Post by FNS on May 11, 2007 17:31:22 GMT -8
WELCOME ABOARD MY TIMELINE OF THE MUKILTEO-CLINTON RUN
Here I present you folks with a visual timeline of the Mukilteo-Clinton run, dating back to 1947 when the trusty Wooden-Electric CHETZEMOKA began serving this 2.6 mile service.
As you can see, not one single ferry was exactly alike on the Mukilteo run. Even today's ferries have some differences.
1947-1950
The Mukilteo-Clinton run basically had the CHETZEMOKA, BAINBRIDGE, and KITSAP. Either all serving together or as assigned whenever. It was during this time when the ferries were operating for the Black Ball Line, more formally known as the Puget Sound Navigation Company.
1951-1953
The State of Washington took over the operations and about 80 percent of PSN's ferries on June 1, 1951. PSN took the BAINBRIDGE to Canada along with the CHINOOK, CITY OF SACRAMENTO, and QUILLAYUTE. Washington State Ferries placed the neat little old LESCHI alongside the CHETZEMOKA. There's been writeups that the KITSAP was on Hood Canal's Lofall-South Point run this time period. But, she has been on the Mukilteo run as well and photos show the KITSAP and LESCHI working together. So, this is the only way I can get the KITSAP on this timeline with her green and white colors as during the rest of the 1950s she was on Hood Canal and then down at Astoria in the 1960s.
1954-1958
After the Chesapeake Bay Bridge was opened to traffic in Maryland, two ripe ferries were brought over to Puget Sound via Panama Canal. These were the GOVERNOR NICE and GOVERNOR O'CONOR. After some work and new names of OLYMPIC and RHODODENDRON, these started work for WSF. The OLY's work at Clinton started in 1954 and the CHETZEMOKA became second vessel. The LESCHI was usually the third vessel. The RHODY worked on Hood Canal.
1959-1961
Old Glory gets a makeover as two new States were added to the United States of America: Alaska and Hawaii.
1962-1964
The new Hood Canal Bridge opened to traffic in late 1961. After the refit season, the Mukilteo run settled with the RHODODENDRON, OLYMPIC, and CROSLINE. The CHETZEMOKA took a several year holiday from this run and served in the San Juans. WSF gave the LESCHI another assignment.
1965-1965
The LESCHI returned and the CROSLINE went elsewhere.
1966-1969
The Mukilteo-Clinton run basically had the RHODODENDRON, OLYMPIC, and the CHETZEMOKA. At this time, the RHODY's galley end touched Clinton and the OLY's touched Mukilteo. The RHODY's car deck originally featured wire reinforced glass in the portholes. The OLYMPIC's original square car deck windows were replaced with ones exactly like the Steel-Electrics. From 1967 during this time period, the former South Puget Sound ferry SKANSONIA added service as fourth ferry.
1970-1972
A "new" addition to the WSF fleet commenced service on this run. Originally named CROWN CITY in San Diego service, the KULSHAN started on the Mukilteo run in December of 1969. The RHODODENDRON was the second vessel. The OLYMPIC was third. The OLY's galley was closed then and collected dust. The RHODY was the only food ferry on this run until 1978. The CHETZEMOKA made appearances as a fourth ferry during this time period. Harre Demoro states on page 64 in his book "Evergreen Fleet" that WSF never figured out how to install a coffee machine in the KULSHAN's small cabin (smoking end touched Mukilteo, non-smoking end touched Clinton).
1973-1977
When Olympic Ferries closed their Port Townsend-Keystone service in 1972, WSF took it over (WSF did not take in Olympic Ferries' MV SAN DIEGO). WSF inaugurated its presence on the Keystone run in the Summer of 1973 with the OLYMPIC. By then, the new Jumbos SPOKANE and WALLA WALLA entered the fleet. The SPOKANE entered service on the Bainbridge run and the KALEETAN went north to the Edmonds-Kingston run. Kingston's TILLIKUM went to Vashon Island to be with sister KLAHOWYA and the trusty QUINAULT. The WALLA WALLA began her career at Anacortes, displacing the "Old Reliable" MV VASHON. The VASHON filled the void of the departed OLYMPIC on the Mukilteo run and was a neat vessel to ride with all those neat working parts of her engine which were viewable from her Main Deck. Her galley never served food this time period and her antique equipment collected dust. The Wooden-Electrics CHETZEMOKA, KEHLOKEN, and KLAHANIE were retired in the early part of this time period. WSF did figure out how to install a coffee machine in the KULSHAN's cabin by ripping out a bit of the non-smoking room's seating, next to the drinking fountain. Almost everytime I rode the KULSHAN, tape covered the coin drop and the machine was out of order. Her cabin shook sideways, more noticeably on her bridge. You could also hear the bells of the telegraphs and the cable overhead in the cabin, which was rather neat. The glass in the RHODY's car deck portholes were removed during this time.
1978-1978
Programs changed as more space was needed on some runs. The VASHON was given a new paint job, a new pair of radars, and a revised galley and returned to the San Juans. The NISQUALLY departed the San Juans for the Kingston run. The ILLAHEE was moved from Kingston to Clinton and became the finest ferry ever to serve this run (by this time she had a gold stripe on her stack). The RHODY went north to Keystone, and the OLY returned to Clinton (her galley had just been dusted off and was serving hot dogs again, this time her galley end touches Clinton). During her earlier guest appearances and this new firm summer assignment, the ILLAHEE's galley end had been touching Clinton. Also, notice the change in the KULSHAN's lifesaving and rescue equipment during this time.
1979-1979
In 1979, the ILLAHEE was rotated and her galley end touched Mukilteo (just what the current ferries of today do).
1980-1980
After the sinking of the west half of the Hood Canal Bridge by a major wind storm in February of 1979, WSF began working on restoring service on the Lofall-South Point run. 1979 saw the use of a passenger ferry on the Lofall run and an orange self propelled double-ended ramped barge, aptly named BEACH GIRL, for beach to beach service for commercial traffic out of Port Gamble. After ferry docks were finally set for service on the Lofall run, WSF unsuccessfully tried a tug and barge service, eventually settled with tried and true ferries. The KULSHAN said goodbye to printed schedule service on the Mukilteo run and went to Hood Canal, joining the TILLIKUM there for the bulk of 1980. The New ISSAQUAH II entered service at Vashon Island, and the NISQUALLY joined the ILLAHEE and OLYMPIC on the Mukilteo run (the NISQUALLY spent 1979 serving with the QUINAULT and KLAHOWYA on the Vashon Island run).
A DOCKSLAMMING BECOMES AN HISTORICAL STEEL-ELECTRIC MOMENT
A 1980 incident, caused by the NISQUALLY, turned out to be an historic moment in Puget Sound maritime history and the OLYMPIC's most embarrassing moment in the act. This happened on a Wednesday in October of 1980. October 8, 1980, to be exact. The NISQUALLY rammed the Mukilteo dock after the morning rush. The damage was enough to close the terminal and send the ferries down to Edmonds. The 14 minute crossing became a 55 minute cruise. Other vessels at Clinton this day were the ILLAHEE and OLYMPIC. The NISQUALLY was not damaged enough to set her telegraphs at "Finished With Engines" and worked with the ILLAHEE on the Edmonds detour. The afternoon arrived and the OLYMPIC was ready to do her extra trips. She went south to Edmonds empty. When she arrived, she could not fit the dock! She and the RHODODENDRON were fitted with bows that originally had a greater radius than the ones on the Sound. Typical wide radius of those in New York. The ferry docks on the Whidbey runs were compatible to both bow radiuses. The OLYMPIC was helpless that afternoon and went back to Clinton. The next day, a crew was sent to Anacortes to bring down the KLICKITAT, which was unaffected by a printed schedule in the Fall Timetable. This would be quite a reunion of the Steel-Electrics since their arrival from San Francisco Bay. This would probably be the only time you would see up to THREE STEEL-ELECTRICS on a single run here on Puget Sound. The QUINAULT was preoccupied with a printed schedule at Vashon Island and couldn't join the party It was back to normal on the Friday. KLICKITAT went back north and the OLYMPIC was back in business handling the Whidbey loads with the ILLAHEE and NISQUALLY on the Columbus Day holiday weekend.
MARYLAND SISTERS GET BOWS FIXED
It would be about 1984 when WSF finally figured out how to fix the bows of the Maryland sisters. Extensions were welded at each end to give their bows a sharper radius. They began to flex their freedom as they could fit all docks now. The OLY served mostly at Point Defiance, but also made appearances on the Fauntleroy, Edmonds, Whidbey, and Anacortes runs. The RHODY served the San Juans in 1984, back at Port Townsend in 1985, out of service in 1986 until the early 1990s. All overall 207-foot (OLYMPIC) and 226-foot (RHODODENDRON) measurements mentioned in books and websites are no longer valid as these vessels are about ten or so feet longer with the extensions. This is also why you see such an overhang over their bows.
1981-1981
Another new ISSAQUAH-Class ferry entered service and was paired with the TILLIKUM on Hood Canal in 1981. The KULSHAN returned to Clinton as third ferry and the OLYMPIC went north to be with the RHODY on the Keystone run, establishing WSF's first ever two-vessel service there.
1982-PRESENT
It was decided to start placing new ferries on the Mukilteo run. For this, Mukilteo dock had to get an extreme makeover. For two months in 1982, the dock was extended out over deeper water for the deeper drafts of the new ferries. Edmonds became South Whidbey's gateway. The new CATHLAMET and KITTITAS began serving Whidbey islanders making 40-minute trips on the detour. WSF took advantage of the OLYMPIC's wide bow radius and built a dock at one end of her for use by a passenger ferry to Mukilteo (WSF replaced a crew ramp at a tie up slip with one best suited for public use to transfer them to the made-fast OLY and to the passenger ferry). The big Superferry HYAK paid a visit one weekend on the detour (the author of this timeline rode her). After Mukilteo dock was reopened, the CATHY and KITTY have been mainly serving Whidbey islanders ever since. They also inaugurated elevator service on this run.
CHANGES TO THE KULSHAN
The KULSHAN was retired after 1981 and went to New York as GOVERNOR for the US Coast Guard. In this above illustration, many changes were made as the USCG installed a new lounge at one side, added a counterbalance siding on the other side, replaced the lifesaving and navigation lighting system, replaced the solid bridge bulwark with steel tubular rails, et al.
KULSHAN (NOW GOVERNOR) IN SERVICE FOR THE US COAST GUARD
After her reworking was done, the GOVERNOR began taking turns on the Lower Manhattan (New York City) - Governors Island run for the US Coast Guard. Her fleet mates there were the 1956 MV COURSEN (named after Lt. Samuel S. Coursen), the 1956 MV MINUE (named after Pvt. Nicholas Minue), and the 1947 MV TIDES (originally operated for Electric Ferries on the Staten Island - Brooklyn run). All, including the GOVERNOR, are diesel-electric. In 1957, Her Majesty Queen Elizabeth II used the COURSEN in her visit to New York City. The COURSEN was used in 1988 by Mikhail Gorbachev as he met President Ronald Reagan on Governors Island (the Russian leader refused to fly in a helicopter and opted to ride a genuine American ferry instead). This US Coast Guard base was closed in the 1990s and the COURSEN still serves this historical site for all interested folks to see.
MORE CHANGES TO THE KULSHAN (NOW GOVERNOR)
By the time this vessel reached Massachusetts, she had two more radars installed. The counterbalance siding was removed for one reason or another. More changes to her lifesaving equipment was done. She now sees herself backing up the new MV ISLAND HOME and the MV MARTHA'S VINEYARD on the run between Woods Hole and Vineyard Haven, MA, for the Steamship Authority. The SSA kept most of the original USCG changes.
KULSHAN'S CURRENT FLEET MATES
The former Mukilteo ferry KULSHAN (GOVERNOR) in her current role is to support the Vineyard service provided by the above ferries:
The 255-foot Seattle-designed MV ISLAND HOME entered service in 2007 after her delayed newbuilding by VT Halter Marine Inc, of Moss Point, MS. She barely survived Hurricane Katrina with her modules scattered all over the place. She is home safe after a voyage around the Florida Keys, changing ends each day. Designed by the Elliott Bay Design Group, she carries 60 to 76 cars and has stowable tween decks.
The 230-foot MV MARTHA'S VINEYARD was built by the Atlantic Marine shipyard of Jacksonville, FL. She entered service in 1993.
FUTURE OF THE MUKILTEO-CLINTON RUN
New 144-car ferries are due for arrival soon on the Mukilteo-Clinton run. Hopefully, one of these will be named MV CHETZEMOKA II. The name of the second one should be MV LESCHI II. Both older ones worked on this run together for many years. Let's see recognition due for these classic gems of Puget Sound maritime history with the naming and pairing of their new successors. Name the next one MV ENETAI II for the Bremerton run after the legendary workhorse that worked there from the 1940s through the 1960s. MV QUILLAYUTE II is a good name for a northern vessel and assign this one to the San Juans. These new ferries will have an elevator at each end, just what you see on a few British Columbia ferries. A revised or a new dock is due soon at Mukilteo with access to Everett-Seattle Sounder commuter trains. The spacious cabins on these ferries will see great use by more foot passengers going to and from work aboard the trains.
THIS TIMELINE CONTINUES...
We may see changes on the Mukilteo-Clinton run in the years ahead. Stay tuned!!!!
Here I present you folks with a visual timeline of the Mukilteo-Clinton run, dating back to 1947 when the trusty Wooden-Electric CHETZEMOKA began serving this 2.6 mile service.
As you can see, not one single ferry was exactly alike on the Mukilteo run. Even today's ferries have some differences.
1947-1950
The Mukilteo-Clinton run basically had the CHETZEMOKA, BAINBRIDGE, and KITSAP. Either all serving together or as assigned whenever. It was during this time when the ferries were operating for the Black Ball Line, more formally known as the Puget Sound Navigation Company.
1951-1953
The State of Washington took over the operations and about 80 percent of PSN's ferries on June 1, 1951. PSN took the BAINBRIDGE to Canada along with the CHINOOK, CITY OF SACRAMENTO, and QUILLAYUTE. Washington State Ferries placed the neat little old LESCHI alongside the CHETZEMOKA. There's been writeups that the KITSAP was on Hood Canal's Lofall-South Point run this time period. But, she has been on the Mukilteo run as well and photos show the KITSAP and LESCHI working together. So, this is the only way I can get the KITSAP on this timeline with her green and white colors as during the rest of the 1950s she was on Hood Canal and then down at Astoria in the 1960s.
1954-1958
After the Chesapeake Bay Bridge was opened to traffic in Maryland, two ripe ferries were brought over to Puget Sound via Panama Canal. These were the GOVERNOR NICE and GOVERNOR O'CONOR. After some work and new names of OLYMPIC and RHODODENDRON, these started work for WSF. The OLY's work at Clinton started in 1954 and the CHETZEMOKA became second vessel. The LESCHI was usually the third vessel. The RHODY worked on Hood Canal.
1959-1961
Old Glory gets a makeover as two new States were added to the United States of America: Alaska and Hawaii.
1962-1964
The new Hood Canal Bridge opened to traffic in late 1961. After the refit season, the Mukilteo run settled with the RHODODENDRON, OLYMPIC, and CROSLINE. The CHETZEMOKA took a several year holiday from this run and served in the San Juans. WSF gave the LESCHI another assignment.
1965-1965
The LESCHI returned and the CROSLINE went elsewhere.
1966-1969
The Mukilteo-Clinton run basically had the RHODODENDRON, OLYMPIC, and the CHETZEMOKA. At this time, the RHODY's galley end touched Clinton and the OLY's touched Mukilteo. The RHODY's car deck originally featured wire reinforced glass in the portholes. The OLYMPIC's original square car deck windows were replaced with ones exactly like the Steel-Electrics. From 1967 during this time period, the former South Puget Sound ferry SKANSONIA added service as fourth ferry.
1970-1972
A "new" addition to the WSF fleet commenced service on this run. Originally named CROWN CITY in San Diego service, the KULSHAN started on the Mukilteo run in December of 1969. The RHODODENDRON was the second vessel. The OLYMPIC was third. The OLY's galley was closed then and collected dust. The RHODY was the only food ferry on this run until 1978. The CHETZEMOKA made appearances as a fourth ferry during this time period. Harre Demoro states on page 64 in his book "Evergreen Fleet" that WSF never figured out how to install a coffee machine in the KULSHAN's small cabin (smoking end touched Mukilteo, non-smoking end touched Clinton).
1973-1977
When Olympic Ferries closed their Port Townsend-Keystone service in 1972, WSF took it over (WSF did not take in Olympic Ferries' MV SAN DIEGO). WSF inaugurated its presence on the Keystone run in the Summer of 1973 with the OLYMPIC. By then, the new Jumbos SPOKANE and WALLA WALLA entered the fleet. The SPOKANE entered service on the Bainbridge run and the KALEETAN went north to the Edmonds-Kingston run. Kingston's TILLIKUM went to Vashon Island to be with sister KLAHOWYA and the trusty QUINAULT. The WALLA WALLA began her career at Anacortes, displacing the "Old Reliable" MV VASHON. The VASHON filled the void of the departed OLYMPIC on the Mukilteo run and was a neat vessel to ride with all those neat working parts of her engine which were viewable from her Main Deck. Her galley never served food this time period and her antique equipment collected dust. The Wooden-Electrics CHETZEMOKA, KEHLOKEN, and KLAHANIE were retired in the early part of this time period. WSF did figure out how to install a coffee machine in the KULSHAN's cabin by ripping out a bit of the non-smoking room's seating, next to the drinking fountain. Almost everytime I rode the KULSHAN, tape covered the coin drop and the machine was out of order. Her cabin shook sideways, more noticeably on her bridge. You could also hear the bells of the telegraphs and the cable overhead in the cabin, which was rather neat. The glass in the RHODY's car deck portholes were removed during this time.
1978-1978
Programs changed as more space was needed on some runs. The VASHON was given a new paint job, a new pair of radars, and a revised galley and returned to the San Juans. The NISQUALLY departed the San Juans for the Kingston run. The ILLAHEE was moved from Kingston to Clinton and became the finest ferry ever to serve this run (by this time she had a gold stripe on her stack). The RHODY went north to Keystone, and the OLY returned to Clinton (her galley had just been dusted off and was serving hot dogs again, this time her galley end touches Clinton). During her earlier guest appearances and this new firm summer assignment, the ILLAHEE's galley end had been touching Clinton. Also, notice the change in the KULSHAN's lifesaving and rescue equipment during this time.
1979-1979
In 1979, the ILLAHEE was rotated and her galley end touched Mukilteo (just what the current ferries of today do).
1980-1980
After the sinking of the west half of the Hood Canal Bridge by a major wind storm in February of 1979, WSF began working on restoring service on the Lofall-South Point run. 1979 saw the use of a passenger ferry on the Lofall run and an orange self propelled double-ended ramped barge, aptly named BEACH GIRL, for beach to beach service for commercial traffic out of Port Gamble. After ferry docks were finally set for service on the Lofall run, WSF unsuccessfully tried a tug and barge service, eventually settled with tried and true ferries. The KULSHAN said goodbye to printed schedule service on the Mukilteo run and went to Hood Canal, joining the TILLIKUM there for the bulk of 1980. The New ISSAQUAH II entered service at Vashon Island, and the NISQUALLY joined the ILLAHEE and OLYMPIC on the Mukilteo run (the NISQUALLY spent 1979 serving with the QUINAULT and KLAHOWYA on the Vashon Island run).
A DOCKSLAMMING BECOMES AN HISTORICAL STEEL-ELECTRIC MOMENT
A 1980 incident, caused by the NISQUALLY, turned out to be an historic moment in Puget Sound maritime history and the OLYMPIC's most embarrassing moment in the act. This happened on a Wednesday in October of 1980. October 8, 1980, to be exact. The NISQUALLY rammed the Mukilteo dock after the morning rush. The damage was enough to close the terminal and send the ferries down to Edmonds. The 14 minute crossing became a 55 minute cruise. Other vessels at Clinton this day were the ILLAHEE and OLYMPIC. The NISQUALLY was not damaged enough to set her telegraphs at "Finished With Engines" and worked with the ILLAHEE on the Edmonds detour. The afternoon arrived and the OLYMPIC was ready to do her extra trips. She went south to Edmonds empty. When she arrived, she could not fit the dock! She and the RHODODENDRON were fitted with bows that originally had a greater radius than the ones on the Sound. Typical wide radius of those in New York. The ferry docks on the Whidbey runs were compatible to both bow radiuses. The OLYMPIC was helpless that afternoon and went back to Clinton. The next day, a crew was sent to Anacortes to bring down the KLICKITAT, which was unaffected by a printed schedule in the Fall Timetable. This would be quite a reunion of the Steel-Electrics since their arrival from San Francisco Bay. This would probably be the only time you would see up to THREE STEEL-ELECTRICS on a single run here on Puget Sound. The QUINAULT was preoccupied with a printed schedule at Vashon Island and couldn't join the party It was back to normal on the Friday. KLICKITAT went back north and the OLYMPIC was back in business handling the Whidbey loads with the ILLAHEE and NISQUALLY on the Columbus Day holiday weekend.
MARYLAND SISTERS GET BOWS FIXED
It would be about 1984 when WSF finally figured out how to fix the bows of the Maryland sisters. Extensions were welded at each end to give their bows a sharper radius. They began to flex their freedom as they could fit all docks now. The OLY served mostly at Point Defiance, but also made appearances on the Fauntleroy, Edmonds, Whidbey, and Anacortes runs. The RHODY served the San Juans in 1984, back at Port Townsend in 1985, out of service in 1986 until the early 1990s. All overall 207-foot (OLYMPIC) and 226-foot (RHODODENDRON) measurements mentioned in books and websites are no longer valid as these vessels are about ten or so feet longer with the extensions. This is also why you see such an overhang over their bows.
1981-1981
Another new ISSAQUAH-Class ferry entered service and was paired with the TILLIKUM on Hood Canal in 1981. The KULSHAN returned to Clinton as third ferry and the OLYMPIC went north to be with the RHODY on the Keystone run, establishing WSF's first ever two-vessel service there.
1982-PRESENT
It was decided to start placing new ferries on the Mukilteo run. For this, Mukilteo dock had to get an extreme makeover. For two months in 1982, the dock was extended out over deeper water for the deeper drafts of the new ferries. Edmonds became South Whidbey's gateway. The new CATHLAMET and KITTITAS began serving Whidbey islanders making 40-minute trips on the detour. WSF took advantage of the OLYMPIC's wide bow radius and built a dock at one end of her for use by a passenger ferry to Mukilteo (WSF replaced a crew ramp at a tie up slip with one best suited for public use to transfer them to the made-fast OLY and to the passenger ferry). The big Superferry HYAK paid a visit one weekend on the detour (the author of this timeline rode her). After Mukilteo dock was reopened, the CATHY and KITTY have been mainly serving Whidbey islanders ever since. They also inaugurated elevator service on this run.
CHANGES TO THE KULSHAN
The KULSHAN was retired after 1981 and went to New York as GOVERNOR for the US Coast Guard. In this above illustration, many changes were made as the USCG installed a new lounge at one side, added a counterbalance siding on the other side, replaced the lifesaving and navigation lighting system, replaced the solid bridge bulwark with steel tubular rails, et al.
KULSHAN (NOW GOVERNOR) IN SERVICE FOR THE US COAST GUARD
After her reworking was done, the GOVERNOR began taking turns on the Lower Manhattan (New York City) - Governors Island run for the US Coast Guard. Her fleet mates there were the 1956 MV COURSEN (named after Lt. Samuel S. Coursen), the 1956 MV MINUE (named after Pvt. Nicholas Minue), and the 1947 MV TIDES (originally operated for Electric Ferries on the Staten Island - Brooklyn run). All, including the GOVERNOR, are diesel-electric. In 1957, Her Majesty Queen Elizabeth II used the COURSEN in her visit to New York City. The COURSEN was used in 1988 by Mikhail Gorbachev as he met President Ronald Reagan on Governors Island (the Russian leader refused to fly in a helicopter and opted to ride a genuine American ferry instead). This US Coast Guard base was closed in the 1990s and the COURSEN still serves this historical site for all interested folks to see.
MORE CHANGES TO THE KULSHAN (NOW GOVERNOR)
By the time this vessel reached Massachusetts, she had two more radars installed. The counterbalance siding was removed for one reason or another. More changes to her lifesaving equipment was done. She now sees herself backing up the new MV ISLAND HOME and the MV MARTHA'S VINEYARD on the run between Woods Hole and Vineyard Haven, MA, for the Steamship Authority. The SSA kept most of the original USCG changes.
KULSHAN'S CURRENT FLEET MATES
The former Mukilteo ferry KULSHAN (GOVERNOR) in her current role is to support the Vineyard service provided by the above ferries:
The 255-foot Seattle-designed MV ISLAND HOME entered service in 2007 after her delayed newbuilding by VT Halter Marine Inc, of Moss Point, MS. She barely survived Hurricane Katrina with her modules scattered all over the place. She is home safe after a voyage around the Florida Keys, changing ends each day. Designed by the Elliott Bay Design Group, she carries 60 to 76 cars and has stowable tween decks.
The 230-foot MV MARTHA'S VINEYARD was built by the Atlantic Marine shipyard of Jacksonville, FL. She entered service in 1993.
FUTURE OF THE MUKILTEO-CLINTON RUN
New 144-car ferries are due for arrival soon on the Mukilteo-Clinton run. Hopefully, one of these will be named MV CHETZEMOKA II. The name of the second one should be MV LESCHI II. Both older ones worked on this run together for many years. Let's see recognition due for these classic gems of Puget Sound maritime history with the naming and pairing of their new successors. Name the next one MV ENETAI II for the Bremerton run after the legendary workhorse that worked there from the 1940s through the 1960s. MV QUILLAYUTE II is a good name for a northern vessel and assign this one to the San Juans. These new ferries will have an elevator at each end, just what you see on a few British Columbia ferries. A revised or a new dock is due soon at Mukilteo with access to Everett-Seattle Sounder commuter trains. The spacious cabins on these ferries will see great use by more foot passengers going to and from work aboard the trains.
THIS TIMELINE CONTINUES...
We may see changes on the Mukilteo-Clinton run in the years ahead. Stay tuned!!!!
Will you be doing this for the other routes?
