JANUARY ☆ FEBRUARY, 1989 Volume XXXVII: Number 1

GREAT LAKES MARITIME INSTITUTE DOSSIN GREAT LAKES MUSEUM Belle Isle, Detroit, Michigan 48207 TELESCOPE Page 2

MEETING NOTICES • Several members have inquired for information on the photos that appeared on the back covers of Telescope last year. Beginning with this issue, we’ll provide data for the McDonald photo that appears on the back cover. In the next issue we’ll print the data for all six photos used in 1988. Institute members A1 Sykes and Skip Gillham have co-authored Pulp and Paper Fleet: A History of the Q&O Transportation Company. The first chapters cover the building of the paper mill in Thorold, Ontario and the early vessels acquired in the fleet. The second section cover the individual ships that have sailed in Q&O colors. Several short stories on these vessels have appeared in Telescope, but over thirty vessels are contained in this book, making the $15.00 price a bargain. The paperback edition is available at the Dossin Museum or from A1 Sykes, 12 Peach Tree, Fonthill, Ontario Canada LOS 1E0. Please include postage when ordering at either address. It is with deep regret that we announce the death of Peter Worden on October 31, 1988. Peter served as News Editor in the 1960’s until his graduate studies forced him to relinquish his volunteer activities. While serving in the Coast Guard at the Soo, Peter photographed many vessels that are only memories today. During the past few years while recuperating from cancer surgery, Peter copied many of his photos, providing the museum with photos of new vessels and conversions of older ships. To his family we extend our deepest sympathy.

MEETING NOTICES • Mr. Dick Kruse will be our guest speaker on Friday, January 20th at 8 p.m. at Dossin. His slide program titled “ St. Marys River: Soo to DeTour” will take you along this busy waterway, covering the small vessels up thru the 1,000-footers that now dominate this river. Future Board of Directors meetings are scheduled for Thursday, February 9th and April 13th. Nominations for the G.L.M.I. Board will be finalized at the February meeting.

CONTENTS • Membership Notes 2 The Discovery of the John McGean by David Trotter 3 Voyage to the Interior by Alan Mann 10 Great Lakes & Seaway News Edited by Don Richards 18 Great Lakes Claendar 26 Back cover photo: David Rust, No. 6793. Built in 1873 at Saginaw, MI. 201.8x33.5x18.5 884 gt. 666 nt. Dismantled and abandoned at Toledo, OH. in 1911. Photo taken in Sheboygan, WI. at C. Reiss Coal Dock around 1911. Dock torn down about 1909-10.

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

OUR COVER PICTURE. . . The steamer Regina sails up the lake with general merchandise for the small towns. When the Storm of 1913 crossed over the lakes, the Regina was one of eight ships sent to the bottom with all hands. This painting by Robert McGreevy is available at the Dossin Museum for $80.00 or from CTM Associates P.O. Box 36441 Grosse Pte., MI. 48236. □

Telescope is produced with assistance from the Dossin Great Lakes Museum, an agency with the Historical Department of the City of Detroit. JAN ☆ FEB, 1989 Page 3 THE DISCOVERY OF THE

JOHN McGEAN by DAVID TROTTER Underseas Research Associates The Great Storm of 1913 was unparalleled as experience, a storm of such unprecedented one of the worst in Great Lakes history, violence with such rapid changes in the and certainly an unparalleled tragedy. It was direction of the wind and gusts of such fearful the most disastrous in terms of the loss speed. Storms ordinarily of that velocity of life and property ever to be recorded in Lake do not last over four or five hours, but Huron, as evidenced by the long list of wrecks: this storm raged for 16 hours continuously at an Argus, 25 lives lost, located upside down off average velocity of 60 miles per hour, with the ‘Thumb’ of Michigan; the James Car­ frequent spurts of 70 and over. ruthers, 22 lives lost, unlocated; the Hydrus, Obviously with a wind of such long 25 lives lost, unlocated; the John A. duration, the seas that were made were such McGean, 23 lives lost, located off the ‘Thumb’ that the lakes are not ordinarily familiar with. of Michigan; the Charles Price, 28 lives lost, The testimony of masters is that the waves located upside down off Port Huron, Michigan; were at least 35 feet high and followed each the Regina, 25 lives lost, located partially up­ other in quick succession, three waves side down off the ‘Thumb’; the Issac Scott, ordinarily coming one right after the other. 28 lives lost, located upside down off Alpena, They were considerably shorter than the Michigan and the Wexford, 24 lives lost, re­ waves that are formed by an ordinary gale. portedly located off Goderich, Ontario. Being such height and hurled with such force The Lake Carriers Association was to report: and rapid succession, the ships must have been ‘No lake master can recall in all his subjected to incredible punishment. Pesha Photo/Dossin Mus. Coll.

The JOHN A. MCGEAN was carrying coal, upbound on Lake Huron when she sank in 1913. TELESCOPE Page 4

Masters also relate that the wind and sea The Klein sidescan sonar, when used by a were frequently in conflict, the wind blowing very experienced operator, provides out­ one way and the sea running in the opposite standing survey capability. With many direction. This would indicate a storm of cy­ commitments by members of the survey team, clonic character. It was unusual and unpre­ only two of us were on the survey boat that cedented and it may be centuries before such a day. The 80-pound stainless steel ‘fish’ was combination of forces may be experienced placed over the side and 500 feet of cable were again. strung out behind the boat. Weather is always Into this storm sailed the likes of the a factor, and it begun to deteriorate late in James Carruthers, virtually new and 550 the day. However, we decided to make one feet long. She was on her third and last trip. final pass before recovering the cable and The Carruthers was built to withstand the making for the safety of the harbor. In the rigours of the Lakes with many extra tons of middle of the last pass a small target was structural steel in her hull, having been placed noted, only to be followed by the biggest there at the expense of carrying capacity. wreck we had ever seen! Downbound with a load of grain, her Several weeks later, we again visited the disappearance, along with seven other ships in wreck, however, this time it was to grapple Lake Huron, is ample evidence of the storm’s and make a dive on our discovery. The fury. ‘close-up’ survey work we had done One of the great adventures for people with the Klein unit had indicated a ship that of moderate means (we can’t all be astro­ was nearly upside down. After numerous nauts) is the opportunity to search for, and attempts to set the grapple, we finally possibly discover, ships that ‘went missing’. It secured our boat to the shipwreck below. requires countless hours of research and on- We suited up with excitement and some the-water searching by people dedicated to apprehension, wondering what lay at the end of uncovering the mysteries that lie beneath the the grappling hook. surface of the Great Lakes. Once found, these On the descent natural light was lost ships become the ‘vehicle’ to swim back quickly, especially when we arrived on the floor into time. Proper documentation can often of Lake Huron next to an enormous steel add footnotes to history that otherwise hull. Due to Klein close-ups, we knew would never be known. that turning left and swimming west would JAN ☆ FEB, 1989 Page 5 Underseas Research Assoc.

The whistle sheared from the stack lies intact on the bottom. TELESCOPE Page 6 place us at the front of the ship. We combined uninsured value totalling $257,000, swam 40 feet and came to the remains disappeared into the depths of the lake. of the cabin structure crumbled on the floor of Capt. Chauncey Nye was bom and raised Lake Huron. Adjacent to the cabins was a in Port Hope, a small town above name on the side of the ship, the John Harbor Beach which is located in the A. McGean. We had discovered one of ‘Thumb’ area of Michigan. He subsequently the shipwrecks from the Great Storm of 1913! married and moved to Detroit where, at one A quick survey found both anchors still in time, he acted as pilot on the steamer place and the mast and a portion of the cabin James Battle, one of the Detroit fireboats. area lying on the bottom. Time was all Capt. Nye acquired the nickname ‘Dancin’ be­ too short and we secured our safety line on a cause of his affection for the good life once railing to begin our ascent while shaking he was ashore. Capt. Nye was the hands. master of ships for the Cleveland-Cliffs The John McGean was built in 1908 in Lorain Iron Company, United States Transportation Ohio by the American Shipbuilding Company. Company and the Hutchinson Company which With a length of 432 feet and a beam of owned the McGean; this was his second season 52 feet, her gross and net tonnage were as captain of the ship. 5,100 and 3,777 respectively. The McGean was Perhaps one of the most ironic footnotes owned by Hutchinson and Co., and under the in Great Lakes tragedies is that the fined command of ‘Dancin’ Chauncey Nye of Cleve­ resting of the McGean is near the place land, who had sailed the lakes for 30 years. that Capt. Nye was bom and raised, With a load of coal from Sandusky, Ohio, Port Hope. Jim Hunter, an educator and Port she entered Lake Huron, upbound, on the Hope historian, tells that after severe storms, morning of Sunday, November 9, 1913, one can go down to the lakeshore and into the storm’s fury. She was sighted just return with a five-gallon pail of coal. above Tawas City, but was never to be We now realize that the coal could well seen again. The vessel and her cargo, with a be from the sunken freighter. JAN ☆ FEB, 1989 Page 7 Underseas Research Assoc. Underseas Research Assoc.

Top: The pair of emergency steering wheels were partially buried. Bottom: One blade was missing from the propeller and the rudder was resting at a 90° angle to the hull. TELESCOPE Page 8

We had visited the bow of the McGean, but what about the stem? Was it buried in Vessel Passages the floor of Lake Huron? The grapple hook was played out and it caught in the structure below. BUFFALO, November 7 - Arrived: C.W. Quickly we donned our equipment and des­ Kotcher, Ft. William, wheat; Henry W. Oliver, cended, only to find the visibility poor as Ft. William, wheat and oats; Thomas Barlum, we were virtually underneath the ship, near Duluth, wheat; Cepbeus, Escanaba, ore; Argus the cabins at the stem. I swam to the Sandusky, coal; G. F. Brownell, Chicago, enormous propeller and found one blade mdse.; H.S. Holden, Conneaut, light; missing, another damaged. The rudder shaft Cadillac, Port Arthur, wheat; Stadacona, had been twisted and bent, and the rudder was Port Arthur, grain; Northern Queen, Port resting at a 90-degree angle to the hull. Arthur, mdse.; Constitution, Port Arthur, We can surmise that the McGean could have flaxseed; Cleared: Duluth - Superior, Light; lost control of the rudder, rendering her H.S. Holden, Chicago, coal; Maryland, unmanageable and causing her to succumb to Chicago, coal; Mohawk, Chicago, sugar; Lake Huron’s fury. Argus, Chicago, coal; H.W. Smith, Milwaukee, Apparently the stem had hit the floor of coal; Cepheus, Superior, coed. the lake first, wrenching sideways, providing TOLEDO, November 7. - Arrived - Lily, us with the opportunity to explore the outside Mt. Clemens, coal. Cleared - Issac M. Scott, of the collapsed cabin area. Swimming Chicago, coal; Normania, Superior, coal. aft of the stem cabins, I found the HURON, November 7. - Arrived - La Belle, pair of emergency wooden steering wheels Two Harbors, ore; Angeline, Cleveland, partially buried. My light played on the wheels Warner, Buffalo, light. Cleared - Angeline, and I reached out and placed my hand on one Depot Harbor, coal. side of the spokes, wondering about the lives ASHTABULA HARBOR, November 7 - Arrived of the 23 men that died. Around to the Boland, Kirby, Superior, Frontenac, Mar­ stem, the name in raised letters was quette, ore; Keybell, Montreal, light. evident. Further up the side of the Cleared - Price, Superior, Kirby, Ludington, ship intact portholes have inside covers Keybell, Montreal, Coal; Boland, Superior, still in place. Frontenac, Marquette, light. We visited the McGean with a sense of exploration, yet with a feeling of sadness to see such a large ship that will forever rest in Lake Huron’s depths. □

VESSEL-YEAR BUILT Length-Beam Cargo-Lives Lost Location/Owner Argus-1903 436'x50' Coal-24 L. Huron/Interlake Steamship Co. Charles S. Price-1910 524 'x54' Coal-28 L. Huron/Mahoning Steamship Co. Halstead (barge)-1873 191'x32' L. Mich./Soper Lumber Co. H.B. Smith-1906 545'x55' Ore-23 L. Superior/Acme Transit Co. Howard M . Hanna Jr.-1908 500'x54' Coal L. Huron/Hanna Transit Co. Hydrus-1903 436'x50' Ore-24 L. Huron/Interlake Steamship Co. Issac M . Scott-1909 524'x54' Coal-28 L. Huron/Virginia Steamship Co. James Carruthers-1913 550 'x58' Grain-24 L. Huron/St. Lawrence & Chicago John A. McGean-1908 452 'x52 Coal-23 L. Huron/Pioneer Steamship Co. L.C. Waldo-1896 472 'x48' Ore L. Superior/Roby Trans. Co. Leaf ield-1892 269'x35' Steel Rails-18 L. Superior/Algoma Central S.S. Line Lightship 82-1912 105'x21' 8 L. Erie/Lighthouse Bureau Louisana-1887 287'x39' L. Mich./Thompson Steamship Co. Major-1889 303'x41' Coal L. Superior/Cleveland Steamship Co. Matoa-1890 310'x40' Coal L. Huron/Pittsburgh Steamship Co. Plymouth (barge)-1854 225'x35' 7 L. M ich./M cKinnon & Scott Regina-1907 269'x42' 25 L. Huron/Merchants Mutual Line Turret Chief-1896 273'x44' L. Superior/Can. Lake & Ocean Co. Wexford-1883 270'x40' Steel Rails-18 L. Huron/Western Steamship Co. EXTRA

CLEVELAND, FR ID A Y , NOVEM BER 14, 1R13. PRICE ONE CENT—EVERYWHERE

TEAMERS James Carruthers and John A. McGean, lost during the gale on Lake Huron; captain of the 5 latter who perished with his ship, and his wife and son. FEAR 5 MORE BOATS WITH 106 MEN LOST Steamer John A. McGean Sinks in Lake Huron With Entire Crew of 23; Captain Is Clevelander; Boats Worth Million Missing.

183 DEAD OR MISSING ON LAKES Henry B. S m ith ...... 30 Leafield ...... 15 Jharles S. P ric e...... 28 Barge P ly m o u th ...... T James C arruthers...... 25 Barge H alstead ...... 6 John A. M cGean...... 23 Lightship 82 ...... 6 le g in a ...... 20 Nottingham ...... 3 Vexford ...... 2 0 1

LATEST LOST OR MISSING SHIPS STR. JOHN A. McGEAN, lost with crew of 23. STR. H. B. SM ITH, lost, has crew of 30. "STR. ARGU8, missing, has crew of 23. “STR. HYDRUS,, miBaing, has crew of 23. “STR. I. ML SCOTT, missing, has crew of 23. “TUG LA FAYETTE, missing, has crew of 12. 11 Ohioans in cMiso:r g hilt still possible th a t ships and crews may be safe. Crew of McGean BULLETIN. , Lost in Huron MAEQUETTE, MICH., November 13. — Thirty ISlStiUES lives are reported to have been lost in the wreck of th* 7 HE following is the official list'of the crew of the John steamer Henry B. Smith, ofClevelancJ, in Lake Superior, Four Unions of Operating Em­ A. McGean, reported lost in Lake Mitchel Paid $270 ployees Make Good on Ultima­ MASTER—C. R. NEY, 1257 E. near this city. One body has been washed ashore and (17th street. Cleveland. tum to Atlantic System of MATE—E. A. HILL. Vermil­ the ship’s name was obtained from wreckage picked to Learn Boxing as ion. O. Southern Pacific. SECOND MATE—Ar—H.\- EK- up on the. beach* The Smith is owned by the Atsam Freight Runs Into Crowd From an Aid to Campaign BEKT. 568 8tli uremic, Milwau­ kee, Wis. Steamship Company, of which W. A. and A.1T. Haw­ Passenger Train Which WHEELSMEN—THOS. STONE, good, of Cleveland, ' are filtthRgers. She is valued flt' Lai-Best Item in New York Mayor- Sarnia, Ont.. und GEO. SMITH, Was Derailed Near Elect's Election Expense Ac­ Surnln, Ont. about $325,000 and is insured. WATCHMEN—JOHN OLSEN. Wooster. count Is for Trainer. 81 Cli»ngo street, Buffalo, and JAMES SURLF.S, 1338 W. Main NEW YORK. November 13.—Two BULLETIN. WOOSTER. O.. November 13. — hundred and seventy dollars for DECKHANDS—C O N R A D CALUMET, MICH., November 13.—Another big Three persons were killed and a boxing lessons and a course In phys- DAHL. 118 >1111 street. Brooklyn. . of N. Y.; JOHN NOWAK. Bcr-.arfl- dozen were Injured, four of them vllle. N. J.: P. CONWAY. San- blow, although not nearly so bad as the recent big stonn, seriously, tonight two miles west of struck the upper region today. The gale did not assume of a Pennsylvania passenger train proportions before night warranting seeking shelter which had been derailed were struck for all shipping, however, but it blew with continually by a freight train which sped past increasing violence. Snow is predicted and storm warn­ the derailed train. The dead are: Harry Kreakle. of ings are up. Shreve. O.; F. K. Amers, a horseman, address not jinown. and Brakcman during the campaign between Sep- Schalble, of A BY GEORGE V. CALLAHAN, the lessons were taken at Mr. A dozen of Marine Editor of The Leader. passenger train wore injured, but Mitchel's home at the rate of three the most seriously hurt are Fireman The loss of life on lake vessels due to the storm has Samuel C. Gascoigne, of Allegheny; Engineer C. Crease, of Allegheny. CANADA TO HANG SUSPECT reached 153 and with four steel steamers and a tug, with Express Messenger Demnrest. of a total of 128 men on board still missing, it is feared that Mansfield, a r l Harold Waddell, of IN C IN CINN AT I M U RD E R Shreve. a passenger. Crease was a big addition will’be made to the death list. In case seriously scalded and may die. Gas­ coigne and Dcmarest have scalp that all the vessels that were out in the storm that have ! wounds and will recover. Waddell not been reported are lost the property loss will be 1 has a dislocated shoulder, i The engine of the passenger train increased at least a million dollars. W IL S O N W IL L R EAD IN THE LEADER TODAY | at about “7 o’clock while the train was The loss of the steamer John A. McGean, of the running fast to make up time. None PERSON ANNUAL MESSAGE Pioneer Steamship Company, with a crew of twenty- of the coaches overturned but the WASHINGTON. November 13.— three men on Lake Huron was verified yesterday. A W ets and Drys to Clash. Spreading rails is given as tho SIDNEY. O.. November 13.—Sldne large number of bodies of members of the crew were :ause of the accident. will have another wet and dry elec tlon. Drys have decided to clrculai washed ashore in the vicinity of Godeiich and identified. petitions at once. The soliciting t The McGean, which was a modern ship of 7,500 gross tons capacity, was not insured. She was valued at $250,000. The following committee was selected I McGean was loaded with coal. Oldham. The steamers Argus, Hydrus and I. M. Scott are long overdue on I-iake Huron and while the owners admit that the chances of the boats turning up are not very good, they are still hopeful and will not give out any information regarding the crews until some definite information is received. The big steamer Henry B. Smith is more than three days overdue on Lake Superior. The four ves­ JOHN HENRY ON “ TIPPING" sels are operated by Cleveland firms. The tug La Fayette, with George V. Hobart writing in his richest mood. a crew of twelve, is missing in Superior. The Midland Queen, “ AN AFFAIR OF PEANUTS" which was reported missing, is safe at Montreal. Written by Wallace Irwin and illustrated by WRECKAGE FROM ARGUS AND HYDRUS. James Montgomery Flagg. The steamers Argus and Hydrus are owned by the Interlace Steam­ GERMANY’S “ CHICKEN” FAVORITE ship Company, of which Pickands. Mather & Co. are managers. Dl.-tpatchea How the Crown Prince conducts himself among yesterday stated that wreckage from both boats was washed ashore In Hie girls. tlie vicinity of Goderich. The dispatches did not Bay what the wreckage consisted of The Argus, which was bound to South Chicago with coal, STARCH BATHS AS AN AID TO BEAUTY. passed Port Huron at 2 o'clock Sunday morning or about the same tiruo Also something about hot sand baths and gela­ the steamer John A. McGean passed up. a tine baths. The Hydrus which was down bound with ore left Detour at 8 o'clock THE NOTORIOUS EDITH D1S DE BAR Monday morning. The fact that the Boats are long overdue looks bad Another of the master crook stories. but the owners say that the wrecknge found may have been washed over­ board and they have not abandoned hope that they will not show up. AMERICAN PATIENCE VS. ROYALTY The Argus was formerly the Lewis Woodruff, of the Gilchrist fleet, The Romance of Katharine Elkins and Billy Hitt. and the Hydrus was formerly the R- E. Schuck, of the same lino Ths steamers, which arc valued at about 3200.000 each, were not Insured. Just a fe w of the many features of THE SUNDAY LEADER SCOTT IN GOOD TRIM, OWNERS HOPEFUL. The steamer 1- M. Scott, wlilch is owned by tho Virginia Sleamsh'.p "Every Sunday a Greater Paper" Port Huron last Saturday night about 9:30 bound for Milwaukee with coal. The Scott was in good trim and was due at Milwaukee Wcdnes Captaln Joseph Lampob, master of the steamer Matthew Andrews. TELESCOPE Page 10

VOYAGE TO THE INTERIOR OR. . .

‘ ‘WHAT AM I DOING IN

THIS SWAMP?”

by ALAN MANN

Great Lakes captains generally prefer open where the Chenel Ecarte divides the mainland water where the execution of navigational from Walpole Island, a 91 square mile skills are routine. Occasionally, assignments to Canadian Indian Reservation. The angled remote ports, especially ones that are preceded entrance channel is narrow for a large by difficult access, require a full mustering ship, with a treacherous shoal lying just of one’s skills, a bit of luck, plus the north west of Highbanks, off Walpole Island. patience of Job, assist as well. One such The slightest breeze, especially from the north­ Great Lakes “ inland” port that has been west creates hazardous conditions. Over mastered through repetition by a few, but has the years, many vessels have grounded at remained challenging to many, is Wallaceburg, this location. In April, 1938, the Magog, in the St. Clair area of Western Ontario. a 259-foot Canada Steamship canaller, Named “Canada’s Inland Deep Water Port”, managed to beach herself on the Highbanks Wallaceburg lies nine miles inland from the shoal. Resembling a beached whale, six feet of St. Clair River via the Chenal Ecarte daylight showed below her protruding bow. (more commonly known as the Snye The Magog was on her way to Wallaceburg to River) and the Sydenham River. The load a cargo of glassware. In September, 1976, community of 12,000 was first named a Dale Transport’s Brookdale, inbound with commercial port in 1847, prospering first gravel, managed to lodge herself at virtually during the lumber boom period, followed by the same spot, being delayed for 24 hours development of diversified industry at until dislodged by the Great Lakes tug the turn of the century, an orientation that America. still exists. The width of the Snye Channel near its The challenge begins immediately upon entrance was determined by the world’s leaving the St. Clair River at Port Lambton, largest measuring device in mid-July of 1980. JAN ☆ FEB, 1989 Page 11 Author’s Coll.

MAGOG aground in Chenel Ecarte on April 25, 1938.

The 350-foot bulker New York News of from the New York News's mishap. the Quebec and Ontario Transportation Co. had She damaged her steering gear and required arrived at the Snye entrance early in the assistance from the tug Glenada. morning amid a dense fog. Capt. F. Cook, Beyond the Highbanks area of the Chenal on his first trip to Wallaceburg, was unaware Ecarte, the route is a series of twists and of the clutching hands of the Snye Rapids. He turns, including three 90° bends, extremely decided to anchor, awaiting the lifting of fog. vulnerable to ships. The Johnston Bend, The swift current brought the stem about, the Devil’s Elbow, Dark Bend and Baldoon wedging the after end against the Walpole Bend are local nomers for “ high risk” spots shore, while the bow was pressing against the in the channel. Each of these locations has mainland. In the course of swinging, a slight witnessed numerous groundings as the scraping of the moored saltie Samaru resulted, tentacles of the turns have grappled many fortunately with no serious damage. As the ships to their shoals. In August of 1922, fog lifted, local residents were somewhat the schooner barge John J. Barlum startled at the sight before them. Capt. Cook, was enroute to Wallaceburg, escorted by the somewhat embarrassed, sheepishly surveyed tug Delisle. A sudden gust of wind his predicament. The New York News was lodged the barge crossways onto St. Anne lodged crossways in the Snye Channel, from Island at the notorious Devil’s Elbow. bank to bank, perpendicular to the opposing The Delisle huffed and puffed in earnest, shores, a span of 350 feet, the exact length but was unable to free the Barlum. of the vessel. She was eventually extracted In view, was the passenger excursion steamer from her plight by the tugs Margaret M. Rapids King, outbound from Wallaceburg, Hannah and McMar and allowed to continue heading for Detroit. The channel was blocked inbound to Wallaceburg. A few days earlier, and the King had a schedule to fulfill. a sistership Franquelin fouled a channel After some megaphone exchanges, (these were buoy in the Chenal Ecarte not too far the days before radio), a solution was offered. TELESCOPE Page 12

RAPIDS KING and barge JOHN J. BARLUM at Devil's Elbow in August, 1922.

The Delisle would pull and the Rapids King trip was not without incident as both inbound would push, hopefully solving two problems, and outbound passages saw several that of clearing the channel and freeing groundings. Other “large” ships to enter the barge. The plan was implemented and Wallaceburg include the E.G. Mathiott, a proved successful, acknowledged by parting 452-foot seIf-unloader, C.S.L.’s midsize pack­ toots as both parties continued on their way. age freighter Renvoyle, which got into Behemoths have attempted to access to trouble at Johnson’s Bend, the Ben E. restricted waters of the Snye-Sydenham Tate at 376 feet, which made several trips channel. Early port records list the Glenfinnan some with difficulty. Huron’s Wyandotte, of the Canada Steamship fleet as the largest Huron and Conneaut penetrated the Snye- vessel to attempt the trip during the early Sydenham channel as well. part of the century. Launched as the Alva Over the years, the Snye-Sydenham in 1893, the vessel was loaded with 500 channels were dredged on various occasions, tons of raw sugar for the Canada & but the bends were never widened. Dominion Sugar Company in Wallaceburg. It was always the vision of Wallaceburg’s town Concerned that turning about in Wallaceburg fathers to ease the passge in order to increase would be difficult, the vessel was towed port usage by allowing larger vessels to service through the channel stem first by the tug facilities. This dream was never fully realized. Acacia during the 1915 trip. The idea By the 1980’s there were few smaller vessels was commendable, but the results were disas­ remaining in service. Wallaceburg as a port trous. The huge Glenfinnan went astray several was virtually written off by this time, times and grounded at the bends of the river. sentenced to die a natural death according to a Her experience served as a precedent with her 1984 government ports study. 340 foot length setting a bench mark Passenger vessels were not exempt from for the future, with vessel’s exceeding that the hazards of the narrow twisting route. In length likely to experience difficulty. Tom­ 1951 the Ashley-Dustin excursion steamer linson’s Sierra, a seIf-unloader, holds the Put-in-Bay was chartered by the Wallaceburg record as the largest vessel to attempt the Kinsmen Club for two excursions, a day cruise Wallaceburg route. At 461 feet, her July, 1937 and a moonlight, both trips to the JAN ☆ FEB, 1989 Page 13

St. Clair River and return, via the The last saltie to enter the port of Syne-Sydenham channel. It was obvious that Wallaceburg was the Manchester Explorer, a the Put-in-Bay's captain had never challenged 258-foot Manchester Liners Ltd. vessel from this route “to the interior” . He likely England. She had been launched in 1952 by felt much like Humphrey Bogart forcing his Camell Laird & Co. of Birkenhead and African Queen through the swamp. Rather assigned to the Great Lakes her first season. than center channel passage, the captain She was instructed to head for Wallaceburg to worked out a unique “bump bank and take on 400 tons of canned goods from the release” system. At each of the abrupt H.J. Heinz Company. An extract from the turns, the bow was nudged onto the bank, a ship’s log revealed the adventures of her trip positon established and then orders for to the ‘ ‘new world ’ ’. slow astern. This was followed by very “August 11, 1952 - At 7 p.m. the vessel deliberate ‘slow ahead’. During the moonlight moored, but it took an hour to turn her cruise, this unusual technique was perfected. around and this was done in front of the mayor Patrons, paid scant attention to the periodic and over 100 townspeople on the wharf and bumps, soon coming to expect and anticipate many more on the other side of the river and each gentle thump. They were more con­ on the two bridges. The MANCHESTER cerned with enjoying themselves. Perhaps the EXPLORER steamed through the narrow ship’s hull was having a little fun during her bridge as she passed through with inches to waning days as she was out of service for good spare. By the time the stern had cleared the the next season, given the Joan of Arc treat­ road bridge, the bow was close to the piles ment in Lake St. Clair, her illustrious set in the grass lawn of the park career finished. where the head rope had to be made fast to

IWO OftEAT CRUISES CHfflO FAMOUS W4IER W 4 «

S MOONLIGHTDancing Aboard Ship In The Larges; Ballroom On The Great Lakes AMO ALSO LEAYIN6 A t 2 PM. SHARP QM THE SA M f DAY • A 816

ADVANCEDVANCEFAMILY SALE HALF RATE FARE OOF f SI.S I. FOR AOULTSADULTS AND .50CEHT5 CRUISE FOR CHILDREN FOR THIS AFTERMOON M E OH N iw ir DICOUWJ D«UI«t C«UIM PUT-IN-BAY S4IUN0 FROM 51)048 CO. DOCK 2 i % P .M . WALLACEBURG MONDAY. AUG. 13 [1CKETS ABSOIUTELY UMI1H5 10 REGISTERED SH P CAPAaTY STIU . AV AILABEE BEEORE SAT. P M . FROM WAUACnutG Author's Coll.

DUNDAS passing through the Central Put-in-Bay advertisement from August, 1951. Bridge on September 23, 1937. TELESCOPE Page 14

MANCHESTER EXPLORER in Wallaceburg on August 11, 1952. facilitate turning the vessel around. During this The Sydenham River within Wallaceburg’s maneuver, the stern came closer to the wharf boundaries, is marked by passage through two and I could see the ship had to move at least ten vehicular bridges (three if assigned to feet ahead. Sydenham North Branch), a center pier rail­ Suddenly I was aware that the bow was road bridge, banks lines with protruding docks underneath the trees in the park on the other and boathouses, a channel much narrower than side of the river. Branches snapped sharply as in the outlying areas and a turning basin not the vessel tried to go ahead those few feet. much larger than a bullfight oval. Tucked in Capt. J.L. McLaren shouted some instructions the center of these marine hazards was the to the chief officer on the forecastle ahead. The government wharf, providing somewhat of a chief officer's head appeared among the breather, only after lines are secured, branches which enveloped the afterend of secured. the forecastle, he said, “We are all tangled The Central Bridge was a “through-Pratt up in the trees here!'' truss swing type”, built in 1888 by the I apologized to the mayor who was standing Smith Bridge Company of Toledo, Ohio and with me, for breaking his trees. He replied, placed on a center pier support in the “Don't worry, they needed pruning anyway!'' middle of the Sydenham channel. About 70 feet Eventually the vessel was berthed and people of clearance was available when the bridge was went aboard to welcome the MANCHESTER open. Due to this restricted opening, EXPLORER to the city and port.'' marked by protruding approaches, many As evidenced by the Manchester Explorer's mishaps resulted at the bridge, calculated at somewhat tight maneuvering within port, the the average of about three accidents per trip through the incoming channel serves only shipping season. Early port records reveal as a preliminary to what is ahead. ships of all descriptions ramming the bridge. JAN ☆ FEB, 1989 Page 15 One of the earliest recorded occurred in sand to local yards. She built up a reputation April of 1900 when the steamer as being a nemesis for the much maligned Araidne smashed the bridge rails, causing Central Bridge. The U.S. based sandsucker considerable damage. The passenger steamer hissed and puffed, spewing steam and smoke, Winona was returning from her Detroit run mixed with sand dust bustling about her in May, 1905, smashing into the Central duties much like a “Toonerville Trolley” . bridge at dusk, bending several girder She became increasingly aggressive (in Wal­ supports. The next year, the schooner laceburg) over the years, picking the Central Binnie Barnes, on her way upstream to Bridge as a regular ‘‘battering ram” , Dresden with a load of lumber, missed an attitude that eventually led to a the opening and damaged the steel hand rails climactic pratfall. Almost annually the of the span. The local tug Acacia collided Central Bridge was listed as ‘‘out of action” with the bridge on several occasions over the due to a usually expected encounter with the years with the most serious on October of JohnR. Emery. She was not a large ship, just 1908, when a ramming immobilized the Central 145 feet in length and had sufficient Bridge for three days, In May of 1920, clearance, but she could not resist taking shots Capt. Tim Reid of Sarnia led his barge at the indefensible bridge. In 1944 the town Juniper on a bridge rampage. First, the fathers had enough of the Emery's antics and Juniper smashed into the railroad bridge, launched a lawsuit against the ship’s onwers knocking the south approach off line by 16 for damaging the bridge which usually ended inches. She continued her path of destruction up paralyzing the town’s traffic flow. The upstream, hitting the Central Bridge, causing action did crimp the Emery'sstyle and considerable damage to the pedestrian guard she seemed much better behaved following her rail. In 1923, the excursion steamer Rapids court appearance. Locals insist she “slinked” King, on her Detroit-Wallaceburg run, collided around port after her legal tangle. with the Central Bridge, tearing away planking ‘‘A nudge is as good as a tug” and effectively putting the bridge out of action might have been the cry when the for a few days. The venerable John R. Central Bridge came under distress (which Emery, still afloat, was a frequent visitor to was frequent). On many occasions, her much Wallaceburg beginning in 1940, transporting maligned mechanism froze. When an incoming Author’s Coll.

CITY OF TORONTO at Wallaceburg in July, 1941. TELESCOPE Page 16 Author’s Coll.

JOHN R. EMERY and A.A. HUDSON in Wallaceburg in 1943.

ship had overcome the “ snakes and ladders” Dominion Glass Company. This unique route of the Snye-Sydenham channel and was solution was mentally recorded and used again then faced with “a bridge too far” in 1951 when the stamer Superior of the North­ situation, what was there to do but offer help west Steamship, a frequent port visitor, per­ when the span would not open. Early in the formed the same routine freeing the oft struck 1950 navigation season, the “slow-treading” and stubborn structure. John R. Emery very carefully picked her way Occasionally the Central Bridge would through the open span, being the first ship gain just revenge. In the spring of 1903, of the year. After a well earned winter’s Hector McLean’s floating restaurant broke rest, the old bridge had opened for the loose during high water. Despite the valiant Emery, but with reluctance. The bridge attempts by pikemen, the barge headed for the operator knew the squeaks and groans were central Bridge at a fast clip. She rammed the relaying a message. In sight was the second bridge, who in turn sheared off cleanly the ship of the season, the C.S.L. package upper portion of the runaway restaurant. freighter City of Toronto, immediately Newspaper reports of the incident mentioned putting the bridge operator back to work. (The “Last seen, the restaurant was heading for bridge was turned by hand with a hug key.) Lake St. Clair” . Perhaps the sweetest form of Alas, the bridge refused to budge. What was revenge came in the autumn of 1944, action to be done? After an exchange of conversation, which had prompted the lawsuit against the a unique plan was executed. Capt. J.M. Cirkey owners of the John R. Emery. After one of her skipper of the Toronto, gently nudged the bow best rammings, the Emery put the Central of his ship against the bridge and gradually Bridge out of order for an extended forced it open. “Lefty” Wellman, the bridge period of time. Unfortunately for the operator took the steel structure the rest Emery, she was on the inside harbor at of the way following the ship coaxing, allowing the time and became trapped from Sep­ the City of Toronto to continue. Appreciative tember 30th until November 6th while municipal officials later presented Capt. repairs were being made. This incarceration Cirkey with a set of tumblers from the did put the Emery in her place, idled JAN ☆ FEB, 1989 Page 17 and gloating, much to the glee of the victim as it had been doing the entire Central Bridge. century. The Eva Desgaganes had grounded In 1962 the downtown Wallaceburg wharf and in doing so, damaged her steering was demolished, thus eliminating the gear. Aided by the tug Glenada of Sarnia, challenge of “bridge passing” and turning the remainder of the trip inbound was in the small basin. The Central Bridge memorable indeed. Out of control, the thus was relatively safe, having no quarrels freighter lunged from bank to bank, with pleasure craft. She lived out her swiping trees, scraping docks and stirring declining years peacefully, serving until up long dormant debris with her wash. 1983, just five years shy of her centennial There was nothing to do but continue inbound. birthday. A new wharf was built by the By dark she was finally secured at her Federal Government on the outskirts of dock. As a result of damage, she was forced Wallaceburg, but it was too late. The new to languish in Wallaceburg for a total facility was used just once, ironically by of four days. A portion of her crew was sent error as a load of gravel was dumped there, home. On July 24th she was removed 500 yards short of its intended destination from her plight, minus her cargo (Stella upstream. Commercial traffic had diminished Desgagnes came to the rescue) and escorted to by this time, the only port servicing to the St. Clair River by tugs Annie M. the grain elevator and the occasional Dean and Glenada and ultimately to load of gravel. However, the port’s tradition Sarnia for repairs. While marking time in was kept alive through the 1980’s. A Wallaceburg, the captain of the Eva Desgagnes tradition of another sort, that of overcoming was heard muttering, “What am I doing in the challenges of the “Interior” did continue. this swamp?” This was an expression no doubt In 1987 the 340-foot bulker Eva Desgagnes used previously by shipmasters preferring owned by Groups Desgaganes of Quebec, was open waters inbound to Wallaceburg on July 19th, To many, Wallaceburg, “Canada’s Inland heading for Hazzard’s Grain Terminal. Deep Water Port” was inland indeed and The notorious Devil’s Elbow claimed another not necessarily deep! □ Author’s Coll.

EVA DESGAGNES loading corn at Maple Leafs Mills on June 1, 1987. GREAT LAKES & SEAWAY NEWS

Those who have contributed to the News Editor: Donald Richards Section in this issue are: 21101 Violet

St. Clair Shores, MI. 48082 B. ANDERSEN T. BEAHAN R BEAUCHAMP B. BRUCE CORP OF ENG. P HAUGHTON G. HAYNES C. HUDSON R JOH NSO N Seaway News Editor: Skip Gillham M MACKAY D. M CCORMICK J. M ICHAEL T. SECHEN J . WALTER S. WELCH

Sep. 1. . . The saltie Ziemia Tarnowska lost power in Cleveland and struck Dock 24N. A large section of the dock collapsed. There were no damage estimates to either the vessel or the dock.

Sep. 3. . . The Indiana Harbor loaded a record cargo of coal at Sandusky. She loaded 59,058 tons of low-sulfur coal for Marquette. This is a record for northbound coal and beat the previous record by 99 tons which was held by the James A. Barker. The record for southbound cargo was 70,706 tons which was carried by the Columbia Star.

. . . The British tug Loma B. tied up alongside the N.B. McLean at Sorel. The McLean and the D Iberville were tied up together for overseas scrapping. The Lorna B. will be tied up two weeks for repairs.

. . . The Wilfred Sykes made a rare visit to the Twin Ports when she loaded pellets at the D.M.&I.R. ore dock for Indiana Harbor.

Sep. 6. . . Cason J. Calloway had an oil pump failure while downbound at the Soo Locks. The failed lubricating pump fed the high and low pressure turbine rotors. The turbine rotors couldn’t be stopped in time to prevent damage to their bearings. The Calloway cleared the Soo for Lorain on the 18th.

Sep. 8. . . The former Canadian Coast Guard vessel Labrador cleared Halifax under tow of Rembertiturm for Panama. It’s believed that she will be scrapped in Taiwan.

. . . Bids ranging from $1.00 to $110,000 have been received by the Michigan Dept, of Transportation for the Chief Wawatam. The highest bid was from Purvis Marine Ltd. of Soo Canada. Although company officials couldn’t be contacted, speculation is that they plan to convert the Chief into a barge. The MDOT Commission will take bids into consideration and they can accept one bid or reject them all.

Sep. 9. . . The West German naval training ship Deutschland passed down the Seaway accompanied by tugs Helen M. and Daniel McAllister. The report doesn’t indicate if she was under tow or if they were escorting. Page 18 JAN ☆ FEB, 1989 Page 19

GREAT LAKES & SEAWAY NEWS •

. . . .Rough weather on Lake Michigan caused the E.M. Ford and Paul H. Townsend to anchor off Sleeping Bear Bay. The E.M. Ford is the oldest laker in service on the lakes (1898).

Sep. 10. . . The research vessel Petrel V passed up the Seaway for the first time, bound for Lake Ontario. She spent only a short time on Lake Ontario before returning to Rimouski which she uses often as her base of operations. She is owned by Techno-Navigation Ltee.

. . . The brigantine Niagara was scheduled to be refloated today at Erie, Pa. This was the third restoration of Perry’s flagship of the Battle of Lake Erie.

Sep. 11. . . Oak glen and Kinsman Independent arrived at Aliaga, Turkey for scrapping.

Sep. 12. . . While unloading steel from the Canada Marquis at Chicago, a bucket crane collapsed across her deck, damaging hatch combings and tank tops.

. . . Bluestone cleared Halifax with a cargo of flour. She arrived on August 19th and her crew claimed that she was unsafe. Several cracks were repaired in her hull. However, three crewmen jumped ship, claiming the tank tops were corroded. She has been a Seaway visitor as Asia Swallow.

. . . The container ship Canmar Europe arrived in Montreal. The captain of one of the tugs discovered a blue whale hooked on her bulbous bow. Two or three years ago the same ship hooked a beluga whale on her bow while in the Gulf of St. Lawrence.

.... Willowglen arrived in Duluth with a cargo of cement for the St. Lawrence Cement Co. This is her second visit of the season to the Twin Ports and her first of cement.

Sep. 15. . . Fort York arrived in Recife, Brazil under tow of Phocen for scrapping.

. . . Lady Franklin cleared Montreal for the Antarctic. This is the third straight year that she has been chartered by the French government for this part of the world. Last June her hull was painted red at the shipyard in Les Mechins.

Sep. 18. . . Sibyl W. (ex-imperial Quebec) went aground in the Detroit River below the Fighting Island North Light. Two Great Lakes Towing tugs were unable to pull her free. The next day three Gaelic tugs were unable to free her when the water level rose. Lightering of her gasoline cargo began on the second day and were suspended due to high winds. On the 20th, after the cargo was lightered, tugs Carolyn Hoey, Susan Hoey and Bantry Bay freed her. She reloaded her cargo and resumed her downbound trip later that evening.

Sep. 19. . . Canadian Leader loaded a cargo of grain at the Harvest States and shifted to the Port Terminal to load a deck cargo. Two crusher shafts, each weighing 120 tons from Reserve Mining Company’s Taconite plant at Babbitt, MN. were welded to her deck. She cleared on the 25th for Quebec City.

. . . On Sep. 15th the Woodland cleared Thunder Bay with a deck cargo of two large fuel storage tanks. Institute member Bob Johnson and his wife were at the Welland Canal on the 19th. Bob reported that the tanks blocked all forward view from the bridge except for the extreme sides. The tanks were bound for Hamilton and were part of 22 tanks that are to be moved from Thunder Bay to Hamilton. TELESCOPE Page 20

• GREAT LAKES & SEAWAY NEWS

. . . Canadian Mariner returned to service after stem repairs in Toronto.

Sep. 21. . . The tug Mary Kay sank in Lake Ontario while enroute from Rochester to Oswego. Two crewmen were rescued after 30 minutes in the liferaft. A large wave broke over the stern, causing the sinking.

Sep. 22. . . Labradoc was laid up in Montreal. There has been only a three week period that there hasn’t been a ship laid up in that port.

Salvage Monarch cleared Sorel with the N.B. McLean for Pointe au Pic.

. . .The West German Polarstern freed Mathilda Desgagnes from packed ice in the Arctic.

. . . St. Clair cleared Duluth with a cargo of coal for St. Clair, using two of her three engines. After unloading at St. Clair, she went to Bay Ship for her 5-year inspection.

. . . .American Mariner loaded one cargo hold with natural red ore at the D.M.&.I.R. ore dock and then shifted to the Burlington Northern dock in Superior to load pellets. No destination was given for the mixed cargo.

. . . The port of Cleveland experienced a minor traffic jam with nine vessels entering and departing within a few hours of each other. They were the Wm. R. Roesch, American Republic, H. Lee White, Algoway, Henry Ford H, Fred R. White Jr.’, Paul H. Townsend, Ziemia Zamojska and Federal Calumet. It was not so many years ago that this would have been a normal evening.

Sep. 23. . . The tug James McGrath rolled over and sank while towing the Hon. Paul Martin off the Port Weller Drydock. The two-man crew was rescued. Later the Martin cleared with tugs Lac Como and Glenevis.

Sep. 24. . . Loma B. assisted by Salvage Monarch cleared Sorel with D'Iberville for Pointe au Pic. She cleared on the 26th with N.B. McLean for Kaohiung where both vessels will be scrapped.

. . . Cargo shipments through the Twin Ports were running ahead of last year’s. Grain shipments are up 65 percent. Stone and other bulk shipments were ahead of last year’s, but coal and iron ore shipments were down slightly.

. . .The tug Glenmount arrived in Montreal from St. Johns. She was sold to Sheppard’s Boat and will operate in Toronto. Built in Owen Sound in 1943, she operated mostly in St. Johns for the National Harbors Board. She was sold when her services were no longer required.

Sep. 26. . . Tadoussac arrived in Duluth to load bentonite clay using old bridge unloaders at the Hallett Dock 6. She cleared for Meldrum Bay the next day.

Sep. 27. . . The U.S.-flag Ashley Lykes arrived in Duluth to become the first U.S. saltie to visit the Twin Ports in two years. She loaded 5800 tons of Food for Peace and cleared for Ethiopa on the 30th. The Twin Ports received good news when a federal judge made permanment his preliminary injunction of June 15th that prevents the U.S. departments of Agriculture, State and Transportation from discriminating against Great Lakes ports in allocating Food for Peace cargoes. Cargo preference laws state that 75 percent of exports must be shipped on U.S. vessels, but as you read, JAN ☆ FEB, 1989 Page 21

GREAT LAKES & SEAWAY NEWS • Photo Photo by Terry Sechen

J.L. MAUTHE loading pellets at Burlington Docks in Superior for the C&P dock in Cleveland on August 19, 1988. they rarely visit the lakes. The government has been allocating cargoes solely on the availability of U.S. flag vessel, disregarding Great Lakes ports, even if the cost of shipping is lower. (Ed. note: Your tax dollars at work.) David Heiberg of the Seaway Port Authority said that shipments thru the ports totaled only 12 Vi million pounds prior to the preliminary injunction. Since the injunction, allocations have totaled 62.8 million pounds. This doesn't include cargoes totaling 61.8 million pounds that have been routed thru SPAD’s new grain-bagging plant. These cargoes are labor intensive and generate $67.87 per ton in direct economic impact on the community. Based on this figure, shipments of Food for Peace have an impact of $4.2 million.

Sep. 28. . . At a meeting of the Mich. Dept, of Trans, at Houghton, the board postphoned their decision regarding the Chief Wawatam. Their decision for delay was based on a late recommendation from MDOT director, James Pitz as well as wanting more time to evaluate preservation offers. Pitz recommended that they accept the Purvis Marine bid of $110,000 to convert her into a barge.

Sep. 29. . .Asfamarine cleared Barcelona, Spain for Kingston for Hamilton where she will enter the Enerchem Transport fleet. It has been reported that she will be renamed Enerchem Asphalt. It was reported in the last issue that she would be renamed at Quebec City, but apparently these plans have changed.

Sep. 30. . . The Indian flag Soren Toubro made a sudden turn while entering the Duluth Ship Canal. It seems that her stem cargo crane was in a raised position TELESCOPE Page 22

• GREAT LAKES & SEAWAY NEWS

and the crew couldn’t lower it. In that position the crane would have struck the raised Aerial Bridge. The pilot made a wide port turn and by the time she was lined up for the entry again, the crane was lowered.

. . .The town of Thorold has purchased property that includes a partly submerged lock from the second Welland Canal and a wooden lock from the first. Restoration of the locks will be a long term project.

Oct. 1. . . Samuel Mather and A.H. Ferbert arrived at Aliaga, Turkey for scrapping.

Oct. 4. . . Hon. Paul Martin passed downbound in the Seaway. Early last summer it was reported that she would be reflagged while at Port Weller. The rumors never materialized and she is still registered at the port of Windsor.

. . . The Lake Carriers Association announced that Great Lakes domestic shipping was up slightly in August, but it was the lowest monthly rise this year.

. . . The Coast Guard announced that the buoy tender Mariposa will be assigned to the Twin Ports until the Sundew returns to service. The Sundew returned from drug patrol in the Caribbean last winter and has been out of service for electrical plant repairs. She wasn’t espected to return until Dec. 1st.

Oct. 5. . . The Cypriot-flag Maria Angelicoussi brushed the north pier of the Duluth Ship Canal while outbound with grain. There was no damage to the ship or the pier and currents have been blamed for the incident. There have been several collisions and near-misses with the piers and authorities are investigating to determine if the rebuilding of the piers has changed the currents. The piers were widened in 1985-7.

Oct. 6. . . The Lake Carriers Association has requested the Army Corps of Engineers to keep the Soo Locks open until January 15th. The request is due to strong demand for iron ore and other cargoes. The decision will be made in mid-November.

. . . The Panamanian registered Pampas, which was recently sold, arrived in Ashtabula. She was renamed Trust and remained under Panamanian registry.

Oct. 7. . . The Maltese flag Seamonarch passed out of the Seaway, leaving marine historians puzzled. Her name on the bow and stem are two words while on her lifeboats and name board, it was spelled one word. A Chinese seaway class ship, she started her career in 1984 as Sea Monarch. Two years later she was renamed Seamaster II for Thenmaris Shipping. They renamed her Sea Monarch a few months ago.

. . . The W,. G. Mather was towed from the Toledo frog pond by the Great Lakes tug Ohio. They arrived in Cleveland the next day and tied up at Collision Bend in the Cuyahoga River. Plans call for the ship to be converted to a museum ship during the summer months.

Oct. 8. . . Canada Steamship Lines CSL Innovator arrived in Quebec on her maiden voyage from Brazil. After unloading fined iron ore, she cleared for Halifax. She was built at Pacific Peace and acquired by C.S.L. and renamed Atlantic Huron. She flies the Bahama flag. It is interesting to note that smother bulk carrier under the Singapore flag is sailing under the name CHL Innovator.

Oct. 9. . . The Hannah Marine barge OLS-30 under tow of tug Kristen Lee capsized and sank while downbound in Lake Huron off Forty Mile Point ht b Rcad Olson Richard by Photo

Page 23 Sherwin in in the Welland JAN ☆ FEB, 1989 buoy in buoy westernin Erie. Lake arrived in Montreal two days late. ENERCHEM REFINER The Canal afterCanal she struck the East Outer Channel GREAT GREAT LAKESSEAWAY & NEWS •

which is also in Superior. The engine was lifted out of from the Canmar Ambassador went onto the Port Weller Drydock as well as the tug John Sherwin rolled over while arrived at Fraser Shipyard for bow thruster repairs. They removed the passed upbound in the Welland Canal for drydocking at Port Weller. drydock. was also back theon drydock at Port Weller. H.M.C.S. Nipigon Ongiara through an opening that was cut in her bow collision bulkhead and up HON. PAUL MARTIN to remove the damaged engine. This doesn’t bode well for the Sherwin .Herbert C. Jackson JAMES MCGRATH . . . . Algomarine . . . .There is now a shortage of licensed officers for Great Lakes vessels. An increase in . . . Tug towing the Shipping companies predict they will need 35 to 40 new officers to replace those She wasShe involved in acollision withabridge, butthere no is information. Oct. 13. . . The container ship as she continues tobe stripped for parts. Oct. 12. . . Oct. Oct. 11. . . the number of vessels operating along with retirements has created the shortage. through No. Jackson 1 hatch. An 8-foot opening was cut in the port bow on the bow thrusterbow engine from the the and the bow is sticking up. The tug andin relatively barge calmweather withwere a cargo calcium of chloride. bound for Bay City from Ludington and sank JamesMcGrath. near Roger City. The stem of the barge is resting in 135 feet of water

Photo Courtesy of St. Catharines Standard TELESCOPE Page 24

• GREAT LAKES & SEAWAY NEWS

retire each year. The Great Lakes Maritime Academy will graduate only 11 officers this year. The shortage is causing problems with scheduling vacations for licensed officers and companies have been forced to take out want ads. Years of layoffs and a tight job market have forced many to licensed officers to seek permanment employment on shore.

Oct. 14. . . Denver-based Cyprus Minerals has received tentative approval to ready Reserve Mining Company for possible reopening next year. Cyprus Minerals operates precious metal and coal mines in more than 20 states.

Oct. 16. . . Algonorth cleared Sarnia’s slip for Chicago. She had been there since June.

Oct. 17. . .The tug Santa Cruz was rechristened Patricia B. McAllister in Montreal by McAllister Towing & Salvage. She was not expected to work until November.

. . . The Lake Carriers Association reported that low water levels on the lakes has forced vessels to carry less than maximum loads. For every three-foot drop in lake levels, a 1,000-footer carries 9,600 tons less. It is expected that lake vessels will carry 3.9 million tons of iron ore and 265,000 tons of coal between Dec. 15th and Jan. 15th if the locks are kept open.

Oct. 18. . . Henry Steinbrenner sought shelter in the Keweenaw Waterway because of gale warnings on Lake Superior.

Oct. 20. . The idle Canadian icebreaker Montcalm which has been renamed 1102, cleared Sorel for Sydney, N.S. under tow of Salvage Monarch. She was retired from service on June 23, 1987 at Sorel. It’s expected that she will be scrapped because of the conditions of her engines.

Oct. 22. . . Supply and Services Canada have placed an ad in Montreal, advertising the Canadian Coast Guard ship 1001 for sale. She is the former Beauport and is presently at Sorel.

. . . The American Iron Ore Association reported that September shipments are slightly above last year’s. Iron ore shipments from all U.S. ports totaled about 36 million tons compared to 29.6 million tons last year.

. . .The American Mariner was the last vessel of the season in Ashland when she unloaded coal. A total of 13 vessels called at that port.

. . . The H. Lee White entered Fraser Shipyard and cleared on the 24th after a preliminary 5-year inspection. Her certificate was extended for the remainder of the season. Repairs will be made at Fraser Shipyard or Bay Ship.

Oct. 25. . . A tug that was built by the defunct Upper Peninsula Shipbuilding Co. was towed from Houghton to the Soo by the Wellington Towing’s tug Chippewa. The unnamed tug will dock at there for the winter. The barge that was also built to carry railcars across Lake Michigan is still at Ontonagan.

Oct. 26. . . The high bid of Purvis Marine was accepted by MDOT for the Chief Wawatam to be converted to a barge.

Oct. 27. . . The Army Corp of Engineers began repairing the north pier of the Duluth Ship Canal. The Bijelo Polje struck the pier outbound on August 17th. Damages are estimated to run about $100,000. JAN ☆ FEB, 1989 Page 25

GREAT LAKES & SEAWAY NEWS •

. . . The semi-container ship Solin, which was recently purchased by Jadroplov (Yugoslav Great Lakes Line) arrived in Montreal on her inaugural trip. A Wismar class ship, she was built in 1984 as Spyros A. Lemos and made one trip into the lakes last year under that name.

Oct. 30. . . Scott Misener was towed from Hamilton to Toronto to load a storage cargo of soybeans at the Victory Mills.

Oct. 31. . . The sand dredge Lakewood was towed from the Nicholson Ecorse slip on the Detroit River to Merce Shipyard in Toledo for drydocking. The Lakewood was pur­ chased by Gaelic Tugboat Company. The Lakewood was towed from Erie by the tug Wm. Hoey on August 4th and arrived at Nick’s Ecorse the following day. While docked at Nick’s, the 1,650 horsepower engine was pulled. Launched as the Charles Warner in 1903 at Chicago Shipbuilding Co., she measures 390 x 48 x 28. In 1928 she was con­ verted to a sand dredge and renamed Michigan. In 1956 she was converted to a seIf-unloader and renamed Lakewood.

Miscellaneous . . .

. . . Englantine has been renamed Lato and is now under Greek flag.

. . . The tall ship Ciudad De Inca has been renamed Maria Asumpta.

. . . The Erie Builders and Concrete Company have renamed the James B. Lyons to Emmett J. Carey. The pilothouse was raised about 8 feet and received new colors of red and gray. TELESCOPE Page 26

• GREAT LAKES & SEAWAY NEWS

Great Lakes Calendar . . .

Jan. 20th - GLMI entertainment meeting at 8 p.m. at Dossin Museum. Speaker will be Mr. Dick Kruse - “ St. Marys River From Soo to Detour” . Feb. 9th - Board of Directors meeting at 7:30 p.m. at Dossin. Feb. 11-19 - Michigan Boat and Fishing Show at Cobo Hall in Detroit. Mar. 12th - Blessing of the Fleet at 11 a.m. at Mariners’ Church in Detroit.

Mar. 17th - GLMI entertainment meeting at 8 p.m. at Dossin. Guest speaker will be Mr. Harley Smith - “Rebuilding the Welland Canal” .

Institute member Gary Schweitzer sent the photo of the William H. Donner in Milwaukee last November. The Donner was built at GLEW in 1914 at Ashtabula, OH. In 1956 she was converted to a crane ship by AmShip in Lorain and was equipped with two travelling cranes. In 1970 she was sold and taken to Milwaukee to be used as a floating scrap transfer barge. 'SgSD GREAT LARES MARITIME INSTITUTE DOSSIN GRIAT LAKIS MUSEUM B E L L E IS L E Detroit. Michioan 4 8 2 0 7

2 ® in§

BOARD OF DIRECTORS

(TERMS EXPIRE IN 1989) JERRY KRIST ROBERT SCHELUG THOMAS RYAN JERRY CROWLEY TED MCCUTCHEON ROBERT MCCREEVY

(TERMS EXPIRE IN 1990) DAVID MCDONALD CHRIS KLEIN DOUGLAS DOSSIN KARLSTREK ego PHIL NIEWALD HOUGHTON SMITH (TERMS EXPIRE IN 1991) RICHARD KRUSE THOMAS ROCKWELL RICHARD BOGDAN ROBERT IRWIN DON ERICKSON J. ALBIN JACKMAN

OFFICERS; President,-], ALBIN JACKMAN Nonary Presided: REV. EDWARD DOWLING, S.J. Vice President: TED MCCUTCHEON Secretary: THOMAS ROCKWELL l l Treasurer; THOMAS RYAN Coordinating Director: JOHN POLACSEK DOSSIN M USEUM (SIS) 267-6440 DETROIT, MI. 48207

TELESCOPE STAFF Editor: KATHY MCGRAW Seaway News Editor: SKIP GILLHAM News DONALD RICHARDS 21101 Violet ST. CLAIR SHORES, MI. 48082 o Curator o f Dossin Afuseum.JOHN POLACSEK All members are invited to submit items to the News Section. Those who contribute to this issue are listed in the News Section heading. The Editors must reserve the final decision of selection of items used. a i§ "3 § Please direct ALL NEWS MATERIAL to the NEW EDITOR. ALL OTHER CORRESPONDENCE to the COORDINATING DIRECTOR. □

V 09 r-» ‘ r—

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3 J3 Printed, in the United States of America 2CD 0)