’t even enter the equation.

This trend can also be seen in ARC (Atlantic Rally for Cruisers) entries, where multihulls are increasingly common. In 2020 they accounted for 28% of the total fleet and a much higher proportion of new boats and more recent designs.

The second trend is the rapidly growing popularity of rugged metal expedition yachts. Aluminium is favoured for this as it offers good strength and stiffness without a weight penalty, especially for yachts over a critical size. That’s why many top-end racing yachts were built of aluminium before composites dominated that scene.

This is a boat that’s capable of effortlessly eating miles on a long passage. Photo: Jérôme Houyvet/Garcia Yachts

It was, therefore, surely only a matter of time before someone married these two concepts to create an aluminium expedition catamaran. Cherbourg-based Garcia Yachts has been building metal boats for almost 50 years, including Jean Luc Van Den Heede ’s 36.15 MET, in which he scored a podium finish in the inaugural Vendée Globe Race in 1989.

Equally Garcia needs no introduction as a front-runner in the development of expedition yachts, thanks to the success of the Exploration 45 that was developed with ARC founder Jimmy Cornell eight years ago. What’s less well known is that the Explocat 52 is by no means Garcia’s first aluminium catamaran.

A pair of 43-footers 15 years ago were followed by the SC48, one of which consistently posted some of the fastest passage times in the 2017/18 World ARC .

As part of the Grand Large Yachting group Garcia was also able to draw on considerable expertise from Outremer and Gunboat for its latest model, while naval architecture is by Pierre Delion, who also drew the SC48.

The Explocat 52 is therefore the product of a highly knowledgeable development team and has already attracted plenty of attention, including nomination for the 2021 European Yacht of the Year awards.

The core concept for the Explocat 52 is a robust, safe long-range yacht that offers good passagemaking speeds. A high level of comfort, both at sea – even in inclement weather – and in harbour was also a key requirement, and the boat had to be capable of being handled by a couple.

Go anywhere?

While a key marketing message for Garcia’s monohulls is ‘Nowhere you can’t go’, the company accepts this won’t apply as literally to the Explocat 52, even though the boat’s impressive speed potential will enable routing around a lot of bad weather.

Explocat 52, the ultimate aluminium exploration catamaran by Garcia Yachts

The problem is, unlike being knocked down in a monohull, capsizing a multihull is always catastrophic. There are parts of the world, especially at high latitudes in the southern hemisphere, or out of season in the north, where it could be impossible to route around potentially dangerous weather. Nevertheless, the boat is intended to stretch the boundaries that are sensible for exploring the globe with a catamaran, allowing owners to sail a lot further north and south than might be prudent with existing designs.

Rugged construction is also a benefit when venturing off the beaten track in tropical waters. If anything goes wrong while exploring a poorly-charted lagoon, for instance, a fibreglass boat may be in grave danger. Many foam sandwich hulls have surprisingly thin outer skins, which can make the structure vulnerable to abrasion, whether from coral or a concrete quay.

By contrast, the thinnest plating of the Explocat 52 is 5mm, which increases through 8, 10 and 12mm thicknesses, before reaching an enormously reassuring 14mm at the bottom of the hulls. The boat has framing of up to 14mm and is structurally engineered to eliminate flexing between the hulls.

A substantial keel with a long chord length is welded to the bottom of the hulls. They are marginally deeper than the rudders, which offers some protection, as well as providing a firm base on which to dry out on a beach. At the same time the key elements that have made Garcia’s Exploration monohulls so successful are incorporated.

These include fore and aft watertight bulkheads and upstands for through-hull fittings that enable all seacocks to be above the waterline. A skeg ahead of the saildrives and rudders provides good protection, while the rudders are large enough to offer redundancy in the event of one being lost. In addition, the top aft corner of the rudders have a sacrificial zone designed to eliminate risk of the blade puncturing the hull, or becoming jammed, if it hits an obstruction with enough force to bend the stock.

What about weight? Are metal multihulls uncommon because they’re simply too heavy? As with aluminium monohulls, where the material offers better strength/weight ratios for larger boats, around 14m/46ft overall length seems to be a transition point for catamarans.

Below that composite boats will always be lighter, but above that length aluminium is lighter for equivalent rigidity than a composite structure that doesn’t use exotic materials. At 18.9 tonnes lightship displacement the Explocat is therefore in the same league as other cruising catamarans of a similar size and indeed lighter than some.

Substantial built-in attachment points for shorelines are found at the waterline of each bow for use in extreme conditions, plus attachment points aft for a drogue

Interestingly, it’s also a similar figure to that of the Exploration 52 monohull, yet the Explocat offers a large amount of extra space and 35% more sail area. Maximum payload is a useful five tonnes. But how does that translate on the water?

Rapid exploration

Our test took place from Cherbourg on a gloriously sunny late November day, with a gusty and shifty southerly breeze varying from 7-19 knots.

It’s immediately clear the Explocat 52 picks up and sails at speeds that belie its displacement, putting it in a different league to other expedition yachts of similar length, especially when reaching.

Broad reaching at 120° TWA with full main and Code 0 in 16 knots of true wind we cruised comfortably at 10 knots, reaching an unfussed maximum of 11.8 knots, with the boat still feeling rock steady.

When the breeze picked up to 19 knots, at the design limit for the Code 0, we furled it and continued with the Solent jib instead, losing only a couple of knots of boat speed. By the time we turned upwind the wind had eased significantly, which gave a good test in conditions that can challenge cruising yachts.

Article continues below…

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In just seven knots of true wind we made 5.3 close-hauled, rising to 6.2 in 9 knots of breeze. Maximum upwind speed was 9 knots in 15 knots of true wind. However, these numbers can’t be achieved if pinching – the boat likes to be sailed fast and free, with tacking angles of at least 105°. This is hardly a surprise for a boat of this style that’s sufficiently fast to have a big impact on apparent wind angles.

Even in light airs the Explocat is surprisingly nimble in tacks, showing no hint it might miss stays, or slow enough for steering to be difficult until speed is regained on the new tack. Obviously the steering has less feel than a lightweight monohull, but there’s enough feedback for it to feel reasonably responsive and enjoyable to helm.

The shifty and gusty offshore winds were ideal for figuring out the boat’s capability across a range of wind strengths, but the mostly flat water meant we didn’t see the boat performing in a more agitated sea state.

Pete Goss – another massively experienced high-profile Garcia owner – has sailed the boat in more lively conditions. Even fully powered up he reported the lee shrouds remaining tight and there was no telltale creaking of furniture below decks, indicating no deflection of the structure despite the high loads. “It’s incredible how fast she is,” Goss says. He was also impressed by how nimbly the boat tacks.

Cockpits and steering

Much thought has gone into optimising the deck layout. The core vision is for key operations to take place in the safety and shelter of the aft cockpit. The only exceptions are preparing the main for use and hoisting/dropping spinnakers and reaching sails.

We conducted our test in south-east to south-west winds of 7-19 knots, in flat water

As standard the helm station is offset to starboard at the front of the aft cockpit. It has a two-position swinging wheel, which provides an all-round view over the top of the coachroof in its upper position. When swung inboard and lower, the helmsman gains shelter from the hard top, while being able to see forward through the bridgedeck cabin windows.

However, at the request of the owner the first boat has twin outboard helm stations. Before sailing it I’d expected to prefer this arrangement, but didn’t warm to it. Granted, you can steer from the windward side, with a good view of the jib, but the headsail luff will also be visible from the higher of the standard steering positions.

The key problem with the twin wheels is the coachroof creates a large blind spot on the other side of the boat. This has potential to create issues when manoeuvring in confined quarters such as a marina or when bailing out of an anchorage in an unexpected squall.

Mainsheet and traveller are handled right aft on the crossbeam, while the headsail, staysail and kite sheets, plus furling lines, are handled by electric Lewmar 65 winches on each side of the cockpit. Plenty of large rope bins and bags help keep lines nicely ordered.

The rig has twin headstays, with a marginally overlapping furling Solent jib on the main forestay, plus a self-tacking furling staysail. This runs on a neat Dyneema strop, instead of a more conventional but unnecessarily expensive and heavy track.

Combined with furling spinnakers and reaching sails it’s an excellent configuration that takes the hassle out of changing gear to suit widely different conditions.

The square-top mainsail has a Dyneema strop that pulls the ‘gaff’ forward to the mast track without any need for complex hooks, making it as easy to use as pin-head sails. A fuse attaching one of the mainsheet blocks to the boom is intended as a capsize prevention device if the boat is over pressed.

When the fuse blows the strop joining the block to the boom extends by two metres, immediately depowering the sail. The idea of the forward cockpit is to provide a protected position for a lookout when sailing in ice and for anchor handling. It also doubles as a well ventilated area for relaxation when at anchor in warmer climes.

It’s generally easy to move around on deck and there are decent steps at a gentle gradient between the various different levels. I also liked the cork deck – it looks surprisingly good, has great grip and is a more environmentally friendly option than teak.

There’s plenty of stowage, both in small lockers in the cockpit benches and in cavernous sail lockers at the front of each hull.

Davits are rated to take a 500kg RIB, allowing a substantial, powerful tender to be carried.

Temperature control

Alongside the rugged exterior is supremely comfortable and well thought out accommodation.

This, of course, isn’t a boat where it would be appropriate for the distinction between interior and exterior living spaces to be all but eliminated, as it is for many recent designs intended solely for hot climates. Nevertheless, the standard specification has a drop-down window each side of the door between the saloon and aft cockpit. This will help to open the saloon to the aft cockpit and improve ventilation in warm weather.

The saloon is comfortable, bright and airy, yet also has practical sea-going elements

For colder parts of the world an air extraction system vents moist and stale interior air without needing to open hatches.

The main forward saloon windows are also equipped with demisters. In the same vein, dedicated lockers for foul weather gear and boots have mechanical ventilation and heating. These features make sailing in cold and damp regions far more civilised, yet are addressed by disappointingly few manufacturers.

The aluminium shell is lined with up to 76mm of high density foam, which provides excellent thermal and acoustic insulation. As a result the boat is impressively quiet inside when under way – in the saloon you can barely hear the engines, even at cruising speed, and the high bridgedeck – it’s 85cm above the water – means we experienced no slapping of waves.

Insulation of this standard is expensive to install and doesn’t show up on photographs. Yet yachts create a cacophony of noise in heavy weather. Effective sound proofing is therefore a critical element in creating a comfortable environment, while the thermal insulation will be a benefit whether in the tropics or the Arctic.

As you’d expect, the saloon is very bright and airy, with a good almost all-round view.

The navstation forward on the port side, next to the watertight door to the forward cockpit

The biggest drawback in this respect is at the navstation, forward on the port side, as the mast support and starboard forward mullion obscure some of the view.

Also to port is a big galley that offers plenty of secure worktop space, with low fiddles, and masses of stowage. The test boat had additional fridge and freezer space in the starboard hull. Garcia says more than half its customers choose electric cooking and this boat has a microwave, electric oven and induction hob.

The company has its roots in custom boatbuilding and offers several choices for fitting out the hulls, with options for 6-10 berth arrangements, including a classic owner’s layout. The aft cabins have natural light through two hull windows, a wide aft window to the cockpit, plus opening ports aft and overhead.

If you enjoyed this….

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Garcia’s longstanding knowledge of creating rugged go-anywhere yachts has enabled the yard to produce one with a very enticing combination of space, pace and rugged construction. It also benefits from a high standard of finish, attention to detail and many neat touches. It’s clear the boat has the potential to make easy 250 mile days in the right conditions. At the same time it has sufficient tankage and stowage for supplies, spares and tools to give a high level of autonomy for extended periods. The owner of the first boat intends voyaging to Svalbard and, with another seven boats on order, it’s unlikely to be long before we see Explocats in many more far-flung and interesting parts of the globe.

The best heavy gauge aluminum catamaran in it’s class!

• LENGTH OVERALL : 30′ Without Motors / Bow Pulpit
• HULL ENTRY : 50°
• TRANSOM DEADRISE : 16°
• BEAM : 11′
• BOTTOM : 107″
• TRANSOM : .250
• SIDES : 59″
• FUEL CAPACITY : 240 gallons
• DRY WEIGHT : 8920 lbs. Without Motors
• MAX HORSEPOWER : 600 hp.

• Reverse pilothouse Windshield Design
• Offshore Motor Bracket With Full Length Swim Step Platform and Welded Aluminum drain plugs
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• Welded Rope Cleats
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• Limited lifetime hull warranty to the original purchaser
• High duality marine paint interior with clear coat, one color matching exterior marine paint with clear coat.
• Fully Welded Alaskan Bulkhead (optional)
• Sliding Cabin door
• Optional side entry sliding door
• Reversed Chines
• Welded self bailing deck
• Instrument panel with easy wiring access
• spare switches wired into the circuit breaker
• Aft battery tray with 3-way battery switch
• Navigation /Anchor lights
• High capacity bilge pump W/ float switch
• 12V Electrical outlet on dash
• Reversed windshield for superior visibility and increase room
• 360 degree walk around cabin design
• Large, oversized transform fish box (optional)
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At Cosmopolitan Yachts, we take pride in delivering superior build quality and attention to every detail, ensuring unmatched durability, performance, and luxury. Our custom catamaran aluminium yachts are designed to excel in any environment, with marine-grade aluminium construction that provides strength, sturdiness, and resistance to corrosion for sailing in any water conditions.

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Embark on a journey of a lifetime with a custom catamaran aluminium yacht from Cosmopolitan Yachts. Let us help you bring your dream yacht to life with our superior build quality, attention to detail, and passion for excellence. Contact us today to start creating the perfect yacht for your needs and make unforgettable memories on the water.

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At Cosmopolitan Yachts, we’re committed to creating custom catamaran yachts with the latest in propulsion technology. Our hybrid diesel/electric propulsion system offers ultimate flexibility in power and fuel efficiency,but we don’t stop there. We’re also exploring the use of hydrogen and biofuels as a more sustainable alternative for yacht propulsion and all our yachts are classified as “Hydrogen-Ready”. Hydrogen yachts or the use of biofuels and biogas could be the future of yachting, offering an even cleaner and more sustainable, self-sufficient energy source for powering your yacht.

Our dedication to sustainability and innovation means that we’re always looking for ways to reduce our impact on the environment while still delivering unparalleled performance and luxury. With the combined integration of the most advanced electric and hybrid technologies and, with the use of the next generation of fuels such as hydrogen, solar, biogas or biofuels,we can offer the perfect propulsion system to meet todays.

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New journeys await.

Discover the ultimate in durability and performance with our catamaran yacht range, designed to excel in any environment. with a robust aluminium construction and hydrid diesel/electrical propulsion system to make the most of the best technological advancements without any compromises.

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Equipped with either a conventional diesel or a hybrid diesel/electric propulsion system installed in both hulls, each with dual power inputs. This grants Cosmopolitan Yachts the ability to operate silently and emission-free as an electric boat at lower speeds, while still achieving speeds of over 26 knots. Complete redundancy and future proof.

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To create the ultimate catamaran yacht, we have meticulously crafted every aspect with a keen eye for detail, to provide unparalleled performance and luxury. Our yachts are constructed using top-grade materials and state-of-the-art technologies, ensuring durability, comfort, and efficiency.

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The use of high-quality marine aluminium in our yachts not only provides strength and sturdiness but also ensures resistance to corrosion, making it perfect for sailing in various water conditions.

EXCEPTIONALLY DESIGNED WHIT A MAJOR IMPROVEMENT

We believe that every yacht should be a masterpiece, crafted with passion and dedication. Our commitment to quality and attention to detail is reflected in every yacht we build.

UNMATCHED COMFORT

The most spacious interiors, complete with luxurious to create an unforgettable sailing experience. The modern exterior design pays meticulous attention to every detail, including the placement of windows and other features that provide maximum comfort and offer breathtaking views of the surrounding water.

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• Aluminum Boat Plans

Aluminum Catamarans

SPECMAR Aluminum Catamaran Hulls are either symmetrical or asymmetrical in design. A symmetrical hull consists of two basic V-bottom hull structures. Asymmetrical hulls are basically a monohaul craft split down the middle and spread apart. A fOIL assisted cat has a lifting foil between the two hulls to increase performance. One of the advantages of our aluminum catamaran is high initial stability.

Prices shown on this website are for plans and for a one time use of CAD cutting files.

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The future of sailing

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Eyecat offers everything that a true sailor's heart needs! But it also has all the luxury and comfort for friends and family. So together you can sail over the horizon in style.Why settle for a five star-hotel if you can sleep under a thousand star sky on the open ocean. Imagine waking up on your own boat and fully enjoying a 360 degrees view and fully enjoying all the luxuries you can imagine. With our Sailing Island package you'll have a spacious cabin that can be customised to all your wishes and needs.

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Adventure & Fun

Most important thing on the water is: enjoying the ultimate feeling of freedom! With your friends and family, surrounded by nature, breaking all the limits.

“After 40 years of sailing in a monohull, I wanted a boat with the same sailing performance, but with more comfort and at the same time a smaller footprint. Eyecat 55 is the result: exploring the world in luxury and in a sustainable way!”

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• MILITARY PEDIGREE
• NEWS & MEDIA

THE ULTIMATE EXPRESSION OF PERSONAL INDEPENDENCE

Introducing Metal Shark Yachts. These highly advanced, industrial-grade oceangoing vessels defy convention while enabling a new level of worry-free exploration and adventure. Our all-aluminum, American-made catamarans offer global range and deliver self-sustaining independence for months on end, putting the world within reach. We invite you to explore the many benefits of these unique expedition vessels.

Our efficient catamaran hull designs deliver nearly twice the efficiency of a comparable monohull yacht, allowing you to cruise at 10 knots comfortably, cross oceans at 17 knots, and exceed 23 knots at sprint speed, all at efficient fuel burns with epic ranges.

Our knifelike catamaran hulls and wide stance reduce vertical ship motion and latitudinal rolling while underway, while a high tunnel and nacelle eliminate wave slamming. Integrated active ride control mitigates both roll and pitch. Use a stemmed wine glass at sea!

Stay at anchor for days, weeks, or months at a time, in comfort and safety, with an unmatched level of autonomy. Our enhanced stability, coupled with massive ground tackle and solar power, combine to create a solid, stable, self-sustaining island of independence.

A Metal Shark Yacht's wide catamaran footprint results in far more usable deck space, opening up myriad possibilities for entertainment areas as well as ample storage space for tenders, toys, and cargo. With a Metal Shark Yacht, you can take it all with you.

A key benefit of our catamaran hull design is a significant reduction in draft compared to conventional monohull vessels. Anchor in 8' of water, safely traverse the small cuts between islands, or let the boat dry out on the hard, without worry. Nothing hurts it.

Unlike traditional yachts with their dark interiors and limited views, a Metal Shark Yacht's elevated, open spaces and floor-to-ceiling windows give the feel of a luxury penthouse while allowing an immersive connection with the surrounding environment. See where you're going. Enjoy the view!

MODEL RANGE

M30 • 30 meters / 100', m48 • 48 meters / 158', m70 • 70 meters / 231'.

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Inspired in Kodiak Tailored Professional Design Built in Alaska

Alaskan aluminum power catamarans, llc.

Specializing in building aluminum, hydrofoil assist, outboard powered catamarans

Alaskan Aluminum Power Catamarans specializes in the design and building of aluminum, hydrofoil assist, outboard powered catamarans; producing a welded aluminum boat specifically designed for operating in our rugged Alaskan environment. Each of our boats is influenced by a lifetime Alaskan resident who has spent most of his life both commercially fishing and sport fish guiding around Kodiak. They are designed by an accomplished naval architect specializing in hydrofoil assist catamarans, and each boat is built here in Alaska by a team well versed in fabricating within Alaska’s Commercial Fishing and Sport Boating industry.

The catamaran-style hull is well known for its stability, extra width, and fuel efficiency. However, the asymmetrical hulls on our boats recognize that the water inside a catamaran’s tunnel is different from the water displaced on the outboard sides of the boat when underway. This design helps to further improve on the catamaran idea; preparing for and mitigating chop entering the tunnel for a smoother ride at speed, as well as minimizing drag, increasing fuel efficiency, and range.

Our hydrofoil further improves that catamaran concept and acts like an airplane wing securely fixed between the hulls, providing several inches of lift to the entire boat on plane. Lifting the boat reduces the wetted surface, thereby reducing drag, increasing fuel efficiency, speed, and range. Lifting the boat also increases the distance between the water’s surface and tunnel, further softening and improving the ride in chop. Our hydrofoils are designed and placed to maximize lift at practical cruising speeds and anticipate a variety of load conditions.

Cabin and deck layout are easily customizable and easily tailored to suit your specific tastes and goals for your vessel. We are very happy to work with you and include our own personal experiences and suggestions as we help to create your ideal platform; whether you are a charter captain looking for a layout specific to your clients needs, a remote cabin owner interested in hauling material and supplies, or any normal Alaskan looking to take family and friends out for a day or week of fun. These decisions aren’t new to us and we enjoy helping tailor this technology to your application.

PO Box 888 Kodiak, AK 99615 Phone: (907) 891-8534 MyBoat@AlaskanCatamarans.com Facebook Instagram

The ocean experience

In the middle of the Ocean, Safety is the real Luxury !

Since 1973, ALUBAT have been designing, building and commercializing 100% aluminium boats for blue water sailing. 

100% aluminium means that the hull, the deck, the coachroof and the cockpit are all made in aluminium. Everything is welded together with an inside and outside weld, because your safety is priceless. 

Lifting keels, ALUBAT have unparalleled experience in the aluminium boat market with more than 1,600 units built in over 49 years of expertise carried out by our metal workers, carpenters and shipwrights.

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OVNI 47 from 1992 (UNDER OFFER)

Designed by Philippe Briand, the OVNI 47 is a beautiful blue-water sailboat ideal for a family.

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F I R S T    I N    C A T A M A R A N S

• 1-360-457-5752

• RecPro | Recreational
• PaxCat | Passenger
• LabCat | Survey
• Landing Craft

PASSENGER VESSELS

PaxCat passenger vessels, built and designed for comfort and reliability.

We specialize in custom passenger vessels up to 49 passengers and beyond. Our PaxCat portfolio (PAX = passengers | CAT = catamaran) offers configurations for:

DIVE BOATS where gear storage is required and diver launch and recovery is critical.

ECO-TOURISM where passenger count is optimized to provide an unforgettable experience.

WATER TAXIS where efficiency and comfort combine in a reliable vessel.

Make your next vessel a BRIX PaxCat

3212-CTC | PaxCat

• Watch Video

The 3212-CTC PaxCat provides quick and efficient transport, powered by twin I/Os for a smooth and stable ride. A full walk around cabin combined with 2 side boarding doors on port and starboard allows for safe passenger access from stem to stern. Heated cabin, exterior-accessed head, and 12 individual passenger seats ensure comfort, while forward look-up windows provide a roomy feel and excellent visibility.

Length: 32’ Beam: 12’ Lightship: 12,000 lb HP: Twin 300hp Outboards or Twin Volvo Diesel Cruise: 28 kn MPG: 1.4 PAX: 16

3213-HTC | PaxCat

The High Tunnel Catamaran (HTC) was specifically designed to increase passenger comfort in high performance multihulls. By reducing tunnel interference, BRIX Marine offers unparalleled comfort in rough seas. The raised pilot house of this 32′ vessel leaves the entire main deck to the passengers, which is complete with a centrally located camera table, ample dive tank storage, and a generous forward viewing area..

Length: 32’ Beam: 13’ Lightship: 12,000 lb HP: Twin 300hp Outboards Cruise: 28 kn MPG: 1.4 PAX: 18

3513-CTC | PaxCat

The 3513-CTC “classic tunnel catamaran” has a full width superstructure features an extended T-transom and has an exciting blend of new features to ensure optimal safety and comfort for your passenger and crew.

Length: 35’ Beam: 13’ Lightship: 14,000 lb HP: 350hp – 425hp Outboards Cruise: 25 kn MPG: 1.0 PAX: 24

3814-CTC | PaxCat

The 3814-CTC “classic tunnel catamaran” has a full width superstructure features an extended T-transom and has an exciting blend of new features to ensure optimal safety and comfort for your passenger and crew.

Length: 38’ Beam: 14’ Lightship: 17,000 lb HP: 425hp Outboards Cruise: 25 kn MPG: 0.8 PAX: 24

4014-CTC | PaxCat

Introducing a new entry to our passenger vessel lineup.  We have reimagined conventional shaft and propeller drives with a modern version of our classic tunnel aluminum hull.  With a refined stem angle and adjustment to the variable deadrise, the 4014-CTC PaxCat hull smoothly transitions between on and off plane running conditions.  Passengers enjoy a comfortable, stable experience while operators enjoy an efficient, responsive vessel.

Length: 40’ Beam: 14’ Lightship: 20,500 lbs HP: 2 x 380hp Volvo Penta D6 engines (shaft & wheel) Cruise: 22 kn MPG: 1.0 PAX: 29 + 2 crew

4016-HTC | PaxCat

This 40’ dive tour catamaran is the perfect vessel to create a memorable and safe excursion. The inflatable slide off the forward bow is the best way to make a splash, and after a short swim, both port and starboard ladders make re-entry easy. A point-of-sale counter provides food and merchandising, as perimeter and centerline bench seating keep passengers comfortable and gear dry. Complete with BBQ and sunshade, there is no better way to enjoy a scenic waterscape with an unobstructed view

Length: 40’ Beam: 16’ Lightship: 19,000 lb HP: Quad 250 hp Outboards Cruise: 31 kn MPG: 0.9 PAX: 49

4216-CTC | PaxCat

• Recent Build

Introducing a 42′ x 16′ classic tunnel catamaran that redefines wildlife adventuring. This vessel guarantees an unforgettable and safe experience for guests with its optimized wildlife viewing, remarkable speed, and fuel efficiency. Accommodating up to 49 passengers and 2 crew members, the spacious main deck offers comfortable seating options, unobstructed sightlines, and amenities such as a marine head, sunscreen application mirrors, and integrated trash receptacles. With its luxurious SeaDek (EVA foam decking material), this catamaran also provides a comfortable barefoot feel for a truly immersive adventure.

Length: 42’ Beam: 16’ Lightship: 19,000 lb HP: Twin Volvo D11-IPS650 510HP Cruise: 18 kn MPG: 0.8 PAX: 49 + 2 crew

BRIX Marine Delivers Artemis: Redefining Wildlife Adventuring on the Kona Coast

Port Angeles, WA – BRIX Marine, a leading innovator in the maritime industry, proudly presents Artemis, the latest addition to their custom PaxCat portfolio. [...]

4519-DCT | PaxCat

A displacement catamaran hull acts as the platform for this 49 passenger ferry, yielding a stable and economic voyage. Powered by twin Cummins QSL9 405hp engines with shaft & wheel, this vessel also includes twin bow thrusters in each demi-hull for increased maneuverability in tight marinas. The 4518-DCT’s full width cabin allows for flexible interior layout options including multiple lockers, overhead storage bins for luggage and cargo, and cushioned bench seats with room for coolers underneath. At the aft of the cabin a point-of-sale counter offers tickets and concessions, complete with additional storage shelving, microwave, and a refrigerator to accommodate seafaring customers.

Length: 40’ Beam: 16’ Lightship: 19,000 lb HP: Twin Cummins QSL9 405hp S&W Cruise: 18 kn MPG: 0.8 PAX: 49

BRIX Marine Delivers New Hat Island Passenger Ferry

Hat Island, WA – The 45’ x 18’4” passenger ferry, Hat Island Ferry, recently entered service for the community of Hat Island, Washington. The [...]

4615-CTC | PaxCat

Originally designed as a luxury water taxi for Liberty National Golf Club, the 4615-CTC strikes a bold image on the water with twin Yamaha 425s, a lustrous vinyl wrap, and brilliant underwater lighting. Passengers entering the cabin are greeted with a lavish interior finish, and from underneath the plush settees of the climate-controlled cabin, flush mounted refrigerators slide out to reveal an assortment of libations. Moving past the rich upholstery of the lounge seating and through the cabin’s forward door grants access to the wrap-around bow seating, from which passengers can enjoy the beautiful scenery of their nimble voyage. Also featuring a small galley for snacks, onboard head, golf bag storage, aft second station, generator, and an entertainment electronic package, the 4615-CTC is truly a vessel set apart.

Length: 46’ Beam: 15’ Lightship: 26,000 lb HP: Twin Yamaha 425hp Outboards Cruise: 24 kn MPG: 0.8 PAX: <49

BRIX Marine Delivers New Liberty National Golf Club Vessel

Jersey City, New Jersey – Brix Marine (formerly Armstrong Marine USA), Port Angeles, WA has delivered a new 4615-CTC luxury water taxi, Liberty National [...]

4818-HTC | PaxCat

The ultimate in interior comfort, the 4818-HTC boasts plush seating, gratuitous legroom, an onboard head, and ample heat. Along with the impeccable ride of a High Tunnel Catamaran, this vessel seemingly turns even the choppiest seas into glass. Large windows deliver a stunning view of the surroundings, and for those who desire the spray of the sea, exterior viewing space is in abundance at both the fore and upper decks. A raised, closed pilot house keeps the captain out of the elements, and above the heads of the whale spotters below.

Length: 48’ Beam: 18’ Lightship: 30,000 lb HP: Quad Suzuki 350hp Outboards Cruise: 26 kn MPG: 0.6 PAX: 49

5217-CTC | PaxCat

The twin diesel waterjets of this 51’ vessel guarantee that passengers spend less time in transit and more time watching whales. Seating for 49 inside the cabin provide a haven from the weather, and with spacious aft, upper, and fore decks, no sightseer will be without a clear line of sight. Hard top awnings keep the sun and rain off heads, and an accessible aft swim step offers tourists an up-close location to observe the water.

Length: 52’ Beam: 17’ Lightship: 41,000 lb HP: Twin Scania DI13 750hp w/ Ultrajet UJ410 Cruise: 28 kn MPG: 0.6 PAX: 49

RHIB Tourism Vessels

Naiad has designed many eye-catching vessels specifically for tourism operators, never compromising on safety or reliability. Apart from the renowned low operating costs on a lineup of vessels from 8m to 14m, customizations are available on each Naiad to suit any particular purpose. A bow-boarding feature enables the operator to fold down a section of the bow fender, after which in-built steps provide passengers safe and easy access for beach landings. From eco-touring to whale watching, diving charters to water taxis, Naiad has the designs to perform virtually any activity.

NO NONSENSE. SERIOUS BOATS.

Quality built high-performance, aluminum catamaran & monohull boat builders.

For over 20 years, Moose Boats, LLC has been building the highest quality diesel aluminum catamarans and monohull boats in the industry. Each custom designed vessel is engineered to meet the mission specific requirements for law enforcement, emergency response, security patrol, and a variety of other industrial applications.

Moose Boats are known for their sensible design, durability, comfort, safety, fit & finish. These tough & powerful boats are found perpetually at work satisfying the needs of clients from California to New York, and from the Great Lakes to the Gulf of Mexico. They are designed and constructed in the San Francisco Bay Area at the Moose Boats facility within the Lind Marine shipyard complex at Vallejo, CA, USA.

Moose Boats can help you get your job in the water done safely and effectively. No nonsense. Serious boats.

Available Moose Boat Models – Fully Customizable

M1: 44 to 46 foot, large heavy weather catamaran, twin diesel propulsion engines

M2: 35 to 38 foot tough, waterjet propelled diesel catamaran

M3: 34 to 36 foot monohull design twin or triple outboard motors

Who Are Moose Boats Customers?

Moose boats serves and builds to specifications for various government agencies and commercial companies.

Fire and Rescue Boats

Emergency responder fireboats

Patrol Boats

Harbor security and Police/Law enforcement

Cargo, oil & gas spill-response, dive operations, research

Former Contracts with the Military – U.S. Navy, U.S. Coast Guard, U.S. Army, U.S. Department of Defense

Special Reports

MOOSE BOATS FIGHTS PORT FIRE AT BENICIA, CA

MOOSE BOATS FIGHT BIGGEST PIER FIRE OF 2021

MOOSE BOATS FIGHTS SAN FRANCISCO PIER 45 FIRE

Sales: 707.778.9828 x102 Office: 707.778.9828 Fax: 707-778-9827

1175 Nimitz Avenue, Suite 150, Vallejo, CA 94592 Office Hours: Mon-Fri 7am-4pm, closed noon-1pm

1175 Nimitz Avenue, Suite 120, Vallejo, CA 94592 707.762.7251

Moose Boats, LLC has been going strong since the year 2000, building the best custom designed aluminum diesel catamaran and monohull work boats for Fire & Rescue , Research, Dive, Sport, and Patrol & Harbor Security for the San Francisco Bay Area, West Coast and nationwide. All boats are available on GSA contract #47QSWA22D009E.

© Copyright 2012 - 2024 | Moose Boats, LLC. All rights reserved.

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BOAT MODELS

M1 – DIESEL WATERJET CATAMARAN 44′ TO 46′

M2 – DIESEL WATERJET/ OUTBOARD CATAMARAN 35′ TO 38′

M3 – OUTBOARD MONOHULL 34′ TO 36′

FIRE & RESCUE BOATS

PATROL BOATS

Send our inquiry form or give Moose Boats a call.

707.778.9828.

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• Spill Response
• Munson Built

Twenty eight reasons to buy a Munson

The 28’ Series is our most popular size and are individually customized for each client’s unique requirements and application.  Our 28’ Series is available in 8’6” beam or 10’ beam in both mono hull and catamaran designs.  Like all Munsons, the 28’ Series is designed and built to be worked hard and run into the ground.

Hundreds of 28’ Munsons are in operation all over the world, tolerating a beating that would destroy most boats.  The 28’ Series has been refined and finetuned to make it as functional and rough water capable as possible.  At Munson Boats, no compromises are made, no considerations are over-looked, no corners are cut. Ask any Munson Boat owner and they will tell you that no other welded aluminum boat is built like a Munson.

Our clients say it best…

“Our 28’ Munson Packcat performed like a charm and it exceeded our expectations. We are looking forward to utilizing this vessel in our programs for many years to come. “

Read Full Testimonial

Model: 28-72 Patrol

Lake Havasu, AZ: Lake Havasu Police selected this 28’ Packman as a patrol and dive/rescue vessel. Outfitting includes port and starboard dive doors, dive bottle racks, 500 lb. lifting davit and bow door dive ladder. A large canvas bimini top provides excellent shade protection during hot days. Additional outfitting includes a Garmin 8610xsv multifunction display, Whelen 100w siren, blue LED light bar, search light, solar battery charger, tow post and engine guard.

Specifications

Model: 28-71 Sport

Guemes Island, WA: This 28’ Packcat is used to enjoy all that the San Juan Islands have to offer. A Steelhead Marine crane with wireless controls allows for easy deployment of a Highfield aluminum hull dinghy from the cabin roof. Twin Honda 250’s are installed with Optimus 360 joystick controls with station hold capability. The pilot and co-pilot seats are installed on AirWave suspension bases. Additional outfitting includes a porta-potti, Scotty downriggers, davit with 12V windlass, cabin heater, SeaDek marine flooring, stereo and mooring bridle.

Model: 28-70 Utility

Kotzebue, AK: Western Arctic National Parklands encompass 12 million acres of pristine wilderness and coastline along the Chukchi Sea. The National Park Service uses this 28’ Packcat for transporting crew and ATV’s along the coast and river systems. Outfitting includes a heated cabin with seating for 8 persons, tow post, engine guard, spot light and LED light bar. Twin Suzuki 250 outboards are installed on hydraulic jack plates for navigating vast river systems within the park.

Model: 28-69 Fire

Palmetto, FL: The North River Fire District encompasses 82 square miles on the west coast of Florida.   Their 28’ Munson FB-516 is outfitted with a Darley 500 GPM fire pump with TFT Crossfire monitor and 2.5” and 1.5” hose discharges at the bow.   Additional outfitting includes a Flir M-324XP thermal imaging camera with dedicated display, Garmin navigation electronics and Mini Rad-V radiation detector.   Twin Yamaha 300’s are mounted on Bob’s Machine Shop hydraulic jack plates for extreme shallow draft operations.

Model: 28-68 Tender

The Netherlands: This 28’ Catamaran Tender was built to service a Damen Exploration Yacht. Outfitting includes a unique low profile roof top lifting system, port and starboard boarding doors, removable tow post, fuel transfer pump, fresh water wash down with shower wand, stereo, Garmin navigation suite, flip out pedestrian ramp on the bow door, 12v LED spot light, dive bottle rack, dive ladder, interceptor trim tabs,12v anchor windlass and hydraulic jack plates.

Model: 28-67 Research

Port Isabel, TX: The University of Texas Rio Grande Valley operates this 28’ Munson R/V Vaquero in their School of Marine Science. An 8’6” beam makes her easily trailerable and 16” draft allow her to navigate shallow coastal estuaries. The cabin includes a work station with CPU rack, head compartment and air conditioning.  Other outfitting includes fresh & raw water wash down systems, lifting davit, side dive door, dive ladder, and jack plates for shallow water operations.

Model: 28-66 Utility

Decatur Island, WA: Decatur Island is a small private island with a population of 71 residents that is only accessible by boat or plane. M/V Back Shack comfortably transports her owners and guests to and from their island home. The walk-through cabin is outfitted with seating for six passengers, forced air cabin heater, galley and head. Port and starboard side boarding doors make it easy to load at the dock. The cabin roof includes a davit with 12V winch for launching and retrieving an Achilles hard bottom dinghy.

Model: 28-65 Patrol

Kingston, NY: The NYSP Dive Team is the largest law enforcement public safety dive team in the United States. Their 28’ Munson includes a hydraulic bow door with two dive ladders, port & starboard side doors, tank rack for 8 dive bottles, davit, tow post and engine guard. The cabin is outfitted with forced air heater, rooftop air conditioner, black out shades and folding radar arch. Electronics include Garmin radar/plotter/sounder, Flir thermal imaging camera, back up camera and Mercury joystick piloting system with Skyhook digital anchor.

Model: 28-63 Sport

San Juan Islands, WA: World-class whale watching, kayaking, biking, and hiking are just part of what you find in the San Juan Islands. Specifically designed to provide transportation to a private island, this 28' Munson is outfitted with a side door, an external aft control station, head, heater, port and starboard bow lockers, 500lb capacity davit, removable flip out dive ladder, 6 "rocket launcher" style pipe rack, overhead rod storage rack, and a Suzuki 9.9 kicker motor.

Model: 28-61 Utility

Seattle, WA: The Lake Washington Ship Canal was completed in 1934 by the U.S. Army Corps of Engineers. It runs through the city of Seattle, connecting Lake Union and Lake Washington to Puget Sound via the Ballard Locks. The U. S Army Corps of Engineers still maintains this vital waterway, and their 28’ Munson is used for servicing the locks and maintaining the canal. Outfitting includes a fully enclosed wheelhouse, forced air heat, Garmin navigation package, D-rubber fendering, push knees, tow post, outboard motor guard, an Auto Crane 5500E telescoping crane, and 12v bow thruster.

Model: 28-60 Utility

Port Aransas, TX:  The University of Texas Marine Science Institute is the oldest and most significant marine research facility on the Texas coast. Their research unit emphasizes both basic and applied research aimed at understanding the biological, chemical and physical processes governing the coastal zone ecosystem. Outfitting on their 28’ Munson includes a flip up bench seating for 10 passengers, bow door dive ladder, davit, removable sorting table, spud pole, side boarding door, and jack plates for shallow water operations.

Model: 28-59 Utility

Eagle, AK: Yukon-Charlie Rivers National Preserve protects the undeveloped Charley River and a significant portion of the upper Yukon in east central Alaska. The National Park Service is responsible for this preserve and maintains a number of public use cabins and facilities along their 106 miles of river. Their 28’ Munson is used for transporting research teams to remote areas, as well as supplies and equipment which includes a Kawasaki Mule side by side. Outfitting includes an outboard motor guard, tow post, davit, and canvas enclosure to protect the operator.

Model: 28-58 Dive

Selkirk, Ontario:  Cooper Marine is a mobile hard hat diving operation servicing the Great Lakes area. Their 28’ Munson is trailerable, allowing them to rapidly deploy to anywhere in the Great Lakes. Outfitting includes a fully enclosed wheelhouse, forced air heat, LED flood lights, spot light, four (4) “K” dive bottle rack, hose trees for dive operation, side boarding door, removable dive ladder, outboard motor guard, tow post, and a 13,000 lb capacity galvanized trailer.

Model: 28-56 Utility

Naples, FL:  Collier County is known for its Paradise Coast of Naples, Marco Island & the Everglades.  Collier County Coastal Zone Management serves to protect, preserve and enhance its pristine coastal ecosystem and facilities. Their 28’ Munson is used for for servicing aids to navigation, diving, and environmental response.  Outfitting includes removable bow scaffolding, port & starboard dive doors, dive bottle rack, MaxiLift 1100 lb telescoping crane, tow post, motor guard and trailer.

Model: 28-55 Patrol

Fairfield, CA:  The Solano County Sheriff’s Office Marine Patrol Program provides public safety resources for 150 miles of navigable rivers, channels, and bays of the Sacramento / San Joaquin River delta. Their 28’ Munson is outfitted with dive bottle racks, side dive door, 2 dive ladders, anchor windlass, tow post, tow line reel, motor guard, davit, Whelen LED light bar, loud hailer, Simrad radar/plotter/sounder, Motorola dual band radio, and trailer.

Model: 28-54 Fire

Williamsburg, VA:  Camp Peary is a 9000 acre military reservation used for Armed Forces Experimental Training Activity under the Department of Defense.  Camp Perry Fire & EMS operates this 28’ Munson outfitted with a 500 GPM fire pump, walk-through cabin with heating & air conditioning, 5kw generator, dive bottle racks, dive ladder, Flir infrared camera, and Garmin radar/plotter/sounder.  A large double door on the cabin allows for easy entry of injured patients on a backboard.  The outboard motors are installed on hydraulic jack plates for shallow water operations.

Model: 28-52 Dive

Chicago, IL:  Collins Engineers, Inc. performs underwater inspections and construction support for projects throughout the United States.  Their 28’ Packcat dive boat is used for hydrographic surveying, bridge inspection, dredging engineering, and hydroelectric dam assessments.  Outfitting includes a heated cabin with diver control station, dive bottle racks, hose racks, side dive doors, anchor windlass, fresh water wash down, Lowrance HDS-12 plotter/sounder, hydrographic sonar mounts, 2800 watt inverter, and triple axle trailer.

Model: 28-50 Sport

Eliza Island, WA:   Located in Bellingham Bay, Eliza Island is a small private island with a population of 10 residents that is only accessible by boat or plane.  M/V Selkie comfortably transports her owners and guests to and from their island home.  The walk-through cabin is outfitted with seating for six passengers, forced air cabin heater, tinted windows and head compartment.  The main decks, bulwarks and gunwales are finished with Line-X non-skid coating.

Model: 28-49 Patrol

Colorado River, CA:  The San Bernardino County Sheriff’s Office Marine Enforcement Unit is responsible for law enforcement for 90 miles of the Colorado River, which sees nearly 17 million visitors a year.  The busy season begins during Spring Break and ends after Labor Day.  Their 28’ Munson is used for patrol, dive/rescue and emergency response operations.

Model: 28-46 Patrol

Flathead Lake, MT: Based out of Polson Montana on the south shore of Flathead Lake, the Lake County Sheriff patrols and protects the lake's many hunting and fishing destinations. The wheelhouse is outfitted to be functional and versatile. A bench locker on the port side provides plenty of storage for equipment and doubles as a EMS stretcher table. Heat is provided by a Webasto forced air heater. A pair of Honda's new 250 hp outboards put down an impressive top speed of 52 mph.

Model: 28-43 Sport

Sinclair Island, WA: Sinclair Island is located 5 miles north of Anacortes, WA. The island is about 1.5 square miles and is home to only a few private residents. M/V Home Run transports her owners to and from their island home. The wheelhouse features bronze windshield tint, a galley cabinet with fresh water sink, portable head, and a bench seat locker that converts to a berth. A motion-sensing vessel intruder alarm was installed to protect Home Run while in port.

Model: 28-42 Patrol

Stehekin, WA: The remote Stehekin Community lies on the upper north end of Lake Chelan within the North Cascades National Park Service Complex. The only access is a 50-mile trip by boat or float plane. The NPS uses their 28’ Munson for EMS/SAR, law enforcement and park transportation needs. Outfitting includes a walk-through cabin with seating 6 passengers, EMS bench for transporting injured patients, side boarding door, tow post and diesel cabin heater. Extra wide cabin doors are large enough to allow for backboard/litter entry in the cabin.

Model: 28-40 Sport

Kodiak, AK: Ugak Bay provides world class saltwater fishing for silver, king and pink salmon, halibut, lingcod and a variety of rock fish. AlpenView Lodge maintains a variety of boats to access these fisheries, the pride of which is the Captain K. The open back wheelhouse features a head compartment. Fishing equipment includes a rocket launcher rod rack, down rigger mounts, and a davit with 12V pot puller. Rod storage is provided by an overhead roof locker.

Model: 28-39 Sport

Juneau, AK: The M/V Kun' Re is used as a private island transport boat to service a remote property in Southeast Alaska. The wheelhouse features Webasto forced air diesel heat, a head compartment with flushing head, galley cabinet, and a convertible settee. The deck is rigged for fishing with rod holders lining the forward cabin roof and bow rails. The 12v anchor windlass and bow pulpit take the hassle out of setting the hook.

Model: 28-38 Utility

Fields Landing, CA: Humboldt Bay is the only deep-water port on California's North Coast, serving as a major transportation link between the Pacific Northwest and the entire world. The Harbor District operates their Munson during harbor maintenance and operation activities. Duties include transporting Harbor District personnel and associates to and from Harbor District job sites and support of local law enforcement during emergency response.

Model: 28-36 Dive

Seattle, WA: The NOAA Diving Program trains and certifies scientists, engineers and technicians to perform the variety of tasks that are carried out by NOAA underwater. Headquartered in Seattle, the program performs open water dive certification on Lake Washington. Coast Guard certified to carry 14 divers, their dive support vessel features roll control bottle racks, folding bench seats, LED flood lighting and large dive doors.

Model: 28-35 Utility

Sarasota, FL: Sarasota County Coastal Resources focuses on a number of shoreline interests, from maintenance of navigable waterways to shoreline enhancement and habitat restoration. To maintain aids to navigation they ordered their Munson with a special bow door platform and work table. This allows the crew to comfortably work on signs and beacons. A special pile grabber mounted on the bow door keeps the boat in place while working.

Model: 28-34 Utility

Jefferson, ME: Tishman Construction is one of the largest and most respected builders in the United States, with high profile projects including One World Trade Center. Tishman purchased a Munson stock model to support several port renovation projects in Maine. Special features include wire mesh cabin safety glass for tow protection; diesel cabin heat and windshield defrost. White cabin upholstery and interior paint perform well in warmer climates.

Model: 28-32 Water Taxi

Rockport, MA: The city of Rockport's M/V Thacher Island II transports up to 12 visitors at a time from the mainland to historic Thacher Island. Deck seating is provided by folding benches on the port and starboard hull sides. Special features include a Harken winch and line guide installed at the transom and special UHMW rollers on the bottom of the hull. The rollers allow Thacher Island II to be winched up a wooden ramp on the island for storage.

Model: 28-20 Research

Lacey, WA: The Washington State Department of Ecology use this boat is use as a shallow-water hydrographic survey and research vessel in Puget Sound, the Columbia River, and outer Washington coast. The wheelhouse features a workstation with room for computers and survey equipment. An enclosed head can accessed from the main deck. Survey transducers can be deployed via the moon pool on the aft deck.

Model: 28-14 Utility

Key West, FL: Almost 70 miles west of Key West lies the remote Dry Tortugas National Park. This 100 square mile park is mostly open water with seven small islands that are only accessible by boat or seaplane. The National Park Service selected this 28’ Munson Packcat to transfer personnel and equipment within the park. Outfitting includes flip-up bench seating for 8 passengers, fresh water washdown system, lifting davit with 12V windlass, tow post, dive bottle racks, side door and dive ladder. Twin Yamaha 200 outboards are installed on hydraulic jack plates for shallow water operations.

Model: 28-13 Survey

Glacier Bay, AK: Glacier Bay National Park is a highlight of Alaska's Inside Passage. It is home to rugged mountains, wild coastlines, and deep sheltered fjords The National Park & Preserve Service conducts a comprehensive program of scientific research and monitoring to ensure that Glacier Bay's natural and cultural resources are adequately protected. The wheelhouse features forced air cabin heat, a galley cabinet and sleeping for two.

Model: 28-6 Utility

Nome, AK: Nome is located on the south coast of the Seward Peninsula facing the Bering Sea. The city is the commercial hub of northwestern Alaska, as well as the site for the finish of the 1049-mile Iditarod Trail. The Port of Nome use their Munson while placing and retrieving buoys/anchor weighing 400 lbs., moving floating docks into position, inspecting pipeline systems, fuel spill containment and search and rescue.

Model: 28-3 OSR

Endicott, AK: Alaska Clean Seas protects the environment by providing effective response services to the Alaska North Slope Crude Oil Producers. OSR Endeavor is assigned to the BP operations and is tasked with transporting equipment, personnel, and boom deployment for near shore response operations. Special arctic features include storm covers for cabin windows and forced air cabin heat. Bow push knees are designed to align with those on recovery barges.

Model: 28-1 Sport

Bar Harbor, ME: The Munson line is very popular among island residents. Transporting cargo and passengers to island properties is usually the main purpose of their boats, but we understand that our owners like to do more than just commute. This Munson can haul building materials in the morning and scout great kayak and hiking spots in the afternoon. Special features include Line-X deck coating, kayak storage racks, and diesel cabin heat.

“I just wanted to say thank you for a great vessel and thanks for all the assistance you provided over the last few years with helping us design the vessel we needed. Our 28’ Munson Packcat performed like a charm and it exceeded our expectations. We are looking forward to utilizing this vessel in our programs for many years to come. A huge thank you as well to Justin Lagerwey. Justin is an excellent trainer, knows the vessel extremely well and was very patient with everyone in the class. He was able to answer all our questions and concerns and was willing to stay out with us as long as we wanted until we felt comfortable with the vessel. He is a true professional that does a superior job representing the Munson Boat Company. I will highly recommend you and Munson Boats to anyone in the future.””

Chris Collier County, Florida