VELKOMMEN / VERBOTEN

Summer 2019, cars lined up for the ferry on State Highway 42. (WIFL photo)

Detroit Harbor, Washington Island -

Washington Island and its residents have been pleased and proud to welcome visitors for 170 years.

That welcoming attitude may have come to an end with a Town Board meeting, Friday, March 20.

Washington Island greeted spring by holding a meeting with 26 persons present in the Community Center gym, where fifteen or so chairs were set out on the basketball court, six feet apart. Town Chairman Richard Tobey stated a rational argument for protecting Island residents' health by encouraging  isolation, and at the same time, expressing concern for the health of anyone who might seek refuge and hospitality within this island's rural setting, now in reality a false refuge some might otherwise perceive as "idyllic."

His concern stems from the Island's lack of sufficient health support and supplies, and the means of treating and testing individuals who may exhibit Coronavirus symptoms. There is a total lack of facilities, beds, etc. in which afflicted patients may be treated.  Even our nearest hospital facility, in Sturgeon Bay, would soon find itself taxed beyond their means to provide care, should an outbreak of the virus occur.

Noting that we cannot block entry to Washington Island by ferry, we must continue transportation for necessities of life, yet at the same time reducing all non-essential travel.  Tobey noted that "Our Town may be legally challenged later by some.  But I do not wish to have the deaths of any resident on my hands should we have a Corona virus outbreak here, having ignored measures reasonable and possible to help stem the spread of that disease."

Those words admittedly reflect this writer's memory in paraphrasing what Chairman Tobey said, as the exact words he spoke, and those comments and questions from audience members, were often inaudible to an otherwise attentive audience, seated within the acoustically-challenged, cavernous gymnasium.  Unfortunately, no microphone or amplification was employed.

Following a presentation of the resolution, summarized in slides of the text, Town of Washington Resolution 2020-06 was then passed by unanimous consent:  Andersen, Foss, Jorgenson and Tobey voting Aye, Lux being absent, with the vote recorded by Clerk Carpenter.

Tobey then offered to modify a statement in hand made by the Town of Beaver Island, using words and phrasing that echoed the many points already outlined in Washington Island's formal resolution. It is a reader-friendlier version, he noted, minus the Whereas, Wherefore and Therefores.  That more readily understandable version is what is reprinted below, in its entirety.  

We should not ignore Tobey's comments about how essential certain services are, as will be the health of the people who provide them.  He named Mann's Store, the Island Clinic, the Ferry Line, and (following a gentle reminder by Co-op Manager Robert Cornell) the maintenance of our electrical grid by the REA crew.

I've heard expressed over national telecasts recently how isolation brought about by this virus strangely also brings us closer together.  We synchronize in our hearts and minds with those we know and love and rely on.

There may be no question that this virus and its aftermath, in community, state and nation, will take its toll.   Not yet comprehended, but of equal concern long-term, will be our economic health.  How many businesses will survive?  Can individuals and families continue to live well?  Will daily activities return to normal soon enough to bring about commerce at sustainable levels?  Those questions will remain to be answered in the coming weeks and months.

*                      *                      *

Following is the Town's "Public Statement regarding the Coronavirus (COVID-19) Pandemic" dated March 20, 2020:

 To Washington Island full-time residents, seasonal residents, families, businesses, and visitors:

Washington Island should not be considered a “safe haven” for those seeking to avoid the Coronavirus. On the contrary, Coronavirus cases are likely to occur on Washington Island, and the consequences to those on the Island could be more devastating than in mainland locations with greater access to medical resources and supplies. The Island is home to numerous individuals with compromised immune systems, as well as many aging and elderly residents who are at greatest risk. 

 

Coronavirus (COVID-19) has now been identified in most areas of the U.S., including northeastern Wisconsin. It is highly contagious, and is especially dangerous to those with compromised immune systems. As a result, health officials are discouraging travel of any kind, and local health providers strongly recommend against travel to Washington Island. Beyond the imminent threat of exposure from those traveling in from other parts of the state and country, the Island lacks the medical resources and facilities necessary to provide care to those who may be affected.

Unfortunately, this will impact the plans of those who normally return to Washington Island in the spring, as well as family members wishing to visit Island relatives, and other visitors. Island residents may encounter a delay in obtaining essential supplies, and travel on or off the Island is discouraged. Our Island businesses and services are forced to take special precautions to limit potential exposure and transmission of illness.

For those with no choice but to travel to Washington Island, including those residing on the Island who leave and plan to return, it is essential to take all of the following precautions for self-isolation:

·      Abide by all COVID-19 precautions established by the CDC and other government agencies, as well as the Town Board resolution and transportation companies serving Washington Island.

·      Avoid exposure to other persons at the harbor/marina, and all other points of access. Avoid sharing vehicles and/or riding in others’ vehicles, where the virus can easily be transmitted.

·      Upon arrival, plan to self-isolate by remaining on your private premises for no fewer than 14 days. Like elsewhere in Wisconsin, our food service establishments are unable to provide dine-in accommodations, by order of the Governor’s Office, until COVID-19 precautions are lifted statewide. At time of this release KK Fiske, Karley’s, and Middle Bar are providing limited take-out and/or delivery service, along with limited hours. Mann’s food store, the Mercantile and Death’s Door Fuel remain open at this time.  

·      If you have signs or symptoms of flu-like illness, including fever, cough, congestion, nausea, diarrhea, shortness of breath, and/or body aches and pains, consult your physician immediately and before any travel. Please do not travel to Washington Island if you have any alternatives whatsoever.

Washington Island Ferry Line has established COVID-19 response plans, and will abide by all recommendations from CDC and local health officials.

Coronavirus testing is available on Washington Island. The Washington Island Clinic will continue to operate. Anyone needing medical attention is asked to call the Clinic first, no walk-ins will be accepted. ALL patients will be evaluated over the phone by the provider with on-site visits scheduled for those with acute illnesses or urgent needs. Testing for COVID-19 is available for those with pertinent symptoms.

If you are returning to the Island, please follow the CDC guidelines and self-isolate for 14 days. After 14 days continue to practice social distancing, wash hands frequently, and avoid non-essential travel. 

If you are already on Washington Island and feel that you, or someone else in your family, party or household, are experiencing flu-like symptoms, remain isolated in place (i.e., in your home or cottage) and contact the Clinic for further instructions. Avoid contact with all other persons. If you experience an emergency requiring urgent medical attention and/or are in respiratory distress, call 9-1-1 and alert the dispatcher if anyone in your party or household has flu-like symptoms so that EMS responders can don appropriate personal protective equipment before entering. 

Travel and self-isolation precautions will remain in effect for Washington Island until they are lifted statewide by health officials and state government.

We will update this statement periodically as appropriate.

These websites provide guidelines for dealing with the current health emergency:

Local – Town of Washington https://washingtonisland-wi.gov/

            Washington Island Ferry Line https://wisferry.com/

            Washington Island Community Health Program (WICHP) https://www.facebook.com/Washington-Island-Community-Health-Program-WICHP-334806146564241/

            Washington Island Police https://washingtonisland-wi.gov/police-department/

State - Wisconsin Department of Health & Human Services https://www.dhs.wisconsin.gov/

National – Centers for Disease Control & Prevention https://www.cdc.gov/coronavirus/2019-ncov/index.html?CDC_AA_refVal=https%3A%2F%2Fwww.cdc.gov%2Fcoronavirus%2Findex.html

If you have additional questions or concerns, please contact:

Richard Tobey, Chairman or 

Valerie Carpenter, Clerk

Town of Washington

(920) 847-2522

   *                 *                 *

-  Dick Purinton

SO LONG, SUMMER

Rock Island Park Manager Randy Holm posed with
summer-time naturalist and historian Richard Frost
before Frost returned to his LaCrosse home.

Washington Island -

The summer finale that is Labor Day Weekend is itself coming to a close.

The line of traffic leaving the island yesterday indicated there were lots of day visitors Sunday, the middle day of this holiday weekend.

Ferry crews managed to clean up the line by dark, but we'll see a repeat today when those who've stayed here overnight head back home for school and for the remaining days of the work week.

All of this bodes well, we believe, for the Ferry Line and the Island economy, a peak weekend of the year when all crews, all ferries run at full bore bringing people and vehicles back and forth.

I had the pleasure of operating the Karfi to Rock Island this weekend, and by a rare circumstance in scheduling I worked with son, Hoyt, who was my crew.  Saturday we spent the most time together since traveling to Iceland in June!

On the boathouse pier, waiting with backpack and belongings to depart the island, was Richard Frost. Richard was the naturalist and historian on Rock Island this past summer.  His enthusiasm, patient manner of teaching, and his ability to listen and learn quickly made him an asset to Rock Island's visitors and campers.   Evenings he slept on Rock Island, where he also served as campground host and point of contact when Randy Holm and his staff completed their work day.

I had the pleasure to visit with Richard on several occasions, during which time we exchanged information about Thordarson and Rock Island history.   I do hope the Wisconsin DNR park management people recognize the contributions Richard added through enhancing the experience for campers and day visitors.

The same can be said for the many Friends of Rock Island volunteers who take turns occupying the lighthouse one week at a time, in exchange for receiving and guiding visitors through this historic home, daily from 10-4.   Although anticipated, the stream of visitors is no small interruption of one's daily "vacation" routine, accompanied by frequent and often repeated visitor questions.   The rewards, however, (I should think) might include observing the expressions of surprise and reverence on the faces of those who enter the building for the first time, the finely remodeled and furnished home of Rock Island's light keepers.

Heading up this state park and its many facets - and this job includes occasional unpleasantness such as trash hauling (it all goes to the Washington Island recycling station), toilet pumping, and people management (not everyone listens, obeys, or is docile!), and public safety - is Park Manager Randy Holm.   I've come to respect not only Randy's range of activities and responsibilities, but also his proven understanding of Rock Island's history.

While Randy's responsibilities are wide-ranging, with a restricted park budget he's often short-handed, and for that reason you'll find Randy on the Island most days throughout the season (including many of his days off) during the park's generally accepted open/closing dates.   He's made it a point to be on the pier to personally greet arrivals - or ensure that one of his people are present - to welcome visitors and also to set the tone, should there be misconceptions that this is not a managed park experience.

At an Island coffee shop one morning in June, I met two ladies who had crossed on the Karfi a few days earlier to Rock Island.  One commented to me how surprisingly pleasant it was upon her arrival to be welcomed to Rock Island State Park.  She couldn't get over that gesture, which Randy has made into a hallmark of his tenure as Park Manager.  A seemingly small thing, but it can mean a great deal to visitors, and it may encourage repeat visits in future years.  (We encounter many campers who are proud to let us know the number of consecutive years their family - now in the fourth or fifth generations - have camped on Rock Island, a sign of how deep the experience runs.)

This morning hundreds of families or couples are packing up their cars at the conclusion of breakfast (or folding their tents, if camping on Rock Island) and heading toward the ferry dock for the first leg of their drive home.

We appreciate all of these Island visitors, for their participation in the various planned activities that in turn boost our local economy, and for planting seeds for future visits.

 - Dick Purinton

WINTER IS HERE

Soft, late afternoon light is characteristic
of an island winter.  Here, looking toward
Door Bluff from the Potato Dock.

Washington Island, Wisconsin -

December 21st marked Winter Solstice, and those days were overcast and dark, but with temperatures that were quite mild.

This changed as the middle portion of the nation, and upper Wisconsin, consistently experienced cold air over the past four days, with temperatures slightly above zero, sometimes dipping below zero, with accompanying winds that made getting outdoors miserable.

Sunday's high pressure system brought gale force winds, and light snowfall early that morning.   Ferries that morning were cancelled.  Winds abated slightly by mid-day and the two scheduled afternoon trips were run, taking holiday visitors to the mainland and back home.   Monday brought even more cold air, and the Island schools - like many in northeastern Wisconsin - closed for the day.   It takes a day or two of such temperatures for everyone to get acclimated, it seems, as temperatures become more acceptable and manageable.   School was back in session Tuesday, and this morning, even with the thermometer reading -3 degrees, and biting winds, school was open.

Along the ferry route ice blew in from northern Green Bay waters Sunday evening, filling the span between Door Bluff and the island, stopping against the western shore of Plum Island.   Ice lays off the west side now as far as the eye can see, and it is setting up a bit more with each passing hour.  Monday morning, as timing would have it, marked the official beginning of our "Winter Ferry Schedule" -  just two scheduled round trips per day.   Given the ice conditions and the light traffic, this schedule change is good timing.

All ferries are now in winter layup, with the exception of the
Arni J. Richter (shown at end of pier).   Ice covers all of Detroit Harbor
and the West Channel, extending to Plum Island
and Door Bluff and beyond to the west.

For the first time since December 1st, the morning I shoved off to Green Bay for double knee surgery, I  paid a visit to the Ferry Line office, walking gingerly across mostly dry sidewalk to the customer door.  Warm smiles greeted me from the office staff (I had just missed the boat crews who departed for home about ten minutes earlier.)    This was my second time out of the house since coming home from the Rennes Rehab facility Dec. 19th, and it felt mighty good to see such friendly faces and familiar surroundings.  So good that we repeated the exercise yesterday, complete with an added look-see from the Potato Dock and a slow cruise around Green Bay Road before returning home once again.

Office crew in late afternoon:   (front) Bill Schutz,  Intern Chris Cornell, 
and Janet Hanlin.  (back)  Hoyt Purinton and Rich Ellefson.  
On desk in foreground is theFerry Reservation "Bible,"
 referred to thousands of times during the
three winter reservation months.

Happy Birthday! is in order for Bill Schutz, Ferry Line Office Manager who turns 58 years old today.  Bill has been a stalwart of the Ferry Line since his first day of work, tutored by Percy Johnson back in 1979, as I recall.   How the time has flown!   Bill will spend most of this special day harnessed in his familiar traces, quietly pulling the load from behind his desk, and we hope, enjoying the bright sunshine this day brings.

Joining our ferry crew this winter is high school student Chris Cornell, son of Mike and Sue Cornell, who is an intern during the afternoon with the Ferry Line.   Chris is a good worker, has a pleasant disposition, and he seems to be enjoying and benefitting from the experience.

Note:   Although we didn't make special mention earlier, the WIFL Board voted to keep rates for passengers and autos the same for the coming year.  (Effective at end of March 2015)  Ever-lower fuel prices - the lowest per gallon for bulk diesel in years - plays a key part in making this possible.

-  Dick Purinton

KEEPING COUNT, KEEPING WARM

Washington Island, Wisconsin -

You're looking across steaming Death's Door in the above photo, with the Door Peninsula headland on the horizon.   It was 5 degrees below zero when this photo was taken, a gain of ten degrees over dawn's temperature.  Out of the frame and to the west of the old Plum Island Coast Guard facility, the Arni J. Richter made its afternoon run to Northport.

The main reason I posted this photo, though, besides showing the steam and ice, is the bird represented by the black dot seen in line with the tip of Door Bluff.   It's a snowy owl sitting on the ice bank, apparently content with its exposure in the 15-20 mph winds.  At first, I was unsure of the dark mass, but after borrowing a pair of binoculars from the ferry office, both Hoyt and I confirmed it was an owl hunkered down, feathers fluffed, occasionally turning its head from side-to-side.

Another reason for posting this "bird" photo is to introduce results of the recent Christmas Bird Count held on Washington Island December 15th.  Birders pooled their sightings for that day, and for the day or two on either side of that date.  Most observations are made in the field, but reports are also submitted from kitchen window yard feeders.  Sandy Peterson made the final tally seen below, along with supporting information.  This annual bird count activity takes place simultaneously throughout Door County, with Washington Island well represented by both experienced and novice birders.  Due to very cold temperatures, high winds, and ice covering the harbors, the birds seen this year were fewer in number and in variety of species than in years past, according to Sandy.

A snowy owl (or perhaps two different owls) are found in this year's count.

Our youngest son, Thor spotted a snowy owl after Christmas as it perched on the rocky point of Susie's Island.  It's likely this same bird has stayed in our area during this whole time.

Note added 01.09.14 -  Following our sighting of this owl, Melody Walsh was able to photograph the bird with a telescopic lens, and it had brownish feathers.  According to Sandy Peterson, this indicates a young bird, perhaps a young female.  Her email comment: "Snowy Owls are desperately trying to survive this winter all over Wisconsin.  Many are young of the year with no experience with winter or civilization - the ones with darker markings."  

More nature observed

Adding to local birding observations are reports of a wolf - and wolf tracks - sighted by several people on Washington Island.   At one point,  it was seen on Detroit Island, and then just Saturday it was spotted by the Arni J. crew from the wheelhouse as they crossed to Northport.  Seen scampering over broken ice, the wolf appeared to be heading toward to the mainland but was stopped by the open water in the Door.  When last observed, it was headed toward Plum Island.  According to Capt. Bill Jorgenson, it looked healthy and "well fed."


Otter hangs around

On New Year's day I tried to get several good shots as the ferry departed the Island docks, and I located myself at the tip of Kap's point, near the Travelift.   Prodigious piles of otter poop decorated the snow and the surrounding ice shelf.   Belly tracks, where it slid along in the fresh snow, were on both the shore and the neighboring, old barge that's moored there.  This is the same area where, a few years ago, similar signs showed that an otter lived in the area.

Carp or other fish pieces are often scattered about on the ice, among the piles of scat.  This animal makes raccoons seem like great housekeepers in comparison.  About the only thing the otter leaves uneaten from a fish are the boniest pieces surrounding the carp head.  The rest is ingested, and it seems rather quickly chewed.  The results scattered on the ice and snow indicate a quick trip through the otter's digestive tract.



Ferry Line mascot

The only close-up bird photo I can contribute today is of a ring-neck pheasant, taken this afternoon.  This fellow has taken to hanging around the terminal building, and, maybe to relieve boredom, he sometimes jumps to the window ledge to peer at Bill Schutz's computer.  By now he might anticipate the handouts, because I've seen him jump from the ground to the wooden deck by the south door and snatch a cookie or piece of bread offered him.  Some days he's accompanied by a hen, but today he "foraged" alone.

Winter's just begun, but already school has been called off two days in a row, this coming on the heels of a two-week holiday.  The upper and lower bay is locked up with ice, and ore boats still operating will have their share of troubles.

With this ice and cold, it will be interesting to see how wildlife continues to adapt.

  -  Dick Purinton      

CHRISTMAS EVE UPDATE

Tug Stephan M. Asher is laid up for winter along the south side
of the Ferry Line bulkhead.

Washington Island -

Winter weather has been with us for at least a month, even though officially this season began last Saturday.

At home, we've had time to get settled into a routine of shoveling, getting wood into the woodbox, and cutting new wood for next year.

Each day last week, it seemed, we received more snow. Temperatures were often in the mid-20s, with northeasterly winds, conditions that encouraged the production of lake effect snow.  Those fluffy, light flakes accumulated quickly on the ground, a good seven inches last Sunday alone.  In addition, our part of the state received moisture from a more southerly origin that became snow as it met colder, northerly air masses. An easy 10" of snow on the level now covers the landscape.

Dredging operations wrapped up Monday, December 16, and by late Tuesday the equipment had been set for winter by the Roen crew.  The silt curtain, already torn to shreds by the ice, was extracted from the harbor in pieces. The remains were loaded in the Jordan dump truck, destined for a box at the Town's recycling center.  A few Roen crew members may return during early January for maintenance work on their equipment, but otherwise the operation is shut down until warmer weather returns and ice is gone.   The

View from Ferry Line office window as shredded silt curtain
is disposed of from barge to dump truck.

The Detroit Harbor dredging project has had its share of hiccups, but overall I would say that I've been pleased with the progress made, and I'm hopeful that spring-like weather, along with WDNR permit approvals, will allow for the second half of the project to be completed before the Fourth of July.  As of the date when production stopped, 51% of the estimated total yardage had been dredged.

Bill Engelson forwarded a copy of a news clipping taken from the Door County Democrat, found when he was looking for information about his family's history.  (The Engelsons started Sunset Resort, and prior to that Torger Engelson was a commercial fisherman, first on St. Martin Island, then Washington Island, as I recall.  He noted the cost of the current project.)

I'm guessing this dredging project would have been the first such Detroit Harbor project, and it could have created the short-cut, "false channel," that runs east of the present-day channel.  This would have made entry possible, and safer, for the deeper draft sailing and power vessels that entered Detroit Harbor.  For many years - and perhaps until the later 1920s) there were no piers, or reasons to stop at what we now associate as the Ferry Dock area.  Water traffic went to the Shipyard near Jensenville, to the Ida Bo dock near the foot of Main Road, or to Richter's Point on Detroit Island, which had homes and a number of fish boats.

I wonder what sort of bottom material they encountered, and where they placed the spoils.   Chances are, they weren't hauled far from that location before being dumped.

We have a beautiful winter day going, with plenty of sunshine, in advance of another predicted three inches of snow tonight to dress up the landscape.  Why not?  It's winter.

Have a Merry Christmas!

PS - This is posting #201.   Besides those blogs archived with this site, I previously dumped about 80 blogs in 2010.   The spinning globe on this blog now has registered over 85,666 hits since it was installed several years ago.  Thanks for your continued interest.
 -   Dick Purinton

NEW WEBSITE - NEW BOOK IN WORKS!

Detroit Harbor, Washington Island -

Over the past number of years while working on projects, each with its own immediacy, I've sat on an idea for a book on Rock Island and its one-time owner C. H. Thordarson.

I had many materials on Thordarson and a notion of how best to use them, but I didn't have sufficient time or confidence to give it the concentration and the push needed to finish such a project.  That changed when I decided to step back from daily duties at the Ferry Line January 1st, and since then I've been concentrating on this history, now titled Thordarson and Rock Island.   Of course, I'm still actively working for the Ferry Line, and the warmer weather and tourism of summer mean I have added responsibilities of operating the Karfi a few days each week in Jackson Harbor and driving tours on the Cherry Train.  But I'm far enough along with the book that those days come as welcomed breaks, allowing me to step back from what becomes obsessiveness to finish what I've started.

Book will be soft cover and will include
over 100 historic images, maps and illustrations.

The time involved to complete this book became far greater than I dreamed.  First, it took me time just to get going, to convince myself I was on the right track, and to make sense of the whole.  New questions cropped up that needed answers, and they were often left hanging (some will never be answered).  As early as March, the endless but essential task of editing began.  I've been fortunate to have the help of a number of friends with a qualifying background (they like to read!), eager to offer comment on what started out as very rough copy.  Through their collective comments the manuscript has become much smoother and easier to read, I believe, vastly improved from both accuracy and grammatical standpoints.  However, that editing is still going on today, with two, final "readers" lending their sharp eyes and minds to necessary corrections.

Although publication was already set back several times, the project is now much closer to print-ready.  But I've said all of this before...and then reset my own deadline.  But deadlines are the only way to bring reality to such a lengthy and multi-headed project, and I need to give several weeks' lead time to the printer.   At the same time, I want a product that won't cause me to cringe later due to egotistical blunders and grammatical errors.

In addition to volunteer readers, Amy Jorgenson is doing my digital page graphics for a printer-ready file.  I coordinate my ideas and edits with Amy.  With so many steps involved, I'm not planning on a sequel.   I hope this one will be a book readers will find informative, enjoyable and error-free.

A sample page:

Added to my research and the writing portion of this book project is the fact that early on I decided the surest way to get this to print would be to self-publish.   While I've done this sort of thing before, this time the steps were multiplied and they were larger steps that ended up stretching my time and my resources.   Along with the decision to be my own publisher, I also take on responsibility for marketing the finished product.  In this, I've been fortunate to have many local readers and the bookshops to sell books to motivated readers, but for this topic on Thordarson I wanted greater reach.

To this end, I wanted my own website to promote book information, sales and marketing, and so I asked Courtney Cauldwell, an Island resident, to help me set this up.

Yesterday, Friday, this website was officially opened at:
   
                     www.RichardPurinton.com

I would encourage you to look at my new website.  Sales of two previous books are also offered, but please note that until later in August the Rock Island book will not be available.  At a future date, advance orders will be taken.  But not yet, please!   I'd like to assure everyone that a product is in hand before commitment is made to an order.

In the middle of the final editing and publishing process is a trip Mary Jo and I have planned to visit England, to view crop circles among other things.  This trip was decided on a winter's whim back in January when the snow was flying and I still had great optimism this book would have been to the printer and back again by now, with a pallet of boxes awaiting orders in my basement.  But not so, as it turned out.   The time to see crop circles is when grain fields are mature, in late July and early August in Wiltshire County.  Nearby are the Standing Stones and many other ancient stone circles, mounds and monuments of earlier civilization.

We're committed to this trip, just as I am committed to finishing this book!

 -  Dick Purinton

ENJOYING WINTER ?

Atlas Beneda skied alongside ice shoves on west side, March 7.

I began with the title "Enjoying Winter" as a statement, to reflect the many enjoyable days we've had so far, but later I added the question mark, to elicit response from readers.  Not everyone views winter from the same point of view, of course.

In the photos below, and in the blogs that will follow this one - as I get back on track - we'll look at some of the scenes and conditions observed in past weeks.   We've had lots of snow, more than usual depth for late February or early March, some rain and melting, refreezing, fog...a variety that can come with winter.   No real snowstorms in recent weeks, but many of us hope for at least one more, to put another foot of snow on the ground.   April's often a crummy month here.   Might as well have some snow to play with.

Late last week, grandson Atlas - his third time on skis - and I crossed part of Little Lake, then skied over the ridge separating that lake from the bay.  We were rewarded with a wonderful view: jumbled ice fields.  Close to shore were several ice piles I would estimate to be 15-18 feet high, made up of hefty ice pieces from fields that moved across open waters a month or so ago, before they were stopped at the island's rocky shores.  It will take weeks for those ice shoves to melt, so there is no hurry to get out there if you'd like to see them.

Vehicles - pickups and snowmobiles mostly -
made an ice highway this winter to fishing shacks.

Landing at the Potato Dock: Other than an hour's delay
for fast-moving ice during a February blizzard, no
 crossing problems have been encountered this winter.

With the amount of snow cover, skiing or snowshoeing was one of the few ways to get around by manpower.  Of course, snowmobiles had good conditions, too, for a change, once a snow base was established.  Ice fishermen made regular trips back and forth over Detroit Harbor ice, to set tip-ups or jig.  Fishing results spotty.  Most shanties are off the ice now, after a major melt on Sunday that left slop over the surface. This is, according to local experts, the time of season perch will bite - if they're ever going to.  

Sunday morning in heavy fog, Mike Kahr pushed his rig from Northport back to Washington Island.  He immediately began dredging near our regular island ferry docks.

Kahr ran short of time at Northport, but plans to return after Detroit Harbor work is accomplished.

We've landed bow-to the Northport pier with the AJR these last seven weeks to avoid putting screws into shallow water near the pier.   Depth was increased there, but not yet uniform enough to risk backing in.

When his barge got close to our docks, Kahr used his backhoe
to steer and to break ice near the ferry terminal
 (so his second backhoe could be off-loaded to shore).

The Ferry Line received an extension to the island dredging permit (now April 1st), for which we're thankful. That should give Kahr time needed to deepen waters near the island docks.  He's backed up with other work now, customers waiting for him to do similar work at their locations.  We're thankful the weather's been mild and conditions were good for his tow across the Door.  The Arni J. Richter led the way and widened a track through loose, but substantial, bay ice.

Pneumatic breaker point on excavator
 (foreground) was used to break up
rock strata at Northport.

Snowfall amounts this winter bode well for improved lake levels.  By May, we hope to be using multiple ferries at our traditional landing sites.   -  Dick Purinton

By law, fish shanties have to be removed by the middle of March, but
with melting snow and rain last weekend, these were pulled early.

DIGGING OUT

It's amazing the
stuff that piles up over time.  I'd
not want to place this burden on
anyone else.

Detroit Harbor, Washington Island -

Happy New Year!

Our blog offices shifted as of late yesterday afternoon from the Ferry Line office to the lower level of our home.

I'm surrounded by file boxes, photos, books and an assortment of other stuff accumulated since that building was completed in June of 1996.  What I'm surrounded by this morning is only part of the total.  Two days ago boxes of documents, copies of regulation and old correspondence I hope not to ever have to revisit were hauled to the trash.

This is the "digging out" I refer to this morning.  It is with pleasure I decide whether to pitch or save.  The harder problem is where to put materials sorted into the save pile.

Hoyt will occupy my former space, and Rich Ellefson will fill the other corner office.  Both men need space in which to work.

There's a time when one's activities becomes paper shuffling and pontificating, and I think I reached that point a year or more ago.  Time to let the younger fellers have at it.  I'll work from home, at least while there's snow on the ground.  There's still a good story behind this truncated working life, but your own story can always be trumped by someone else.  Move on.

A few dredging comments, too

I need to reply to several comments from blog readers.  All comments received are appreciated.  They don't need to reflect the same mindset that I do, opinions formed from my viewpoint alone.

The Potato Dock project is solely the Ferry Line's responsibility.  It's a private dock attached to private property, with associated riparian rights of the adjacent lake bottom.  The State or Federal government, we hope, will have the necessary details in order - the engineering, including core sample data that may be completed later this week, and financing - in order for the Town of Washington to become a grant recipient for channel dredging this summer.  If all that takes place, with permit approvals, then the main channel can be dredged later this year and we'll have a greater depth under the ferry keels once again.  But that won't happen for a good 6-10 months at the very soonest.

Even if/when the channel is deepened, we still have to accomplish additional, private dredging around ferry landings at the island and at north port.  This would be completely separate and apart from the dredging now underway at the Potato Dock, which we hope will provide temporary landing until our main docks and channel depths are improved.  

Regarding trucking and the associated noise, apologies are in order for the inconvenience caused homeowners along the route.  It's only because this is a very necessary project that we're pressed by the elements and time.  In many ways, with fewer cars, bicycles or pedestrians sharing the roads, this is as good a time of year as any for trucking.  If the Ferry Line Board had decided we could get through the winter without dredging at the Potato Dock, we would have gladly waited until spring to see what the new year's water levels might bring.  Such a project would never have been undertaken months back on speculation that it might be some day helpful to have deeper water at that location.

As for the trucking routines, hauling begins when the barge is full of material.  Not to begin hauling spoils immediately is to pay for contractor's time for vessels, equipment and crew without productive benefit.  From my observations so far, the hauling process has been quite clean, that is, relatively little mud or debris dropped en route to the dumping site.

Truck engine noise is another matter.   Yes, the diesels can be an irritation if you live along the trucking route and a truck passes by your house every few minutes over a 4-hour stretch.  To date, however, no trucking began prior to 0630, and no trucks hauled after 2030, and that was on one occasion only.

Thought for the day:   The earth's fragrance can't be enjoyed when your fingers are in your ears.

 - Dick Purinton

NAVIGATION PUZZLEMENT

Detroit Harbor buoys and sinkers offloaded at the Potato Dock August 8th.

DETROIT HARBOR, WASHINGTON ISLAND, WISCONSIN -

As a ferry operator, my greatest tension came when entering the Detroit Harbor Channel in heavy fog or blinding snow.   Finding the entrance mark, knowing I was where I was supposed to be in relation to the dredged channel, was an enormous relief.

A most reassuring moment was the visual sighting of buoy #2 by a crew member, followed by buoy #4.  We considered ourselves "home" once we were inside the end of Kap's Marina dock, and from there, the outline of the ferry dock was generally visible.

If the Coast Guard's long range plan for Detroit Harbor's navigational aids proceeds, then in cold weather months we'll have no floating buoys to help us.  The Coast Guard will remove temporary, seasonal buoys made of lightweight foam sometime in November, resetting them again in spring, so that they won't have to deal with the steel buoys, ground tackle and heavy sinkers.  In the interim, we'll have to learn to split the difference between the new cylinders that bracket the channel like the Colossus of Rhodes.  There will be a gap between cylinders #4 and #5 and the entrance tripod where no aids will mark the 150-foot wide channel.

This plan was revealed by the Coast Guard Tuesday through questions asked of the crew who came from Muskegon in their specialized aids-to-navigation maintenance craft.  By Wednesday morning they  had already pulled #6 buoy opposite our ferry dock.   (The crew is shown in the photo above depositing steel buoys 2, 4 and 6, along with sinkers on our Potato Dock property, where, I was told by Bosun Mate Chief Barra, the cutter Mobile Bay would moor to remove them from Washington Island.)

What will replace them, I asked?  Chief Barra, following orders to remove the steel "ice hull" buoys until told otherwise, said that foam-filled buoys would replace them until the late fall.

What will we do then, I asked?  Chief Barra said we would have the new navigation poles (the 20-foot poles atop the cylinders) to help us, and that "we've done the best we could."

If the plan to construct the two new cylinders in the harbor, aids #4 and #5, came to us as a surprise and  a curiosity in June, this new revelation caused even more surprise, along with consternation.   Why would the Coast Guard build two very expensive cylinders (at a cost approximating a half-million dollars), and then proceed on a plan to pull the steel "ice hull" cylinders on which we, as primary user of this dredged federal channel, depend for safe navigation in winter months, we wondered?

Their answers, we think, come from institutional decision making in Milwaukee, Cleveland, and perhaps Washington, based upon projected long term costs to maintain buoys in Detroit Harbor and the (perhaps) limited life of the Muskegon specialized nav aids maintenance craft. This vessel  powers across the lake each summer - as it has for the past number of years - to lift and inspect buoy chain, anchor fastenings, repaint buoys and reset the aids.  A presumption on our part is that the efforts made to save money on the annual District budget, coupled with the practical matter of lifting and maintaining the heavier steel buoys led to the solutions now evident:  permanent structures and seasonal, lighter foam buoys.

What is missing?

It is impossible to fault any single individual for a decision made over time because input has doubtless come from numerous, expert sources within the Coast Guard organization.  Rather, these decisions seems to us, frequent users of this waterway, an institutional failure to include the opinions of those upon whom such decisions can make a huge impact.

We have no idea of the cost involved in maintaining the old floating steel aids, life as we knew it for so many years, versus the cost of building new cylinder bases with light poles (at half a million dollars), and so it is hard for us to compare costs, one way or another, other than to say, that was a huge chunk of taxpayer money spent on cylinders.   And one of those cylinders, #5, is nearly useless in terms of its importance to channel navigation because of its position.  It would have been far superior had it replaced buoy #2, so that a line of marks could be used for navigation.  Had this been done, we would have less reason to squeal now about the pending loss of floating aids for six months of our operating year.

Only a few years back, the Commandant of the Coast Guard ADM Thad Allen, in his annual statement on  Coast Guard operations, admonished his organization to "Honor the Mariner." By this he meant: to listen; to engage in dialog; to not make hasty assumptions that might make matters worse for the maritime community.

We've seen great improvements since his statement was publicly made, most notably in mariner licensing where six months to get a license renewed was standard practice and mariners were advised to begin their renewal process for a five-year license a good year in advance of the expiration date, just in case.  Rich Ellefson told me just the other day that his renewal application had been approved, along  with official notice to him, within one week of his mailing!

Our frustration with the buoy change-out is coupled with our difficulty to communicate our concerns to someone in the Coast Guard - anyone - with authority to listen and address the Detroit Harbor situation.   It seems that the various names and phone numbers we had led to messages announcing personnel on vacation, on family emergency leave, on temporary duty elsewhere, and in the case of one officer I had met and knew, his voice mail box was full and I was unable to leave a message.

It was only after many calls were made that a call was finally returned to Hoyt Purinton of WIFL.  By this time, our greatest hope was to simply keep the removed buoys here, stacked on Washington Island's shore, so that if resetting is approved, the Coast Guard will not have to go to Sturgeon Bay or somewhere else to retrieve them.

And, if cost is a major consideration in Detroit Harbor's plan, as it must be, why not consider privatization of navigational aid maintenance?  I suppose there may be some Federal Code that limits service of navigational aids to the U. S. Coast Guard, but maybe it't time to reconsider that policy.

I observed the seven-man Coast Guard crew struggling to off-load buoy and sinker on our Potato Dock, and I found it hard to believe this could not be achieved locally with a barge and backhoe or other more specialized, private marine equipment, with greater economy.  It wasn't but a few years ago our company got chewed out for resetting harbor buoys to positions where they did us the most good, so far were they from their proper and useful positions.  Given frequent winter buoy drift in ice, our actions were essential to avoid running them over with our propellers, or running ourselves aground to avoid them.  We didn't mind the inconvenience of the task, and we believed we saved the Coast Guard an unnecessary trip to Washington Island, or so we thought.


Given today's GPS instruments and available commercial lift equipment, surely it is possible for a contract to be privately let that will specify annual maintenance and placement of buoys and sinkers.

As of late Wednesday, August 8th, Ferry Line President Hoyt Purinton was told by a Ninth Coast Guard District Waterways Management representative that the Detroit Harbor situation would be discussed via phone conference on August 20th.  There is no guarantee that a change in plans will result, but we're hoping that common sense will prevail.  We've made an assumption here that as a ferry transportation company, we also speak for those who rely on our services and our reliability to make ferry trips safely in all weather conditions, and that "improvements in navigation," whether viewed up close or from afar, should not pose greater risk to those dependent upon water transportation.

- Dick Purinton

WITH SUMMER COMING ON

Framed by the lightening holes in the main fore and aft structural bulkhead,
Con McDonald and Hoyt Purinton install foam blocks
in the aftermost compartment of the ferry
Robert Noble.

Washington Island, Wisconsin -

Spring at the Detroit Harbor ferry dock typically means painting, cleaning, assembling systems drained over winter, and minor modifications in readiness for daily operations.  This spring has been different in that there were several, major projects to complete.   By mid-May, we're nearly there.

Pete Nikolai and Eric Brodersen
open a mold containing newly
expanded, closed-cell foam block.

Hoyt Purinton with pile of blocks
in workshop.

Robert Noble


This ferry was at Bay Ship for all of November in late 2011 for new engines and gears and new cooling, hydraulic and fire systems. This was extensive work resulting from the replacement of original (1979) Cummins diesels with CAT engines.  The major emphasis was to reduce emissions levels and lower the gallons of fuel consumed per hour of running time.  (So far, fuel consumption is under 7 gallons per hour, per engine, at running speed of 1100 to 1200 rpms.)

Once back in her Detroit Harbor berth, our crew cleaned and repainted the entire Noble engine room.    In late February, as a result of the Coast Guard recalculating vessel stability for the Robert Noble, it was determined that due to a newer formula than that under which it was designed in 1979, additional measures would be needed to conform with required stability.

While there were several options, the one least invasive and least costly involved adding inert, light foam material to the aftermost compartment.  That is what we chose to do, and in the accompanying photos, block production and installation are shown.  The objective is to displace water that might, in an extreme flooding situation, fill the after compartment.

We were fortunate in this project to have new soft patches, removable covers over each main engine. These were installed as a part of the re-power project.  With the starboard hatch removed, eight-foot long blocks could be maneuvered into the after compartment.  Steel flatbars, 1/4" x 3", will be bolted to frames, securing the foam blocks between the frames.  

Starboard, aft void with foam blocks installed.

Robert Noble deck, with hatch over starboard
engine removed.

Washington


The Robert Noble had been used during the first week of May under a provisional Coast Guard certificate, while a warranty repair was in progress on the Washington.  The Washington's starboard engine had a bad rear crankshaft oil seal, the second time this seal had failed in two years, for a two-year old engine. The flywheel housing was determined to be the cause, ever-so-slightly out of round, and a new one was located to replace the original.  (The casting was slightly off from the factory, unusual, but not unheard of, and a new one was located in Germany with identical bolt hole characteristics. It was air-freighted to Green Bay where our engine awaited at the CAT/FABCO shop.)  The repaired engine was then delivered to the island last Thursday morning and lowered in place through the soft patch opening.  It was in running order by late afternoon, and the Washington was immediately placed back on the line.  Crossing our fingers, we believe this ferry is now in top mechanical order for the upcoming season!

Arni J. Richter


During the latter part of February 2009 while routinely inspecting the Arni J. Richter's aft below deck compartment, crew members discovered what proved to be a slight trickle of water.  (This was determined over a period of several weeks, as there can also be tiny leaks under gaskets surrounding deck hatch covers, as well as condensation collected on the shell plating.)  Closer inspection, monitoring of the suspected area, and conference with the Coast Guard Marine Safety Office in Sturgeon Bay led to a determination that several small weld fractures had occurred above the starboard skeg.  The two skegs on the Arni J. are fin-like structures attached to the underside of the hull, through which the propeller shaft protrudes.

Worker prepares skeg for new shell plate, an area of
convergence of multiple planes, and which requires extra care
to avoid shaft log movement during heating, cooling
of welded members.

A crew from Bay Shipbuilding came to the island on an afternoon ferry, bringing with them grinding and welding gear and steel plate, and they spent the next fifteen hours, until early dawn, welding the fractures and installing framing stiffeners.   These repairs were intended to be temporary, only.  In two years, the plate in the area of concern would need to be cropped and repaired to Coast Guard satisfaction.  That is when the next scheduled dry docking exam for the Arni J. came due.  That required hull inspection and repair period took place this spring, during which time the affected areas surrounding both port and starboard skegs were addressed.   Substantial  5 ft. x 5 ft.  x  1" inch plates were inserted above each skeg to better carry the weight and absorb stresses.  New interior framing running both fore and aft and thwartships (side-to-side) was also added.

Because of this work, the Arni J. Richter was in the yard from early April to early May while subject areas were prepared for new plating and framing.  Examination of the existing areas led to various discussions regarding proposals to fix problem areas, and this, too, added to overall time at the yard.

In the end, it can be said that the fractures found in welds were likely a result of several different factors, not just one.   Vibration, plate movement and stresses at various points can be expected in a vessel that runs through ice.  Ice encountered in the Door can be heavy and hard, and there are times underway when it passes continuously between the two skegs, funneled into the blender-like mix as it passes through the propellers.   Had this ferry never operated in winter, it is likely the problems seen would not have developed.

The framing structure in surrounding areas over the skegs, in retrospect, appeared relatively light, given this vessel's mission on a year-in, year-out basis.  There were also signs that a closer fit of plating and higher quality welds may have forestalled or prevented failure.

Interior shell in areas over skegs received extensive,
deep framing to carry stress and reduce plate movement.

During the entire time the Arni J. Richter  was operated, following the  initial recognition of the problem in March 2009, the intermediate measures we adopted under Coast Guard and naval architect direction proved to be prudent and satisfactory.

Now, each of our ferries, upon completion of the foam block project, will be in excellent shape for summer operations.  By mid-June, a ferry may operate 10-12 hours each day, for the next three to four months, before the schedule begins to wind down.

- Dick Purinton

Machinists (man at right) took hourly readings to
determine change in shaft log
alignment. Welders and fitters tailored
their work to minimize movement.