MADONNA CONSTRUCTI0N - 37.0

Capt. Joel Gunnlaugsson with Fincantieri
Senior Project Supervisor Steve Propsom, upon
return to port after sea trials.  Broom signifies
a "clean sweep", the satisfaction of
requirements for U. S. Coast Guard Certificate
of Inspection.  (Purinton photos in all cases)

Detroit Harbor, Washington Island -

Having been absent here for a few weeks in reporting on construction, during which time the christening took place at Fincantieri Bay Shipbuilding, we're now back to continue the story, with particulars of where the new ferry Madonna stands in terms of finishing and delivery.

First, we need to update statements regarding the steering system, because the first assessment for remedy didn't prove out.

One of many details added in the past weeks:
a step for crew to reach and tie mooring lines.

During Builder's Trials, a test run of the vessel's systems, its engines, electronics, etc., it was discovered that steering responsiveness seemed to lessen over time.  Greater revolution of the pilot house helm was required to move the rudder just a few degrees. The cause was determined to be hydraulic oil heating and thinning with longer running time time.  The probable fix appeared to be reduction of heating by means of installing a lower volume output hydraulic pump, and by enlarging the diameter of the piping from pump/reservoir to pilot house and to the steering rams back aft, a rather long run with many angles and turns in the piping.

Fincantieri pipe fitters began work right away and installed larger inside diameter piping.  But as for a lower output, CAT engine-compatible hydraulic pump, none was found in the marketplace.  Instead, a flow valve was installed, along with an oil cooler (fed by the same pump that flushes stern tubes). During a second Builder's Trial, performed two days ago on Monday, July 13, the steering seemed to perform well.

As can often happen with more time spent underway, a few more items also came to light, and they were highlighted on the punch list.

After Monday's successful underway trial, a second sea trial was then scheduled for Tuesday, July 14, this time with a U. S. Coast Guard Marine Safety Detachment observer on board.   This sea trial fell almost exactly 1-1/2 months beyond the original estimated Madonna delivery date, a point of secondary importance to getting steering, as well as other vessel functions, to where they needed to be.

In this photo, you're looking up the ladder
that leads from engine room to main deck.

Madonna engine room has come a long way:
a complex space of piping, wiring and machinery,
but with room to move about.  A Bay Ship
mechanic can just be seen between generators,
monitoring fluids and temperatures.

Clean bilge; CAT engine control boxes;
bilge piping manifold beneath.  One example of
well-laid out, yet separate, systems.

We departed the Bay Shipbuilding slip at 10:00 a.m. and proceeded to the outer bay, with approximately a dozen yard personnel plus five Ferry Line representatives on board.

Enroute to sea trials, Madonna passed
Cason J. Calloway, inbound to Bay
Shipbuilding for repairs.

At the conclusion of several drills and with Joel Gunnlaugsson
at the wheel in the pilot house:
Rich Ellefson, Steve Propsom, Jeff Cornell, Dan Petersilka and
Hoyt Purinton.

By the time we reached Sherwood Point light, having passed port-to-port in the entrance channel the Cason J. Calloway, inbound to the shipyard for repairs, the Madonna's engines and fluids were warmed to anticipated operational temperatures.  Steering maneuvers, the shifting of generator loads, "crash stops" (full back while carrying typical forward momentum), a man overboard drill, and demonstration of good water pressure on main deck fire hydrants, were among items checked off during the several hours underway.  The sea trial was termed a success, and the number of items on the "to-do list" were trimmed even further.

A man overboard drill was conducted using a dummy
designed for such an evolution (approx. 150# with water
weight).  Shown:  Coast Guard observer Tom Hunninger,
Jeff Cornell, and Hoyt Purinton on bow ramp.

Another day or so will be used to tie up remaining loose ends, and to reconcile our standing with the Fincantieri yard regarding "who pays for what."  Those discussions may continue for some time, but a general understanding must be met in order to transfer ownership, and satisfy builder and owner product expectations, contractual items met, and with an appropriate USCG Certificate of Inspection forthcoming (like having a motor vehicle license plate, only with particulars of operation spelled out in detail).

A view of mezzanine cabin passenger seating.

When can we expect Madonna to be underway for Detroit Harbor?  Perhaps Friday.  We'll have to see.

  -  Dick Purinton

Upper deck passenger seating and pilot house.

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

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

MADONNA CONSTRUCTION - WINDING DOWN - 34.0

Pilot house console is in finishing stages but with a substantial amount
of wiring for switches and controls yet to be finished.
(All photos by Rich Ellefson/WIFL)

DETROIT HARBOR, WASHINGTON ISLAND -

Here we are in early June, and the ten-month-long construction project of the ferry Madonna at the Sturgeon Bay Fincantieri Bay Shipbuilding facility is
nearing the final stages. Engines and shipboard systems are ready to be energized and tested.  Those evolutions will take place at pier side this coming week.

Once those accomplishments and adjustments have met with approvals, the new Washington Island Ferry Madonna should be cleared for underway sea trials.

A small winch and the block above it, shackled to
the ramp king post, are pieces of gear used in
assisting crew in a "man overboard" situation.
Ore boat moored in background is one of several
Great Lakes bulk carriers returned to port
during this prolonged economic slow down.

There is still, undeniably, a ways to go.  Wrinkles along the way can be expected, a part of such a project with this many pieces.  We're optimistically looking for a delivery sometime in the week of June 22.




 When will the Madonna be accepted by and then delivered to Washington Island Ferry Line?

Soon.  Very soon!

This set-up is for flushing and pressure testing the
various hydraulic lines.   (I had mistakenly indicated
in my first caption that it was for flushing the fuel tank: Not so!) 
Hydraulic valves and pumps operate under pressure of at least
several hundred pounds.  Small particles or slivers of metal
can ruin close tolerance ports.

-  Dick Purinton

The ship's anchoring system, like man overboard
equipment, must be examined and proven effective  to
a U. S. Coast Guard Marine Inspection
Office representative.

Graduated fuel level stick.

Just before sunup Thursday morning, a fuel truck dropped in a load of fuel to the 
freshly cleaned and calibrated fuel tank. This will enable start-up of generators
and main engines over the next few work days.

Shiny aluminum deck plates span framing
and provide safe engine room walkways.
Racor fuel filters are mounted at left.

Ramp hydraulics are connected and
ready for testing.

MADONNA CONSTRUCTION - 33.0

Madonna engine room with pump switch boxes, upper left,
and wiring still to be connected. (Rich Ellefson photos)

Detroit Harbor, Washington Island -

One of the more interesting things to observe over a period of several months' construction is how the many pieces and parts, and skills and know-how of the builders, come together.  What seems at times a maze of wires, piping, and materials, gains order day-by-day until it becomes a workable (and one could almost say, "living") vessel.

In today's post, Rich Ellefson's photos show what to the casual observer's eye is still apparent chaos.  And yet, it will soon be sorted out, put in place.  Within another three weeks, this vessel will be underway, sea trialed, and delivered.

The photo above shows the Madonna after deck, with various fluids soon to be introduced into the ship.  Red barrels hold lube oil for engines and gears.  Black barrels hold coolant for the engine cooling loops, having special additives to reduce internal corrosion.  The red barrels hold hydraulic oil for various pumps and systems including steering and ramps.  The six boxes in the foreground are welding machines.  Deck fans--one is at lower left--help ventilate below deck spaces and bring fresh air to workers.

Passen ger cabin finish work continues. A filler product has
been added to level and smooth the steel deck inside
cabin.

Hydraulic manifold for fire and ramp systems.   

This morning, Thursday May 28 according to Rich Ellefson, the Madonna will be towed by tug from one berth to another, making room for another of Fincantieri Bay Shipbuilding's projects, a vessel for Interlake.  Remaining finish work for our ferry will take place at berth #2, at the south end of the shipyard.

Within the next week or so, a truck load of diesel fuel will be dropped into the fuel tank, after which generators can be started.  Main engine start-up will follow a bit later.  For safety reasons, fuel will not be introduced to the fuel tank and engine room lines until hot work there has been completed.


- Dick Purinton

MADONNA CONSTRUCTION - 32.0

Windows have been installed in the wheel house, and here 
a worker installs the ship's bell, not merely a shiny, brass
doo-dad, but an essential piece of equipment, to be 
rung when anchored in fog to alert other 
vessels, or when aground.
(all photos by Rich Ellefson)

Work continues on the Madonna in many different areas.
Equipment has been mounted on the pilot
house roof: an A/C unit;  Kahlenberg air horns;
Simrad radar; and  a searchlight are seen in the above photo. 

Detroit Harbor, Washington Island

We're in the ninth month of construction, and details that will enable this ferry vessel to be ready for sea trials, for the U. S. Coast Guard Certificate of Inspection, and acceptance by Washington Island Ferry Line, continue to be addressed by the Fincantieri Bay Shipbuilding work force.

One item was accomplished early Saturday morning, at a time when few workers would be in the yard.  On board Madonna, naval architect Mark Pudlo and several workers affirmed the placement of known weights on the main deck, set a prescribed distance from vessel centerline.  The degree of heel was then noted by plum bob, and also the waterline changes on the hull's exterior.  Then the same known weights (a total of over 28,000 pounds) were moved further outboard a prescribed distance from centerline, and additional readings were taken.

Calculations using those figures give the naval architect the vessel's heeling moment, which will denote either the "tenderness" or the "stiffness." the vessel's tendency to remain sufficiently stable under load and resist heeling, and the inherent tendency to return to a level, static condition.  (This, in layman's terms!).

Known weights like the one above
 were placed in a line, at exact distances from
vessel centerline, to give heeling measurement.

Each of our other ferries have had excellent stability, by design and then through experience, which in turn enable us to carry two fully-loaded semis at 90,000 lbs. each.  This will also be reflected in the vessel's Certificate of Inspection which limits the deck loads and their arrangement on board.  (Today's stability rules hearken back to the Eastland disaster in 1915 in the Chicago River, where insufficient stability caused the vessel to roll over when numbers of passengers moved in concert to one side to view a passing vessel.)

The Arni J. Richter has, we think, a preponderance to roll a bit more in a sea, due to rounded bilge vs. a very hard chine, unlike our other ferries, and yet this ferry has proven to be a very stable vessel overall, and verified in actual practice through transporting heavy deck loads.

Plum bob with strip of masking tape measures
number of inches of movement,
upon shifting known weight
outboard a known distance from centerline.

 In the engine room, wires have been fed into control panels, and this has given visual order to the seeming chaos below.  

Wiring the AC panel.

Certain fire safety standards have to be met.  One is to have a method to control a fire in the engine room space, the place onboard a vessel where there are statistically more opportunities for fires to break out.

 A fire suppression system using CO2 was the method selected, and here a row of 100# bottles are arranged in a manner so as to be piped into the engine room and dispersed in a uniform manner.(An alarm will sound before release, to alert any persons within that space to get topside).

  This installation is made through a subcontracted specialist, with yard personnel assisting in fitting and welding.  The system will be tested in accordance with Coast Guard standards, and regular testing will be conducted throughout the life of the vessel.

Carpenters insulate and panel the passenger
cabin (above) and pilot house.

On the exterior uppermost deck (sun deck) passenger benches are being installed.  On the foredeck, 200-feet of 3-strand nylon anchor rode is ready to be fed to a reel below decks, near the bow where the ship's anchor is mounted.

One photo here shows the piping to the fuel tank, where water will be slowly fed by garden hose and levels are accurately measured in the tank with a calibrated stick.  (This, after stability measurements have been made.)  Then the water will be removed, the fuel tank wiped clean, and a fill of fresh diesel (at approx. 95 cents/gal. under current pricing) will be added.

These are some of the continuing activities on the new Washington Island Ferry Madonna, at the Bay Shipbuilding facility.  -  Dick Purinton