After a four-year buffeting in the legal system, the Pearl Mist has finally found haven in Maryland.
The owner of the 335-foot cruise ship and the Canadian shipyard that built it have parted ways in a nasty divorce that involved two federal courts and an arbitration panel that itself was reduced to internal squabbling.
And after sitting at a Canton pier for a month, the Pearl Mist was moved last Sunday to Chesapeake Shipbuilding Inc. in Salisbury to be readied for her maiden cruise from Baltimore next June.
Gleaming white on the outside, Pearl Mist is a caldron of unfinished business on the inside, from a spartan wheelhouse in need of electronics to staterooms barren of furniture.
"She's been a mystery ship," said Carolyn Spencer Brown, editor of CruiseCritic.com. "She was supposed to come out in 2008 and we're all still waiting."
The ship is the vision of Charles Robertson, the soft-spoken owner of Pearl Seas Cruises LLC, the Connecticut-based American Cruise Lines and the Salisbury shipyard. He formed the Pearl Seas line to combine international travel with the intimate experience of cruising on a 210-passenger ship.
"We have enjoyed considerable success with American Cruise Lines, and we also know from our passengers that they are interested in going to the Canadian Maritimes and Belize and the Caribbean on a smaller ship," Robertson said. "We were responding to demand."
Pearl Seas was established in 2006 as a Marshall Islands company, with the Pearl Mist flying a Marshall Islands flag. About 90 percent of the commercial ships calling on U.S. ports fly foreign flags, according to Cruise Lines International Association. Federal law requires U.S.-flagged ships to be built in the United States and crewed by Americans, which makes them more expensive to operate.
With his Salisbury shipyard running at full capacity, Robertson turned to Irving Shipbuilding Inc., a Halifax, Nova Scotia, operation with 120 years of expertise in tugboats, tankers and military vessels up to 394 feet. In 2011, it was awarded a $25 billion contract to build 21 warships for the Royal Canadian Navy.
The Pearl Mist would be its first passenger cruise ship.
Federal court documents show that storm warnings were evident in February 2007, just five months after Pearl Seas signed a $43.5 million contract with Irving. Top officials on both sides engaged in a series of meetings to discuss construction difficulties with the vessel.
As workers cut steel and laid the keel, disputes continued, culminating in arbitration claims and counterclaims in 2008 covering everything from design flaws to complaints about noise and vibrations in the ship's heating and ventilation systems, according to court records.
Pearl Seas alleged that the shipyard had not followed specifications in the contract and laid out 70 items that were deficient. Irving Shipbuilding contended that it had followed the contract to the letter.
Meanwhile, the vessel's cruise schedule slipped from 2008 to 2009 to 2010.
The shipyard finished the job and on May 6, 2009, told the cruise line that the Pearl Mist had completed sea trials successfully. Three days later, Pearl Seas said the vessel was not seaworthy and refused delivery.
The cruise company produced for arbitrators and a federal judge in Connecticut a letter from Lloyd's Register, an international organization that sets safety and environmental standards for the design, construction and operation of ships, saying it was "unable to issue certification due to incomplete inspections, trials."
At about the same time, a top maritime official of the Marshall Islands emailed a rejection to Robertson, saying the condition of the vessel "is not to a standard acceptable by the Office of the Maritime Administrator."
Two more sets of sea trials followed with the same unsatisfactory results, Pearl Seas alleged in court documents. It then asked a panel of three maritime arbitrators to void the contract. Irving filed a counterclaim, asking that Pearl Seas be ordered to take delivery.
During the protracted dispute, the Pearl Mist was towed to a lonely exile at a repair yard in Shelburne, a town of 1,700 near the western shore of Nova Scotia.
Meanwhile, the arbitrators sorted through the issues as 2010 played out.