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 - FINAL PUSH - 27.0

Detroit Harbor, Washington Island -  

Rich Ellefson sent me another report last evening, along with photos he'd taken late in the day.

While this posting is being put together (7:30 a.m.) it is likely the flooding, or sinking, of the floating dry dock is underway.  Flooding of the dock floor will be done in measured steps to ensure no leaks are within the vessel, i.e., valves left open, connections not tight, and so forth.  When the water level on the hull reaches approximately a three-foot depth, each below decks space will be entered and carefully examined to determine if bilges remain dry.

The Coast Guard approved the rudder and propeller installations, and so the vessel can be floated. Normally a major step in vessel construction, often combined with a christening ceremony, breaking of a bottle on the bow and so on, today's "launch" becomes anticlimactic in comparison to the amazing progress shown toward finishing this vessel, preparing it for underway sea trials.  Much work is yet to be done, and the quickened pace continues.

Here is Rich's report (and I've just received his note that the walk-thru of spaces is now complete):

Well it looks like we hit the necessary milestones for our launch tomorrow. Both ramps are on and chained in the vertical position. The strong backs you see on the back side of the ramps are being removed tonight and the welds will get ground flat. The stripes on each side are done and the second shift painters are touching up the black on the sides as well as around the stern where the anodes were attached. 

USCG was out here today three different times for final inspections on rudders, engine room entryway weld inspection and then to oversee the tonnage measurements. The final measurements came in very close to spec., we were a quarter inch short on overall length and a quarter inch long on overall height which is measured keel to car deck at midship. The beam measurement came in exactly 40 ft. as per the spec. These measurements needed to be verified for getting our Tonnage Certificate. The prop nut straps are welded to the end of the shaft, similar to our other vessels. 



Billy Lemieux wanted to also bolt the sides of the strap to prop nuts, preventing any chance of the straps being able to spread. Lots of activity in the engine room, steering void and the forepeak with all the piping and electrical work going on. 

The pilothouse is set in location and just needs to slide 1 inch aft, which will take place in the days to come. The insulators are insulating the engine room entryway tonight, so the electrician's can start pulling wires up to the upper levels. The engine room still has a long way to go with all the piping that remains as well as hydraulic tank foundations. 



Our schedule for tomorrow is to be onboard at 0700 for a final walkthrough of all voids and engine room, followed by a walkthrough of drydock to make sure everything is secured and all painting below water level that was disturbed is touched up. They will start flooding at 0800 and stop flooding when we have three feet of water on the hull. At that point there will be another walkthrough to make sure everything still looks good internally. After that walkthrough they will continue to flood until we float free. Selvick is scheduled to arrive at 0900 for towing us to berth 9 where we will remain until sea trials in late May. 



Steve has asked Mark (Mark Pudlo, naval architect) to be here at 10:00 or at least available once we are dockside for the initial freeboard readings. That is the plan they have as of now and hopefully everything goes well...  (above text and all photos by Rich Ellefson)

The engine rooms and wiring remain as a major task.  With insulation installed in companion ways, wiring runs can be completed.  Faith Electric of Green Bay is the subcontractor hired by Bay Shipbuilding.  - Dick Purinton

FERRY VS PICKLE BITES: A PROGRESS REPORT

Detroit Harbor, Washington Island -

CAN A PICKLE DO THIS?

Whether measuring tonnage, life-time benefits, production per round trip, vehicle capacity, icebreaking capabilities, etc., it isn't hard to say which should come out on top:  the ferry, of course!

In the Coolest Thing Made in Wisconsin, an online contest now underway (at madeinwisconsin), the Fincantieri Bay Shipbuilding product entry, a 124-ft. ice breaking ferry for Washington Island Ferry Line, is matched against the GLK Foods LLC packaged pickle product, "Oh Snap! Dilly Pickles."

Vote today, and vote often!  (Daily voting is encouraged.)

Out of a field of 150 Wisconsin product entries, the new Fincantieri ferry for Washington Island emerged as #7 in the popular vote.  In the ensuing round of voting which is now in progress, one entrant is matched product-for-procuct against another.  This bracket match-up pits the ferry vs.  pickle bites.

Each bracket winner will be announced Monday at noon, and by Tuesday morning new pairings featuring the Elite Eight will be posted online, and a new week of voting starts all over again.  By Oct 8, as elimination voting continues, the winner will be announced.  What will the prize be?  Product recognition by the public will certainly be a side-benefit.   Perhaps a plaque for the shipbuilder, Fincantieri?  The prize remains to be seen, but from the point of product usefulness and community pride...this Door County product made for daily use in Door County...should motivate us to vote for our local shipbuilder and the ferry product that will become the Madonna.

Adding to the local, Door County, Wisconsin picture of support for the new ferry project is Seacraft Design, a firm that provides blueprints and engineering support necessary for construction of a ferry product that meets, or exceeds, federal standards for a vehicle/passenger ferry.

Of course, many materials and products are sourced that make up a ferry of this size and complexity. We can say with pride that Caterpillar diesels will be provided by FABCO of Green Bay, Wisconsin. The transmissions, or reduction gears, will be provided by Twin Disc of Racine, Wisconsin.  Northern Lights generators will be supplied through distributor Burger Boat Company of Manitowoc.  Stainless propellers and shafts are on order from Kahlenberg Bros. of Two Rivers, Wisconsin.  And so on.  Many, many products and services contribute to the overall vessel that will be the ferry Madonna, a product capable of carrying people, vehicles and cargo across Death's Door waters, in all seasons of the year, for decades to come.

Naval Architect Mark Pudlo, principal at Seacraft Design, working
on structural details for new ferry.  Engineering calculations and design
solutions must follow approved shipbuilding practice, with
materials and construction methods meeting U.S. Coast Guard
specifications. Seacraft plans and blueprints must
be readily understood and provide detailed guidance to  
Fincantieri Bay Shipbuilding workforce.  As an architect with
Tim Graul Marine Design for many years, Mark helped in
design or modifications for each Washington Island ferry
at some point in his career.

Construction progress of the new Washington Island Ferry Madonna continues on schedule, with framing and main deck erected in an inverted position on a jig.  Bulkheads, flat bar and angle stiffeners provide definition to the hull plates.  Nearly all shipbuilding thus far on the ferry is within Fincantieri Bay Shipbuilding's largest shed, out of the weather and adjacent to the computerized burning machine. Skilled tradesmen, welders and fitters in particular, assemble marked pieces in an orderly, rapid fashion.

Earlier this week shipyard representatives visited Washington Island to examine finish work on the ferry Arni J. Richter, built at the Bay Shipbuilding yard sixteen years ago, in order to determine how best to accomplish several of the later task requirements, such as painting and wiring.  Modern paint methods require specific temperature ranges for application, with critical timing between coatings for best bonding results.  It's also imperative that as much welding is completed as possible, in order to avoid burning of and disturbance of the coating.

First bulkhead being set (bulkhead #9).  Bulkheads are key components that not only
strengthen the ship but divide it into several watertight compartments, key to vessel flotation
should shell plating be penetrated or compartments become flooded, for any reason.
(Steve Propsom, Fincantieri Bay Shipbuilding photo taken Friday, Sept. 20)

In the photos below, taken by Steve Propsom, Fincantieri Ship Building's Project Supervisor, the machine shop holds completed rudder stocks with Thordon bearings, and propeller shaft stern tubes. These parts await installation at a later date when hull construction is well along.  Another shot shows the ferry deck's underside, and the beginning of fuel tank fabrication.  The fuel tank, which will hold just under 10,000 gallons of fuel, will have enough capacity to accept a tanker load of fuel with a cushion of 2,000 gallons.  In another photo, welders and fitters assemble deck plating with stiffeners.

The process continues - regardless of the contest - with two workshifts advancing the process.
    -  Dick Purinton

Journeyman Welder, 1st Shift, Bill Bowman, operates a welding
machine, sub-arcing a frame together.  (Jim Legault photo)