New York ferry not a good fit for Whatcom’s Lummi Island run
February 3rd, 2012From Stark
A New York ferry now being used on Lake Champlain would not be a practical alternative for Whatcom County’s Lummi Island run, county officials say.
A few weeks ago, island resident Jim Dickinson proposed county acquisition of the Plattsburgh, now being offered for sale by the Lake Champlain ferry system. While the Plattsburgh, built in 1984, no longer has that new ferry smell, it would presumably have a lot more nautical miles left in it than the Whatcom Chief, which has been on the Lummi Island run since 1962.
Dickinson’s thoughts on the subject are well worth some attention because he’s done a lot of research on the ferry issue. As his report indicates, there is some degree of concern that the Whatcom Chief could near the end of its useful life a lot sooner than anyone is expecting.
Dickinson notes that a fresh-water vessel like the Plattsburgh would have less corrosion than a ferry that has served on the salt water.
But it turns out that acquiring the Plattsburgh is not a new idea. County Executive Jack Louws, in an email forwarded to me by Public Works Director Frank Abart, notes that the county took a hard look at the Plattsburgh in 2008 and found that minuses outweighed the pluses. An excerpt, apparently prepared for county administrators by an unnamed county staffer:
1) Transporting the Plattsburgh to Bellingham: I discussed this issue
today with a marine transport contractor out of Seattle, and they put an
order of magnitude cost on transporting the Plattsburgh to Bellingham at
$2.8 million. The cost could be reduced if we found a heavy transport ship
moving a load to the west coast that we could add on to. We would
obviously need to refine this estimate if we decide to pursue this issue
further.
The Plattsburgh would most likely have to be moved out through the Great
Lakes and onto a heavy transport ship, then around the Atlantic seaboard,
through the Panama Canal, and up the west coast. My understanding is that
low bridge clearances in Chicago would likely prevent the Plattsburgh from
going down the Mississippi to New Orleans. You would not try to move the
Plattsburgh under its own power the entire distance.
2) The Plattsburgh’s passenger cabin is on the second deck. It is very
likely that the Coast Guard will require an additional deck hand on the
second deck. This would bring the required number of crew to 4.
3) It does not appear that there are any ADA passenger accommodations on
the Plattsburgh since the passenger cabin is on the second deck. The first
deck appears to house the two heads and the stairwell going up to the
passenger deck and wheelhouse. If we were to reconstruct the first deck to
accommodate passengers, we would lose car capacity.
3) The Plattsburgh weighs approximately three times as much as the
Whatcom Chief. The associated berthing energy of the Plattsburgh would
likely require reconstruction of the wingwalls at both terminals.
4) The Plattsburgh is almost twice the length of the Whatcom Chief. We
would have to evaluate the location of the breasting dolphins relative to
the geometry of the boat. This may require additional dolphins and/or
relocation of the existing dolphins.
5) The Plattsburgh’s draft is 8.5 feet, compared to the Whatcom Chief’s
draft (and that of the previously designed 35-car replacement ferry) of 6.0
feet. You’ll recall that draft and compatibility with our ferry slips was
a major issue during design of the replacement ferry. We would need to
evaluate the effect of this on docking restrictions during certain low
tides.
6) Our ferry crew is not licensed to pilot a ship larger than 100 gross
tons. They would have to take the additional classes, test, etc. from the
Coast Guard in order to pilot the Plattsburgh.





