MADONNA PROJECT WINDS DOWN - 35.0

Detroit Harbor, Washington Island -

This year has so far been one that requires patience and waiting:  waiting for the pandemic to cool down, for the economy to open up, and for a return to broadened horizons.   And for a moderation in water levels.

So far, success on these fronts is only partial.  Sidelined Great Lakes freighters Wilfred Sykes and H. Lee White, their crews gone home on an unexpected mid-season break, framed the nearly finished ferry Madonna at the Fincantieri Bay Shipbuilding yard in Sturgeon Bay.  The Covid-19 pandemic and greatly slowed economy has led to a sufficient supply of ore pellets and other materials, and that, in turn, caused layup of several freighters.

I spent several hours Tuesday morning inspecting the Madonna's progress, along with Hoyt.  Numerous details that would otherwise not have been noticed were pointed out by Rich Ellefson.  Rich has followed the project as close as anyone since first frames and shell plating were assembled indoors last fall.

At present, most work is either in the engine room, pilot house, or
main deck, as seen here.  Much of the electrical wiring has been
run but needs tucking in, bundling and connecting to lights
and outlets along the bulwarks and over head (which will
have slightly more than 15-ft. clearance for trucks and
special equipment.) 

This project, now a few weeks beyond original planned delivery, is down to details - important details to be sure - with hopes that main engine start-ups will happen yet this week.  If wiring and several other tasks fall in line, according to Fincantieri Project Supervisor Steve Propsom, an underway sea trial may yet happen toward the end of next week.  But, those numerous important details must first be checked off the work list.

Pilot house wiring requires the most time remaining to
completion, it seems, and with only so much room,
electricians are in close quarters as they 
complete their work.

Slowly making my rounds on board, and careful not to get in the way of workers, wet paint or equipment, I observed the final flushing of hydraulic piping for the ramps/fire pump loops.   One painter touched up along the starboard bulwarks and waterways.  Another painter made final touch-ups to the aft stairway.  Treads were being installed on the upper deck stairway.  Two workers, one with garden hose, applied water pressure to cabin windows and checking for leaks around the window casing perimeters.   Inside the pilot house, two Faith Electric electricians sorted out the gobbledegook of wiring for gauges and switches.  Most pilot house windows remained covered, protecting them from paint, welding sparks, and so forth.  Much work has yet to be done in that space, but only so many workers can productively fit into the confines.

Just the same, I could gauge the relationship between adjoining upper deck spaces and the number of steps leading to the wheel house, a distance operator and crew will have to cover on a regular basis. The commanding view of bow and stern from that vantage was evident.

On the stern deck, hydraulic lines are being flushed
by circulating oil under pressure through a fine micron
filter until little or no grit remains.  The reel of ramp 
wire is in foreground.
Later that day, engine soft patches were to be tested
for water tightness, as would deck access cover
gasketing for the below decks spaces.

The bow ramps and operating hydraulics seemed nearly set.  A reel of ramp cable was nearby, on deck, wire ready to be inserted through the sheave system, one end fastened to a below-decks winch and the other to be dead-ended on a nearby king post.

Rich pointed out the man overboard winch and the anchoring equipment in the starboard bow.  The anchor selected is a very light (67 pounds) Danforth-style anchor.   Anchors on our other ferries weigh in at around 200#, and most are connected to several hundred feet of heavy chain.  Madonna's anchor (like the ferry Washington) will be tethered to the ship by a stout nylon anchor line.

Rich also pointed out numerous features along the starboard rail, where a sewage pumpout station, lube oil fill, and a diesel fueling station were tucked in as closely as possible to the bulwarks, out of the way from vehicles and passenger feet.  Such details seem matter-of-fact, but each one requires special consideration in their placement, from designers, welders, pipe fitters and electricians, oil order to keep the rail as "clean" as possible, yet allowing functional, operating equipment.

In the engine room, FABICK CAT representative Don Toyne and service technicians wired up the main CAT engines, a process estimated to take 2-3 days prior to initial startup.   Don has been front and center on numerous ferry projects for WIFL, including repowering the Robert Noble and Washington,  and also during regular tweaking and software updates for Arni J. Richter engines.  Once again, even though this engine room has a fairly generous amount of room, with four or five technicians it's best to give them room to work.
I went above.

Steve Propsom, Hoyt Purinton and Rich Ellefson
discuss details yet to be completed.

I went above, and there I met with Steve Propsom and his daughter, Stephanie, an attorney for Fincantieri Bay Shipbuilding.  Steve has been with this project as Bay Shipbuilding's senior supervisor.  He postponed his retirement date when June 1 passed and with it thje estimated delivery date.  There is a reasonable certainty the delivery will be prior to July 1st, but regardless, Steve is prepared to stay on longer, if necessary, to see the project through, completing 46 years in his Sturgeon Bay shipbuilding career.

Is it safe to begin thinking more seriously about a christening date, I wondered?  Not quite.  But closer, ever closer!  -  Dick Purinton