Introduction
The Miss Liberty was the first "large" passenger ferry built by the newly formed shipyard Blount Marine Corporation. The Miss Liberty slid down the ways at Blount September 24, 1954. This 135,’ 3 deck, steel passenger vessel, which is still in daily service, carries up to 827 passengers between the southern tip of Manhattan (the Battery) to Ellis Island and the Statue of Liberty. The ferry’s design and construction was state of the art for the early 1950’s and was simple yet functional.

Today, the Miss Liberty, five newer Blount built ferries (which followed the lines of the Miss Liberty), and one Maryland built of similar design, transport an average of 9,000 people daily to these two national monuments. These vessels are owned and operated by Circle Line Statue of Liberty Ferry Inc., based out of the southern tip of Manhattan. Circle Line Statue of Liberty Ferry, Inc. is not associated with the other sightseeing Circle Line operation in New York.

I recently met with Stephen Phelan, who is the Assistant Vice President
Marine Superintendent of Circle Line Statue Boats. We talked while standing alongside the Miss Liberty, which was high and dry in Caddells’ dry-dock number three in Staten Island, N.Y. This vessel was dry docked for some minor, routine maintenance and underwent her 2001 C.G. hull inspection, which she passed. The condition of this all steel vessel, which is approaching its 47th year of continuous service, is excellent.

Design
Preston Gladding, the senior naval architect for Blount in 1953, designed the hull. The keel was laid April 1954 and was completed and launched five months later. It was the first double-chine hull built by the yard. During our recent visit, Steve explained the history of the fleet and the detailed and extensive maintenance program he implemented. Phelan joined the company in 1958, starting as a "bilge diver". After serving time on various CircleLine vessels he came to the the Statue Ferries as engineer in 1969. The Statue of Liberty passenger ferries are known as the best-kept in New York Harbor.

As Phelan explained, the double-chine hull creates a much stronger hull than the single chine construction. This strength enables the builder to space the shell or hull plate frames out to 24". The three-deck, high-sided vessel is fairly light in the wind, but the boat is a good sea boat, and handles very well around the docks. Original propulsion was four GM 6110 engines in tandem as a twin-screw design. Its service speed fully loaded is 12 knots.

The Miss Liberty came in under 100 gross tons, but when first put into service she was certified for lakes, bays, and sounds. This route required a master, licensed mate, chief engineer, and oilier, along with a full compliment of deckhands. The master was required to have first-class pilotage.

The route was eventually narrowed to rivers, and the oiler was let go. The chief engineer was kept on the crew because the majority of main generating electricity is D.C.

When first in service the Miss Liberty was a bell boat. In the early 1960s the engine controls were changed to Morse direct cable and which are still in service. The original two telegraphs are still operable. They are used after the a.m. start-up when the Captain notifies the engineer that they will be getting underway. The engineer is rung up in the p.m. when the Capt. is all done, and is ready for shutdown. The Morse direct cable system is adjusted monthly as needed and the shives are periodically greased. As Phelan explains " with basic upkeep, t is a very reliable system".

Phelan explains the Miss Liberty’s ride in a beam sea "as a real snapper. She rolls very quickly and also rights herself quickly because the hull has a great amount of stability. The newer Statue boats roll slower but for a longer period". In the mid 1960’s bilge chocks were welded between chines and have slowed the period of her roll. Bow thrusters were added into the later boats. Phelan compliments the Miss Liberty’s handling characteristics as "excellent- She is one of the sharpest handling, with her engines set fairly far out from the centerline, she twin screws great. She can back just as true as can be. Just set up her stern and lay on the power… In a strong wind she is a big kite, and with her older and slower electromechanical steering, you must stay one step ahead of her." But with her strong rudder power, good pivoting ability, and heavily geared down, large propellers, she is well suited for operating the route year-round. It is rare that service is suspended due to adverse weather. Phalen describes the delivery trip of the newest statue boat, the Miss New York (hull # 290). "When beam to in a 12’ sea she rode like a duck, just the nicest riding boat."

Long winter cold spells that New York gets every few years, can create a fair amount of solid ice in the Upper Bay, where the fleet runs. The Hudson River brings a lot of fresh water ice down from up North. If snowfall amounts are high, the city trucks dump the snow from the cleared city streets and sidewalks into the harbor. This can quickly turn to solid fresh water ice if the water is cold enough. Phalen describes the Miss Liberty as a good iceboat. "She sounds like a tin can when breaking through it, but the design of the hull keeps the majority of the ice from flowing down through the propellers". Massive welded steel V struts support the tail shaft cutlass bearings. The rudders are large, especially compared to newer ferries were speed is a top priority and rudder sizes often reduced.

Maintaining the Fleet
While inspecting the Miss Liberty in dry-dock, she does not look like a boat that has seen 47 years of commercial service. Steve explains, " If you maintain a steel boat it can last virtually forever. A well-designed and constructed boats life is almost indefinite… She is built of good quality U.S. made Bessinger steel… The average life of a diesel powered steel boat in the Northeast is 25 years, with minimal maintenance. If you keep ahead of the rust and properly protect the steel surface, you will get a much longer life. The Miss Liberty’s hull has lost less than 10% of its steel at the water line, to corrosion and electrolysis." The maintenance crew treats any corrosion early, grinding any rust spots, priming and painting as needed. The new paints are so good that if the steel is properly treated and painted, the constant rusting problems that steel boats were famous for, is a thing of the past.

Since a kid, Steve worked under Gerald Odriscoll, the former fleet owner. He was taught " if you let something go and wait until next year, you will find yourself in all kinds of trouble. You have got to make the effort- I have got to get this done now- let me get it out of the way and make it right. Even dry docking every 18 months instead of the minimum 24 months is a little more expensive, but in the long run is cost effective."

The majority of steel work done to the Miss Liberty involves the upkeep of the massive rub rails. Steve explains that the rub rails are considered when calculating the righting arm for stability. They are considered part of the enclosed hull. They are segmented were the transverse watertight bulkheads are welded to the side hull plating. When the hull was new, these small enclosures within the rails were airtight. But as the boat docks alongside the rigid Battery bulkhead, she is thrown against the pilings during rough weather and when a passing vessel leaves a substantial wake. Eventually, the voids inside the rub rails loose their airtight integrity, and moisture seeps in and starts the corrosion process.

While walking up the aft stairwell to the upper deck, when eye level with the deck plating I noticed how well the deck plating has retained its original camber and sheer. Circle Line specified a lot of structural specifics to make a very durable boat, and Blount built her well.