FAT FLAKES, SLIM SUNSHINE

 A twofer -  Snowfall plus dredging, taken at 8:35 this morning.
According to the weatherman, we'll see some sunshine later today
as this patch of moisture heads to the northeast.

Washington Island, Wisconsin -

Following Monday's snowfall, which let up in the early afternoon, our temperatures turned colder on the northerly wind, dipping into and staying in the 20s for several days. But, we at least saw sunshine, to help brighten our mood.

Monday evening's moon was terrific, the so-called blood moon. (I had to take Mary Jo's word for this one, a spectacular eclipse seen around 3 a.m.).  I did manage to stay up Tuesday evening (9:30 p.m.) for the moonrise, the official full moon.  It couldn't be missed because its light reflected from the slick surface of the refrozen harbor, brightening up the landscape.

I thought of the second shift crew as they dredged, and how working that evening must have been quite pleasant, given the garbage they put up with in the prior 24 hours.  Made me think of that Van Morrison song, with a local variation: "We get it almost every night, And when that moon gets big and bright, It's supernatural delight, Everybody was dancing (digging) in the moonlight." Or, for you hipsters out there, "digging the moonlight."  (Make your own variations.  It will stick in your head through this day, guaranteed.)

Tuesday evening, moonrise over Snake Island.

Dredging production since the project really got rolling Sunday has been quite good, with only short lapses for movement of the rig, and a blown hydraulic line on the excavator.  Trucks have been pounding the pavement - not an exaggeration.

The roads over which the spoils are trucked have been taking a spring beating, laden with frost and moisture.  The roadbeds are not all that deep to begin with, and as on Lakeview, bedrock isn't far beneath the surface.  Gargantuan potholes have developed, and the Town has been working to fill them with gravel, about the only remedy at this point.

Two Door County Highway dump trucks came in on today's morning ferry, and I can see another in the Northport webcam in line for the ferry, in an attempt to stockpile material for maintaining the roads.  Motorists are advised to go slowly over these roads, warned sufficiently in advance by orange Caution signs.  The toll on island blacktop is always great this time of year, but we'll see even more as the ground is still oozing moisture.

This County Highway truck, wing plow still attached,
was one of two trucks bringing gravel to
the island this morning.  

Why must road gravel be imported to an island famous for stone?

According to Town Chairman Joel Gunnlaugsson, the recommended size of aggregate for road base is larger than that which the Town has on hand (and possibly less sand content).  It is presumed - although I didn't ask - that such costs will be reimbursed with road maintenance dollars identified for road resurfacing in the dredging project funding.

Currently, there is little to no ice in the ferry route.  The large field jammed against Plum Island acts as a stopper in the bottleneck for the time being.  Pieces of drift ice that were problems last week have been blown far enough down the lakeshore that digging has not been affected, even with a southerly flow of wind last night.  A wind shift to the west later today should help to keep the channel open.

Due to the presence of ice in the route, or the threat of it, the Arni J. Richter remains the only ferry operating these days because it can navigate in ice.  And because the ferry schedule of six trips are more or less back-to-back, with little breathing room between departures, special runs for flammables such as fuel must be made in the off-hours.  This was done last evening when two tankers, one for LP, one for gasoline, were transported to the island around 6:30 p.m.

Digging Wednesday evening, without the benefit of moonlight.

This spring's extended winter touches many and varied parts of the island's economy.   In "normal" years the transport of fishermen and boats and trailers,  and of seasonal homeowners who start opening up their cottages, helps jumpstart tourism revenues.   Lacking that influx this year, dredging operations provide a needed boost for many local businesses.

-  Dick Purinton  

ICE SEASON BEGINS

Arni J. Richter passing Roen dredge, 8:05 a.m., Dec. 16.  

Washington Island, Wisconsin -

Earlier than anticipated, deep cold temperatures halted the Detroit Harbor dredging project today, and it also marks the beginning of the Arni J. Richter as the ferry of choice for the next several months.

Single-digit temperatures around Wisconsin Sunday, plus ice in the Door passage, means we're not far from seeing the bay tighten up with ice.   Before Sunday noon, when bay ice from the western shore filled in the Door passage, the Eyrarbakki was used for most ferry runs.  We may reach 32 degrees by Christmas Day, but otherwise, its been consistently cold, and snowy.

When this photo was taken last week, several
nights' ice had formed in the channel.  It was later
cleared with a ferry stern wake and northerly wind.
Here, the Eyrarbakki is
pictured underway.    The Washington
and Robert Noble (hidden behind the Washington, to the right)
were drained and winterized prior to the previous,
deep cold snap.

Colder temperatures of teens and single-digits, coupled with strong westerly winds, hampered dredging operations during the past week.   The scow shown being loaded in the photo above was receiving the last of the dredged spoils for this season.  Roen crewmen will begin to lay up their equipment later today, mooring the construction and material barges near the island ferry terminal.  The tug Stephen M. Asher will moor at the south side of the Ferry Line property, where shore power can be obtained.

With ever-decreasing production this past week, and already down to one shift, it was a matter of time before the call was made by Roen and Foth to stand down.

When it was still possible to do so last week, the Roen crew dragged the channel to assure uniform depths, and to determine if any large, upturned stones were missed by the excavator operator.  Errant stones lying above project depth could be struck inadvertently by ferry propellers this winter when transiting the channel.   However, none were found.  In the accompanying photo are stones recently dug from the channel depths.   They will be added to the upland pile of stones previously separated from the more easily trucked spoils.

Blocks of stone three-by-four feet in dimension, like the one above, have been encountered all too frequently. 

Exactly when this project might resume is anyone's guess.  This will be determined in part by the WDNR's allowance for dredging after March 15th -  a date when, the claim is made, fish may begin to spawn.  When the heaviest ice disappears is another factor.   If ice remains well into April, and permit approval is not forthcoming from WDNR to continue in April and May, then the project may stall until late summer or fall.  This, in turn, will have impact in delaying repair of island roads.  Road repairs won't be made until the trucking ends.

An update on the dredging project progress will appear in the next issue of the Island Observer.

Note:   In the most recent Island Observer I carelessly wrote that Foth Construction Manager Ken Aukerman patrolled the trucking route and tossed spilled stones from the pavement into the grassy roadside.  That was incorrect.  Aukerman brings them to the dumping site where he hands them over to Tom Jordan, making the point that truckers should pick up after themselves, or be more careful. 

-  Dick Purinton

COLD WEATHER, THORDARSON and Annoyances

Steam rose from the lake with single-digit temperatures Friday. 

Detroit Harbor, Washington Island -

Temperatures dipped in to single digits and teens the past several days.  Steam rose from open water.  In the shallower harbor, ice crept outward farther each day, solid now except for a few holes from warm currents, here and there.  This Sunday morning skim ice formed out the channel, a first for this season.  Dredging moves forward, but the project's close-down gets closer as extra-cold temperatures
create more difficulties for dredging and trucking operations.

Channel dredging, Monday, Dec. 2.

Just last Monday, following the Thanksgiving weekend, we experienced a calm, relatively mild day.  Hardly a ripple was seen on the water, and low cloud cover created a green cast to the water as we headed out the channel.   Equipment on the crane barge reflected in the calm surface.  By Thursday, Dec. 5th, with sharply dropping temperatures and gale winds from the WNW, only the first ferry trip of the day was made.  The day's remaining trips were cancelled.

Interview with WPR

I traveled to Green Bay with Mary Jo last week for appointments and shopping, and while in a motel room Thursday afternoon, I phoned in for an interview with the hosts of "Central Time," Wisconsin Public Radio's weekday afternoon time slot.  (Find interview at WPR Archives - Dec. 5th, 3 p.m.)  The 15-minute discussion was to be on "Thordarson and Rock Island," but initial questions posed by the hosts began with a statement that Rock Island was an Icelandic village, and that the buildings there reflected Icelandic architecture.

So, before we got rolling, I interjected with clarifications.  I explained that the buildings incorporated unique design elements, including Mediterranean-style tiled roofs, but they were not "Icelandic" in any way.  It was not Thordarson's intentions to create an "Icelandic village."

True, details are found in the Rock Island boathouse today, most notably on the carved furniture, that give the visitor an impression this building was heavily influenced by its Icelandic owner, Thordarson.  Icelandic wood carver Halldor Einarsson furthered Thordarson's Icelandic interests by carrying out Norse mythological themes in his furniture carvings.  However, the furniture pieces displayed there now were built and carved for use in his Chicago office.  Only later, toward the end-years of his life in 1941, did Thordarson move those furniture pieces to Rock Island.

For anyone who reads my book, trying to straighten out such "myths" about Rock Island was a stated incentive behind my writing efforts.  The best that can be said is that Thordarson, with his Icelandic roots, influenced how he wished his estate to look, based on things seen and read, with perhaps a strong desire to use materials that were as practical and durable as possible.  (Stone walls, concrete sills, cypress window frames, and tile roofs were used in many of his 1920s era buildings.)

I'm more convinced than before, given the initial direction of this recent WPR interview, that the historical signage found on the Rock Island grounds (and on similar signs located on the State Park Dock in Jackson Harbor) may be at fault.  Information provided on those boards - despite all of the useful information they do provide - perpetuates certain errors through statements that incorrectly reflect Rock Island's development under Thordarson.

These may seem like finely-shaved points to talk show hosts, but at some point a corrected version needs to be emphasized.  The reality of what exists is quite interesting and captivating without such embellishment, whether intended or not.  

More musings from the Weed patch

Nikki Weed has gone underground for the time being, at least as far as Washington Island communications are concerned.   But before disappearing, she wrote a short piece for the "Sandlappers" newsletter, for a chapter of BMW car owners.

https://www.bmwcca.org/sites/default/files/newsletters_for_chapters/SANDLAPPERb327396443a0371eda9491e4339cfd07.pdf 

Weed's style can be characterized as lacking in both accuracy and substance.  But, imagination she does have, like when she describe the "long" ferry ride.  (I presume she meant it was too long for her attention span.  Not that the distance (4.5 miles) or time (less than 30 minutes) would be considered long by most standards.

Well, judge for yourself.  I suppose - even though she insinuates rather than identifies - that hers is the red car parked alongside the Island Observer office.  Was Weed double-parked?   Had she consumed too much alcohol before getting behind the wheel for her return trip by ferry?  Did alcohol intake, losing track of time, or combined disfunction cause her to miss that last scheduled ferry?

Armed with good intentions to fellow Beamers, Weed forewarns them about taking ferry boats to small "scenic" islands.  She boldly recycles her observations and opinions in the following piece (the image is a photo of my computer's screen with the offending page shown).

As fellow boatman Don Kilpela commented regarding my blog of last Sunday- and Kiilpela's family DOES operate a long passenger route, to Isle Royale on Lake Superior):
    "BMW magazine?  Haha.  Move along.  Move along."        -  Dick Purinton

WINDS OF NOVEMBER REMEMBERED

Jim Rose took this photo this morning, with Roen work and material
barges moored adjacent to the main ferry pier's
south side.

Washington Island, Wisconsin -

The Roen barge alongside our regular ferry pier tells the story today, the second straight day with no dredging activity due to strong SW winds and seas that make maneuvering barges difficult and dangerous.  We've been able to make our ferry trips in the southerly winds, all right, but the work of unloading spoils has been temporarily halted because of high SW winds.  There is a roll that comes into Detroit Harbor, even sweeping around the end of the Potato Dock

On Monday, this most recent Veterans Day, our ferries made only several of the scheduled trips.  Two boats carried cars and passengers at 2:00 p.m., and that was the day's last run.  After the early trip, the other morning trips were cancelled.

Monday's cancellations were, I believe, the first such scheduled runs cancelled in 2013.  That day, because the winds were from NW, sea conditions in the Detroit Harbor channel remained smooth, despite gusts, and the Roen crews continued dredging.  In fact, we had several days of quite tolerable weather early this week - though cold - during which dredging operations went full-bore.  But then, when a warming trend brought swings in temperatures of twenty or more degrees, the southerly air flow increased to the point dredging operations were halted. 

Hazards of trucking typically don't
include deer, butduring his last run of the evening
several days ago a deer tried clearing Dave Hanlin's truck
hood.    This photo by Jim Rose shows Hanlin's truck
at Northport, awaiting a replacement windshield.

In the marine construction business there is always something to fix on a weather day, and the Roen crew busied themselves with a generator project yesterday.  But as the clock ticks and the season advances, production must continue or else we'll surely be looking at a prolonged dredging project well  into 2014.  That's not in anyone's best interest.  

Following discussions with Roen and Foth, we will likely permit the offloading of spoils at our regular dock until working conditions improve.  With the swinging of mud and stone in buckets, and the movement of trucks, there is an associated mess and mayhem, which we prefer to take place at the Potato Dock, out of the way of ferry traffic.  But we also realize the necessity of keeping this project moving along, so our main ferry pier may become the temporary offload site until winds abate. 

Gordon Lightfoot's lyrics that paid homage to the men of the Edmund Fitzgerald, lost in a Lake Superior storm November 10, 1975, and to Great Lakes sailors in general, brings to mind storms of historical proportions.  There was the Armistice Day blow of Nov. 11, 1940, to which Arni Richter often referred, etched into his memory.  The November 1913 "White Hurricane" was another, which carried vessels into dire straits in local waters over a period of several days:  the Louisiana, Halsted, and Plymouth.   Winds were recorded exceeding 70 mph during that storm.

Joan Hansen reminded me last week that this year was the 100th anniversary of the Louisiana coming ashore in Washington Harbor, its crew managing to safely reach shore in a lifeboat after a night on board, while the hull burned, eventually to the water line.  The Louisiana was light after unloading cargo in Milwaukee, enroute to Apena, Michigan, and had dropped into Washington Harbor for protection from the wind and seas.  When the wind direction shifted, it dragged anchor with seas bringing it progressively closer to the beach.  That was November 8th.

On the 10th of November, with the storm still raging, it was the lumber barge Halsted's turn, and it landed after many hours broadside on a ledge near shore.  Later, in calmer weather, it would be pulled to safety with the help of a dredge and steam tug, to continue its service.  No lives were lost on either the Louisiana or Halstead.  

One account reported the boiler of the Louisiana salvaged in 1920 by the Leathem Smith Company of Sturgeon Bay.  The compound steam engine was also removed later that year, it is believed.  

North of Washington Island, however, the barge Plymouth had been towed into the bay, possibly seeking the lee of St. Martin Island, towed by the tug Martin.   The tug's Capt. McKinnon indicated later that he was towing toward Washington Harbor when he determined the strain of the tow cables was too much. The tug had itself already taken on much water through leaks in its hull and was in danger.  McKinnon feared that both tug and barge might go down together, and so a decision was made to let the barge go.  Shortly after the tow cables were cut, according to an account, the barge sank with seven men still onboard.  Another account had the Plymouth anchored for a time near Gull Island, with the tug, helpless, a distance away.  

McKinnon had apparently tried to turn his tug around in order to save the men in the water, but he was blown away from the site of the wreck.  It is unclear why so many men were onboard the Plymouth, an unpowered vessel, while it was under tow in heavy weather.  The helplessness of the men aboard the unpowered barge was compounded when the cables were cut. Their loss of life was reported November 12th, 1913.

This photo of the Robert Noble taken by Peggy Olson several years ago serves
as a reminder that when one of our ferries behaves like a rowboat or small
runabout, it isn't a good time to be underway.  In this instance, winds
were westerly and crossing the Door itself was the greatest, though brief, challenge.
 Each day's conditions - wind direction, sea state,
air temperature, ice  (if any)  - can impact the decision to operate
or not.

   

LOUISIANA - Nov. 8, 1913

The other day at the Archives, Kirby Foss asked, had I ever read the accounts of the Louisiana and Halsted in the Wreck Log from the Plum Island Life Saving Station?  He promptly found them for me, and here are the main portion of neat entries, official accounts for the Louisiana, followed two days later by the Halsted, made by Williamson Robinson, Keeper:

Nor Shellswick with team to haul Beach Apparatus to scene of wreck.

At 6:30 a.m. I received a telephone message from Washington Harbor saying that the steam barge Louisiana had dragged her anchor and was on the shore with the crew on board and that they needed our assistance.  The wind was then blowing a gale form the N.W. with blinding snow storms and it was not practicable to take the life boat to Washington Harbor as it would take hours to reach there.  We loaded the gear of the Beach Apparatus into the life boat and took the boat to Detroit Harbor where I had engaged a team to carry us to Washington Harbor.  We left the station at 7:50 a.m.  It took us some time to load the gear and to launch the life boat in the heavy sea.  We arrived at Detroit Harbor at 8:40 a.m. where I learned that the crew was on shore, that the vessel was on fire and that no assistance was needed.  I was informed that three other vessels in Washington Harbor were in danger of dragging ashore.  We continued our trip overland to the scene of the wreck.  The crew of the Louisiana was ashore and nothing could be done to assist the burning vessel but three other vessels were in danger.  We spent the day & night patrolling the shore. 

 From the Wreck Report entry a few days later, Nov. 10th, 1913, of the Halsted, also entered by Williamson Robinson, Keeper:

Nor Shellswick with team to carry gear of beach apparatus.

We arrived at Detroit Harbor at 9:30 a.m. on our way to wreck of Louisiana.  We learned that the Louisiana needed no assistance but that several other vessels were in danger in Washington Harbor.  We continued our trip overland loading gear of Beach Apparatus on a rig I had previous engaged for that purpose.  On arriving at scene of wreck we found that the Sch. Halsted anchored about 3/4 mile from head of Harbor was dragging ashore.  We patrolled the beach all day and night, building fires for signals to the vessel.  We expected the Halsted to come ashore at any time as at times she would drag a considerable distance and then would hold for an hour or more.  At 5 o'clock Monday morning the Halsted dragged within 60 feet of shore.  We shot a line over her and got the whip aboard.  The water is very bold at that point and the Halsted was hard against a shelf of rock.  We were ready to use the breeches buoy when a heavy seas lifted the Halsted upon the shelf.  It was then so close to shore that the men on  board hung a ladder over her port bow and we assisted them to shore.  When daylight broke we used the whip to bring their clothing ashore.  We could render the Halsted no further assistance but we remained at scene of wreck as a small vessel was in danger of dragging in.  At 3 p.m. the wind went down slightly and as the vessel was in no further danger we came to Detroit Harbor intending to return to Station.  As our boat was covered with ice we remained there overnight, removing ice form boat & returning to station at 11 a.m. Tuesday morning.

-  Dick Purinton

WET WEATHER CONTINUES

Washington Island -

The photo of our Island post office was taken Thursday morning, around 7:35.   It was a dark, foggy morning with rain during the night.  A few cars were out.  Dump trucks were running dredging spoils to the Town's site on Gunnlaugsson Road.   A few patrons were next door at the Red Cup.  In many respects, though, it was a very quiet day, heading into the first of November.

Unfortunately for youngsters who were looking forward to trick-or-treating, the day didn't improve much from this point.  By 4 p.m. rain put the damper on an outdoor Halloween activity at school, with accompanying temperature in the lower 40s.

Danish Mill - a wet but inviting scene in the early morning hour.

Rain doesn't stop dredging.  In fact, the good thing about these past days was the low daily wind speed.  However, a windy stretch is forecast, and the Roen crew may take the next two days to reunite with family members.  A broken pin on the excavator bucker in mid-week required switching back to the crane with bucket for a few days, until the new part was obtained.   The material dredged in the previous 48 hours was as rocky as any thus far.  On the one hand, it's a good thing the excavator can dig through those areas.  However, the offloading into trucks is slowed because the stones (combined with some softer material) is harder for the crane bucket to grab and place into trucks.

Water levels fluctuated greatly in recent weeks. Today, Sunday, the level is as high as a month or more ago.  But we've also seen dips in the level when the wind is northerly.  The Army Corps measurements indicated Lake Michigan was approximately 7.5 inches higher than at the same time last year.  At least that's a net gain for the year, so far.

For the month of September, Island Weather Observer John Delwiche reported rain fall amounts a few hundredths over the historical monthly average of 3.21"       For the year, however, we are nearly 7.5 inches above average, which accounts in part for the overall increase in lake level.

-  Dick Purinton

DREDGING DANCE WORKED!

Long underwear and patience were the order of the day 
back in early March when Mike Kahr's barge returned to Detroit Harbor to 
dredge near the island docks.   Hoyt Purinton will be in short sleeves, and smiling, 
when he sees the Roen Company construction barge
enter port later this summer.

Detroit Harbor, Washington Island -

There was never a certainty, but quiet optimism prevailed until the moment when the Wisconsin Legislature's Joint Finance Committee approved a measure yesterday in the state's budget bill for $5.2 million to dredge the Detroit Harbor channel.  This is believed to be the most difficult hurdle to funding the channel dredging project.

Rep. Garey Bies said, “This is great news for the residents of Washington Island.   I’m thankful to the members of the committee who listened to my concerns and prioritized funding for the project."

Bies also commented on the potential economic loss should the channel impede regular ferry transit:

"While the safety of the residents of the Island is the biggest concern, I was also worried about the significant economic impact a loss of ferry access would mean to the Island and our district as a whole. Year-round access generates more than $16 million in annual economic activity through the transportation of passengers, vehicles and cargo." 

This is about the best news we've had in this corner of Lake Michigan since an effort was begun in August of 2007 to gain the attention of government officials. At that time, beginning with an historic, in-person visit by then sitting Senator Russel Feingold, the project was posed but water levels weren't as extreme as they soon became during late 2012.   Several meetings attended by local, state and federal officials brought sympathy for our situation, and behind-the-scenes conversations took place, but the effort didn't seem to be of a serious nature until work with the Wisconsin Department of Transportation's Harbor Assistance Program (HAP) began in 2011.

Last June, as you may recall, Washington Island's 2012 HAP grant was turned down, and for several good reasons.  Efforts were made to provide better engineering data, and this was augmented by a Wisconsin HAP grant for approximately $150,000 late in 2012.  Bottom core samples, exacting yardage fignure - in short, a project ready for bids, resulted from that grant, and it culminated in three contractor bids for the actual project last month.  While no official selection has been made, the Roen Salvage Company of Sturgeon Bay was low bidder and is expected to be awarded the contract once the HAP funds are officially secured.   The $5.2 million figure represented the combined total of the Roen bid, plus engineering fees, plus contingency, plus anticipated island road repair costs from heavy truck traffic.

The Joint Finance Committee's vote (12 to 4) won't be the final hurdle.   Action is still needed in the State Senate and Assembly, with the governor's signature after that.    The earliest possible formal, final approval would take place in late June as the state's two-year budget is approved.

The significance of this recent action, put forward by our State Senator Frank Lasee and his staff members, and Garey Bies and his staff on behalf of Washington Island, is that the money is marked for Detroit Harbor.   Other ports will have a chance to apply for other available money in the HAP grant pool, but Washington Island's project has been underscored as being essential and not to be upstaged by other needed commercial port work.

Thanks through email, phone call or letter is due Senator Lasee, Rep. Bies for their legislative work, and to members of the Town of Washington Board who stuck with the HAP program application process through a second round.   
Contact information for Rep. Garey Bies:  
         Toll free phone:   888482-0001     or email:       Rep.Bies@legis.state.wi.us
                     P.O. Box 8952    Madison, Wisconsin   53718-8952
State Senator Frank Lasee's contact information:  
         Phone:   608-266-3512                       email:      Sen.Lasee@legis.wisconsin.gov        
                       State Capitol Rm. 3165, P.O. Box 7882, Madison, Wisconsin  53708

Town Chairman Joel Gunnlaugsson took
the call with the good news from Rep. Garey Bies at the Northport
pier late Tuesday afternoon.

Other good news coupled with this extraordinary legislative action for Washington Island is that Lake Michigan's level continues to rise slightly each week.   In yesterday's brisk, southerly breeze, water levels were at their highest since sometime in early August of 2012.

-   Dick Purinton

ROCK, CONCRETE & STEEL

Work began Sunday, March 23, on the east end
of the Island ferry dock. Ramp in foreground was removed
for access to footings beneath.  This ramp was used more
than any of the other landing points since
installation in 2000.

Detroit Harbor, Washington Island -

Dredging around island ferry docks was nearly complete as of this past Sunday, March 23.  Work immediately shifted from removal of bottom material to the repair of the docks themselves.

The original foundations for these piers were wooden cribs, protected by driven, wooden piles.  The first work was completed around 1931, when Captain Bill Jepson moved his ferry operation from the shipyard at the eastern end of the harbor to the former Ole Christianson boatyard site.  Slowly, those docks were expanded upon and repaired over time.  During the 1960s, interlocking sheets of steel were driven outside the wooden structure.  This provided a tight and lasting perimeter for the wooden pier, encompassing all of the rock and fines that filled the interior.  Concrete was added later to the margins, both below and above dock surface, caulking holes that appeared from time to time from settlling.  This capped the material that lay beneath the dock and provided a cleaner, more durable surface.  It was thought at the time each work phase was completed, that stability would be brought to that portion of the pier for decades to come.

View from end of island pier looking west, shows pier
 under construction with A-frame pile driver / dredge
moored to left.  This is the same basic shape as the pier today.
To the north (right) is the Standard Oil dock.
A guess as to the date: 1931

But as will happen with fluctuating water levels, the finest materials wash and settle, and if there is a chance of escaping outside the sheeting, they will.  Voids can open up beneath the concrete and blacktop, and yet for appearances it still looks like one, solid dock.  Large voids within the dock are what occurred in two locations where the interlocking sheets of steel years ago weren't driven deeply enough into the bottom.  Then, lower water levels coupled with aggressive wash from the ferry propellers when backed in stern-first created openings at the foot of those sheets.  This became most pronounced where the ferries back in frequently with props toward the pier, at the east end and south side ramps.

[Last August in order to examine those voids, Hoyt Purinton dove with a video camera and filmed the underwater structure.   He discovered dozens of smallmouth bass resting within the shade of those mini-underwater caves.  You can see several minutes of his underwater footage - and lots of bass - by going to the Ferry Line's website  wisferry.com     and there will be a tab along the top to take you to the Facebook page.  Hoyt is working with that video so that it will load more easily.   Patience, please!]

Step one in repair was removal of the 20 x 20 steel ramp from its foundations at the end of the dock, so that a hammer could break up the concrete cap.  Like a dentist drilling into a decayed tooth, large voids were exposed, and the result was nearly as painful to see as the trip to the dentist can be under such circumstances.   The exposed cavities beneath the concrete were larger than anticipated, and the scope of work quickly expanded.  (Thinking root canal, I was...)

Added to our current navigational problems with water depth is the fact that these adjustable ramps have been at their lowest possible settings most of this past year.  The steel and concrete foundation "floor" prevented them from going lower.  But low water also presents the perfect opportunity to fix the pier and to lower the ramp.

A horizontal beam called a whaler ties all of the sheets together in a straight line, and such a beam was installed on the inside face of the sheeting.  The lowest practical point a whaler can be attached to sheets is just above the lake level, where cutting and welding and fitting can be managed.  Now that the water level is down, this whaler can be lowered to accommodate the new lake level.  The H-beam whaler and the 1-1/8" steel rods that tie it in place are fastened to a pile driven vertically into the pier and later covered up with fill.  This whole arrangement can be installed to accommodate the new lake levels.  (Some day, this installation may be beneath the lake if water levels rise.  But we'll deal with that if and when it happens.)

Rich Ellefson inspects and pulls pieces of broken concrete
from one of the two deepest voids on either side of the ramp box.
Daylight can be seen, down five feet and to his left.

This project may sound fairly easy and straight forward, but there are many steps, each with a great deal of handwork:  cutting concrete; cutting steel, welding and grinding,  besides use of heavy equipment to break up and lift concrete and rock.

The two deepest voids, on each side of the ramp box, had to be dug by hand, one piece of rock or concrete at a time.  Those large boulders seen piled on the dock in the top photo were set aside by Mike Kahr from recent dredge spoils.  They'll be packed into the voids to anchor the base of the sheets from inside the pier.  To that mass will then be added smaller pieces of broken, jagged rock.  Concrete with steel reinforcement will cap the rough rock.

This project is expected to take several more weeks, during which time the bay and harbor ice may begin to soften.  (Night time temperatures are still lower 20s, and we've barely been above 35 for the daytime temperature.)  Its a good bet ice will still be around, in and near our route during that time, so the Potato Dock remains the landing of choice.

Excavator breaker was used to open up concrete
foundation (about 10 inches thick) and create trenches for tie-backs
to the new deadman, the pile driven at left.

Besides extensive dock work is the pair of engines and gears waiting on the deck of the Eyrarbakki for installation, back on the island after major overhaul.

There has been no shortage of winter work.  Keeping our heads (and keels) above water has not been easy.

-  Dick Purinton

BACK TO MUD

Washington Island, Wisconsin -

There's not a great deal to add to the above photo.

Mud spoils are off-loaded to dump trucks at the island ferry dock by Mike Kahr, Death's Door Marine Construction, and hauled to the Hagen gravel pit.   Areas of less than 9-ft. depth were recorded in a bottom survey last fall.  Much of the maneuvering area is too shallow for the Arni J. Richter, and close to the keel for other ferries.

Island dredging has now been half-way completed.

Above photo taken 3.13.13 - Purinton

The good news, according to Ferry Line vice-president Rich Ellefson, is that water levels improved six inches since December.  This is a trend we hope continues, as snow melt and spring rains add to the lake depths.  For now, and possibly into April, we may continue to use the Potato Dock, even though the surface is getting muddier by the day.

Movement of the Robert Noble from our service dock to the end of the main dock (noted by several who look at our web cam) was to open up the area for dredging.   Ice still covers the harbor, a good 16 to18 inches of ice, and with cold weather recently overnight (low 'teens) we can expect to see ice beyond the month's end, and maybe later.

-  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.

MOVING ON

Dredging and trucking crews with final spoils barge
to unload,  6 a.m. Tuesday Jan. 9th.    
L to R:
Roen crew Jeff Thoney, Greg Viste, Steve Ross, Jim Warrick; Hoyt Purinton (WIFL)
Roen crew Matt Goetz,; drivers Dave Hanlin, Pete Nehlsen, Tom Jordan,
Joel Gunnlaugsson (WIFL, behind); driver Tim Ervin; Rich Ellefson (WIFL);
Don Sarter, Roen Project Supervisor and tug captain.

Detroit Harbor, Washington Island -

The last Roen barge load of dredge spoils was off-loaded early Tuesday morning to complete several weeks' work near the Potato Dock.  Mike Kahr continued digging Tuesday in several hard-to-get spots, but the bulk of the project is complete as of Jan. 10.

Ferry Arni J. Richter brought around to new mooring,
shortly after Roen's barges moved out.

Mariners were greeted by a perfect Thursday morning today, January 10.  With light wind and temperatures already in the middle 30s by 8:30 am, the Roen crew moved their barges and tug to deeper water in preparation for the tow home to Sturgeon Bay.  Before they departed Washington Island, however, they were joined by a deeper draft tug operated by Selvick Towing.  The Jimmy L came to pick up the McMullen & Pitz construction barge that had been in Kap's Marina since early November, constructing a new dock for the Coast Guard station there.

The heavy work on the dock project had been finished.  Final details were being wrapped up, such as wiring and the grouting of gaps between the pre-cast walkway sections.  Workers launched a small boat from the McMullen barge in order to push it toward deeper water near the channel, where Roen's tug waited to take over.  Then, beyond the entrance light the tow was transferred to the Selvick tug.  The Jimmy L began towing toward Door Bluff and Marinette, where the barge would remain for the rest of the winter.

Using a fuel truck and a backhoe as ballast in the bow to lighten the stern, the Arni J. Richter's crew moved that ferry from the inner harbor to the Potato Dock in preparation for anticipated winter operations.  (Lately, we're beginning to wonder if we'll get winter back again!)

While the water near the dock is deep enough, caution must be used because the room to maneuver, especially to the east, will be limited.  The dock will be useable for landings, however, and that was the whole objective since this project began.

-  Dick Purinton

Harbor scene early Saturday morning,
Mike Kahr's barge being positioned
for drilling final core samples. (Purinton)
 

Detroit Harbor, Washington Island -

This is being written Tuesday morning, on what we hope will be the final day of major dredging at the Potato Dock.  There will be more dredging over the next few weeks, but in smaller volumes, as areas around the main ferry landings are brought to useable depths.

A reminder of the Potato Dock dredging project goal:  safe navigation and maneuverability at one island landing for our winter ferry, Arni J. Richter (draft of slightly over 11-ft.,loaded.)  The Detroit Harbor channel is now too shallow to chance regular passage with that ferry, the Ferry Line's only ice breaking vessel.   Other ferries draw less water, and because we've not had ice to contend with yet this winter, we've made daily trips much as before, loading at our regular docks using the ferry Washington. (Eyrarbakki and Robert Noble are currently in winter lay-up.)

Roen's project supervisor and crew chief Don Sarter said, "It's time.  We're ready to head home.  It's been a long season."  Ice hasn't yet set in near Sturgeon Bay heavy enough to cause them difficulties in navigating home, a good thing, and winter maintenance and a return to more normal working hours and home life lies ahead.  The crews work in the outdoors, 10-12 hour days, with two crews alternating shift time since Jan. 2nd in order to gain on the production of dredge spoils.

Mike Kahr arrived in port with his barge Wednesday from Fish Creek, and he provided a work platform for Subsurface Exploration Services, LLC, of Green Bay, with its drill rig and operators, along with a Foth Environmental Engineering representative as observer.  Their objective was to obtain representative core samples along the channel bottom that will reveal what type of material a contractor  might encounter after the channel dredging project is bid.  (We're saying "when,"not "if," with optimism that project funding will be approved, in this case by the State of Wisconsin.)

Core sampling resumed Saturday morning for the final holes (and that's when the above photo was taken) as the Kahr barge with drill rig and workers headed out the channel.   Early morning conditions were perfect for stable drilling outside the harbor entrance light.  The photo below was taken by Jim Rose earlier, on Friday, when the rig worked near lighted aid #5.

Kahr work barge with drill rig.  (Jim Rose photo)

 Regular traffic and logging trucks  continued to be ferried aboard the Washington.  Saturday, with Captain Bill Jorgenson down with the flu and Joel Gunnlaugsson driving dump truck, I had a chance to try the helm on three round trips.

Saturday morning log trucks. (Purinton)

Aside from light ice surrounding island landings, no ice is in sight on the route, getting on in January for such a condition to be observed.  It makes me wonder what ice cover we'll ultimately see over upper Green Bay this winter.

While the lack of ice and extreme cold aided greatly to complete the recent weeks' dredging and trucking tasks, ice cover can supposedly slow evaporation of surface water, at least from that small percentage of the lake typically ice covered each winter.  Aside from the rain, sleet and snowfall of several weeks ago, we've since had a dry spell for precipitation.

Monday brought very strong SW winds (30+ mph), but both the Kahr and Roen crews kept dredging, two excavators digging from neighboring barges, tucked in the lee of  the Potato Dock to find calm water.  Sunday's production marked what may have been the highest 12-hour volume so far.  It took more than 66 truckloads to empty the barge, given a good daytime production.  The pile of spoils on the barge was being replenished every few hours with the added stones and hardpan from Mike Kahr's barge.

-  Dick Purinton

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

FRIDAY MORNING DREDGERY

Detroit Harbor, Washington Island -

Dredging at the Potato Dock resumed early Wednesday morning when the Roen crew returned from Christmas holiday.  Tom Jordan operated the excavator of Mike Kahr's, and brought up heaping buckets of sand, clay from the hardpan area 100-140 ft. east of the dock's face.  A loaded barge was offloaded Wednesday, and again late Thursday, and digging began again after 7 p.m., continuing until a hydraulic hose connection broke on the excavator.

While Rich Ellefson went for repair parts, the crane and clamshell are once more in service.  The material barge is full as of 11 a.m. this Friday morning, and trucking has begun.

Island road conditions are good with most icy patches worn down, some slush here and there. Dump trucks have been making good time on each round trip.  A couple of truck owners have dropped out of rotation due to mechanical concerns, so one of Mike Kahr's trucks was ferried over yesterday.  It's being driven by Joel Gunnlaugsson.  Something like one-quarter to one-third of the estimated volume has now been dredged. A substantial area remains.  

Holiday traffic is arriving for New Year celebrations on the Island.  A log truck and a Veolia waste truck with trailer departed from the Island on earlier ferries.  

Conditions are calm, temperatures have hovered around 24-26 degrees, ideal late December weather for this work in many ways.   Light snow may fall this evening.  

-  Dick Purinton

DREDGING CONTINUES

Excavator on Roen barge.

Detroit Harbor, Washington Island -

The barge and barge crew represent Roen Salvage.  The yellow excavator belongs to Mike Kahr of Death's Door Marine.  The excavator operator is Island contractor Tom Jordan.  It's a team effort to beat the weather clock.

In a process that often seems laborious but straightforward, one surprise was encountered this morning.  Rather than scraping against a ledge of stone, or  stones hard-packed in clay, the excavator has been bringing up buckets of loose cobblestones. This the sort of material you'd expect to find along an old beach line, maybe when the lake level was significantly shallower than it is today.  Occasional sharp-cornered, large rocks and clay are also present.

Switching to this machine for the time being hasn't appreciably slowed the dredging process much, but a shorter reach means the barge as work platform has to be frequently repositioned, and some time is lost then.  Jordan digs three full buckets in about the same time as it took to get one larger bucket with the crane.  But, once softer material is encountered again, the crane with clamshell will be put back in service.  

The material barge should be loaded before dark this afternoon, when unloading and trucking begin once again.    -  Dick Purinton

Potato Dock - Dredging a second barge load, 4:15 Thursday afternoon.

Detroit Harbor, Washington Island -

Snowfall amounts were hard to measure this morning because of the wetness from rain and sleet.  Snowfall following the rain was compacted.   I estimated a slushy covering of perhaps 4-5 inches deep.  Temperatures this morning were still above 30 degrees, so it was easy to remove the mess from streets and sidewalks.  Washington Island, according to the weather radar, was in a region near northern Lake Michigan that was free from moisture as of 7 pm, and there was little to no accumulation after that. Quite a different story further south in state, we understand.

Several logs came up with the muck, maybe
old pier timbers? 

Dredging continued through Thursday afternoon, the 20th, concentrating in areas where decent production could be achieved.  Trucking commenced at 7 am today.  Roads had been cleared by Town plows by that time.   The material barge was clean by approximately 10:30 am, and then digging resumed.

In order to achieve removal of several high spots within the designated area for dredging, consisting of hardpan (stone, clay) that the crane's bucket can't bite into, a test dig was made with Tom Jordan's small excavator.  Based on Jordan's ability to rip into the hard crust, Roen is attempting to locate a larger excavator.  Weather has to calm considerably, as that heavy excavator will be loaded directly on to the contractor's construction barge from the Northport dock.

Dumping spoils at the Hagen gravel pit.

At the Hagen pit, off Michigan Road, trucks dumped their loads of black, mucky material over the bank, where it was further cleaned up and spread with a small loader.  The off-load was completed in just under three hours.

Today is mostly a day for clean-up of snow and slush, in anticipation of a better day tomorrow.  At the Island Schools, at least in the elementary wing, students are enjoying a pre-Christmas celebration.  School lets out at noon and the Christmas holidays begin for staff and students.

Joel Gunnlaugsson, ferry captain,
operated loader.

-  Dick Purinton  

11:00 am, Friday - test digging over hard spot.