Like a lot of offshore vessel owners, David Skansi wanted a "little extra" designed
into his 160-ft. supply boat and its 170-ft. sister vessel. "I wanted to offer my
customers a state-of the-art vessel with some things the "other guys" could not
easily match," Skansi said. Skansi is president of Skansi Marine, New Orleans, La.
The team of Matt Kawasaki of Design Associates, Slidell, La., and the brothers Rusty
and Kenny Bosarge, owners of Boconco Shipyard, Bayou La Batre, AL., gave Skansi a
superior boat with the latest design elements.
For example, the hull is longitudinally framed rather than transversally. This
resulted in a weight reduction of bulkheads from 78 to 15 tons
without any loss in strength. This has saved not only the
weight of bulkheads, but increases cargo-carrying capacity and
reduces the subdivisions in the mud tanks making them much
easier to clean, Skansi reports.
The second major feature of the Meg L. Skansi is that it is equipped with a DP-0 system
that is integrated with the steering and engine alarm system.
Very few supply vessels of this size have dynamic positioning
systems. A DP-0 package gives the vessel many of the
capabilities of DP-1 and DP-2 systems without the extra
thrusters, generators and other components. The more advanced
DP systems offer considerable redundancy, but at greater cost.
Engine Monitor Inc., of Harahan, La., supplied the total
navigation, communication, steering and engine alarm systems
integrated into a seamless package.
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The vessel engine package is IMO-compliant by Cummins featuring a pair of 850 hp Cummins
KT-38's for main propulsion, two Cummins 6CT8.3 gensets
cranking out 99 KW each and a Cummins N-14 providing 360 hp to
drive a bow thruster. All engines supplied by Cummins
Mid-South, Kenner, La.
The Meg L. Skansi has below deck tankage of 50,000 gallons of fuel, 1,500 barrels of liquid mud
and 40,000 gallons of cargo water. The 10-ft. longer sister
vessel will have slightly larger liquid tanks and also have
room for 21,000 gallons of methanol.
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