JANUARY ☆ FEBRUARY, 1991 Volume XXXIX: Number 1

GREAT LAKES MARITIME INSTITUTE DOSSIN GREAT LAKES MUSEUM Belle Isle, Detroit, Michigan 48207 TELESCOPE Page 2 MEMBERSHIP NOTES • We would like to welcome you back for another year of Telescope. For those new members that may have questions on the Institute’s policy for submitting articles to Telescope, the majority are written by the members and the Institute makes no payment for such material. Articles and photos submitted for publication will be returned to the author. Photos submitted for use in the Great Lakes News Section will be kept in the Telescope photo file for possible re-use or will be returned if requested. We will continue to publish a variety of articles and periodically republish articles from the 1950s and 1960s. The Great Lakes Calendar could also be expanded to cover annual marine events around the lakes. However, because Telescope comes out-bimonthly, the deadlines for publication are very early. Listed below are the publishing deadlines for each issue. Marine organizations are encouraged to send basic information on their activites to the following address: Kathy McGraw, Dossin G.L. Museum on Belle Isle, Detroit, MI. 48207. Jan.-Feb. issue - due Nov. 20th July-Aug. issue - due May 20th March-April issue - due Jan. 20th Sept.-Oct. issue - due July 20th May-June issue - due March 20th Nov.-Dec. issue - Due Sept. 20th

MEETING NOTICES • Our guest speaker for Friday, January 18th entertainment meeting will be Mr. William Luke. His slide program titled “The Hanna Story’’ will include several slides on the last trip of the Paul H. Carnahan. Our guest speaker on Friday, March 15th will be Mr.Keith Steffke with slides on Wyandotte shipbuilding. All entertainment programs begin at 8:00 p.m. at the Dossin Museum. Future Board of Directors meetings are scheduled for Thursdays, February 14th and April 11th at 7:00 p.m. at the museum.

CONTENTS • Membership Notes, Meeting Notices, etc. 2 The Pride of Manitowoc by Paul Wiening 3 Borgenes: A Survivor by Olaf Engvig and Skip Gillham 8 Honeymoon Trip on the Seeandbee by William Howell 11 Poe Reef Light Station 16 Great Lakes & Seaway News Edited by Don Richards 17 Great Lakes Calendar 26

Published at Detroit, Michigan by the GREAT LAKES MARTIME INSTITUTE ©All rights reserved. Printed in the United States by Macomb Printing, Inc.

OUR COVER PICTURE . . .Several classic Great Lakes freighters were built at Manitowoc Shipyard to fit the needs of the industry. As the companies updated their fleets, the newer ships were built with cabins aft. The 1000-footer Edwin H. Gott was built at Bay Shipbuilding in 1979 for the USS Great Lakes Fleet. She is shown here off Whitefish Point in September, 1988. Photo by Bob Campbell. □

Telescope is produced with assistance from the Dossin Great Lakes Museum, an agency of the Historical Department of the City of Detroit. JAN ☆ FEB. 1991 ______Page 3

THE PRIDE OF MANITOWOC

by PAUL WIENING

Long before the turn of the century, city of Manitowoc, Wisconsin. many famous passenger ships were built there However, the latest of the shipbuilders from by skilled craftsmen. During World War II, the city, the Manitowoc Shipbuilding twenty-eight fighting submarines were turned Corporation had not yet begun to build any out. Most of the railroad carferries that had of the large iron ore freighters that been built after 1920 also came from there. were so familiar on the lakes. The large Great Familiar names such as Goodrich Trans­ lakes tanker Red Crown was the last of the portation, Pere Marquette Railroad and the commercial vessels built at Manitowoc just Ann Arbor Railway had purchased Manitowoc before World War II began. Finally, in the ships for decades, and the designs and 1950s the shipyard began to seriously pursue construction were exemplary. Several builders the construction of modem Great Lakes offered high quality ship construction in the freighters during the Korean War era. Most Dossin Dossin Museum Coll.

The SMITH THOMPSON in drydock at Manitowoc. TELESCOPE Page 4 Author's Photo

Minutes after her launch, the new JOHN G. MUNSON is floating in an ice-filled. Manitowoc River. The hull was the largest launched in the city to date.

shipyards on the lakes were booked to Edison which was just as beamy, but the capacity, and many shipping fleets sought shortest of all at just over 606 feet in length. additional tonnage. Manitowoc Shipbuilding Meanwhile, the new self-unloading Company took an additional step: they mechanisms that Manitowoc was installing in designed self-unloaders. these new vessels were becoming quite During the early 1950s many shipping popular. Several conversions were also companies on the lakes were in the midst of performed at the shipyard at the time, notably major upgrading and modernization programs. McKee Sons and Joseph S. Young, both of New ships were on order for most fleets, which were former ocean vessels built during yet almost all of them were designed to World War n. American Steamship Company be iron ore bulk freighters with a maximum was the primary customer for these new length of 647 feet. The Michigan Limestone vessels, as they continued to increase and Company’s Bradley fleet was also in need of a modernize their fleet with additional new new vessel, and turned to Manitowoc for their steamers during the 1950s. new seIf-unloader. It was to be unlike any However, the crowning achievement in other seIf-unloader then operating on the lakes. Manitowoc’s seIf-unloader catalog came in At 666 feet in length, the ship was by far the 1958 with the construction of the final seIf- largest, and unlike most others, it was unloader to be built at the shipyard. Ameri­ specifically designed from the keel up to be can Steamship ordered Hull Number 424 to a seIf-unloader. be the largest seIf-unloader on the lakes. The John G. Munson entered service as the She was 666 feet 4 inches, only one inch largest self-unloading vessel on the Great longer than the Munson, but her hull Lakes. It was followed by the John J. Boland configuration was considerably different. in 1953, slightly shorter, but otherwise similar This, in turn, was designed to provide in design and appearance. Another clone additional cargo carrying capacity. emerged in 1955 with the launch of the Detroit With this new hull design, the vessel JAN ☆ FEB. 1991 Page 5 also received new treatment to her cabins and two holds. Engineers incorporated the step to unloading mechanism. When she entered assist in increasing the carrying capacity of the service in June, 1959, the new Adam E. vessel. Because of space taken up by Cornelius looked unlike any other ship on the the unloading machinery, it was difficult lakes. She was to remain unique in appearance to provide enough cubic cargo space to obtain a throughout her entire career, although there level trim when loaded. The extra three feet were some profile similarities with the earlier allowed sufficient extra space forward to give ocean conversions of the Young and McKee the ship a level trim when loaded, as well Sons. as providing a bonus of an additional capa­ She was sleek in appearance, although city of 440 tons of coal when fully loaded. her carrying capacity was great. The designers Accomodations on board the Cornelius were had intended the vessel to provide the adequate, yet not exactly extravagent. maximum of cargo carrying ability per dollar. Unlike other vessels that had been built It was stripped of various frills, such as the ear her in the 1950s, passenger quarters were rather luxurious passenger facilities found on eliminated with the exception of one room for many other the previous ships built at two persons. Crew and officers quarters were Manitowoc. However, the final design was comfortable, yet did not have the frills that both functional, profitable and simple without earlier vessels were provided. Unlicensed men any sacrifice in appearance. In fact, there had rooms that were arranged for two persons are those who would later say that she was while officers had single rooms. The deck perhaps the most stylish of all the 1950s department was housed in the forecastle and self-unloaders. Texas, with engineers and stewards Structurally the Cornelius differed somewhat departments in the poop. When designed, the from other self-unloaders of the era as well. vessel was built to house a crew of forty one Looking along the spar deck, a three foot persons. high step was located between number one and Unloading systems on the Adam E. Author’s Photo

Similar in design and construction, although smaller than the MUNSON and the BOLAND, the DETROIT EDISON hits the water at Manitowoc in 1955. TELESCOPE Page 6 Cornelius were designed by Robins Engineers, Typical of other vessels built in the 1950s, consisting of two hold belt conveyors, one she was powered by a coal fired geared steam located on each side of the bottom of the vessel. turbine, developing 7000 hp at 110 rpm. The Cargo was allowed to flow onto the belts vessel was capable of a speed of seventeen by opening horizontally sliding air gates. miles per hour. She was launched on The gates were individually controlled by lever- November 25, 1958, and entered service in operated valves located at each gate. Near June, 1959. Although she did not have the the forward end of the ship, the hold belts were lavish passenger accomodations of her some of elevated to a height of 22 feet 3 inches her fleet mates, the Adam E. Cornelius above the normal belt line, where an elevator was designated the American Steamship conveyor took the cargo to the deck and onto Company’s flagship. the conveyor boom. She spent much of her time in the stone and The unloading operation was controlled by coal trade, however, quite often she could an operator located in a cab in the forward be found carrying taconite pellets as well. machinery space. The operator could observe Her coal bunkers were removed in 1971 when the discharge of the hold conveyor belts onto she was converted into an oil burner. the elevator, and regulate the flow to Quite pleasing of line, the Cornelius was a maintain proper unloading rates. Discharge regular in the annual lineup of the fleet through was made through a 250 foot conveyor boom the 1970s. However, as newer, diesel-powered that pivoted through a horizontal arc of 133 vessels were added to the American Steamship degrees. Optimum unloading rate for the roster, the Cornelius and her steam-powered Cornelius was 5,600 tons per hour of stone, sisters were relegated to reserve status. or 3,100 tons per hour of coal. By the mid-1980s, she was in service for only

A O AM E. CORNELIUS Pete Pete Worden/Dossin Museum Coll.

A faithful carrier, the CORNELIUS was relegated to reserve status when American Steamship built diesel ships in the 1970s. JAN ☆ FEB. 1991 Page 7 Author's Photo

Once she carried the biggest payloads into the primary harbors on the lakes. After the newer diesel ships were built, she carried into smaller ports such as Port Washington, Wisconsin. This cargo of stone is being unloaded on November 1, 1979. limited periods, and not always in the best of of class and in disrepair, the Cornelius was no mechanical repair. Although she was only longer the queen of the seIf-unloader fleet. twenty-five years old, she surprised many Although she would be spared the fate of observers by coming out of layup in June of scrapping that had occurred to several of her 1984 and remained in service through much of 1950s fleetmates, she would no longer the season. This activity was surprising only be seen on the lakes. in that American Steamship had virtually During November, 1988 the turbines were eliminated the usage of their steamers in removed from the ship at Toledo, and the hull favor of the more economical diesel powered was prepared for the long tow to Halifax, vessels by the mid-1980s. Nova Scotia. The tug Barbara Ann towed Likewise in 1985 she was also active her from Toledo on November 24, 1988, throughout much of the year, although she was almost thirty years to the day of her launch. beset with many mechanical problems. For At Halifax, the hull was rebuilt as she was much of her service time in 1985 she carried a converted into a barge with a notch cut into large diesel-powered portable generator atop her stem. Upon entering service for Keystone her after cabins to provide electrical power to in 1989 the vessel was renamed Capt. the ship after difficulties were encountered Edward K. Smith, and remained a with her own power generating units. seIf-unloader. She finished her season . . and her career The pride of Manitowoc had left the lakes, in American colors on December 24, 1985 leaving only the John G. Munson when she went into lay-up at Toledo, Ohio. and Edward L. Ryerson as remaining active After nearly three years of idleness, the bulk vessels that were built in that famous Adam E. Cornelius was sold in the autumn shipbuilding town. The Cornelius was truly of 1988 to the Marine Salvage Company of unique, and a one-of-a-kind seIf-unloader to be Port Colborne, Ontario. In turn the vessel built. She was also the last new seIf-unloader to was resold to Keystone Navigation of Canada be built in an American yard that featured the for conversion into a self-unloading barge. Out traditional appearance and unloading gear. □ TELESCOPE Page 8

BORGENES: A SURVIVOR

by OLAF T. ENGVIG with SKIP GILLHAM Special to Telescope

During the war years Great Lakes shipyards were converted to merchant ships, but most have been called upon to provide vessels to went for scrap before the decade of the forties help defend our freedom. Some ships were con­ had ended. structed to haul bulk cargoes or freight while In the forty-five years since the peace others were designed as tankers. A number settlement, one by one the Great Lakes built were naval vessels that were armed to do hulls either fell victim to the elements or to battle with the enemy. the scrapper’s torch. Various inland shipyards were asked by the But there remains at least one survivor; Canadian Government to build small naval one lakes built naval vessel still intact and ships during World War II such as looking for better days. Corvettes or Trawlers. They were to provide In Trondheim, Norway, an old escort service or hunt for submarines. Some sidetrawler is undergoing cleanup and pre­ fell victim to the deadly U-boats or the liminary repairs. She was built as an Admiralty Luftwaffe and became war casualties. escort of the famous Isles-class that served When peace was achieved, the surviving with several Allied Navies during the war and ships were ultimately sold. After the most were in operation all over the world. They recent World War they were acquired by other escorted numerous convoys and missions, governments or by private concerns. A number covering, patrolling, sweeping and hunting for Photo Photo by Olaf Engvig

The CAILIFF is bound for Norway in 1947. Photo taken from an oil painting. JAN ☆ FEB. 1991 Page 9 submarines. many of the class were sold abroad and Now named Borgenes, the old anti­ converted to merchant ships. Quite a few went submarine trawler was built at the Collingwood to Norway. All except one of the Norwegian Shipyard on Georgian Bay at Hull 102 and hulls had the engine replaced by a diesel. launched on April 30, 1942. Originally named Strange as it may seem, the only one to Cailiff and given the naval number of T-276, survive in Norway is the very one with the this vessel measures 164 feet long, 27.7 feet original machinery. She is one of seven ships at the beam and 8.6 feet in depth. left on the coast of Norway that still has the Cailiff left Collingwood after a September 17, original steam engine and she might be one of 1942 commissioning ceremony and carried a the last survivors of her class anywhere in crew of four officers and thirty-six men. She the world. was powered by an 850 horsepower triple In 1947 Cailiff was sold to owners from expansion engine and equipped with one Kristiansund, Norway. Her superstructure aft Scotch boiler. She was coal-fired and was enlarged and she was converted to an would maintain a speed of 12.3 knots. oil-fired steamer instead of coal. Renamed Bor­ Cailiff was initally based atHalifax, genes, she trawled for cod and haddock three Nova Scotia, but in December, 1943 moved to a months at a time in the North Atlantic, Newfoundland station for the duration of the Arctic and Barents Sea in the late forties war. She had ventured as far as Bermuda and, and fifties. on one occasion, was almost lost in a storm In the sixties Borgenes started delivering and took on a considerable volume of water. fresh fish to the new Findus frozen fish She headed overseas and officially returned industry in Northern Norway. to the British Navy on June 10, 1945 and laid In 1972 she underwent Norske Veritas up at Milford Haven. 30-year class, but the new owner had problems Sixteen percent of the Isles-class total of 145 getting engineers to operate her steam plant ships were lost during the war. The rest and in the autumn of 1973 she was laid up. returned to the United Kingdom and, like Shortly afterwards the vessel sank and, Cailiff, laid up. Shortly after, sales started and although salvaged in 1974, was condemned. Photo Photo by Olaf Engvig

The CAILIFF has just arrived in Kristiansund, Norway in 1947 to be converted to a side trawler. TELESCOPE Page 10 Photo Photo by Olaf Engvig

The BORGENES undergoing her first cleanup in Trondheim Harbour last spring.

Shipbreakers acquired Borgenes, but used A total of sixteen trawlers like this one her for many years as an offshore storage were built in Canada and five were constructed barge. Her condition deteriorated and in 1988 at Collingwood. Anticosti was the first of her owner was ordered to get rid of the ugly the group and she was launched at Collingwood looking wreck that was gradually falling on April 13, 1942. This vessel was last listed apart. under Ethiopian registry as Giuseppina and In the summer of 1989 the ship was serving as a general cargo carrier. “discovered” by an individual who wanted to Another, the Baffin, was later called use an old ship for practice on a work training Theoxenia and may still survive. She was last program. In November he used his persuasive known to be registered as a Greek freighter. powers to get a free tow some 500 nautical Campenia, b)Miscou was scrapped at miles to Trondheim, where cleaning and some Masnedo, Denmark, in late 1974 as Hans repairs commenced. Hansen while H.M.S. Campobello fell victim to The ship was a mess both inside and an Atlantic storm and was lost March 16, 1943. out as heavy oil has escaped and covered These ships had a much longer life than part of the deck and cabins. most of the lake’s built Corvettes and it would This project has developed into a full scale be hoped that this one might be retained effort to save Borgenes as the ship even if she is far from the land of represents a type once in service with several her birth. □ Allied Forces including Canada, Norway, New Zealand and Great Britian. Her engine must Note: Skip Gillham is currently researching the be among the last of her type on the history of each of the vessels built at the oceans of the world. Collingwood shipyard for a new book. He Up to eleven leaders and as many as discovered the current plans for Borgenes and seventy untrained, but eager, youngsters have felt he had more information than he could use taken major strides in cleaning up the for his book and joined with Mr. Engvig, a key years of neglect. They report that it looks like man in the restoration project; to provide this it’s possible to save the Borgenes. story for Telescope readers. □ JAN ☆ FEB. 1991 Page 11

HONEYMOON TRIP ON THE SEEANDBEE

by WILLIAM HOWELL

Our family homestead was located on Erie’s men of Great Lakes freighters. Conversation, lower East Side, which bordered on Presque as a rule, dealt with news from the waterfront. Isle Bay. Our neighbors were all marine It was no surprise then that the fishermen came people; commercial fishermen, some who home late one afternoon with the news that owned their own tugs, and officers and crew­ the passenger ship, Seeandbee, was anchored Dossin Dossin Museum Coll.

SEEANDBEE is docked on the Detroit River, just south of the Ambassador Bridge. Today the area is Riverside Park, located next to the J.W . Westcott mailboat station. TELESCOPE Page 12

BRIEF SCHEDULE identical for each week of the Cruise Season. Each cruise is continuous, starting from and returning to any port.

" Lt. C h i c a g o ...... 11:00 P. M. Friday Ar. Mackinac Island / for boarding or \ 5:15 P. M. Saturday EAST BOUND Lt. Mackinac Island \ leaving only / 5 :30 p. M. Saturday Ar. C le T e l a n d ...... 6:30 P. M. Sunday TRIP Lt . C lo T e la n d ...... 11:00 P. M. Sunday ^Passengers may board steamer after 8:30 P. M. Sunday All schedules Ar. Buffalo ...... 9:30 A. M. Monday Eastern Standard Time Lt . Buffalo ...... 9:45 P. M. Monday Ar. Sault Ste. M a r i e ...... 10:45 A. M. W ednesday WESTBOUND Lt . Sault Ste. M a r i e ...... 12:15 P. M. Wednesday Ar. Mackinac I s l a n d ...... 6:15 P. M. Wednesday TRIP Lt . Mackinac Island ...... 2:30 A. M. Thursday Cruise Georgian Bay and Green Bay ^ Ar. Chicago ...... 11:00 A. M. Friday

From a 1938 C & B brochure.

in the bay. Erie wasn’t a port of call for saw a brochure in the window describing a this ship; she was much too long to tie up seven day Great Lakes cruise aboard the at the Public Dock and the news of her being Seeandbee. Perhaps I was moved by the anchored in the bay caused many of our memory of having seen that ship in Erie neighbors to drop everything and walk the so many years earlier; that’s the only excuse few blocks to the foot of Sassafras street to I can give for what I did at that see her. My parents and I drove to the Public moment. I went to the bank and withdrew Dock for a better view. What a beautiful sight a good portion of my savings and returned she was in the early dusk with all her lights to the travel agency and booked passage aglow; rivaling any of today’s TV cruise for two on the June 30 sailing of the commercials. We were told she was under Seeandbee from Cleveland, Ohio. I also pur­ charter to the Cleveland Chamber of chased a 35 millimeter camera to take along Commerce and the unexpected stop in Erie on the trip. It took a lot of persuading to was an emergency. The “G” tug Texas had win my fiancee over to my side, but when swung her around before she dropped anchor I broke the news of my purchases, the families and she was headed towards the channel, took a difference view; telling me I was ready to leave as soon as the unexpected and irresponsible to spend my “nest egg’’ on a unexplained problem was cleared. Little could I frivolous boat trip. Only uncle John stood by imagine, in my wildest fantasies, that one day I me. He was delighted that I had chosen the would enjoy a long trip on this beautiful ship. Seeandbee over the Georgian Bay Line In 1940 my fiancee and I were making plans steamers. He and aunt Gert made the Great for our June wedding. I worked in a shop at the Lakes cruise every summer; they were on a time and she was a secretary in an advertising first name calling with most of the ship’s agency downtown. Our financial picture would personnel. He said he was going to write a have dictated a very short honeymoon. letter to the company telling them of our plans. However, two weeks before the wedding, I We were married on Saturday, June 29th, was shopping and in passing a travel agency, spent the evening at my brother’s apartment JAN ☆ FEB. 1991 Page 13 in Cleveland and the next afternoon we drove captains, much to the amusement of the to the pier at the foot of East Ninth passengers. street where we parked our car for the week. Among the service personnel aboard were We were early and sat on our luggage and several college students on their summer break watched the big ship approach and dock. and whose duty it was to see that the After some passengers from the previous passengers enjoyed every aspect of the cruise cruise disembarked, we crossed the gangplank and they certainly did their job well. and entered the lobby which was crowded with They would organize walks around the ship; people. The ship was well booked and we five complete laps came close to a mile. Bingo, learned later that quite a number of the shuffle board and a game called Horse racing people were salespeople from the Philco Radio were included as entertainment. I enjoyed the Company. We must have looked like two lost tours of the ship from the engine room to the souls when the Purser spotted us from across top deck, but never the bridge which the room and called out, “Our newly weds, was declared “off limits” . One sad moment Mr. and Mrs. Howell, welcome aboard!” came when we were in the vicinity of the radio At once we were the center of attention; room and the word passed down that the handshakes, congratulations and well wishes British Fleet had bombarded and severely were showered on us. I recalled Uncle John’s damaged the French Fleet at Oran. One woman promise of a letter. What a wonderful way in the crowd burst into tears. “ How can they do to start a cruise! We were shown to our this? she cried, “the French are our cabin and after unpacking, we joined the group friends” . The news certainly cast a pall on our on deck watching our departure from Cleve­ group. land. We stayed on deck watching passing Every night there was dancing in the ball­ ships until only a glow in the sky marked the room, but at 10:30 the musicians and dancers point of our departure. would form a conga line and dance from top The next morning, after a wonderful break­ deck down to the English Pub in the hold and fast, we were on deck as a “G” tug towed any noise there would not disturb the other us stern first to the Buffalo landing at the foot passengers. One night in the ballroom was of Main street. There were busses dockside to designated as “Captain’s Night” and on this take passengers on a side trip to Niagara Falls particular night the Captain introduced my for the day. My wife and I opted to stay behind wife and I as the newlyweds. (Again, uncle and walked uptown for sightseeing and John’s letter.) Once again we were given a nice shopping and visiting Buffalo friends. We welcome and the Captain ordered drinks for returned to the ship late in the afternoon and our table. I had been on my good behavior, after dinner we sat on deck and watched the drinking ginger ale, but the waiter suggested I busy marine traffic in the harbor. The steamer try the champagne cocktail. “They are very Canadiana glided by, carrying a large crowd to good,” he said, and they were and by Crystal Beach, Ontario. By this time the busses evening’s end, I had three. It was a very returned from the Falls and we were about pleasant evening, but I spent most of the next to cast off to Detroit on the second leg of our day in a deck chair. The captain was a great cruise. We were told the stay at Detroit would storysteller and this night he told about be short; only to take on new passengers, but an incident which occurred while they were at the landing at this city can be a wonderful the dock. One of the women passengers came experience. We reached Detroit about noon to his cabin and in a great state of agitation, and there were other passenger ships tied up told him that one of the crew was outside her ahead of us and much activity on the stateroom window shouting obsenities and docks; loading and unloading automobiles and curses and she wanted him punished. freight. Our leaving the dock could be com­ The crewman was brought forward and told pared to a modem day exiting ramp onto an what the woman had said about him. Interstate Highway; the river traffic was so “Oh, I’m sure she is mistaken, he said. “I’ll heavy, but we made it without incident until tell you just what happened. I was in a bosun later on we met up with a canaller who, chair outside her window and I was doing it appeared, wanted “His half of the middle” . repair work on the side of the ship. Another After a series of whistle exchanges, he moved crewman was on the dock above working with over and we passed with an unusual trade hot solder and he dropped the ladle of off of “ pleasantries” between the two hot solder over the side and it went down the TELESCOPE Page 14

back of my shirt.” “Well” said the captain cabin in a hurry. We spent a very sympathetically, ‘‘what happened then?” interesting morning at the canal and traffic was The crewman kept a straight face and replied very heavy. Freighters of the 730 and 1000-foot ‘‘All I did was look up and say, Sir would you size weren’t even on the drawing boards yet kindly be a bit more careful with that and the war effort was being borne in the hot solder.” holds of much smaller and older ships. Our next stop was the Soo and we were told Although I missed getting the pictures then, I the ship could only dock there; she was too got several of them after the war when they wide to go through the locks. Quite an unusual were anchored back home in Presque Isle Bay sight greeted us as we approached the locks. on their way to the scrap yards. When Canada was already at war with the Axis the ship was pulling away from the dock, I powers for ten months and security was very was on deck with my camera and saw the tight in all areas of the locks. Barrage balloons security officer on the dock. I called out floated overhead much like a scene from to him and when he looked up, I snapped his war-torn London, England. The ship docked at picture. We both burst out laughing and he breakfast time and as my wife and I were in gave a friendly wave good-bye. first seating group at mealtime, we We were at dinner the following day when missed the instructions for conduct going docked at Mackinac Island. Our dinner ashore. Cameras were strictly forbidden companion and his wife had been to the Island ashore. When I stepped ashore with my camera before and offered to take us to the Grand I was immediately stopped by a security officer Hotel. I had heard many stories about this and informed very politely to take my beautiful building and eagerly looked forward camera back to the cabin and then sensing a to visiting it, but our plans were thwarted. protest on my part, added that if I didn’t, We entered the lobby and were on our way to he would confiscate camera and film. the bar when a hotel official stopped us. I had taken some great ship pictures on the way He explained that a sorority had ‘‘taken over” up the Lakes and the thought of losing them the hotel for their reunion and all but the lobby prompted my taking the camera back to the were off limits. This was a very warm

ARGEST of all steamships exclusively in Great Lakes cruise service, the S. S SEEANDBEE is distinguished for the comfort, convenience and luxury of appointments ... for the graciousness of its service . . . and for the happy memories it has created for the many thousands of cruise passengers every season In size, the S. S. SEEANDBEE is impressive. Five hundred feet long, one hundred feet wide...with over four hundred staterooms and parlors, a magnificent Grand Salon, three decks in height.., noteworthy murals by William De Leftwich Dodge a spacious upper deck ballroom, light, airy, modern in design and decoration with accommodations here for over five hundred. There are three dining rooms, lounges, grill rooms, writing rooms, social hall, card rooms, smoking rooms beauty shop for women, barber shop for men, and ample toilet room facilities and showers for both men and women... in fact, every facility associated with the term-luxury liner. No other cruise passenger steamship on the Great Lakes equals the S. S. SEEANDBEE in speed, or in steady smoothness of motion Safety equipment of the S. S. SEEANDBEE meets the most rigid government inspec­ tion requirements, including an automatic sprinkler system throughout the ship. Staterooms are comfortable, each with double lower berth and single upper berth All rooms have electric light, hot and cold water, and telephone. A washed-air ventilating system, with forced draft, assures the comfort and airiness of all inside staterooms A limited number of rooms are available with private toilet—Parlors offer spacious luxury, single or double beds as indicated, and all with private bath. The individual deck plans herewith show the location and relative size of all looms. THE CLEVELAND & BUFFALO TRANSIT COMPANY P. J, Swartz, General Manager Wm. R. Wingate, General Paaaenger Agent East 9th Street Pier. CLEVELAND, OHIO , . . MAin 8240 H. Q. Bateman. Genera- A gent . BUFFALO, N. Y. Foot ot Erie Street. Phone, Cleveland 3915 From a 1936 C & B schedule. JAN ☆ FEB. 1991 Page 15

x larry Wolf/Dossin Museum Coll.

Making the dock at Mackinac Island in 1940.

Fourth of July evening and I had so looked for­ day. They had spent the day with ward to a nice cool drink after that relatives in Chicago. We realized, with some walk up to the hotel. We had to be sadness that this was the last leg of our satisfied, after getting permission, to take a cruise; it was non-stop back to Cleveland. walk on the mile long veranda made famous Shipboard pace didn’t slow any in the last days in Robert Ripley’s “ Believe It or Not’’. of our journey. Our hosts were constantly on After a visit to the town with all its horses and hand with games and tours and I remember carriages, we returned to the ship. one fact they stressed in their praise of Although the entire trip was blessed with the Seeandbee; it was the finest passenger wonderful weather, the long trek down Lake ship on the Great Lakes and the cleanest. Much Michigan was exceptional. It was very mild, cleaner than those oil-bumers, meaning, of but the sun was a deceiver. I fell asleep course, the Georgian Bay Line ships. in the deck chair and when I awoke, Sunday afternoon we docked at Cleveland and my nose was burnt lobster red. When we after sad farewells to our shipboard docked at the end of Navy Pier, my friends, drove back to Erie. wife suggested we take the trolley uptown. My wife and I have never regretted that I had intended to walk but agreed to take the brash move of mine back in 1940 when trolley. That was a wise move. Walking the I purchased the tickets for that cruise which length of Navy Pier would have been a trial turned out to be seven glorious days in in itself! This was my first trip to the congenial company of new friends. The Chicago and visiting downtown, the Loop, and personal attention given to passengers and Marshall-Field was a wonderful experience for those wonderful meals are still fond memories someone who had never been farther fifty years later. I hope to see again in my west than Cleveland, Ohio. We were dog-tired lifetime, cruise ships on the Great Lakes, but when we returned shipside late in the after­ you can be sure the fares will be much more noon. After dinner we spent quite a while at the than the $82.50 per person that I paid table with our friends discussing events of the in 1940. D TELESCOPE Page 16

POE REEF LIGHT STATION

Built four miles northeast of Cheboygan, the The tower is a steel-framed structure Poe Reef Light Station replaced a lightship measuring twenty-five feet square and thirty- to warn against a dangerous reef in the eight feet high. The square watchroom at the Straits of Mackinac. The concrete base is top houses a ten-sided iron lan­ sixty feet wide and forty-five feet high. tern. 1-1 Photo Photo by Leo Kuschel GREAT LAKES & SEAWAY NEWS

Those who have contributed to the News Editor: Donald Richards Section in this issue are: 21101 Violet G. AYOUB R. BEAUCHAMP P. CLAYTON St. Clair Shores, MI. 48082 T. DOYON S. ELVE W. HOWELL C. HUDSON J. JACKSON D. MCCORMICK D. MERCER M. NICHOLLS D. POHTO Seaway News Editor: Skip Gillham T. SECHEN J.SPROUNT J. VOURNAKIS J. WALTER

Aug. 11. . . The carferry City of Algonac began service between Walpole Island and Algonac, Michigan. Dean Ferry Line has two other operating ferries - Lowell D. (1946) and Walpole Islander (1986). The new ferry was built by Duratug Company of Port Dover, Ontario and has a capacity of twelve autos.

Aug. 23. . . Gaelic Tugboat Company has sold the tug Tipperary to C.R. Harbor Towing of New York. She was renamed Tilly and departed the Gaelic dock in Detroit today.

j'ONAC Photo Photo by Alan Mann

The newest carferry to Walpole Island is the CITY OF ALGONAC. Page 17 TELESCOPE Page 18

• GREAT LAKES & SEAWAY NEWS Photo Photo by William Hoey

After the cargo had been pumped out, Gaelic tugs SUSAN HOEY and CAROLYN HOEY move the JUPITER out of the shipping channel on October 19, 1990.

Sep. 3. . . The tug Manco, now owned by McKeil Work Boats Ltd., passed downbound at the Welland Canal under tow of W.N. Twolan, bound for Hamilton.

Sep. 4. . . Inland Steel’s Edward L. Ryerson passed upbound at the Soo on her first trip of the season to Lake Superior. She was bound for Two Harbors to load Minntac pellets. Inland Steel is buying pellets on the spot market because of the strike at the Empire and Tilden Mines near Marquette.

Sep. 7. . . The tug Anglian Lady cleared the Soo for Terrace Bay on Lake Superior to pick up the tug Guy M. No. 1. The tug has been purchased by Purvis Marine Ltd. She was hauled overland from Long Lake to Terrace Bay. She will be towed to the Soo by Anglian Lady where she will be renamed Scott Purvis. They arrived at the Soo on the 10th.

Sep. 9. . . C.S.L.’s Atlantic Huron arrived in Halifax for the first time under the Bahamas registry.

Sep. 10. . . C.S.L.’sRic/ie/ieuwas at Dock 16 in the Welland Canal for repairs. JAN ☆ FEB. 1991 Page 19

GREAT LAKES & SEAWAY NEWS •

Sep. 11. . . The Canadian Lake Carriers are having a dismal season on the St. Lawrence Seaway because of a slump in grain shipments. Iron ore shipments are also declining. Last year, Canadian grain shipments dropped forty percent. This year grain shipments are up eighteen percent over last year, but are still far below average levels.

Sep. 14. . . Efforts to raise $15 million to bring the cruiser U.S.S. Newport News to Superior, Wisconsin apparently have failed. A Navy spokesman said that they have not heard from the veteran’s group and the deadline to raise the funds had passed. The Navy will now offer the cruiser for sale and scrapping. The Navy spokesman said that there are two other cruisers (U. S. S. Des Moines and U. S. S. Salem) that are in better condition, but they have not been decommissioned as yet.

Sep. 11. . . The excursion boat Goodtime III was in the Welland canal bound for Cleveland. She arrived in Cleveland on the 16th.

. . . The research vessel Limnos arrived at Port Weller Dry Dock.

Sep. 16. . . While unloading gasoline at the Total Petroleum Dock in the Saginaw River, the tanker Jupiter was rocked by a tremendous explosion. The crew was able to abandon ship, but one drowned before he could reach safety. The Jupiter continued to bum through the night and into the next day. Plans were to let the fire bum itself out were changed when more explosions rocked the tanker. She buckled amidships and settled to the bottom of the Saginaw River.

The Goodtime Transit's latest passenger vessel GOODTIME ID is seen downbound in the Detroit River after she departed Nicholson Dry Dock on October 27, 1990. TELESCOPE Page 20

• GREAT LAKES & SEAWAY NEWS

. . Ashland Oil, owners of Cleveland Tankers, Inc. and the Jupiter, hired Boots & Coots of Houston, TX. to extinguish the fire. The firm specializes in fighting oil fires. On the 17th, Boots and Coots personnel and the crew from the Coast Guard cutter Bramble applied foam to the burning Jupiter. The fire was extinguished in about half an hour, but reignited later that evening.

Sep. 18. . . The fire on the Jupiter continued to bum until mid-afternoon when another coating of foam from the Bramble extinguished the fire. The tanker was a total loss. Very little of her gasoline cargo entered the Saginaw River and what did spill was contained by the booms.

. . . The U.S. Coast Guard began an inquiry to determine the cause of the explosion and fire. The freighter Buffalo has just passed the Jupiter while upbound in the Saginaw River when the explosion and fire occurred. It has been alleged that the Buffalo was moving too fast and caused the wake which rocked the tanker, breaking the discharge hose and spilling gasoline. This allegation was denied by the captain of the Buffalo, who stated that he was moving ‘ ‘dead slow’’.

Sep. 19. . . Pfizer Specialty Minerals has purchased the Gulliver Limestone quarry from Inland Lime & Stone Co. The quarry, located near Port Inland in Michigan’s Upper Peninsula, has been closed since December, 1989. Pfizer plans to open the quarry for operating in early 1992.

Sep. 20. . . The George A. Sloan arrived in Superior and tied up at Burlington Northern’s #5 lay-up berth for engine repairs. The repairs were completed on the 26th and she loaded pellets at the dock.

Sep. 21. . . Erie Sand’s Richard Reiss cleared Port Weller Dry Dock.

. . . Edward L. Ryerson arrived in Duluth for her first visit of the season. She loaded pellets at the D.M.&I.R. Ore Dock.

Sep. 22. . . The cement carrier Lewis G. Harriman arrived in Alpena under tow to load cement.

. . . Interlake’s Elton Hoyt 2nd arrived in Ashland to unload at the Reiss Coal Dock. This was her first visit to this port in at least fifteen years. She anchored off Ashland during the night because of high northeast winds. After she docked, strong winds kept her off the dock and a crewman suffered leg injuries when a mooring cable parted. The Hoyt was Ashland’s fourth ship of the season.

Sep. 23. . . The George A. Sloan passed upbound at the Soo on her first visit of the season to Lake Superior. She unloaded salt at Hancock and then headed west to Duluth for a load of pellets.

. . . The Saguenay made a rare stop at the Starch Dock at Port Colborne in the Welland Canal.

Sep. 27. . . The Melissa Desgagnes, ex-Ontadoc was upbound in the Welland Canal for the first time under her new name. JAN ☆ FEB. 1991 Page 21

GREAT LAKES & SEAWAY NEWS • Photo Photo by Terry Sechen

The H. LEE WHITE tied-up at the Reiss Coal Dock in Ashland, waiting for better weather. This photo was taken on October 4, 1990.

. . . The Seaway Port Authority of Duluth reports that shipments through August were down nineteen percent from the same period last year. Through August, iron ore shipments totaled 10.5 million tons, down twenty-nine percent; grain shipments totaled 2.1 million tons, down nineteen percent; coal shipments have remained steady with 6.3 million tons shipped. Low water levels at the Soo and strikes at three eastern Canadian steel mills were blamed for the downturn.

Oct. 1. . . The 64-foot tug Barbara Lynn capsized in Lake Huron off the tip of Michigan’s Thumb. The tug was towing two barges loaded with construction equipment bound for Alpena. The tug was struck broad-side by twelve-foot seas and sank before a distress signal could be broadcast. The four crewmen aboard the tug were able to abandon ship and three made it to the barges. The captain Joe Ross was swept away and was later picked-up by the George A. Sloan. A Coast Guard heli­ copter air-lifted Ross off the Sloan and transported him to a Saginaw hospital where efforts to revive him failed. The helicopter then returned to the barges and lifted the three crewmen off in what has been described as a very dangerous operation because of the construction equipment that rose fifty feet above the deck of the barge and strong winds.

. . . The U.S. Coast Guard was alerted to the sinking by the Canadian Coast Guard when they reported a signal from an Emergency Locator Transmitter (ELT) that was activated on either the tug after she sank or from one of the barges. TELESCOPE Page 22

• GREAT LAKES & SEAWAY NEWS

. . . The rail barge Roanoke cleared Windor’s Canadian National Rail Dock, ending years of service to that dock. The remaining rail dock in Windsor is owned by Canadian Pacific Rail.

. . . At Winnipeg, Glen Stewart, president of the St. Lawrence Seaway Authority discussed the problems of the Seaway, which is losing money. He argued that the Canadian government should change the “ Crow” benefit which is a $720 million subsidy. It makes it cheaper to ship grain to the west coast by rail than over the Great Lakes to the St. Lawrence River. Another problem is that many foreign grain customers prefer to load grain on the west coast instead of at Thunder Bay, Ontario.

Sep. 3. . . American Steamship’s Nicolet was in Milwaukee, waiting for better weather for a cross lake trip to Grand Haven. She cleared Milwaukee the next day.

. . . The tug James A. Hannah and the barge Medusa Conquest were in Grand Haven also waiting better weather. They cleared on the 5th after a five day wait.

. . . At the Soo, there were problems with the Poe Lock and it was closed for three or four hours in the afternoon. Waiting to enter was the downbound Armco and the upbound Lee A. Tregurtha. When repairs were completed, there were four ships waiting to pass downbound. To avoid further delay to the downbound vessels, the Tregurtha pumped out her ballast to lower her draft and then backed out of the lower Poe Lock pier and passed through the Davis Lock. Photo Photo by Terry Sechen

The GEORGE A. STINSON completing engine repairs at the Burlington Dock in Superior. The BURNS HARBOR is loading in the background on September 5, 1990. JAN ☆ FEB. 1991 Page 23

GREAT LAKES & SEAWAY NEWS • Photo Photo by Phil Clayton

The JOSEPH L. BLOCK at the Carbide Dock at the Soo on October 12, 1990.

Sep. 4. . . Misener’s J.N. McWatters departed her summer lay-up berth in Thunder Bay with a cargo of grain.

Oct. 5. . . Upper Lake’s Quebecois arrived in Duluth with a load of cement for St. Lawrence Cement. This was her first cargo of cement for this port. She then loaded grain at the Harvest States Elevator, but she didn’t clear until the 11th.

Oct. 6. . . The Welland Canal was closed because of high winds.

Oct. 10. . . Ontario Northland announced that passenger levels on the ferries Chi-Cheemaun and the Nindewayma were down for the 1990 tourist season. However, the downturn was less than the overall tourist decline in Ontario this year.

Oct. 12. . . Inland Steel’s Joseph L. Block went aground at the “Dark Hole” turn, which is near Mirre Point in the lower St. Marys River. She apparently didn’t require any assistance and proceeded to the Carbide Dock at the Soo. After inspection, the Coast Guard allowed her to travel to Fraser Shipyard in Superior for repairs. There was heavy fog in the river when she touched ground.

Oct. 13. . . The Mesabi Miner cleared Duluth with 52,625 net tons of western coal for Silver Bay. This port has been receiving western coal since the power plant at the reopened taconite plant was converted to western coal last winter. TELESCOPE Page 24

• GREAT LAKES & SEAWAY NEWS

Oct. 16. . . While unloading mill scale at the Inland Steel plant at East Chicago, a fire started in the conveyor system on Algoma’s John B. Aird. The fire, which was fed by 1,400 feet of rubber conveyor belt and coal dust, took about five hours to extinguish. There were no injuries to crewmen, but four firemen were treated for smoke inhalation. The Aird had finished unloading coal from Thunder Bay and had just started to load the mill scale when the fire erupted. Mill scale is scrap from the steel-making process. The Aird proceeded to Sarnia, Ontario for repairs, arriving on the 21st. Repairs will be made by Fraser Ship Repair of Port Colborne and will run about $1 million and be completed by Nov. 15th.

. . . The museum-ship William G. Mather was towed to her permanent mooring at Cleveland.

. . . The 96-foot excursion boat Goodtime II is being purchased by the Nolan Boat Works Co. of Erie, PA. The Goodtime II was a familiar sightseeing boat which operated from a berth near Cleveland's Municipal Stadium. Goodtime II will be used for two-hour cruises, private parties, midnight cruises and charters out of Erie. She was built in 1960 by Paasch Builders of Erie, PA. (See September 14th is this issue.)

. . . Under an agreement reached by a House and Senate conference committee, the Twin Ports and other Great Lakes ports will receive a share of Food for Peace cargoes. Beginning in 1991, up to 245,000 tons of Food for Peace cargoes can move through the Great Lakes ports by bidding competitively for such cargoes.

Oct. 17. . . The first storm warnings of the season went up on Lake Superior with north winds of forty to fifty-five keeping ships in port.

Oct. 18. . . The Edgar B. Speer anchored off Sturgeon Bay to await calmer weather. She entered Bay Ship on the 19th for her five-year inspection.

. . . While upbound in the St. Clair River, the Willowglen swerved out of the channel and struck the seawall by the Thomas Edison Inn, south of the Blue Water Bridge. About seventy-five feet of seawall was pushed in. The vessel suffered a fifteen-foot dent in her hull above the water line. Winds at the time were reported to be thirty to thirty-four knots, gusting to forty-two knots. She was bound for Duluth with a cargo of cement.

. . . All of the remaining gasoline was removed from the tanker Jupiter and she was pushed to the side of the Saginaw River. However, the river remains closed to commercial traffic. The Corps of Engineers must make a sweep of the channel to determine if any debris from the explosion was blocking the channel before the river is reopened.

Oct. 21. . . The Edwin H. Gott arrived at Bay Ship for propeller repairs. She was reported to have leaking hubs on both props. She cleared on the 23rd for Two Harbors.

Oct. 22. . . The Canadian submarine Okanagan was scheduled to clear Halifax for a cruise on the St. Lawrence River and Lake Ontario.

. . . The Seaway Port Authority of Duluth reported that shipments continue to lag behind last year s levels. In September, shipments fell to 4.2 metric tons which is down ten percent from last year. However, shipments through September were about eleven percent above the port’s five-year average. JAN ☆ FEB. 1991 Page 25

GREAT LAKES & SEAWAY NEWS •

Oct. 23. . . The tug Lac Como arrived in Port Weller Dry Dock with a barge carrying the self-unloading boom from the Hochelaga. It’s believed that the boom will be used for a straight-deck conversion this winter.

. . . Columbia’s Middletown arrived at Fraser Shipyard’s drydock for repairs to her tail shaft.

Oct. 24. . . A 400-foot barge that was started in September, 1980 by the defunct Upper Peninsula Shipbuilding Co. (UPSCO) was launched at Ontonagan. The barge is now owned by Marine Specialty of Houston, TX., which also owns the tug that was built at UPSCO. The barge will be towed this fall to Texas and be reunited with the Ontonagan-built tug.

. . . Congress has passed a bill to deepen the channels in the Duluth-Superior upper harbors to a depth of 27 feet. Work is expected to begin next summer with completion scheduled for 1993. Congress alllocated $1 million for the project.

Oct. 25. . . The new St. Catherine’s Historical Museum opened at Lock 3 in the Welland Canal. Adjacent to the museum is the pilothouse from the Fort Henry.

Oct. 29. . . Columbia Star and Indiana Harbor tied up at the lower Poe Lock pier because of the water level dropping five inches.

. . . The PML Salvager unloaded salt at the Government Dock at the Canadian Soo and after unloading, she was moved to an area below the Canadian Lock. When the water went down, she touched bottom and was holed. The extent of damage isn’t known. McDonald McDonald Coll/Dossin M useum

The Minnesota Historical Society will assess the damage sustained to the sunken whaleback THOMAS WILSON. She is shown here in the foreground at the Soo. TELESCOPE Page 26

• GREAT LAKES & SEAWAY NEWS

Oct. 30. . .A program on selected summer reductions in tolls in the St. Lawrence Seaway failed to stop the slump in traffic on the Seaway. Although the reduction in tolls brought in about 600,000 tons of new business, tonnage shipments were down by five percent from last year’s low levels. Seaway and shipping company executives blame much of the traffic slump on the Canadian government’s policies favoring the railroads. Another problem is that large container ships can’t enter the lakes because of lock limitations. It’s also faster to ship containers bound for Europe to east coast ports by rail than through the Seaway. A lack of Canadian grain sales overseas is also contributing to the downturn.

. . The lack of grain sales overseas and a prolonged strike in Ontario’s steel industry has a quarter of Canada’s Great Lakes fleet layed-up. Two dozen vessels, most of them straight­ deckers, out of the 115 in the fleet are idle and the number is expected to grow.

Oct. 31. . . The crew of the Elton Hoyt 2nd was in a Halloween spirit this evening when they passed upbound at the Soo. There were several carved and lighted pumpkins on deck and eerie music and sound effects were played over the loud speaker.

. . . The Edgar B. Speer was still on the blocks at Bay Ship and the Middletown was still on the blocks at Fraser Shipyard.

Miscellaneous...... A post script to the March 21st opening of the Soo Locks has been received by Carl Blahnik of Manitowoc, WI. Mr. Blahnik sent a copy of a note that his wife received from Capt. Albert Nelson of the Roger Blough. Capt. Nelson took the Blough upbound through the Soo Locks. Above the Locks, he transferred to the Edwin H. Gott, which was the first downbound vessel of the season. Capt. Nelson commanded the first upbound and the first downbound vessel through the Soo Locks on the same day. We wonder if this has happened before.

. . . The Minnesota Historical Society has hired divers to photograph and videotape two shipwrecks in Lake Superior. The effort is being made to have the two wrecks placed on the National Register of Historic Places. The wreck of the whaleback Thomas Wilson is about a mile off Duluth’s Ship Canal. She sank after a collision in 1902. The wreck is being damaged by vessel’s anchoring. The wreck of the steel, three-masted schooner Madeira is off Split Rock. She sank in 1905. The society plans to conduct several more shipwreck projects in the next two or three years.

Great Lakes Calendar . . . Fri. Jan. 18th-GLMI entertainment meeting at 8:00 p.m. Guest speaker will be Mr. William Luke presenting “ The Hanna Story’’. Feb. 2-Michigan Boat & Fishing Show at Cobo Hall in Detroit.

Thurs. Feb. 14th-GLMI Board of Directors meeting at 7:00 p.m. at museum. Fri. Mar 15th-GLMI entertainment meeting at 8:00 p.m. Guest speaker will be Mr. Keith Steffke presenting “On the Ways: History of the Pioneer Shipbuilding Company’ ’. Thurs. April llth-GLMI Board meeting at 7:00 p.m. at the museum. Please note. The annual model shipbuilding contest will be held in the fall. Details in May issue.

Our Back Cover Picture . . . The T. W. Snook was built in 1893 at Mt. Clemens, MI. US 24949. 168 gt; 124 nt. 113.6x24.7x9.2 Shown here on salvage job when she was a wrecking tug for diver Harris Baker in Detroit. □ ® c — T3 ® A 8 8 8 8 8 8 GREAT LAKES MARITIME INSTITUTE lO o o o o n n to io o DOSSIN GREAT LAKES MUSEUM «e «e «» •» <-h g £ e l i & 2 | l i | BELLE ISLE ^ E « c D e t r o i t . Mic h ig a n 4 8 2 0 7 *88^ 00 «_ CO P 'O O «D ."5 1 £ « J g a -v .2 £> ® ® e ORS .s ■“ -a I TERMS EXPIRE IN 1991 0> « 0.-S RICHARD BOGDAN DONALD ERICKSON 3 .2 ® a ROBERT IRWIN J. ALBINJACKMAN f S j JERRY KRIST RICHARD KRUSE « © S THOMAS ROCKWELL

8 ® S- -a. «3 TERMS EXPIRE IN 1992 L. O X a s g 8 £ JERRY CROWLEY TED MCCUTCHEON JR. ® en ® u ROBERT MCGREEVY RICHARD OLSON THOMAS RYAN FRED WEBER s p 2-£S •s*5 f i TERMS EXPIRE IN 1993 13 S ot s DOUGLAS I CHRIS KLEIN LEOf MALCOLM MCADAM KATHY MCGRAW HOUGHTON SMITH KARL STREK

President:}. ALBIN JACKMAN Honorary President REV. EDWARD DOWLING, S.J. Vice President TED MCCUTCHEON JR. Secretary; THOMAS ROCKWELL

JOHN POLACSEK DOSSIN GREAT LAKES MUSEUM (313)267-6440 .E DETROIT. MI. 48207 GLM1 Membership Info : P.O. BOX 39201 DETROIT. MI. 48259

TELESCOPE STAFF Editor: KATHY MCGRAW Seaway News Editor: SKIP GILLHAM News Editor: DONALD RICHARDS 21101 VIOLET ST CLAIR SHORES, MI. 48082 Curator of Dossin Museum JOHN POLACSEK

All members are invited to submit items to the News Section. Those who contributed to this issue are listed in the News Section heading. All photos submitted to the News Section will be kept in the Telescope file or returned to the owner if requested. The Editors must reserve the final decision for selection of items used. Please direct ALL NEWS MATERIAL to the NEWS EDITOR. ALL OTHER CORRESPONDENCE to the COORDINATING DIRECTOR. □

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