MADONNA CHRISTENED!

Karen Jess smiles upon successfully breaking champagne bottle on the
Madonna's second deck   She was coached by Project Supervisor Steve
Propsom (alongside) and Foreman Dan Petersilka.  In keeping with safety 
protocol, Karen wore protective glasses and gloves.   All
event participants and workers wore masks, a Fincantieri company
requirement since early May. (Purinton photo)

Detroit Harbor, Washington Island -

The new Washington Island Ferry Madonna was properly blessed and christened at the Fincantieri Bay Shipbuilding facility Monday, June 29, before a crowd of several hundred masked and socially scattered workers.  They were joined by approximately 60 invited guests, many of whom were key in the vessel's development and construction.

Rev. James Reiff, pastor at St. John's Lutheran Church near Oshkosh, and a former pastor at Trinity Lutheran Church, Washington Island in the early 1980s, provided the christening blessing.  Karen Jess of Washington Island did the honors by breaking a champagne bottle upon the new, 124-foot Madonna.

Rev. James E. Reiff, who provided the christening blessing,
with Fincantieri Bay Shipbuilding Vice President and
General Manager Todd Thayse.

Karen and her late husband Butch Jess, along with Rev. Reiff, commissioned a model of the Ole Christiansen schooner Madonna as a memorial to Kelly Jess, who lost his life to cancer at the age of 14, in 1980.  That ship model has hung high in the center of the nave in Trinity since 1981.  It was that model, and the historical connection with Ole Christiansen's Island trading enterprise, that brought about the decision to name the new ferry Madonna.

Several Fincantieri workforce on uppermost deck
during Monday's christening event at Bay Shipbuilding.
Setting was both dramatic and colorful, flanked with large
lake ships on either side.
(Helen Bacon photo)

Yesterday's event at Bay Shipbuilding came at a late moment in the construction of the Madonna. She is about 95% complete.  The christening celebrated the multi-skilled workforce of Fincantieri Bay Shipbuilding, and also contributions by key product vendors and service providers.  As an example, there were representatives of Seacraft Design (Mark Pudlo, Naval Architect), Nicolet Bank, and Palmer Johnson Power Systems (Twin Disc gears) present.   Ferry Captains Joel Gunnlaugsson and Erik Foss were also on hand, as were each of the Ferry Line's Directors, plus many owners and representatives of the Richter family.

Hoyt Purinton, Ferry Line President, thanked
the many people responsible for a high
quality vessel, including members of the
local U. S. Coast Guard Marine Safety Office
who inspect and assure quality in compliance
with federal guidelines for domestic
small passenger vessels.
(Helen Bacon photo)

Monday's christening ceremony also provided an opportunity to publicly describe the successful conclusion of building a specialized product for local use, the third WIFL ferry built at Bay Shipbuilding since 1970, and the seventh in a string of ferries going back to 1950 with the C. G. Richter.  Each were built by Sturgeon Bay shipbuilders and designed by Sturgeon Bay naval architects.

Rich Ellefson followed the Madonna project
closely from day  one as on-site
Company representative.  He came to know
many of Bay Ship's workers and supservisors,
and to respect their expertise in shipbuilding.
(Helen Bacon photo)

Bay Ship's work list has a few items left to tie up, including installation of a hydraulic steering pump, a specialized (not an off-the-shelf item) pump that must mate with one of the Caterpillar main engine drives.  This pump will supply  proper flow and pressure to steering rams and components.

When completed, this task is expected to be followed with a U. S. Coast Guard underway sea trial, and upon acceptance, a Certificate of Inspection.  The new ferry should be ready to sail north to Detroit Harbor sometime in the next two-to-three weeks.  

In the meantime, out of Detroit Harbor the remaining four ferries of the WIFL fleet now sail the Door at half-hour intervals.  Since Friday the 26th, the more frequent ferry "summer" schedule has been implemented.

Over the past several weeks, vehicular traffic, along with some bicyclists and a handful of "walk-ons," has shown great promise in picking up the Island's tourism season at a critical time.

We hope that the numbers of Island guests plus residents will follow prescribed and sensible measures, helping to limit the possibilities for Coronavirus spread.  Wisconsin and Washington Island in their rather concentrated tourism season will need everything to go right in order to bring economic success to businesses relying on solid numbers.

-  Dick Purinton

WIFL CHRISTENINGS - PART II

Fortunately many good photographers were on hand
when the Arni J. Richter was christened at the Island
dock May23, 2003.  This one was taken by Bruce McKay
and captured the Island Festival Chorus, led by Dan Hansen, 
 and the Festival Orchestra, led by Stephen Colburn.

Detroit Harbor, Washington Island -

We've covered considerable ground reminiscing about Washington Island Ferry Line christenings.  Our previous blog (June 23) brought us to the ferry Washington's christening in June 1989.

The Washington design was much different than any previous WIFL ferries by incorporating a large upper deck, and a "sun deck" above that, supported by both the side curtain structure and the pedestal - or trunk - located at the vessel centerline.  Fore and aft stairways offered access to upper deck spaces, including the pilot house that was elevated several feet above the passenger deck for best pilot visibility.  As with any design, kinks needed to be worked out.  Those that could not, or would not, accept modification became something we've gotten used to over time.

As an example, the 100-ft. auto deck length allows a rather easy five vehicles per lane, with four lanes, for a total of 20 vehicles.  If there are a good number of small cars, that totalcould be increased to 21 autos without too much strain.   However, those lanes squeezed alongside the center trunk tended to be narrow.  When loading large or bulky vehicles, two cannot be parked side-by-side.  Large campers, straight trucks, or semis would automatically reduce vehicle capacity in those lanes.   For semi trucks it is often a tricky maneuver to get the truck's last set of wheels as far outboard as possible, so that rear sets of wheels will track through the ramp opening during the unloading process.  Overhead dimensions were meant to accommodate standard semi trailer heights, but we soon found out that many newer over-the-road trucks pushed 70 feet in length and occasionally exceeded 13'-6" in height.  Sprinkler heads located on the main deck overhead have often been raked by those high trucks, requiring replacement.

But overall, this ferry proved to be a great addition to the fleet.

Ferry Arni J. Richter

After the one-time experiment with a center pedestal design on the Washington, in 2002 we began considering a new ferry design that reverted back to a main deck superstructure, this one tucked as tightly to starboard as possible.   This enclosure included a main deck passenger cabin, a unisex head, fore and aft stairs, an engine room access - all within that starboard structure.  While there would be two car slots forward and to starboard, the remainder of the vehicle deck had ample width for three lanes, 104 ft.  x 10-ft. width, each lane.  Vehicle loads could now consistently reach 18 units, even when a couple of straight trucks, boats on trailers, or campers boarded the ferry.

A most important feature of the new Arni J. Richter was its intended use in winter. Adequate cabin and pilot house heat (also AC), insulation and tight windows, helped support that.  Main propulsion would require ample horsepower, with stout framing, heavy propeller shafts, and stainless, ice-class propellers. Heavy rudders followed behind them.

Naming the 2003 ferry for its owner and president of many years was a foregone conclusion.  Arni Richter and his father, Carl, had purchased two wooden ferries in 1940 from William Jepson.  Over 60 years later, Arni was still intimately involved with the company, and he offered many suggestions in design and detail (some taken, some not!).  We had the extensive background and expertise of the Tim Graul Marine Design team, and that helped in designing a vessel we needed, one we intended to operate for many decades in these waters, for four seasons of the year.  Tim and his staff had already engineered many modifications on each of our existing ferries. This new ice breaker would receive their input of experienced ideas.  (Mark Pudlo, naval architect, would later purchase TGMD when Tim Graul retired, and continue his services under Seacraft Design, in Sturgeon Bay.)

The christening ceremony was held at the Island ferry dock May 24, 2003, after the boat had been delivered to WIFL, and it was attended by a largest crowd of any christening ceremony to date, some especially invited, but most just Island people who "showed up" to witness the event.  The series of photos below capture a good part of that day's crowd.

Someone photographed the crowd during the AJR
May christening.  How many people can you
identify in the photos? (unknown photographer)

The Island Festival Choir, led by Dan Hansen, sang, and members of the Island Music Festival orchestra accompanied them, besides playing several other numbers.  Island school children had been invited earlier to participate in a coloring contest.  An original poem about the new ferry Arni J. Richter was read by Bill and Liz Jorgenson's son, Dale.













After nearly an hour of remarks, music and testimonials on the new ferry's future, Arni stepped to the side gate and smashed the bottle to christen his own vessel.  (A second swing of the bottle was required to do the job!)

Arni J. Richter christens the Arni J. Richter.
(photo by Bruce McKay)

For these past 17 years, the ferries Eyrarbakki, Robert Noble, Washington and Arni J. Richter have been essential in carrying people, vehicles and cargo on a daily basis across the Door.  During the latter years of that time span summer traffic gradually increased, with long lines building at Northport in the mid-day, and the same on the island side in late afternoon.

Our WIFL Board of Directors, after considering several remodeling options, decided to build a new ferry.  Seacraft Design was chosen to provide the engineering and blueprints, and Fincantieri Bay Shipbuilding was selected to build the new ferry.  It would be named Madonna, for delivery in late May, 2020.  That date is now extended into late June, and possibly July, due to parts needed to satisfactorily complete the hydraulic steering system.



The christening ceremony is now scheduled for June 29 at the Fincantieri Bay Shipbuilding yard.  Only a small number of guests will be invited due to COVID-19 pandemic concerns.

More on this event in a few days.

-  Dick Purinton

MADONNA - UNDERWAY - 36.0

Madonna underway off the stone quarry, outer bay,
during builder's trial, Friday afternoon, June 19.
(Photo by Erich Pfeifer)

Detroit Harbor, Washington Island -

After long days of chasing down and correcting details, some small, some large, Rich Ellefson reported that Madonna would sail from the dock for the first time.  This would be the "builder's trial" in which various components and equipment would be tried and tested, including running main engines up to temperature while various systems were monitored.   Apparently things went well (or, I just didn't hear about the glitches!).

Bay Ship and Ferry Line representatives gathered for
briefing on main deck prior to leaving pier, and again
upon their return dockside.  (Hoyt Purinton)

Hoyt Purinton, Erik Foss, Joel Gunnlaugsson and Jeff Cornell joined Rich for the day, their first opportunity to see and experience the vessel underway.  A few photos are shown here of the Bay Shipbuilding and WIFL crew members in conference, and on the bridge.   With a few more days' work, the vessel could be ready for U. S. Coast Guard sea trials by mid-week.

Ferry line captains Jeff Cornell, Erik Foss, Rich Ellefson
and Joel Gunnlaugsson on upper deck.

Christening plans

In a departure from christening of the last several ferries, a ceremony will take place within the shipyard, with members of the Fincantieri Bay Shipbuilding workforce present, along with a few invited guests.

We'll hold details of the christening back a few more days as we reflect back on other ferries and the christening ceremonies that took place, both at the shipyard and here on Washington Island, when the public was invited to take part in the festivities.

A few panels and wires yet to be made permanent,
but the pilot house was functional for builder's trial.
(Hoyt Purinton)

Several reasons led to our decision to hold the christening at the shipyard.  One, Fincantieri Bay Shipbuilding wishes to recognize its workforce for a job well-done on a product that will sail in their "backyard," so to speak.  We will join the yard management in offering our thanks, and congratulations for a job well done.  A substantial amount of pride has been evident in workers who participated in this vessel construction, intended for Door County service, what could easily be 4-5 decades or more of continuous use for ferry transportation.  This occasion also highlights the importance of shipbuilding to the area's economy, and the contribution building such a vessel adds to Door County and the region.  Another reason for holding the christening within the shipyard confines is that with Covid-19 as a threat to public health it becomes easier to hold the christening in a controlled setting.  All participants will be asked to wear a mask (the Bay Ship workforce has been doing this for five weeks or more).

In wheelhouse:  WIFL construction supervisor and vice-president Rich Ellefson
with Steve Propsom, Fincantieri Bay Shipbuilding Senior Project Supervisor.
(Hoyt Purinton photo)

We'll provide more detail in a few days' time.  -  Dick Purinton

GETTING READY: SUMMER AND HIGH WATER

A concrete pour--the approach to the Island readjusted
north ramp was in progress early Thursday afternoon.
At left, Jon Mann floats thesurface; Rich Ellefson and
Brien Jordan trowel and smooth, at top.   Surface will require
a minimum several days to set before lighter
loads can be driven across.  (Purinton photos)

Detroit Harbor, Washington Island -

We're beginning Memorial Day Weekend, usually the first brush with tourism volume of any significance.  This year, we don't know what this year's holiday weekend might bring.

Today (Thursday, May 21) began an escalation to six round trips (still five less than the standard number of trips this time of year) and so far, the ferry capacity seems to have matched the lineup of traffic at Northport.  Nearly all passengers boarded with vehicles, still---although there were a few "walk-on" passengers.  We think this trend with few walk-on passengers will continue through the holiday weekend, given the continuation coronavirus concerns and fewer travelers in general.

Tonite the first evening trip of the season will begin, a "nite trip" leaving the Island at 7:00 pm, and leaving Northport at 7:45 pm.   As with most holiday weekends during warm weather months, there may be additional trips to accommodate traffic lined up at Northport, should that be the case.



At the Island's north ramp, Rich Ellefson, Brien Jordan, Jon Mann and Jed Ellefson floated and smoothed cement pour.  This will take several days to set up.  Even then, heavy loads will cross the ramp at the end of the pier, giving the new incline time to set and harden.  

This just about completes a major ramp project begun in early January.   Pipe pilings were driven to bedrock (about 30 feet) to establish a solid base for the ramp's foundation.   Steel sheeting was added, and trimmed, to protect the new foundation and shore up the sagging surfaces surrounding the ramp.    In the process, the entire ramp, which was never "square" with the Standard Oil pier, is now more in line.   Longer pipes, from which hang new tires along the south face of that pier, will help in landings, especially during strong southerly winds.

This slip location may be used more than in recent years, given the improvements made to the ramp, and the opportunity it gives the operator to avoid the stream of current and side-winds that can sweep down the channel and challenge docking maneuvers at the pier's outermost end.   It will also provide a secure mooring spot for the new and longer ferry Madonna, when it arrives in mid-June.

   -  Dick Purinton

FERRY MADONNA PROGRESS REPORT - 14.0

No artsy Chamber of Commerce shoreline photo; just the opposite.
High lake levels plus settling of dock fill require a means of
warding off ice shoving beneath the loading ramp structure.
In order to protect hydraulic lines and rams, 30-ft. H-beams were
driven inside the line of dock sheeting.  Several beams were then
stacked, and welded, to take the brunt of ice pressure.  This is the
south loading ramp at the Island ferry dock.  (Purinton photo)

Death's Door Marine backhoe next to the old ferry office.  
Steel pipe and H-beams in the adjacent lot await improving 
the dock structure and mooring pilings.  (Purinton photo)

Detroit Harbor, Washington Island -

The title of this blog refers to construction progress on our new ferry at the Fincantieri  Bay Shipbuilding facility.  But high water dictates a quick look first at what's happening at our loading ramps.

Mike Kahr with his equipment, along with his helpers and Ferry Line assistance, drove beams down to bedrock just inside the line of steel sheeting, then added some horizontal beams as buffer to ice cakes.  Similar work was also undertaken at Northport, where there is even greater lake swell action and the chance of ice jamming beneath the ramp itself.

At the Island's north ramp, which was installed in 1975 as the first hydraulic, adjustable ramp, several goals are sought.  The floor of the ramp "box" is a concrete mud slab, and it's now under 3-4 feet of water.  While there's not much chance of ice cakes pushing into the slip there, the concrete structure along the bulkhead line gradually settled over the years, along with old wooden cribbing and fill.   And, while the equipment is handy, the ramp will be slightly reoriented, squared up, with new pilings driven along the face to better accommodate mooring tires.   All of this work can be done from shore, at a time when use of the ramp isn't essential.

WHERE DOES THE MADONNA PROJECT STAND?

Anyone taking a drive along North Third Avenue in Sturgeon Bay and past the Bay Shipbuilding facility can still see the Madonna sitting outdoors on blocks.  After the two halves were turned upright and placed together on blocks, and welded as one, the main CAT engines with gears were lowered in place.  Next came a lube oil tank; then the two Northern Lights generators.  The two main deck access holes were then covered, while welding below decks continued.

Late last week, large sections of superstructure were transported outdoors from Bldg. 311 and set in place, and lightly secured, and adjusted for exact placement before being tacked to the main deck.

Starboard side structure to support the upper passenger deck 
is being lifted into position here.  (Rich Ellefson)

Starboard side panel stood upright, in the approximate,
designed location.

What has been happening this past week, then, is the adjustment of the sections, and the trimming of the additional metal from the bottom of each piece.

With the workforce assigned to the Madonna now cut back, at least temporarily, the vessel is scheduled to be moved back indoors next week.   At that point, other trades besides welders and fitters should begin their work.

With several months of winter remaining and lots of work yet to be accomplished, it will be done more efficiently once the vessel is back indoors.

-  Dick Purinton

Upper passenger deck section swung into position 
by the Bay Ship gantry crane.  (Rich Ellefson)

Deck and ship's starboard side sections, joined.  (Rich Ellefson)

MADONNA - EARLY PROGRESS REPORT

So, what are we looking at?  Inside the fabrication building, largest on the
Fincantieri Bay Shipbuilding property, a construction jig is set and ready to receive
cut plates that will make up the new ferry's structure.

Detroit Harbor -

The ferry Madonna project is now underway, and plates recently cut are stacked and await assembly on the jig in the background of the above photo.

An automated welding machine with capabilities of multiple welding passes is fastening flat bar stiffners to large plates, bulkheads that will define below-decks compartments, giving them structural strength and definition.  Madonna Project Supervisor Steve Propsom took the photos shown here on Sept. 4th to document the production process.

An automated machine, IMG, simultaneously welds
stiffener bars to the flat plate, providing strength,
eliminating flexing.  (All photos by Steve Propsom,
Fincantieri Bay Shipbuilding of Sturgeon Bay)

 Plates are marked as they're cut, enabling easy and positive identification in the assembly process.
Hull curvature can be seen on the far edge of the plate being welded.

The 124-ft. x 40 -ft. ferry is scheduled to be completed and delivered by June 1, 2020, for placement in service shortly thereafter.


MADONNA PROJECT COMPETES IN "COOLEST THING MADE IN WISCONSIN" CONTEST

Followers of the Fincantieri Bay Shipbuilding construction project will be able to add their support for the "Coolest Thing Made in Wisconsin."  This competition is sponsored by the Wisconsin Manufacturers and Commerce and Johnson Financial Group.

Entrants must first qualify for the contest voting.  Fincantieri recently received word that their submission of the Madonna project qualified them for the first round of voting, open from September 9-15.   You can cast your vote online during that time period at:    madeinwis.com         

If the first round of voting proves successful, then join in a second round of voting that will narrow the sixteen finalists to eight, and so on, until a winner is determined.   Below is the competition time table:

August 12-30           Nominations accepted.    (Successful!)
September 9-15        Popular Vote to determine the field of 16 finalists
September 16           Announce the Top 16
September 17-22      First Round of the Bracket    
September 23           Announce the Top 8
September 24-29      Second Round of the Bracket
September 30           Announce Top 4
October 1-8              Final Round of Voting
October 8                 Winner Announced

Not only is this ferry project a unique contest entrant, given it's size and complexity, it carries with it significant historical and cultural meaning for Wisconsin, for Door County, and for Washington Island, and for the thousands of people who visit or live here, and who will in the future rely on the finished ferry product to transport them, their vehicles and essential goods, across Death's Door waters.   

We hope enthusiasm for this project carries well beyond Fincantieri Bay Shipbuilding and Washington Island Ferry Line, and SeaCraft Design, to be joined and supported by thousands of members of the general public.  Keep the above dates in mind, and please spread the word!  

Vote:  madeinwis.com  

 - Dick Purinton  

STEEL WORK ON MADONNA BEGINS

Fincantieri Bay Shipbuilding workers gathered in the yard fabrication
shop Monday to witness first plate cutting for the Madonna project,
along with representatives from USCG Sturgeon Bay Marine Safety Office, 
Seacraft Design of Sturgeon Bay, and 
Washington Island Ferry Line.
(photo by Jim Legault)

- Detroit Harbor

A button was pushed at 9 a.m. Monday, August 12 by the Fincantieri Bay Shipbuilding operator to begin the first cutting of steel components for the new Washington Island Ferry, Madonna.

First pieces to be cut were three bulkheads out of 1/4" plate stock, components that will eventually fit below the main deck and help provide structural rigidity to the hull.

On hand for the occasion were Ferry Line Vice President Rich Ellefson, President Hoyt Purinton, along with Mary Jo and Richard Purinton, CEO.  Mark Pudlo, Naval Architect and principal for Seacraft Design, was also on hand, as was Sarah Reid, project inspector for the U. S. Coast Guard Marine Safety Office, and associated Fincantieri workers and supervisors.

Fincantieri's burn machine is computer controlled and
makes cuts in seeming random fashion...but actually,
the cuts are made in sequence to lessen heat on any
particular portion of the steel sheet.  Pieces being cut
were for three forward bulkheads of 1/4 " steel.

Several noteworthy points were met on this occasion.  It will be the fourth ferry project for Washington Island with Steve Propsom's involvement.  Steve is the Fincantieri Bay Shipbuilding Sr. Project Manager for New Construction.  He was also involved with Robert Noble (1979) and Washington (1989) while at Peterson Builders, Inc., and with the building of the Arni J. Richter at Bay Ship in 2003.   Now Steve's daughter, Stephanie, continues in her family's shipbuilding tradition as the fourth generation to do so.  She is Assistant Counsel to the General Counsel for Fincantieri Shipbuilding, LLC.  Having a good understanding of the shipbuilding process, Stephanie was responsible for language in the new ferry contract.   Not to be overlooked, Hoyt Purinton also represents a fourth generation in the Richter family to head the Washington Island Ferry Line.

Stephanie and Steve Propsom, father-daughter management for
Fincantieri Bay Shipbuilding, also represent the third and fourth generation
of Propsom involvement in local shipbuilding..

Although the Madonna project officially began with a contract signing in mid-May, construction now begins in earnest.  After several more weeks of burning steel plate into shapes and sizes, guided by drawings from naval architecture firm Seacraft Design, assembly will begin.  But as of now, the large fabrication building assembly space is taken up with barge sections in final stages of completion. That project, when it sails, will haul ore and other bulk materials for the Van Ekenvort Towing Company as the Erie Trader.  The 500-foot mid-body is already assembled and in the graving dock, awaiting the bow and stern before being floated out for finish work.

A second cutting ceremony took place,
this time a cake in the Fincantieri conference room,
with Mary Jo Purinton doing the honors.

Actual steel assembly for the new ferry Madonna will likely begin in September and then will  continue without break until completion.  A late May 2020 delivery is anticipated.  

For more information on the naming of the new ferry, Madonna, please see blog posted on May 14th of this year.

-  Dick Purinton

NEW FERRY PROJECT: MADONNA

Several winters ago, the approach to Northport Pier's south ramp was
extended.   Work is presently underway to install new ramp sections
to provide an easier grade for vehicles boarding and exiting ferries.

Detroit Harbor, Washington Island -

In addition to extensive pier modifications to meet the challenges of Lake Michigan's high water levels, on top of typical spring tasks of fitting out, painting and dressing up of each ferry before the summer season begins in earnest, Hoyt Purinton and Rich Ellefson, Ferry Line President and Vice President, respectively, have been busy pursuing a major Company goal:  planning a new ferry.

Monday morning, May 13, a contract agreement to build a new auto / passenger ferry was signed with officials of Fincantieri Bay Shipbuilding (formerly Manitowoc Bay Shipbuilding) in Sturgeon Bay.  This new ferry will be christened MADONNA and will measure 124 x 40 x 10-8.  With heavy structural members and shell plating, this ferry will be capable of winter ice work.  Its dimensions will provide a platform for up to 24 autos in the summer, when demand for capacity is greatest.   Upper deck, outdoor seating and a climate-controlled mezzanine deck cabin will provide accommodation for up to 150 passengers.  Restrooms will be located on both the Main Deck and the Mezzanine Deck.

The Sturgeon Bay shipyard, which also constructed the Eyrarbakki (1970) and the Arni J. Richter (2003) will place the order for steel, and the Ferry Line will finalize an order for a pair of (owner-furnished) CAT-C32 diesels with Twin Disc transmissions.   All vessel construction will take place indoors, within the yard's large fabrication shed.  A late-spring launch is anticipated, to be followed by finish work, fitting out, sea trials and U. S. Coast Guard approvals, with an estimated delivery date of the new ferry for late May 2020.

Profile drawing of ferry MADONNA by Seacraft Design, Sturgeon Bay, Wisconsin.

   

A vessel's name can be of lasting importance, and so the choice ought to be made with care!  Following is a brief background behind selection of the name MADONNA  for this newest ferry.

                   MADONNA - New Washington Island Ferry 

Schooner Madonna was owned and sailed by Ole Christiansen, and many
Island men, including Ole's sons, were crew, from 1895 through the 1914
season. It was then abandoned in Detroit Harbor.

A new ferry vessel will soon be added to the Washington Island Ferry Line fleet.   A contract has been signed with Fincantieri Bay Shipbuilding, Inc. of Sturgeon Bay, with delivery scheduled for late May 2020.  When placed in service, this ferry at 124’ loa x 40’ beam x 10’-8” draft will become the largest, with the most deck capacity, of any vessel in the Ferry Line fleet.

Prior to being placed in service, she will be christened Madonna, a name taken from the schooner that frequently sailed from Washington Island harbors over 100 years ago.  The name has significant historical and cultural connections.  

“In choosing the name Madonna, Mary Jo and I wish to recognize the Island’s maritime ties with the schooner Madonna,” Richard Purinton, Ferry Line CEO, announced.  

Two views of Ole Christiansen's Madonna, aground 
and abandoned in Detroit Harbor.  Ole's home was 
nearby, at the south end of Main Road, today the 
Hanlin residence. 

Kirsten and Ole Christiansen and their 
horse "Frank." Photo from Over and Back (1990), 
furnished then by Esther Waal, Christensen daughter.

MADONNA, sailing career ended.  Taken by a Koken
family photographer from perspective of the
Kalmbach/Koken property (Circa 1915-1920).

     

“Madonna departs from past ferry christenings in that it is a feminine name.  Increased recognition and emphasis on respect for women makes this name—Italian for “my lady”—fitting and just.  It is impossible as well to consider the nameMadonna without its direct reference to the Mother of Jesus and her image as venerated by Christians, scholars and artists over the centuries.   She will become a great addition to the Ferry Line fleet.”  

The original schooner Madonna (76 GT) was built in 1871 by the Aylward shipyard of Milwaukee.  She measured nearly 80 feet length overall, with a 24-ft. beam and 6-ft. draft, centerboard up.  She was a frequent sight in Island harbors, loading sawn lumber, cordwood and Island agricultural products, such as potatoes.  Her cargoes were transported to major ports along the Lake Michigan shoreline. Her captain, and Madonna’s second owner, was Ole Christiansen (b.1861 - d.1937) who emigrated from Norway at the age of 20 with his wife and one child.  Ole became an Island resident and an entrepreneur.  

An example of the enterprise of Ole Christiansen and his schooner can be found in one Door County Advocate entry of 1895:

   The schooner Madonna just came off the stocks last July, after a thorough rebuild, but still Capt. Christianson (sp.) is finding something to do on her this spring in getting her ready to battle with the wind and waves.  The Madonna is the packet that was entitled to carry the broom last season out of this place.  From the first of August till the middle of November she made trips to Sheboygan, Milwaukee and Chicago, most of them during the heavy weather prevailing last fall and cleared for the owner about $300.  This is a grand record in comparison to the rest of the fleet, some making from eight to fifteen trips only during the whole season of ’94 and consequently coming out behind financially.  As the Capt. thinks of getting a square sail and raffle next season for his ship we would advise him to rub her bottom well before starting with some non-combustible stuff, as the terrific friction might ignite the planks, and—well—be careful, Ole. 

Christiansen built a pier on Jackson Harbor’s NE rim from which he shipped timber products.  Later, Ole maintained a small shipyard with marine railway where he hauled vessels.  He also repaired vessels and motors. His shipyard was adjacent to the structure known today as the “Standard Oil” pier.  Ole's family home was near the south end of Main Road where he established a sawmill and a machine shop.   A small rowboat moored to a nearby dock on Detroit Harbor provided him with access to his own Madonna, as well as other vessels requiring his services.

It was in Detroit Harbor’s shallows, late in the year 1914, that Madonna was abandoned and stripped of useful hardware, her sailing days over.   Over the subsequent 43 years the derelict Madonna deteriorated, until in1958 above-water remains were burned. 

This model was commissioned and then dedicated in Trinity Lutheran
Church during the tenure of Rev. James Reiff.

  

A six-foot long model of the Madonna by model maker Donald Gospodarek of Institute, commissioned for Trinity Lutheran Church, was dedicated in August of 1981 and then suspended from the church nave.  Such practice of displaying a vessel model was common in Scandinavian churches, for intercession and blessings on those who sail and those who depend on maritime commerce for trade and transportation.  It was also a memorial to Kelly Jess, young son of Karen and Butch Jess, who died of cancer a short time earlier.  The model continues to honor the Island’s maritime past.

A plaque mounted  on the north wall of the church reads:   

The schooner “Madonna” is dedicated to the glory of God; the memory of Kelly R. Jess, and in grateful appreciation for the lives of all Island seafarers, past, present and future.

   The “Madonna” was built by the Aylward Shipbuilding Company of Milwaukee in 1871. A sturdy vessel, “Madonna” was 72 feet long at the water line, and weighed 76 tons (gross).  Her beam was 24 feet, with a 6-foot draft (with the centerboard up).

   The “Madonna” was owned and operated by Norwegian immigrant Ole Christiansen and tramped around the Great Lakes carrying cargoes of opportunity such as fruit, pulp wood, fish, dry goods and salt.  Gallant to the end, “Madonna” finally sank in Detroit Harbor in 1915.

  The model of the “Madonna” was constructed by noted Great Lakes Model Ship Builder Donald Gospodarek of Door County. This splendid remembrance of God’s love for his people was generously donated by:

                                               The Orville Jess Family

                                           Dr. and Mrs. Joseph D. Weldon

                                           Professor and Mrs. Martin Marty

                 

 End -  Dick Purinton, ferrycabinnews blog   

Island CTA representatives off on a lark last Wednesday:   Jim Rose,
Christy Davidson, Bill Nauta,  Dick Purinton, Mary Andersen,
(in front) Carol Stayton and Ann Rose.

Washington Island, Wisconsin -

The sun was trying hard to shine Wednesday morning when the above photo was taken in front of the Visitor Center.  By noon clouds had filled in and rain began to fall.  We've seen lots of clouds and rain recently, with much cooler temperatures.   Still, we're happy to receive the moisture, and it comes without hurricane-force winds experienced in the northeast.

The purpose of Wednesday's adventures was to familiarize ourselves with businesses and attractions in Door County, to be better Tourism Ambassadors by absorbing "ongoing education." This also leads into the annual CTA re-certification.  The CTA moniker means "Certified Tourism Ambassador." When a visitor center at Norhtport was developed two years, the Ferry Line and the Island Chamber of Commerce decided training might be a good thing, through instilling a consistent and professional manner in which we can apply our knowledge of Door County when serving visitors.  Members of the group shown above work in the Northport Visitor Center, but two are also Ferry Line ticket sales people.   Each of them makes thousands of contacts with visitors in a few months' time.  (There were also several others who were unable to make the trip with us.)

The Tourism Ambassador program, a national program, was brought to Door County by the Door County Visitor Bureau.   Short, four-hour classes are designed to give workers in the local tourism industry a framework for behavior and attitude when serving customers.  An important benefit, in my opinion, comes from the added emphasis on being well-versed, not only in Washington Island information, but for other parts of Door County.   And if the many other Door County CTAs are equally well-rounded, they will be knowledgeable in northern Door and Washington Island information, too.   This concept recognizes the need to be supportive of the Door County Tourism as a whole, large and small businesses and attractions.

Bob Purman gave a short course in the production of
hard cider at his Ellison Bay facility.

Our first stop Wednesday was at Bob and Yannique Purman's ISLAND ORCHARD brand hard cider production plant and tasting room.  Apple varieties known to be superior for making hard cider are grown on Washington Island, then crushed by the Seaquist Orchard press.   Juice is then made into hard cider, currently four different cider products, with at least a six-month fermentation period.  All but a few cases of this year's harvest were left at the plant, but more juice was expected the following day, along with a shipment of yeast.  Hard cider is a labor of love for the Purman's.  While their product has met with solid success thus far in a limited market, their initial investments in land, orchard, equipment, buildings, machinery and in the labor to produce the hard cider product has yet to be offset by revenues.   Their product is an excellent one, our taste testing told us, and it highlights Door County and Washington Island.  Besides it provides additional income for local labor (including Dan Nerenhausen's crew who tends the orchard, helps pick apples, etc.)

Stop #2 was Evergreen School, and we were hosted by its imaginative and creative owner, Karin Overbeck. The visual experience is so unexpected for the first-time visitor that it is impossible to properly describe it here in one, short paragraph.

Our group posed with Karin Overbeck (red vest)in one of her many garden areas on the Evergreen School grounds, 
on County TT east of Sturgeon Bay. 
Karin's combination of artwork and plantings is more than
can be aptly described here in a paragraph.
  

Our third major stop was the Door County Historical Museum, a gem of a museum right under our nose, so-to-speak.

How many times have we driven past the limestone building on the corner of 4th and Michigan in Sturgeon Bay without noticing it, on our way to the post office, Younkers or the bank?

Its a terrific place to spend an hour or two (closed now for the season except for one special Christmas date in December) with no entry fees.  This facility and is funded by the taxpayers of Door County and through donations, so we ought to take advantage of it more often.  My last Door county Museum visit, I admit, was in 1979 when I borrowed the wooden ship's wheel from the original steam ferry Robert Noble.  That was when Otis Trodahl was museum curator and before a major museum remodeling took place!  They are ready for another expansion today, Maggie Weir and Ann Jinkins, informed us, with more visitors and a few large donors being the major roadblocks.

-  Dick Purinton

LOW WATER TODAY

Detroit Harbor, north end - 2:30 pm, August 31, 2012

Washington Island, Wisconsin -

The low water today marked a low for the year, as far as we're able to determine, and it raises serious concerns regarding loading and unloading of ferries at the island and at Northport.

If memory serves us well, the lake levels generally go even lower on a gradual basis, from this point to approximately the end of the year.   How much lower is anyone's guess.  Recreational boaters, and I am one, have already noticed the drop in lake level.  The sailboat that I thought would easily get in or out of the harbor scraped mud Wednesday when I motored toward open water.  Today, I would not be able to depart or return.  I'd run aground trying.  The key for my sailing will be to wait for a strong, very strong southerly wind that will push along enough water into Detroit Harbor, so that "the next time" will lead to haul-out for the season.  But that is a problem that doesn't impact others, except for fellow boaters.

Algae line shows unofficial drop of around ten inches since season high.

What we'll do with the ferries when water drops even lower may mean special loading considerations, until we're able to adjust ramps further.  Doing so may mean knocking out concrete, cutting steel, and looking ahead to a new low level several months from now.   Better yet may be to consider a much longer-term solution, but that will require permits and some expensive, time consuming construction to provide greater flexibility in loading.  Were these requirements for passengers only, it could be done using a floating stage.  Even with autos, the requirements aren't overwhelming.   But when heavy semis are considered, the ramp situation becomes both an engineering and financing challenge.  And, none of the shore ramp modifications address what could ultimately become shallow maneuvering area.

Stern ramp of the ferry Robert Noble is lower than the other ferry ramps, and the air gap shown
here between underside of ramp and the concrete of the pier would 
reduce to zero clearance with a full vehicle load and associated passengers standing aft.

Our ability to load ferries, one right after the other or simultaneously, speeds up the movement of traffic on busy days.   This feature of service may be lost until ramp improvements have been addressed, or water levels rise.

Fortunately the successful passing of this weekend will mark the start of fall, a period of operation with a slower pace and a lesser ferry schedule, a breather in which to better assess our options.

-  Dick Purinton

OLD NOW LIKE NEW

Herb and Marianna Gibson, Hoyt Purinton

Washington Island, Wisconsin -

When fire badly damaged Gibson's West Harbor Resort last November, Hoyt Purinton was one of the firemen inside the building.  His experience crawling around in the smoke came to mind several weeks later when he was scavenging at the Island Exchange (the dump) where he spotted a badly damaged vacuum that had been tossed on the scrap pile.  This unit had a look somewhat similar to one he had seen in the fire that evening, including the badly melted cord and warped plastic parts.

Believing it was the same Gibson vacuum, Hoyt took it home, then called the Kirby vacuum cleaner company in Cleveland to see if their Lifetime Warranty would still apply.  It would, except that the vacuum had actually been registered to Marianna's mother, Bernice Hansen.  However, a paperwork shuffle and an a price to refurbish the vacuum with new parts was agreed to, and in a few months the Kirby Company shipped the like-new unit to the Ferry Line office, but now registered under the Gibson name.  (There was great assistance from the gentleman at Kirby who at one time sailed for Cleveland Cliffs, and he recalled looking toward the island and West Harbor as his ship passed our shores. He then Googled West Harbor, while on the phone with Hoyt, to see what the harbor looked like on the satellite image. The Kirby Company is to be thanked for standing behind their quality product.)

Responding to my request to discuss some ideas, Herb and Marianna came to the Ferry Line office this morning and were reunited with their vacuum.

From the Gibson's description of progress at the Resort, furniture and mattresses are being moved in, with most construction work having been shifted to outdoors.  Their deadline for opening Memorial Day weekend still looks promising, although there is still much work to be done before its ready for customers.

We wish them well and hope the wayward vacuum will help in the reopening process.

[An added note: Bernice Hansen purchased this vacuum after her husband, Art, died, according to Marianna.   Bernice was living at that time in a ranch home on 11th Place in Sturgeon Bay.  When my younger sister, Martha, moved to Sturgeon Bay from Florida two years ago, by coincidence she bought the home formerly owned by Bernice and Art Hansen, where the vacuum would first have been used.]

 -  Dick Purinton