TELESCOPE December 1961

Vol. 10 No. 12 V

Great Lakes Maritime Institute This Month’s Issue

CONTENTS

The William Newman by Erik Heyl ...... 223

Great Lakes Maritime Institute Curator’s Corner Dossin Great Lakes lluseun by Robt. E. Lee...... 225 Belle Isle, Detroit 7, Mich. George 0. Young The Picture Page E d ito r by Emory A. Massman, Jr...... 226 Otto Strek From History’s Pages Assistant Editor by Otto Strek...... 227 William A. Hoey Advisory Editor About Skindiving Robert E. Lee by Ed Deckard...... 228 Gordon F. Bugbee The Big Splash Associate Editors by Rev. E.J. Dowling, S. J...... 229 Rev. Edward J. Dowling, S.J. Vessel List Editor Blue Print “ Acadian”...... 230

TEUESCOPE Light Vessels of the Great Lakes by Rev. E.J. Dowling, S. J...... 232 The TELESCOPE magazine is the o f f i c i a l publication of the Great Lakes Maritime Institute. It was first published in Great Lakes Marine News 1952 as a sheet of announcements and meeting notices. Today it is a full- by Contributors...... 235 size monthly magazine, valued by mem­ bers and non-members a lik e as a source From the Shipyard...... 239 of G reat Lakes d a ta . The TELESCOPE includes articles of Interest to almost everyone, including such subjects as history, salvage, current news, and model shipbuilding. There are three monthly COVER PICTURE features, current news section, vessel list of a Great Lakes fleet, and a blue­ p r in t of a Great Lakes ship.Subscription to TELESCOPE is included in the member­ An exceptionally fine picture of the ship fee. subject of this month’s lead article, The e d ito r s w ill consider a r t ic le s o f Great Lakes or general marine in terest from the collections of the Buffalo for publication in TELESCOPE. Such material need not be expertly written, and Erie County Historical Society. but must be of a nature suited to the purposes of the publication. Address any such material to:

The Editors, TELESCOPE Great Lakes Maritime Institute Dossin Great Lakes Museum Belle Isle. Detroit 7, Mich. Regular Membership $4 annually LO. 7-7441

Address all other correspondence to the Contributing Membership..$5 annually Coordinating Director. The editors will assume no responsibility Sustaining Membership...$10 annually for statements made by the authors. Supported in part Life Membership...... $100 by tdie Detroit Historical Society Membership by the Calendar Year Single Copies 35<£ Telescope 223

by ERIK HEYL

The interesting old photograph of the WILLIAM NEWMAN (see cover) moored at Central Wharf on her first arrival at Buffalo is reminis­ cent of the tense activities prevailing at the water-front ninety years ago. The Central Wharf went up in fire and smoke in the early 1880's, the Canal is filled in, and where tugs and tows came and went in an endless procession there, are now elevated expressways roaring with the exhausts of streams of trucks, busses, and automo­ biles. The National Archives at Washington have very kindly furnished the following details concerning the WILLIAM NEWMAN:

First Enrollment: No. 81j.. Buffalo, N.Y. September 11, 1873 Last Enrollment: No. 7* Eden ton, N.C. October 16, 1879 Tonnage: 138.9]+. Length: 92.0': Breadth: 17.0 1: Depth: 11,1|*. 2 decks. 0 Masts. Plain Head. Round Stern

Official Number: 80lj.99* Built at Watkins, N.Y.

Date of Build: 1872. Rig: Steam Canal Boat. Builder: Noah Squires, Watkins, N.Y.

First Owner: Frank Snell, Corning, N.Y.

Last document surrendered at Edenton,N.C., February 10, 1883, because the vessel was converted into a barge and became ex­ empt from licensing.

The following information is copied from the back of a framed photograph given by the Buffalo Chamber of Commerce to the Buffalo and Erie County Historical Society:

"WILLIAM NEWMAN of Buffalo as she appeared November 5, 1873, on her arrival at Buffalo from Troy after running a distance of 3 miles through 72 locks in the extraordinary total time of four days and twenty-two hours, or three days and ten hours running time,with a cargo of 121 tons of moulding sand. The WILLIAM NEWMAN was designed and built by a practical canal men in the winter and spring of 1872; of the best white oak, second growth chestnut and pine, well fastened with iron and preserved with salt.and modeled after the best Erie Canal boats now in use. Is 9o feet long over all, 92 foot keel and 17^ foot beam, weighs light, including machinery and water in the boiler, about 75 tons. Her carrying capacity in six feet of water fore and aft is 220 tons. The machinery consists ef a simple single upright non-condensing engine, with cylinder 12 inches in diameter and 12 inches stroke of piston with a small "Donkey" engine and pump for feeding the boiler and for fire protection. The engine has a variable cutoff and is well arranged to cut off short and work steam expansively. The boiler is horizontal, return tubular, 8 ft. long and Ij. ft. diameter; the boiler and engine occupying no more space than is allotted on the horse boats to a stable, the fire grate 224 Telescope

is inches lone by 1+0 inches wide; area 10.83 sq. ft. has 34 r e t u r n tubes , 4 in. die.. 6 ft. 5 in. long. The crown sheet is filled with Moses Steam Generating Spheres which in­ creases the heating surface to about 220 sq. ft. The boiler is covered with Carver*s ground ash coating and sheet iron. The screw is 1+ bladed, £ ft. in diameter and 6^ ft. pitch; average speed in 6| ft.of water is 3 miles per hour; in 7 ft. 1+ miles p.b. and in deeper wide water 6 miles per hr. Cost of hull and machinery all complete $7>000, coal consumption lbs. per hour or 31+ l*>s. Per mile. This style of machinery can be readily adapted to the present canal boats on the Erie Canal at a trifling expense. Average revolutions of the NEW­ MAN’S wheel is 8£; average steam pressure is 80 lbs. cutting off at 1/1 of the stroke of piston receives the great benefit of expansion.” The WILLIAM NEWMAN came to Buffalo via the following route: from Watkins at the south end of Seneca Lake to Geneva at its north end. Then via the Seneca River and Canal, passing Waterloo and Seneca Falls to Montesuma, where the Erie Canal was entered and on to Buffalo. Presumably from then on the WILLIAM NEWMAN traveled back and forth on the Erie Canal, perhaps even going down to New York. All this is mostly conjecture as there is an absolute minimum of news about the canal craft in the daily newspapers of that period. Perhaps this is due to the fact that the individual canal boats were of small importance; perhaps lack of space in the papers prevented listing their arrivals and departures, as there were so many them. From the enrollments, it is evident that the WILLIAM NEWMAN was transferred to Edenton, N.C., some time in the fail of 1879. And right here her history comes to a stop. What she did 8own sou , where she went cannot be ascertained. A U inquiries a^ou^ ^er complete blanks. No notices or records of her could be New Hanover Historical Commission, Wilmington, N.C.; North Carolina Department of Archives & History, Raleigh, N.C.; L ib r a r y of n - versity of North Carolina,Chapel Hill,N.C.; Edenton Public Li^arv, Edenton, N.C.; Wm. Bragaw & Co., Insurance Agents since lbOO, Washington, N.C.; and other private sources. She may have run out of Edenton on the Chowan River or may have run between her home port and various landing places on Albermarle Sound. She may also have run on the Dismal Swamp Canal north to Smithfield and Norfolk. As of the present time^ it’s simply a case of ”You pays your money and you take your pick! Perhaps some member of the G. L. M. I. who is interested in canal boats might like to pursue the search.

PLEASE TAKE NOTE... Your annual statement is enclosed with this issue. It helps our volunteer staff greatly if you are prompt in forwarding your dues. A large group of instruments were transferred from the collection of the Detroit Historical Museum, into the collection of the Dossin Great Lakes Museum during the month. Included among them were some very fine examples of sextants, compass, sundial, telescope, and charting instruments. Also transferred into our collections were a group of printer's cuts, and slugs, from advertising of such early Detroit steamers TASHMOO, CITY OF DETROIT, NILE, and WAUKETA. The Dossin Museum will get a large promotional boost from a new facility, just opened, at the Detroit Historical Museum. Through a private grant, the Historical Museum now has an educational brief­ ing room to be used in the orientation of tour-groups. Each of the divisions and the two branches have representative exhibit material available, and on display, in this area. Thus, thousands of school children, and their teachers, will be subjected to a sampling of Marine Museum exhibits, and made aware of our existence. These are potential visitors we might not otherwise reach, and we are fortun­ ate to have this outpost made available to us. A problem that is common to all museums is one of storage area... or to be more exact, the lack of it. We are no exception. With much of the initial organization behind us, we are now getting into this area with a vengeance. Soon to be constructed is a balcony storage rack for paintings. This will enable us to rotate paintings in the exhibit area with far more efficiency than has heretofore been pos­ sible. Paintings have been hung on exhibit for the lack of anywhere else to keep them, and without consideration of association. Now it becomes possible to have specialized showings. Furthermore, with this added capacity, we can now accept more paintings, knowing that we will be able to give them proper maintenance attention. And now, as the year draws to a close, we are faced with the need to make resolutions and take a good look back over the past year for what we have done with it. Again this year the relationship between the Institute and the Museum has been a happy, and we like to think a productive one for both sides. Certainly it has been for the Museum. During the past year, through the unique position of this office, we have had the opportunity to be involved in more than a thousand items of correspondence, concerning both Institute and Museum bus­ iness. Most of these have been with people we like to feel are our friends. Its a certainty, we have too many friends to remember all of them individually. Our only resolution for the coming year; to continue to serve you in the best way possible. Now we would like to add our wish to that of the Institute officers and the Museum staff: Mm# GIfyriatmaa 226 Telescope The Picture Page - by - EMORY A. MASSMAN, JR.

ROYALTON - Canadian #151108. Gross tons 7161+; net tons 5191+: 536* 6” x 58* x 31'. Built 1921+ by Collingwood S.B. Co. Hull #73. Triple exp. engine built by Allis-Chalmers Mfg. Co. in 1919 - 21+ 11/16"-I+l£"-72,,x48"; 2800 H.P., 3 Scotch boilers 12+* x 10»9 . Built by Collingwood S.B. Co.Owner Scott Misener Steamships, Ltd.

EDWARD J. BERWIND - U.S. #221+139. Gross tons 8313; net tons 6517: 595’ * 62’ x 32’. Built 1921+ by Great Lakes Eng. Works. Hull #21+7. Triple exp. engine 1-6o"xl+2“, built by G.L.E.W.; 3 Scotch boilers ll+» x 11-^» built by Manitowoc S.B. Co. Owner Hanna Coal & Ore Corp. Telescope

From, History's Pages

by OTTO STREK

In a tremendous gal© on Lake Erie, October 1837, w herein is shown the coolness and intrepidity of the engineer of the b o at.

One of the most thrilling incidents on record, took place on board the steamboat CONSTITUTION, during an awful gale on Lake Erie. I t tends to show the heroism and strength of nerve of which humanity is sometimes capable. We copy from an account written s h o rtx / after the occurrence.

"In that fearful night, the steamboat CONSTITUTION, Captain Appleby, was out amidst the terrors of the gale. By the glimpse caught at intervals, when the fitful storm fo r a mo­ ment broke away, the anxious and watchful commander was ma.de aware of the critical situation of his boat, which was rapid­ ly drifting in— under the hurricane power of the gale, which blew almost directly across the lake— toward the dangerous reef, from which escape would have been impossible. He went d i r e c tl y to the engineer and ordered on ’more steam.5 The reply of the engineer was, that there was a lre a d y as much on as the b o i l e r 3 would safely bear.

"Again did the captain seek the deck, to see if his laboring boat was making headway, and again returned to the engine room. He explained to the engineer their hazardous situation, and told him all hope was lost, if no more headway could be gained, but left the engineer to act his discretion in the crisis. A moment of reflection and his decision was made. Life or death hung on the issue. Certain destruction aw aited the boat and her devoted crew in a few brief minutes, i f they did not gain upon the driving storm. This might be averted, if the boilers, already crowded to a fearful pressure could yet bear a heavier strain,— and that he determined to THY. True the awful horrors of an explosion were vividly before him,— the mangled limbs, the scorched and lifeless bodies,the death-shrieks and the groans of the helpless victims, were before his eyes, and on his ear. The alternative was a fear­ ful one, yet it must be resorted to.

"He coolly directed the heads of two barrels of oil to be broken in; the furnaces were rapidly fed with wood dipped in the highly inflammable liquid, while two men, with ladle3, dashed the oil into the flames. The intense heat which these combustibles created generated steam with the rapidity of lightning;and soon the resistless vapor forced up the safety- valve, and issued forth with tremendous violence, its sharp hissing being heard above the wild uproar of the waters and the storm.

Concluded on back page 228 Telescope About Skindiving by ED DECKARD Mans' attempt to work, war, and explore beneath the surface of the waters covering our Sarth is nothing new or even relatively new. History give.s no record of the date when diving first began or wno the first divers were, but over four hundred years before Christ, a Greek diver by the name of Scyllis was employed by Xerxes to re- e w e r treasure from sunken Persian warships. Alexander the Great used divers in warfare against Ti're in 333 B.C. Alexander himself descended in some sort of diving bell. In the early l800s Spanish warships carried men whose duties were swimming and diving for the fleet. The first effort of men to breathe underwater was recorded about 77 A.D. where Pliny referred to military divers who breathed thru tubes which were supported at the surface by a float. Vegitius described the use of diving hoods equipped with air pipes in 375 A.D. He also wrote the first printed matter pertaining to diving.

These attempts mentioned were just a few of the many recorded and almost useless as a means of salvage or exploration.

The diving dress (hard hat) as we know it today did not come about until 1819 when Augustus Siebe invented what is known as his Open Dress" which became the basis of our modern day deep sea diving.

The first use of self-contained underwater breathing apparatus (SCUBA) came about in the beginning of World War II when Italian navy divers used SCUBA in a successful attack against the British tanker Gibraltor. The success of this attack did much to give the United States and Britain an interest in developing SCUBA. The first SCUBA units used by the U.S. were called closed circuit apparatus and used pure oxygen. The exhaled breath was filtered through a canister of caustic potash to remove carbon dioxide, then the air was rebreathed by the diver. This unit had many disadvan­ tages as to time and depth as oxygen under pressure is highly toxic. Open circuit SCUBA (compressed air) as we know it today was intro­ duced by Jacques Yves Cousteau in 19^3. This device is called the Aqua-Lung and is a demand regulator which adjust the air pressure automatically to the surrounding pressure and supplies air to the diver as needed. The standard cylinders or tanks hold 2250 p.s.I* and 71 cu. ft. of air and enable an experienced diver to stay belcw the surface for sixty minutes.

Diving is not any longer used as just a means of war or salvage0 Many wonders have been seen and explored by divers from all walks of life. Diving is also a sport having nearly six million partici­ pants. The Great Lakes region alone has hundreds of diving clubs. Most of these clubs are joined together to form state diving coun­ cils c The councils' purpose is uniformity in organized diving, safety and favorable legislation for sport divers. If you are interested in learning to dive, contact your local council and learn safely.

credit references - U.S.. Navy Divine Te lescope

Launch of the Car Perry PERE MARQUETTE 21, 1924 (Photo, Courtesy John Nelson)

THE BIG SPLASH

The steel car ferry PERE MARQUETTE 21 (US.223976) was built by the Manitowoc Shipbuilding Company in 1924 for the Pere Marquette Rail­ way for service across Lake Michigan. She was her builder's Hull No. 209. Dimensions: 347*9 x 56.2 x 19.2; 2992 gross tons and 1501 net tons. Powered by twin triple expansion engines of 20|”, 34", and 56" diameter of cylinders by 36" stroke, built by the Manitowoc Yards. As originally designed, the vessel carried two masts and two stacks amidship, and cabins for a limited number of passengers, also amidship. In the Thirties, her passenger accommodations were increased by extending the cabins the full length of the main deck. A similar operation was performed on her sister ship the PERE MAR­ QUETTE 22. In 1953, the two vessels, now owned by the Chesapeake and Ohio Railroad, were lengthened by 40 feet amidships, and re­ powered with twin Skinner Uniflow Steeple Compound Engines of 19i" and 43" diameter of cylinders by 26" stroke. At the same time, a large single stack replaced the former two stacks. Our illustration below, taken by the author at Milwaukee in I960, shows the vessel in its present appearance. Frames Spaced 2 'u"apart to Collision Bulkhead. l'C*For’d of Collision Bulkhead.

AWNING DECK AWNING DECK

MAIN DECK MAIN DECK

ACADIAN r i r o The ACADIAN was built by the Clyde i j f Shipbuilding & Engineering Company, i C D © LJ J v in Glasgow, Scotland, for the Cana­ oUJ dian Interlane Line in 1908. She was later sent to Canada Steamship Lines and operated by them until she went into World War I service. She was put into this service on the Atlan­ tic in 1916 and sunk by enemy action the following year on May 22. Her dimensions were: 248'x 42.5'x

23". Engines were triple expansion, BOAT DECK AND CASING TOP 18"- 30"- 50"x 36". 232 Telescope

The Gas Pipe Line Lightship (Dossin Museum Collection)

LIGHT VESSELS OP THE GREAT LAKES, Continued

Regarding the GAS PIPE LINE LIGHTSHIPS mentioned in the November issue of TELESCOPE, we have received some information from Messrs, Woodbury and Day of the Michigan Consolidated Gas Company. Essex County in Canada was at one tims rich in natural gas, and in 1894 a pipe line to Detroit to provide a supply for emergencies was laid across the river a little east of Orleans Street. A year later a second pipe line crossed the river at about 22nd Street.Apparently, the two lightships were bought or chartered to protect these lines, although to date, no data has been found stating that the old Detroit City Gas Company ever owned or chartered the vessels. Both pipe lines remained in service until at least 1901 or 1902, The light vessel pictured above is thought to be the one stationed near Orleans Street.

In our description of U.S. Light Vessel No. 103, HURON, we failed to state that the vessel was lengthened in 1938 to its present dimension of 9 0 . 5 ft. long. The 302 displacement tons is the figure after lengthening.

There follows some data on two more private light vessels which once were stationed on Lake Erie:

Schooner SMITH AND POST, a Canadian vessel, built in 1862 at Oak- Ville, Ontario. Wooden hull, 212 gross tons• For some years before 1901, this vessel was chartered by the Lake Carriers Association and stationed at South­ east Shoals, near Point Pelee in Lake Erie. The vessel was burned in 1901 and was replaced in 1902 by the vessel described below.

Schooner KEWAUNEE (US.l4.065), 1868 Port Huron, 123 x 27 x 8; 211 gross tons, 200 net.Was stationed at Southeast Shoals by the L.C.A. from approximately 1902 until 1910, when the Canadian Government took over this station. Later the KEWAUNEE was used by L.C.A. to mark the wreck of the sunken freighter JOLIET in the St. Clair River opposite Sarnia during the early part of the season of 1912. Later that same year, it was used to mark the dangerous Vidal Shoals in the St, MaryTs River above the Locks. Telescope 233

U.S. Light Vessel No. 60, used as a Houseboat, Chicago, 19^0 (Photo by William A. McDonald)

LIGHT VESSELS OPERATED BY THE CANADIAN GOVERNMENT

The following vessels are known to have either been built on or stationed on the Great Lakes by the Dominion Department of Marine and Fisheries and the Dominion Department of Transport. Like the American lightships, they are designated primarily by their number.

No. ? Stationed at Colchester Reef, Ontario, about midway be­ tween the Detroit River and Point Pelee. An old map published by the Detroit & Cleveland Steam Navigation Company,in 1881, preserved in the files of the Dossin Great Lakes Museum, identifies this vessel as COLCHESTER REEF LIGHTSHIP. Information desired on this ship.

No. 3 (0.11*0921*), 1917 Toronto, Ontario, by Polson Ironworks. Built as the trawler-type minesweeper MESSINES for the Canadian Navy. Dimensions: 130 x 23.5 x 13*5; 320 gross tons, 20l* net. Steel steamship. Station(s) of this light vessel not known by the writer.

No. 5 (C. 11*0927), 1917 Toronto by Polson. Built as the mine­ sweeper VIMY for RCN. Steel steamship, 130 x 23.5 x 13*5» No information regarding stations.

No. lit (C. 116993). 1903 Toronto by Polson. Steel steamship, built as lightship, 121.3 x 21*.7 x 19; 396 gross tons, 269 net tons.Original name,probably of Its first station, was LURCHER.

No. 15 (C.116991*), 1903 Toronto by Polson. Built as lightship, 121.3 x 24.7 x 19; 296 gross tons, 269 net. Its original name ANTICOSTI, suggests that it was stationed In the Gulf of St. Lawrence in the vicinity of Anticosti I. 234 Telescope

Canadian Light Vessel No, 22 (Gros Cap) (Runge Collection, Milwaukee Public Library)

No. 18 (C.12U59), 1895 Christiana, Norway, as fishing trawler FALKEN. Acquired in 1910 and rebuilt as a lightship and stationed at Southeast Shoals in Lake Erie. During its long stay there (1910-1927) it bore the inarking SOUTHEAST SHOALS No. 18. It was eventually replaced by a light­ house, and subsequently had a most interesting career. Around 1928 it became the rum-runner GER0NIM0 and enjoyed some years of success before it was captured by the U.S.C.G.C. COOK while trying to sneak a highly spiritual cargo into Green Bay, Wisconsin, in 1931. It then became the tug TIPPERARY (US.230550), and was owned for some years by the Filer Fibre Co. of Manistee until it was scrapped in 19i|7« This vessel had an iron hull, and its dimensions as a lightship were 8605 x 17 x 9.1; 98 gross tons, 38 net. Any good pictures of this vessel would be welcomed by the TELESCOPE, the Museum, and the author.

No. 20 (C.llj.0925), 1917 Toronto by Polson Ironworks, as the minesweeper ST. EL0I for the Canadian Navy. Dimensions: 130 x 23.5 x 13*5; 320 gross tons, 2 0 net. Steel steam­ ship. Its present or recent station is the intersection of the St. Lawrence and Saguenay Rivers.

No. 21 (C.1.91169), 1917 Lauzon, Levis, Quebec, apparently by Davie. Steel steamship, 81+.6 x 19*5 x 8.5; 101 gross tons and 23 net tons. Further data wanted.

No. 22 (C.11+0926), 1917 Toronto by Polson as the minesweeper ST. JULIEN for the Canadian Navy. Dimensions: 130 x 23.5 x 13.5; 320 gross tons, 201; net. Stationed off Gros Cap near the junction of the St. Mary’3 River and Lake Superior. Recently replaced by lighthouse. Hull par­ tially scrapped on St. George Channel near the Soo. Bottom still visible, and it Is reported recently to have been sold for scrap. Telescope 235

CONTRIBUTORS Edwin Sprengeler, Milwaukee Richard J. Wright. Akron George Ayoub, Ottawa James M. Kidd, Toronto

Nov. 1 - The purchase of Ij. to 6 lake vessels for conversion into chemical tankers is being considered by Reid Transport and Tank Truck Transport. Upper Lakes has already sold them the NORMAN P. CLEMENT.

Nov. 2 - The 730-foot ore carrier PAUL H. CARNAHAN (a. Honey Hill; b. Atlantic Dealer) of the National Steel Corp. was christened today by Mrs. Carnahan in Detroit. The former T-2 tanker was converted to ore trade by the addition of a mid-body built in Germany. It was lengthened at Lorain from 523* to 730* o.a. Capacity was increased from 15,620 long tons to 21,200 tons.

Nov. ij. - The Norwegian freighter TOPDALSFJORD ripped mooring lines and smashed gangplanks and ramps along the Det­ roit waterfront as it sped down the Detroit River at speeds estimated at more than 20 miles per ho in? .Detroit Marine Terminal and the fire boat docks were damaged.

Nov. 5 - Misener’s J.N. MCWATTERS (ii) arrived in Montreal with a record cargo of 1,071,000 bushels of oats and barley. The MCWATTERS also holds the Great Lakes record for ore, carrying 2i|,3l6 long tons from Sept-Isles to Cleveland.

Nov. 6 - The PAUL H. CARNAHAN fouled her anchor chain around her propeller while making C&P Ore Dock, Cleveland, Ohio, and had to have the chain cut.

Nov. 7 - PAUL H. CARNAHAN cleared Cleveland for Superior at 1 P.M. after unloading her cargo of iron ore. G&W Welding Company of Cleveland made necessary repairs on damaged propeller blades.

The motorboat DANI0 of Oslo, Norway, ran aground in Lake St0 Clair, blocking traffic both ways for four hours, before freeing herself. No damage was reported to the hull.

Nov. 8 - The auto carrier MATAAFA (a. Pennsylvania) is sailing again between Detroit and Lake Erie ports after being laid up during strikes and model change-overs.

Nov. 11 - The largest tow in the history of the St. Lawrence River was completed by three McAllister tugs towing the hull of the 26,000-ton MONTREALER from Lauzon to the Canadian Vickers shipyard in Montreal. Built for Papachristidis Ltd., it was made in two sections at Lauzon and Montreal. Joined at Davie shipyards in Lauzon, the hull was towed back to Montreal for final fitting-out. Launching is expected next May. Telescope 236

Nov* 12 - Skindivers Resbert R. Martin and Bill Anson locate the CHARLES S. PRICE 12 miles north of Port Huron and find a huge, gaping hole on the starboard side. The PRICE was lost in the famous storm of 1913»

Efforts to raise the PRINS WILLEM V which sank in Oct. 195k after a collision with a towed oil barge are being made by the Deep Water Associates four miles east of Milwaukee harbor entrance. The 258-foot vessel lies in about 80 feet of water. Forty-two nylon-neoprene lift­ ing bags are being used in the attempt. Assisting in the work are the tugs, NEW YORK and ADVANCE NO. 2.

Operations to raise the sunken PRINS WILLEM V are sus­ pended for the winter after renewed efforts to raise her moved her bow but failed to bring her up.

Nov. 15 - A new plea has been made by the Ohio Valley Improvement Association to the Federal Gov’t to determine the feasibility of a 10ij.-inile canal, linking the industrial Great Lakes area with the oil rich Gulf states via the Ohio-Mississippi River system.

At Toronto, the largest single consignment of European cars (Volkswagens) ever brought into Canada, totalling l,30i| cars and trucks, was unloaded from the .German freighter WIENETOR.

The main lighthouse in Buffalo harbor, rammed by the 8,000-ton freighter FRONTENAC three years ago, is to be replaced by a new lighthouse at the southerly end of a new breakwater next June.

German freighter TRANSEUROPA was caught in a current while making Lederer Terminal Dock, Cleveland, and tore a 4-^oot gash in her bow above the waterline. A tem­ porary metal plate with concrete backing plugged the hole until permanent repairs could be made at Montreal.

Nov* 21 - The Bob-Lo Company proposes to spend $150,000, fen? a new dock and parking area at Detroit. A ten-year lease is requested with right to renew for another 10 years at 25 per cent increase In rental. The land is owned by the City of Detroit and terms of the lease have been approved by various city agencies subject only to approval of the final plans, which involve razing the buildings on both the old and new sites.

Nov* 22 - The St. Lawrence Seaway again reports increased down­ bound cargoes and decreased upbound cargoes during October except for the section between Montre al and Lake Ontario where traffic both ways showed a 19 per cent increase over October of I960.

Nov. 23 - Timothy J. McCarthy, Sr., Chairman of the Board of T.J, McCarthy Steamship Co., died at the age of seventy- seven after a long illness.

Nov. 25 - The Great Lakes Dredge & Dock Company’s #55 derrick has been laid up In Cleveland. The tug JOHN A. McGUIRE has left for Detroit to work at the foot of Lycaste St. Telescope 237

The Price-McClung Dredge THREE BROTHERS has left Toledo to work at Algonac,

Western Contracting will close dcwn its Lake St, Clair job by mid-December, The Great Lakes Dredge and Dock ALASKA is now on a pro­ ject in Bay City, Its #56 is working on a project in the Chicago area, and #53 bas left tiie Soo to work on the Buffalo Harbor project. The MOGUL remains on the Round Island project.

The Dunbar and Sullivan Dredge ARMIDON is winding up the St, Ignace project,

Nov, 26 - The Greek-flag vessel ANVARKIKOS is pulled from Pancake Shoal in Whitefish Bay in Lake Superior after being aground for four days. She is bound for Japan, loaded with scrap. Over 200 tons of cargo were removed to aid in freeing her,

Nov, 27 - The Italian freighter CARLO MARTINOLICK loads 1,000 tons at Sarnia making her one of the last ocean vessels in the upper lakes this season.

Unconfirmed reports are received that the HARRY WILLIAM H0SP0RD (a. F.B. Squire ) last of boats built in Port Huron, has been rescued from the scrap pile to be used somewhere on the St, Lawrence,

Pittsburgh Steamship Division expects to have all its boats in winter quarters by December 30 or shortly after. The last shipment of ore from Two Harbors was made November 2i|, Two ships closed Cleveland*s Seaway season today, the HELGA SMITH of the Swedish Chicago Line and the Swedish tramp tanker, VESTSUND. Cleveland set a new record for itself with 58^ ocean-going vessels calling at her ports. An increase of 10 to 15 per cent tonnage over last year is expected.

The U.S. Corps of Engineers has taken delivery of three new tugs at Detroit. They are as yet unnamed.

Nov, 28 - The American Export Lines EXANTHIA was stopping at Toledo and her sister ship EXIRIA was heading directly from Milwaukee to Montreal hoping to beat the deadline at the Locks. Escanaba* s Chicago & North Western Dock has under con­ struction a new conveyor-type dock for handling pelle- tized ores, anticipating increasing production of pellets because benefication plants for such concen­ trates are now being constructed on the Marquette and Menominee Ranges.

Nov, 29 - Three Boland & Cornelius vessels, the J.S. ASHLEY, HARRIS N. SNYDER, and the DETROIT EDISON, will have forward-end propulsion units installed this winter. The first two boats will be done by the Manitowoc Ship- 238 Telescope

building, Inc., at Manitowoc, Wisconsin. The DETROIT EDISON installation will be at American Shipbuilding in Toledo. These devices provide far a controllable pitch propeller and result in greater maneuverability and safety. A new 65-foot beam ferry DRUMMOND ISLANDER II is run­ ning between DeTour and Drummond Island. The first DRUMMOND ISLANDER will be kept on a standby basis.

The ANVARKIKOS is sighted off Belle Isle on hetr race to the locks of the St. Lawrence Seaway which close Novem­ ber 30, midnight. Dec. k - There is a possibility that the NEW ORLEANS (ESSO NEW ORLEANS) may be "jumboized" to Great Lakes lengths. Since there is now a ban on foreign-built midbodies, there is some question as to the economic advisability of such lengthening.

The CAPT. C.D. SECORD, owned by the Mohawk Navigation Co.,Ltd., snapped her towline today on route to Duluth. She was being towed by the Mohawk's SIR THOMS SHAUGH­ NESSY because of broken propeller blades. Coming to the rescue from Duluth, through 15-foot waves and 35-mile winds, was the Coast Guard cutter WOODRUSH. The crew of the SECORD were in no immediate danger. The SHAUGHNESSY stood by and the GOLDEN HIND, also a Mohawk vessel, put out from Port Arthur, Ontario, 70 miles from the SECORD but was unable to get a line to her.

Three old lakers headed for scrapping in Italy ran into trouble while crossing the Atlantic. Jupiter's CORNELL put in at the Canaries for repairs. The PIONEER put in at Gibraltar when sprung deck plates started taking water into the engine room. The ARCTURUS suffered storm damage and was hauled into Puntagorda in the Canaries.

Comments ^ o m ©u/i ^eade/ts From Rev. E. J. Dowling, S.J., the followings

Regarding the engines salvaged from the wrecked Canadian Pacific steamer ALGOMA, referred to in November TELESCOPE, inside front cover and page 204. These engines, as stated there were put into the new vessel MNITOBA In 1887# but they did NOT stay in the MANI­ TOBA throughout her life. According to all available copies of Lloyd's Register,and according to the Record of the American Bureau for 1938, the MNITOBA received a new set of engines, built by the Collingwood Shipbuilding Company in 1914*

As a matter of further information, the ALGOM's engines were built in 1883 by David Rowan & Co., Port Glasgow, and were fore and aft compound engines of 35" and 70” diameter by 43" stroke. Similar Rowan-built engines were placed in ALBERTA and ATHABASKA. The Collingwood Engines of 191^ for MANITOBA were of 30” and 6!|” dia. by 1|8” stroke. The similarity in size suggests that these may have been a rebuild of the old engines. However, Lloyd's specifically states 11 NE & B, *llj.” which abbreviations mean ”New Engine and Boilers, Telescope 239 ... from the shipyard ...

Fraser-Nelson Shipyard at Superior, Wisconsin put its new float­ ing dry dock into use on November 13, lifting the U. S. Army Engin­ eers' dipper dredge COL. D. D. GAILLARD together with an Engineers' dump scow in the same lift. Of particular interest is the fact that this dry dock is the old R. L. IRELAND (US 212098) which had been scrapped there to the hull in 1958. The IRELAND was built by American Ship at Lorain. Ohio in in 1914 as their hull number 709. Dimensions of the dock are 434' long, with 54' width and depth of 20 feet. Docking space within the wing walls is 377 feet long and 44 feet wide. It can accomodate vessels with a 13 foot depth. At the same time, Fraser's No. 2 drydock was lenghtened and wide­ ned to new dimensions of 831' x 91', making it the largest graving dock on the Great Lakes. Its first job was servicing the new PION­ EER CHALLENGER. It had, however, been put to use even before it was completed, docking the B. F. FAIRLESS while the extension work was still in progress. The first winter lay-up arrived at Superior on September 30, when the CLARENCE B. RANDALL went "on dock" for sight and survey, and a change of propeller, then was moved to winter berth where new side tanks will be installed during the winter. Five of last year's lay­ overs are still there; PATHFINDER, JAMES LAUGHLIN, THOMAS WILSON, LYMAN C. SMITH, and FRANK BILLINGS. Two of last year's lay-ups were scrapped during the year, the JOHN S. MANUEL and JOHN STANTON. The superstructures were burned off preparatory to scrapping, (see pic­ ture.) Some historic traces are being covered, as the F-N Dry-Dock No. 1 is lengthened by 24 feet. This will permit handling of the Maritime Class freighters. In the process, the old sloping stone and timber sides, which date back to the Whaleback-building days of Captain Me Dougall, are being replaced with vertical steel sheet pilings. Telescope

Concluded from page 227

"With a desperate and determined courage, which equals the most daring heroism that the page of history has ever recor­ ded, the engineer SAT DOWN UPON THE LEVER OF OHE SAFETY-VALVE, to confine and raise the steam to the necessary power re­ quired to propel the boat against the drifting waves! In this awful situation he calmly remained, until the prodigious effort of the engine had forced the boat sufficiently off shore to be beyond the threatened danger.

"This intrepid act was not a rash and vain-glorious attempt to gain the applause of a multitude by a fool-hardy exposure of life, in some racing excursion; it was not the deed of a drunken and reckless man, wickedly heedless of the safety of whose lives were perilled,--but it was the self-possessed and determined courage of one whose firmness is worthy of all admiration. We give it as it was told to us, as one of those frequent scenes of real life, whose actual realities are in­ deed ’stranger than fiction’."

Prom STEAMBOAT DISASTERS AND RAILROAD ACCIDENTS IN THE UNITED STATES, Worcester, 1846

GREAT LAKES MARITIME INSTITUTE. INC. The Great Lakes Maritime In stitu te, was organized in 1952 as the Great Lakes Model Shipbuilders’ Guild. Its primary purpose at that time was the promotion of the building of models of Great Lakes vessels. Since then the organizations scope of interest has been widened considerably, and the monthly publication TSLSSCOPS includes articles on History, Salvage, Current Hews, and Model Building as well. The building of models remain one of the main projects of the Institute, and the organ­ ization has created the largest collection of Great Lakes scale models. The office of the Institute is located at the Dossin Great Lakes Museum, Belle Isle, Detroit 7, Michigan. The Institute is incorporated as an organization for no profit under the laws of the State of Michigan. Ho member receives any remuneration for services rendered. Donations to the Institute have been ruled deductible by the Internal Revenue Service.

SPECIAL NOTICE OF MEETING The DECEMBER MEETING is an important one, and it is most urgently requested that all members within the area try to attend. It is a business meeting. So that we are sure of avoiding the holiday excuses the meeting will be held after the holidays, on the FIRST FRIDAY in JANUARY. This is JANUARY 5th. 8:00 P. M. at Dossin Museum.

printing by Robert H- Davison