Misplaced Pages

#891108

126-587: SS Edmund Fitzgerald was an American Great Lakes freighter that sank in Lake Superior during a storm on November 10, 1975, with the loss of the entire crew of 29 men. When launched on June 7, 1958, she was the largest ship on North America's Great Lakes and remains the largest to have sunk there. She was located in deep water on November 14, 1975, by a U.S. Navy aircraft detecting magnetic anomalies, and found soon afterwards to be in two large pieces. For 17 years, Edmund Fitzgerald carried taconite (

252-618: A tank landing craft during World War II. In the mid-20th century, 300 lakers worked the lakes, but by the early 21st century, there were fewer than 140 active lakers. By the 1990s, older and smaller self-unloaders and straight-deck freighters converted into tug -barges. The many lake freighters operating on the Great Lakes can be differentiated by how they are used. This may be where the ships may be where they work, their design, their size, or other factors. The ships are not always exclusive to one category. These types include: Some of

378-511: A 'bad list', I have lost both radars, and am taking heavy seas over the deck in one of the worst seas I have ever been in." By late in the afternoon of November 10, sustained winds of over 50 knots (93 km/h; 58 mph) were recorded by ships and observation points across eastern Lake Superior. Arthur M. Anderson logged sustained winds as high as 58 knots (107 km/h; 67 mph) at 4:52 p.m., while waves increased to as high as 25 feet (7.6 m) by 6:00 p.m. Arthur M. Anderson

504-680: A 10-mile (16 km) range so she could receive radar guidance from the other ship. For a time, Arthur M. Anderson directed Edmund Fitzgerald toward the relative safety of Whitefish Bay ; then, at 4:39 p.m., McSorley contacted the USCG station in Grand Marais, Michigan , to inquire whether the Whitefish Point light and navigation beacon were operational. The USCG replied that their monitoring equipment indicated that both instruments were inactive. McSorley then hailed any ships in

630-521: A 10:1 length to beam ratio, whereas ocean vessels are typically 7:1. The size of a lake freighter determines where it may work. The shallow draft imposed by the St. Marys River and Lake St. Clair restrict the cargo capacity of lakers. Poe Lock at the Soo Locks is the largest deep lock at 1,200 feet (370 m) long and 110 feet (34 m) wide. Many of the larger American ships are unable to navigate

756-442: A 45-50 year old service life, outlasting ocean-going bulk carriers. As of 2023, ocean-going bulk freighters average an 11-year lifespan, due in part to the corrosive effects of saltwater. Some of the lakers have been known to have long careers. The SS  St. Marys Challenger launched in 1906 and worked independently until 2013. The St. Marys Challenger is still in service as a barge at 118 years old. E. M. Ford had one of

882-404: A Lake Superior research dive expedition, marine explorer Jean-Michel Cousteau , the son of Jacques Cousteau , sent two divers from RV  Calypso in the first manned submersible dive to Edmund Fitzgerald . The dive was brief, and although the dive team drew no final conclusions, they speculated that Edmund Fitzgerald had broken up on the surface. The Michigan Sea Grant Program organized

1008-517: A canal. In 1855, the Michigan State Locks (now Soo Locks ) opened, allowing vessels to keep up with demands for iron ore from further east. This would fuel the development of bulk carriers on the Great Lakes. The early lakers often had a wooden hull, or a composite hull of an oak frame wrapped in iron plating. With the depletion of high quality timber near the lake shore, shipbuilders increasingly utilized metal hulls. In 1881 and 1882,

1134-606: A century, and Edmund Fitzgerald would have still had a long career ahead of her when she sank. Edmund Fitzgerald left Superior, Wisconsin, at 2:15 p.m. on the afternoon of November 9, 1975, under the command of Captain Ernest M. McSorley . She was en route to the steel mill on Zug Island , near Detroit, Michigan, with a cargo of 26,116 long tons (29,250 short tons; 26,535 t) of taconite ore pellets and soon reached her full speed of 16.3 miles per hour (14.2 kn; 26.2 km/h). Around 5 p.m., Edmund Fitzgerald joined

1260-589: A commentary on details about Edmund Fitzgerald . In 1969, Edmund Fitzgerald received a safety award for eight years of operation without a time-off worker injury. The vessel ran aground in 1969, and she collided with SS Hochelaga in 1970. Later that same year, she struck the wall of a lock , an accident repeated in 1973 and 1974. On January 7, 1974, she lost her original bow anchor in the Detroit River . None of these mishaps were considered serious or unusual. Freshwater ships are built to last more than half

1386-540: A favorite of boat watchers throughout her career. Although Captain Peter Pulcer was in command of Edmund Fitzgerald on trips when cargo records were set, "he is best remembered ... for piping music day or night over the ship's intercom system" while passing through the St. Clair and Detroit Rivers . While navigating the Soo Locks he would often come out of the pilothouse and use a bullhorn to entertain tourists with

SECTION 10

#1732772309892

1512-516: A few large harbor locations. Salt and Canadian grain can be hauled to numerous smaller ports of either country on smaller, mostly Canadian, ships, which can also enter the St. Lawrence Seaway with the Canadian ports of Montreal and Quebec City. Because of their deeper draft and freshwater's lower buoyancy , salties often take on partial loads. Conversely, the Seaway allows smaller lakers to access

1638-444: A fraction of the time. Around 1916, 600-foot (180 m) vessels more or less became the standard size. After World War II , several ocean freighters and tankers were transported to the Great Lakes and converted to bulk carriers as a way to acquire ships cheaply. The oil tanker Chiwawa became the bulk freighter MV Lee A. Tregurtha In addition, the freighter Outer Island was originally commissioned as LCT-203 for use as

1764-518: A new technical era when GLEW built the 604 ft (184 m) SS William C. Atwater at the River Rouge site at the request of Wilson Transit. The Atwater was “the first ship with full-size hatches [that] have single-piece steel hatch covers” As machinery advanced, so did the size of the vessels. By 1957, plans were made to build the largest ore carrier to maneuver the Lakes. GLEW'S hull #301

1890-528: A privately funded dive to the wreck of Edmund Fitzgerald , using Delta Oceanographic's submersible, Delta. Deepquest Ltd. conducted seven dives and took more than 42 hours of underwater video while Shannon set the record for the longest submersible dive to Edmund Fitzgerald at 211 minutes. Prior to conducting the dives, Shannon studied NOAA navigational charts and found that the international boundary had changed three times before its publication by NOAA in 1976. Shannon determined that based on GPS coordinates from

2016-730: A retired USCG vice admiral and president of the Lake Carriers Association (LCA), wrote a letter to the National Transportation Safety Board (NTSB) on September 16, 1977, that included the following statements of objection to the USCG findings: The present hatch covers are an advanced design and are considered by the entire lake shipping industry to be the most significant improvement over the telescoping leaf covers previously used for many years … The one-piece hatch covers have proven completely satisfactory in all weather conditions without

2142-532: A second freighter under the command of Captain Jesse B. "Bernie" Cooper, Arthur M. Anderson , destined for Gary, Indiana , out of Two Harbors, Minnesota . The weather forecast was not unusual for November and the National Weather Service (NWS) predicted that a storm would pass just south of Lake Superior by 7 a.m. on November 10. SS Wilfred Sykes loaded opposite Edmund Fitzgerald at

2268-478: A second freighter, SS  William Clay Ford . The efforts of a third freighter, the Toronto -registered SS  Hilda Marjanne , were foiled by the weather. The USCG sent a buoy tender , Woodrush , from Duluth, Minnesota, but it took two and a half hours to launch and a day to travel to the search area. The Traverse City, Michigan , USCG station launched an HU-16 fixed-wing search aircraft that arrived on

2394-495: A single large superstructure island at the stern. Lake vessels are designed with the greatest block coefficient to maximize the vessel's size in the locks within the Great Lakes/St Lawrence Seaway system. Therefore, ship designers have favored bluff bows over streamlined bows. Another distinguishing feature of lake vessels versus ocean vessels is the cargo hatch configuration. On the lake vessels,

2520-465: A single vessel loss in almost 40 years of use … and no water accumulation in cargo holds … It was common practice for ore freighters, even in foul weather, to embark with not all cargo clamps locked in place on the hatch covers. Maritime author Wolff reported that, depending on weather conditions, all the clamps were eventually set within one to two days. Captain Paquette of Wilfred Sykes

2646-480: A steel mill near Detroit, Edmund Fitzgerald joined a second taconite freighter, SS  Arthur M. Anderson . By the next day, the two ships were caught in a severe storm on Lake Superior, with near- hurricane-force winds and waves up to 35 feet (11 m) high. Shortly after 7:10 p.m., Edmund Fitzgerald suddenly sank in Canadian (Ontario) waters 530 feet (88 fathoms; 160 m) deep, about 17 miles (15 nautical miles; 27 kilometers) from Whitefish Bay near

SECTION 20

#1732772309892

2772-475: A three-day dive to survey Edmund Fitzgerald in 1989. The primary objective was to record 3-D videotape for use in museum educational programs and the production of documentaries. The expedition used a towed survey system (TSS Mk1) and a self-propelled, tethered, free-swimming remotely operated underwater vehicle (ROV). The Mini Rover ROV was equipped with miniature stereoscopic cameras and wide-angle lenses in order to produce 3-D images. The towed survey system and

2898-466: A three-day period in 1994. Harbor Branch Oceanographic Institution provided Edwin A. Link as the support vessel, and their manned submersible, Celia. The GLSHS paid $ 10,000 for three of its members to each join a dive and take still pictures. MacInnis concluded that the notes and video obtained during the dives did not provide an explanation why Edmund Fitzgerald sank. The same year, longtime sport diver Fred Shannon formed Deepquest Ltd., and organized

3024-505: A variety of iron ore ) from mines near Duluth, Minnesota , to iron works in Detroit, Michigan ; Toledo, Ohio ; and other Great Lakes ports. As a workhorse, she set seasonal haul records six times, often breaking her own record. Captain Peter Pulcer was known for piping music day or night over the ship's intercom while passing through the St. Clair and Detroit rivers (between Lake Huron and Lake Erie ), and entertaining spectators at

3150-514: Is among the largest and best-known vessels lost on the Great Lakes, but she is not alone on the Lake Superior seabed in that area. In the years between 1816, when Invincible was lost, and 1975, when Edmund Fitzgerald sank, the Whitefish Point area had claimed at least 240 ships. A U.S. Navy Lockheed P-3 Orion aircraft, piloted by Lt. George Conner and equipped to detect magnetic anomalies usually associated with submarines, found

3276-520: Is known for having last contact with Edmund Fitzgerald and was the first vessel on-scene to search for the Edmund Fitzgerald . MV Paul R. Tregurtha currently holds the title " Queen of the Lakes " as the largest ship on the lakes since launching in 1981. The modern stern-ender was first launched MV William J. Delancy and measures 1013.5 feet (308.9 m). Onoko was the second iron-hulled laker, launched in 1882. At 302 ft, Onoko

3402-483: Is likely that the waves caused Edmund Fitzgerald to roll heavily. At the time of the sinking, the ship Arthur M. Anderson reported northwest winds of 57 mph (50 kn; 92 km/h), matching the simulation analysis result of 54 mph (47 kn; 87 km/h). The analysis further showed that the maximum sustained winds reached near hurricane force of about 70 mph (61 kn; 110 km/h) with gusts to 86 miles per hour (75 kn; 138 km/h) at

3528-722: The Ontario Heritage Act , activities on registered archeological sites require a license. In March 2005, the Whitefish Point Preservation Society accused the Great Lakes Shipwreck Historical Society (GLSHS) of conducting an unauthorized dive to Edmund Fitzgerald . Although the director of the GLSHS admitted to conducting a sonar scan of the wreck in 2002, he denied such a survey required a license at

3654-503: The American Midwest . The navigation season typically begins in late March and ends mid-January due to the formation of ice on the lakes. The largest lake freighters can travel up to 15 knots (28 km/h; 17 mph) and can carry as much as 78,850 long tons (80,120 t) of bulk cargo. SS  Edmund Fitzgerald , which sank in 1975, became widely known as the largest and most recent major vessel to be wrecked on

3780-515: The Edmund Fitzgerald ". Lightfoot wrote the hit song after reading an article, "The Cruelest Month", in the November 24, 1975, issue of Newsweek . The sinking led to changes in Great Lakes shipping regulations and practices that included mandatory survival suits , depth finders, positioning systems , increased freeboard , and more frequent inspection of vessels. Northwestern Mutual Life Insurance Company of Milwaukee, Wisconsin , invested in

3906-486: The Great Lakes of North America . These vessels are traditionally called boats , although classified as ships . Freighters typically have a long, narrow hull, a raised pilothouse , and the engine located at the rear of the ship. Lakers have been used since the late 19th century to haul raw material from docks in the Great Lakes and St Lawrence Seaway regions to the industrial centers of Ontario , Quebec , and

SS Edmund Fitzgerald - Misplaced Pages Continue

4032-539: The Midwest . Iron ore makes up a majority of the cargo shipped annually. The 1940s saw the rise in the use of taconite pellets, as sources of higher quality ore diminished. Other destinations include coal-fired power plants , highway department salt domes, and stone docks, where limestone is unloaded for the construction industry. U.S.-flagged freighters carried the largest portion of the trade, accounting for two-thirds of all cargo by weight. U.S. hulls carried most of

4158-700: The SS Bayamon was sunk by German torpedo April 28, 1917 near Scotland. The SS Gratangen (Hull #156, Ashtabula) commissioned by Corona Coa in 1916 as the SS Corona was sunk by German submarine in 1917. The P. L. M. No. 4 (Hull #162,Ecorse) commissioned by the French government for the Paris, Lyon and Mediterranean Railway in 1916 was torpedoed and sunk in English Channel on December 27, 1917. However,

4284-410: The Soo Locks (between Lakes Superior and Huron) with a running commentary about the ship. Her size, record-breaking performance, and " DJ captain" endeared Edmund Fitzgerald to boat watchers. Carrying a full cargo of ore pellets with Captain Ernest M. McSorley in command, she embarked on her ill-fated voyage from Superior, Wisconsin , near Duluth, on the afternoon of November 9, 1975. En route to

4410-447: The coaming in way of the No. 1 hatch were fractured and buckled inward. The No. 2 hatch cover was missing and the coaming on the No. 2 hatch was fractured and buckled. Hatches Nos. 3 and 4 were covered with mud; one corner of hatch cover No. 3 could be seen in place. Hatch cover No. 5 was missing. A series of 16 consecutive hatch cover clamps were observed on

4536-482: The stern was a long, unbroken deck lined with hatches spaced 24 feet (7.3 m) apart (to match the chutes of the gravity ore dock in Marquette, Michigan ). The falls of the St. Marys River forced ships to portage their cargo 1.25 miles (2.01 km) around the falls. In an effort to make shipping more efficient and profitable, Michigan representatives appealed to the federal government for funding to build

4662-444: The unusual case in 2001 where a drawbridge ran into the Canadian grain carrier Windoc causing a fire). To prevent collisions and groundings, the Great Lakes are well-served with lighthouses and lights, and floating navigation aids. The U.S. Coast Guard and Canadian Coast Guard maintain stations around the Great Lakes including icebreakers and rescue helicopters . The U.S. Army Corps of Engineers and other agencies maintain

4788-519: The 1975 loss of Edmund Fitzgerald , thousands of ships and thousands of lives have been lost, many involving vessels in the cargo trade. The Great Lakes Shipwreck Museum uses the approximates 6,000 ships and 30,000 lives lost. David D. Swayze has compiled a list which details over 4,750 well-documented shipwrecks, mostly of commercial vessels and a list of known names of over 5,000 victims of those sinkings. Maritime historian Mark Thompson reports that based on nautical records, nearly 6,000 shipwrecks on

4914-431: The 1994 Deepquest expedition, "at least one-third of the two acres of immediate wreckage containing the two major portions of the vessel is in U.S. waters because of an error in the position of the U.S.–Canada boundary line shown on official lake charts." Shannon's group discovered the remains of a crew member partly dressed in coveralls and wearing a life jacket alongside the bow of the ship, indicating that at least one of

5040-565: The 2010 television series Dive Detectives features the wave-generating tank of the National Research Council 's Institute for Naval Technology in St. John's , and the tank's simulation of the effect of a 17-meter (56 ft) rogue wave upon a scale model of Edmund Fitzgerald . The simulation indicated such a rogue wave could almost completely submerge the bow or stern of the ship with water, at least temporarily. The July 26, 1977, USCG Marine Casualty Report suggested that

5166-466: The American Side", "Mighty Fitz", "Toledo Express", "Big Fitz", and the " Titanic of the Great Lakes". Loading Edmund Fitzgerald with taconite pellets took about four and a half hours, while unloading took around 14 hours. A round trip between Superior, Wisconsin , and Detroit, Michigan, usually took her five days and she averaged 47 similar trips per season. The vessel's usual route

SS Edmund Fitzgerald - Misplaced Pages Continue

5292-540: The Atlantic Ocean. The larger, newer ships are restricted to the upper lakes. Lakers feature a design distinct from their ocean-going counterparts. Because of the R. J. Hackett (1869), lake freighters typically had the bridge and associated superstructure at the bow. Additionally, a second island would be located over the engine room in the stern. In 1974, Algosoo was the final vessel designed this way. The more recently built lakers, like CSL Niagara , have

5418-625: The Burlington Northern Dock ;#1 and departed at 4:15 p.m., about two hours after Edmund Fitzgerald . In contrast to the NWS forecast, Captain Dudley J. Paquette of Wilfred Sykes predicted that a major storm would directly cross Lake Superior. From the outset, he chose a route that took advantage of the protection offered by the lake's north shore to avoid the worst effects of the storm. The crew of Wilfred Sykes followed

5544-495: The Detroit River that included 1,400 feet (430 m) of river frontage. The company began with a capital of $ 1.5 million and a $ 500,000 bond issue. Within three years of GLEW's formation, Detroit built fifty percent of the tonnage of all ships in the Great Lakes. The GLEW created opportunity for other companies and played a large wartime role during the company’s fifty-eight-year span. Many shipping companies hoped that

5670-555: The Great Lakes occurred between 1878 and 1994, with about a quarter of those being listed as total losses with a total of 1,166 lives lost. The most recent losses of modern lakers were: The salties Prins Willem V and Monrovia sank in the Great Lakes during the 1950s; both in collisions with other ships. The saltie Francisco Morazan was a total loss after running aground off South Manitou Island on November 29, 1960. Another saltie Nordmeer grounded on Thunder Bay Island Shoal in November 1966, but before it could be refloated, it

5796-601: The Great Lakes shipyards were already operating at full capacity. The shipbuilders met the increased demand by expanding and creating new ways to heighten production levels that resulted in the larger, deeper vessels. Some of the vessels became casualties of war. The SS Catherine (hull # 219 from GLEW Ecorse) was commissioned by U.S. Maritime Commission as the SS Covedale in May 1919. She was torpedoed by Germans on June 17, 1941. The supply and demands were met but when peace came,

5922-467: The Great Lakes. The lake freighter's recognizable design emerged from many years of innovation in Great Lakes shipping. By the late 1860s, most bulk cargo was still carried by unpowered barges and sailing ships . Often, these ships had accessible deck hatches, useful for loading and unloading cargo. Around this time, passenger steamboats were gaining popularity for their steam-powered shipping abilities, which were faster and more reliable. In 1869,

6048-872: The Mini Rover ROV were designed, built and operated by Chris Nicholson of Deep Sea Systems International, Inc. Participants included the National Oceanic and Atmospheric Administration (NOAA), the National Geographic Society , the United States Army Corps of Engineers , the Great Lakes Shipwreck Historical Society (GLSHS), and the United States Fish and Wildlife Service , the latter providing RV Grayling as

6174-440: The No. 5 hatch coaming. Of this series, the first and eighth were distorted or broken. All of the 14 other clamps were undamaged and in the open position. The No. 6 hatch was open and a hatch cover was standing on end vertically in the hatch. The hatch covers were missing from hatches Nos. 7 and 8 and both coamings were fractured and severely distorted. The bow section abruptly ended just aft of hatch No. 8 and

6300-667: The Ontario government issued updated regulations in January 2006, including an area with a 500-meter (1,640 ft) radius around Edmund Fitzgerald and other specifically designated marine archeological sites. In 2009, a further amendment to the Ontario Heritage Act imposed licensing requirements on any type of surveying device. Extreme weather and sea conditions play a role in all of the published hypotheses regarding Edmund Fitzgerald ' s sinking, but they differ on

6426-424: The Ontario shore, where they encountered a winter storm at 1:00 a.m. on November 10. Edmund Fitzgerald reported winds of 52 knots (96 km/h; 60 mph) and waves 10 feet (3.0 m) high. Captain Paquette of Wilfred Sykes reported that after 1 a.m., he overheard McSorley say that he had reduced the ship's speed because of the rough conditions. Paquette said he was stunned to later hear McSorley, who

SECTION 50

#1732772309892

6552-746: The Riverside yard had limited room and service docks. GLEW announced the purchase of a second shipyard in Ecorse, Michigan in 1903 which later became the River Rouge yard, named after its location on the River Rouge . The GLEW again expanded in 1905 when it acquired the Columbia Iron Works in St. Clair , Michigan, and in 1912 when operations began at their Ashtabula shipyard in Ohio. These GLEW shipyards helped Pressano realize his goal for

6678-417: The USCG using a side scan sonar revealed two large objects lying close together on the lake floor. The U.S. Navy also contracted Seaward, Inc., to conduct a second survey between November 22 and 25. From May 20 to 28, 1976, the U.S. Navy dived on the wreck using its unmanned submersible , CURV-III , and found Edmund Fitzgerald lying in two large pieces in 530 feet (160 m) of water. Navy estimates put

6804-634: The Whitefish Point area to report the state of the navigational aids, receiving an answer from Captain Cedric Woodard of Avafors between 5:00 and 5:30 p.m. that the Whitefish Point light was on but not the radio beacon. Woodard testified to the Marine Board that he overheard McSorley say, "Don't allow nobody on deck," as well as something about a vent that Woodard could not understand. Some time later, McSorley told Woodard, "I have

6930-568: The ability either to reach Edmund Fitzgerald by radio or to detect her on radar. Captain Cooper of Arthur M. Anderson first called the USCG in Sault Ste. Marie at 7:39 p.m. on channel 16, the radio distress frequency. The USCG responders instructed him to call back on channel 12 because they wanted to keep their emergency channel open and they were having difficulty with their communication systems, including antennas blown down by

7056-503: The accident was caused by ineffective hatch closures. The report concluded that these devices failed to prevent waves from inundating the cargo hold. The flooding occurred gradually and probably imperceptibly throughout the final day, finally resulting in a fatal loss of buoyancy and stability. As a result, Edmund Fitzgerald plummeted to the bottom without warning. Video footage of the wreck site showed that most of her hatch clamps were in perfect condition. The USCG Marine board concluded that

7182-496: The company. From the time it launched Hull #1 (Fontana) out of Ecorse, this immense shipbuilding enterprise would later be known for the construction of famous ships like SS Wyandotte , SS William C. Atwater , SS  William G. Mather , and the Edmund Fitzgerald . It was anticipated that GLEW would be the largest shipbuilding plant on the Great Lakes. In 1903, the plant owned eighty-five acres (34 ha) along

7308-422: The company’s workforce. William Penn Snyder, president of Shenango Furnace Company of Sharpsville, Pennsylvania felt that the incorporation of GLEW ships would clearly change his smaller (by comparison) iron and steel industry into a leading competitor. Just as Snyder had hoped, the record-breaking freighter, SS Shenango , helped dramatically expand the company. This relationship between the two companies led to

7434-647: The construction during wartime enabled the GLEW to bring economic prosperity to the Detroit area. The Navy department appropriations bill for 1941 awarded Great Lakes shipyards government contracts worth almost ninety million dollars. The GLEW was responsible for twenty-one new ore carriers commissioned by the Pittsburgh Steamship Company and the U.S. Maritime Commission. As the year came to an end, more military orders from Washington came in when

7560-584: The contract of more ships whereby even Elizabeth Russel, daughter of John Russel, vice president and treasurer of GLEW had the honor of christening the SS William P. Snyder . Although the Snyder did not set records, the GLEW would become renowned via other vessels. The GLEW set records and earned long-time standing recognition as a leading innovator in shipbuilding technology. In 1908, the SS Wyandotte

7686-442: The crew was aware of the possibility of sinking. The life jacket had deteriorated canvas and "what is thought to be six rectangular cork blocks ... clearly visible." Shannon concluded that "massive and advancing structural failure" caused Edmund Fitzgerald to break apart on the surface and sink. MacInnis led another series of dives in 1995 to salvage the bell from Edmund Fitzgerald . The Sault Tribe of Chippewa Indians backed

SECTION 60

#1732772309892

7812-525: The crew were found. On her final voyage, Edmund Fitzgerald ' s crew of 29 consisted of the captain ; the first , second , and third mates ; five engineers ; three oilers ; a cook ; a wiper ; two maintenance men; three watchmen ; three deckhands ; three wheelsmen ; two porters; a cadet ; and a steward . Most of the crew were from Ohio and Wisconsin; their ages ranged from 20 (watchman Karl A. Peckol) to 63 (Captain McSorley). Edmund Fitzgerald

7938-657: The deck plating was ripped up from the separation to the forward end of hatch No. 7. The NTSB conducted computer studies, testing and analysis to determine the forces necessary to collapse the hatch covers and concluded that Edmund Fitzgerald sank suddenly from flooding of the cargo hold "due to the collapse of one or more of the hatch covers under the weight of giant boarding seas" instead of flooding gradually due to ineffective hatch closures. The NTSB dissenting opinion held that Edmund Fitzgerald sank suddenly and unexpectedly from shoaling . Lake freighter Lake freighters , or lakers , are bulk carriers operating on

8064-427: The deck. This water is unable to fully drain away before the second wave strikes, adding to the surplus. The third incoming wave again adds to the two accumulated backwashes, quickly overloading the deck with too much water. Captain Cooper of Arthur M. Anderson reported that his ship was "hit by two 30 to 35 foot seas about 6:30 p.m., one burying the aft cabins and damaging a lifeboat by pushing it right down onto

8190-424: The eastern edge of the area of high wind where the long fetch , or distance that wind blows over water, produced significant waves averaging over 23 feet (7.0 m) by 7:00 p.m. and over 25 feet (7.6 m) at 8:00 p.m. The simulation also showed one in 100 waves reaching 36 feet (11 m) and one out of every 1,000 reaching 46 feet (14 m). Since the ship was heading east-southeastward, it

8316-605: The event that marked the first new "maximum seaway-size" freighter on the Lakes. The Fitzgerald arguably became the most famous shipwreck in the history of Great Lakes shipping, made legendary by Gordon Lightfoot 's popular ballad , the " Wreck of the Edmund Fitzgerald ". The war years not only saw the construction but also the destruction of vessels. During World War I , the SS Vacuum (Hull # 99, Ecorse yard) commissioned by Ocean Freight Cargo Ship in 1912 as

8442-483: The expedition by co-signing a loan in the amount of $ 250,000. Canadian engineer Phil Nuytten 's atmospheric diving suit , known as the Newtsuit , was used to retrieve the bell from the ship, replace it with a replica, and put a beer can in Edmund Fitzgerald ' s pilothouse. That same year, Terrence Tysall and Mike Zee set multiple records when they used trimix gas to scuba dive to Edmund Fitzgerald . The pair are

8568-419: The few damaged clamps were probably the only ones fastened. As a result, ineffective hatch closure caused Edmund Fitzgerald to flood and founder. From the beginning of the USCG inquiry, some of the crewmen's families and various labor organizations believed the USCG findings could be tainted because there were serious questions regarding their preparedness as well as licensing and rules changes. Paul Trimble ,

8694-488: The first entirely iron-hulled freighters, Brunswick and Onoko , were launched. Around this time, steel was quickly becoming a standard hull material as a result of the Bessemer process making it more affordable, and the first steel-hulled freighter, Spokane , was launched in 1886. Soon both iron and composite hulls were discontinued, while wood was used for smaller vessels into the early 1900s. An early variation on

8820-399: The first modern laker built with all cabins aft (a "stern-ender"), following the lead of ocean-going bulk carriers and reprising a century old form used by little river steam barges and the whalebacks. Algosoo (1974–2015 730 ft, 220 m) was the last laker built in the classic style. Also of note is the steamer Edward L. Ryerson , widely known for her artistic design and being

8946-506: The gap between them. In a broadcast shortly afterward, the United States Coast Guard (USCG) warned all shipping that the Soo Locks had been closed and they should seek safe anchorage. Shortly after 4:10 p.m., McSorley called Arthur M. Anderson again to report a radar failure and asked Arthur M. Anderson to keep track of them. Edmund Fitzgerald , effectively blind, slowed to let Arthur M. Anderson come within

9072-417: The guests to the entire VIP routine. The cuisine was reportedly excellent and snacks were always available in the lounge. A small but well-stocked kitchenette provided the drinks. Once each trip, the captain held a candlelight dinner for the guests, complete with mess-jacketed stewards and special "clamdigger" punch. Because of her size, appearance, string of records, and "DJ captain," Edmund Fitzgerald became

9198-497: The harbors and seaways to limit groundings by dredging and seawalling . November was the traditional last month of shipping before the winter layup (and lake freeze-up). During November, much of the worst weather of the navigation season occurs which has resulted in a disproportionate number of accidents. One study shows that over half of all strandings and one-third of all vessels lost to foundering between 1900 and 1950 were lost during November. The most well-known lake freighter

9324-480: The hatches are traditionally spaced 24 feet (7.3 m) apart. This configuration was needed to match the chutes at loading facilities. Since Great Lakes waves do not achieve the great length or period of ocean waves, particularly compared to the waves' height, ships are in less danger of being suspended between two waves and breaking, so the ratio between the ship's length, beam and its depth can be larger than that of an ocean-going ship. The lake vessels generally have

9450-477: The interior of Edmund Fitzgerald was luxurious. Her J.L. Hudson Company –designed furnishings included deep pile carpeting, tiled bathrooms, drapes over the portholes , and leather swivel chairs in the guest lounge. There were two guest staterooms for passengers. Air conditioning extended to the crew quarters, which featured more amenities than usual. A large galley and fully stocked pantry supplied meals for two dining rooms. Edmund Fitzgerald ' s pilothouse

9576-457: The iron and minerals industries on a large scale, including the construction of Edmund Fitzgerald , which represented the first such investment by any American life insurance company. In 1957, they contracted Great Lakes Engineering Works (GLEW), of River Rouge, Michigan , to design and construct the ship "within a foot of the maximum length allowed for passage through the soon-to-be completed Saint Lawrence Seaway ." The ship's value at that time

9702-520: The iron, limestone and cement, while Canadian boats carried most of the potash, and almost all of the salt and grain moved on the lakes. Destination harbors, ship sizes, and legal restrictions greatly affect the pattern of haulage. Large U.S. ships hauled most of the iron ore on the lakes (79%) from U.S. mines to U.S. mills. This reflects the requirement of the Jones Act , as well as the industry using large volumes of material while being concentrated in

9828-476: The lake freighter was the whaleback boat, designed by Alexander McDougall. These had cigar-shaped bodies that barely rose out of the water when fully loaded, and carried bulk cargo on the lakes from 1888 through 1970. The early lake freighters required cargo to be manually unloaded, or with assistance from unloading machinery at the docks. In 1902, Hennepin was the first ship to be retrofitted with self-unloading equipment , allowing its cargo to be landed in

9954-658: The lakes are generally used to transport American-mined ore bound for American mills. Because of the Jones Act of 1920, only American ships can carry ore from American mines to American mills in American ports; ergo, larger Canadian ships are not needed. These are the largest vessels on the lakes. A dozen were built between 1976 and 1981, and all remain in service today. These are all U.S.-flagged vessels between 1,000 and 1,013.5 feet (304.8 and 308.9 m) long, 105 feet (32 m) wide and of 56 ft (17 m) hull depth. Modern lakers are usually designed and constructed for

10080-419: The length of the bow section at 276 feet (84 m) and that of the stern section at 253 feet (77 m). The bow section stood upright in the mud, some 170 feet (52 m) from the stern section that lay capsized at a 50-degree angle from the bow. In between the two broken sections lay a large mass of taconite pellets and scattered wreckage lying about, including hatch covers and hull plating. In 1980, during

10206-469: The limitations of the Welland Canal . These vessels vary greatly in configuration and cargo capacity, being capable of hauling between 10,000 and 40,000 tons per trip depending on the individual boat. These smaller boats serve smaller harbors around the lakes which have irregular need for their services. Another reason for the lack of larger Canadian vessels is legislative in nature. Larger ships on

10332-470: The locks of the St. Lawrence Seaway, which restricts vessel size to 740 feet (230 m) in length and 78 feet (24 m) in breadth. Seawaymax vessels are able to access the Great Lakes and the ocean. The Canadian fleet needs to travel to and from its major cities along the St. Lawrence Seaway, so the largest length for the Canadian vessels is 740 feet (230 m). Lake boats in the 600-and-700-foot (180 and 210 m) classes are more common, because of

10458-510: The longest careers, having been built in 1898 until being sold for scrap in November 2008. Some shipping companies are building new freighters to ply the waters of the Great Lakes. The following are new freighters in use or will be launched for use in the Great Lakes: The Great Lakes have a long history of shipwrecks, groundings, storms, and collisions. From the 1679 sinking of Le Griffon with its cargo of furs to

10584-544: The naming of the ship after himself, proposing the names Centennial , Seaway , Milwaukee and Northwestern . The board was resolute, and Edmund abstained from voting; the 36 board members voted unanimously to name her the SS Edmund Fitzgerald . More than 15,000 people attended Edmund Fitzgerald ' s christening and launch ceremony on June 7, 1958. The event was plagued by misfortunes. When Elizabeth Fitzgerald, wife of Edmund Fitzgerald, tried to christen

10710-400: The newer classes of lake freighters include: In 2023, 81.4 million tons of cargo were shipped on the Great Lakes. The most common cargoes include taconite , limestone , grain , salt , coal , cement , gypsum , and sand . The cargo is carried in large contiguous holds, not packed into containers. The iron ore transported from the upper Great Lakes primarily supplies the steel mills of

10836-422: The only people known to have touched the Edmund Fitzgerald wreck. They also set records for the deepest scuba dive on the Great Lakes and the deepest shipwreck dive, and were the first divers to reach Edmund Fitzgerald without the aid of a submersible. It took six minutes to reach the wreck, six minutes to survey it, and three hours to resurface to avoid decompression sickness , also known as "the bends". Under

10962-538: The only remaining straight-decker still in active service on the US side of the Great Lakes. In mid 2006, Edward L. Ryerson was fitted out and put into service following a long-term lay-up that began in 1998. Edward L. Ryerson has been in long-term layup since 2009. The William G. Mather was first built in 1925 and served as the Cleveland-Cliffs Iron Company 's flagship until 1980. In 1987,

11088-410: The other causal factors. In 2005, NOAA and the NWS ran a computer simulation, including weather and wave conditions, covering the period from November 9, 1975, until the early morning of November 11. Analysis of the simulation showed that two separate areas of high-speed wind appeared over Lake Superior at 4:00 p.m. on November 10. One had speeds in excess of 43 knots (80 km/h; 49 mph) and

11214-401: The other winds in excess of 40 knots (74 km/h; 46 mph). The southeastern part of the lake, the direction in which Edmund Fitzgerald was heading, had the highest winds. Average wave heights increased to near 19 feet (5.8 m) by 7:00 p.m., November 10, and winds exceeded 50 mph (43 kn; 80 km/h) over most of southeastern Lake Superior. Edmund Fitzgerald sank at

11340-404: The over-abundance of shipbuilding orders decreased and so too did the local economies of the once booming, small Great Lakes ports. The role of delivering bulk commodities could not change for GLEW’s vessels and therefore they were valued whether at war or at peace. It was the decrease in shipbuilding orders that troubled the local economy and marked the end of an era. GLEW’s 58-year history saw

11466-413: The radio conversations between Edmund Fitzgerald and Arthur M. Anderson during the first part of their trip and overheard their captains deciding to take the regular Lake Carriers' Association downbound route. The NWS altered its forecast at 7:00 p.m., issuing gale warnings for the whole of Lake Superior. Arthur M. Anderson and Edmund Fitzgerald altered course northward, seeking shelter along

11592-525: The saddle. The second wave of this size, perhaps 35 foot, came over the bridge deck." Cooper went on to say that these two waves, possibly followed by a third, continued in the direction of Edmund Fitzgerald and would have struck about the time she sank. This hypothesis postulates that the "three sisters" compounded the twin problems of Edmund Fitzgerald ' s known list and her lower speed in heavy seas that already allowed water to remain on her deck for longer than usual. The " Edmund Fitzgerald " episode of

11718-489: The scene at 10:53 p.m. while an HH-52 USCG helicopter with a 3.8-million- candlepower searchlight arrived at 1:00 a.m. on November 11. Canadian Coast Guard aircraft joined the three-day search and the Ontario Provincial Police established and maintained a beach patrol all along the eastern shore of Lake Superior. Although the search recovered debris, including lifeboats and rafts, none of

11844-472: The ship arrived in Sault Ste. Marie Michigan on July 6, during the town's tri-centennial celebrations for use as a museum ship. The museum ship displays many relics of the sinking of Edmund Fitzgerald including two of Edmund Fitzgerald ' s mauled lifeboats. Great Lakes Engineering Works The GLEW was formed in 1902 to purchase Riverside Ironworks. Riverside was the short-lived successor to

11970-400: The ship by smashing a champagne bottle over the bow, it took her three attempts to break it. A delay of 36 minutes followed while the shipyard crew struggled to release the keel blocks. Upon sideways launch, the ship created a large wave that doused the spectators and then crashed into a pier before righting herself. Other witnesses later said they swore the ship was "trying to climb right out of

12096-615: The ship was donated to the Great Lakes Historical Society for restoration and preservation. In 2005, the ship was moved to its present location at Cleveland's North Coast Harbor . Then, in 2006, the ship was acquired by the Great Lakes Science Center for use as a museum ship. The ship is available to tour seasonally. The William A. Irvin served as the flagship of U.S. Steel 's Great Lakes fleet from 1938 to 1975. The William A. Irvin

12222-443: The sinking remains unknown, though many books, studies, and expeditions have examined it. Edmund Fitzgerald may have been swamped, suffered structural failure or topside damage, grounded on a shoal , or suffered from a combination of these. The disaster is one of the best known in the history of Great Lakes shipping, in part because Canadian singer Gordon Lightfoot made it the subject of his 1976 popular ballad " The Wreck of

12348-480: The skilled craftsmanship of the GLEW would help establish their firm as a major contender within the Great Lakes shipping industry. The Northwestern Mutual Insurance Company of Milwaukee contracted the GLEW to build the first ‘super freighter’ thus putting them on the map. Other orders of the same magnitude ensued which benefited the local economy. Hugh McElroy, general superintendent of the GLEW stated that these contracts presented 1,300 new jobs and thereby tripling

12474-567: The storm. Cooper then contacted the upbound saltwater vessel Nanfri and was told that she could not pick up Edmund Fitzgerald on her radar either. Despite repeated attempts to raise the USCG, Cooper was not successful until 7:54 p.m. when the officer on duty asked him to keep watch for a 16-foot (4.9 m) boat lost in the area. At about 8:25 p.m., Cooper again called the USCG to express his concern about Edmund Fitzgerald and at 9:03 p.m. reported her missing. Petty Officer Philip Branch later testified, "I considered it serious, but at

12600-652: The support vessel for the ROV. The GLSHS used part of the five hours of video footage produced during the dives in a documentary and the National Geographic Society used a segment in a broadcast. Frederick Stonehouse, who wrote one of the first books on the Edmund Fitzgerald wreck, moderated a 1990 panel review of the video that drew no conclusions about the cause of Edmund Fitzgerald ' s sinking. Canadian explorer Joseph B. MacInnis organized and led six publicly funded dives to Edmund Fitzgerald over

12726-422: The time and location where Edmund Fitzgerald sank. A group of three rogue waves , often called "three sisters," was reported in the vicinity of Edmund Fitzgerald at the time she sank. The "three sisters" phenomenon is said to occur on Lake Superior and refers to a sequence of three rogue waves forming that are one-third larger than normal waves. The first wave introduces an abnormally large amount of water onto

12852-462: The time it was carried out. An April 2005 amendment to the Ontario Heritage Act allows the Ontario government to impose a license requirement on dives, the operation of submersibles, side scan sonars, or underwater cameras within a designated radius around protected sites. Conducting any of those activities without a license would result in fines of up to CA$ 1 million . On the basis of the amended law, to protect wreck sites considered "watery graves",

12978-435: The time it was not urgent." Lacking appropriate search-and-rescue vessels to respond to Edmund Fitzgerald ' s disaster, at approximately 9:00 p.m., the USCG asked Arthur M. Anderson to turn around and look for survivors. Around 10:30 p.m., the USCG asked all commercial vessels anchored in or near Whitefish Bay to assist in the search. The initial search for survivors was carried out by Arthur M. Anderson , and

13104-744: The twin cities of Sault Ste. Marie, Michigan , and Sault Ste. Marie, Ontario —a distance Edmund Fitzgerald could have covered in just over an hour at her top speed. Edmund Fitzgerald previously reported being in significant difficulty to the Swedish vessel Avafors : "I have a bad list , lost both radars. And am taking heavy seas over the deck. One of the worst seas I've ever been in." However, no distress signals were sent before she sank; Captain McSorley's last (7:10 p.m.) message to Arthur M. Anderson was, "We are holding our own". Her crew of 29 perished, and no bodies were recovered. The exact cause of

13230-595: The venerable S.F. Hodge Company ( Samuel F. Hodge & Company ), which was well known for quality steam engines and provided access not only to marine engine markets, but also to non marine markets as well. Because of the Hodge Company, which was founded in 1863, and other companies like them, the Detroit River community had become a hot bed for steam engine development. Antonio C. Pessano was elected as President and General Manager for his engineering background and charismatic personality. The new company realized that

13356-443: The water". On September 22, 1958, Edmund Fitzgerald completed nine days of sea trials . Northwestern Mutual's normal practice was to purchase ships for operation by other companies. In Edmund Fitzgerald ' s case, they signed a 25-year contract with Oglebay Norton Corporation to operate the vessel. Oglebay Norton immediately designated Edmund Fitzgerald the flagship of its Columbia Transportation fleet. Edmund Fitzgerald

13482-414: The wood-hulled R. J. Hackett was launched . It was designed specifically for the iron ore trade and had an experimental design that would soon set the standard for subsequent bulk carriers on the Great Lakes. R. J. Hackett featured a raised pilothouse at the bow , situated on top of a set of cabins, and a boxy hull to maximize cargo capacity. Between the raised forecastle and engine funnel at

13608-436: The wreck on November 14, 1975 in Canadian waters close to the international boundary at a depth of 530 feet (160 m). Edmund Fitzgerald lies about 15 miles (13 nmi; 24 km) west of Deadman's Cove, Ontario; about 8 miles (7.0 nmi; 13 km) northwest of Pancake Bay Provincial Park ; and 17 miles (15 nmi; 27 km) from the entrance to Whitefish Bay to the southeast. A further November 14–16 survey by

13734-477: Was Edmund Fitzgerald , which sank during a storm on Lake Superior on November 10, 1975. Gordon Lightfoot 's ballad, " The Wreck of the Edmund Fitzgerald ", publicized the incident. The Edmund Fitzgerald became the largest ship on the lakes at 729 feet (222 m) when launched in 1958. In addition to this, the ship was regarded for its "DJ Captain", Peter Pulcer, who frequently played music to entertain onlookers. SS  Arthur M. Anderson . launched in 1952,

13860-409: Was $ 7 million (equivalent to $ 58.1 million in 2023). Edmund Fitzgerald was the first laker built to the maximum St. Lawrence Seaway size , which was 730 feet (222.5 m) long, 75 feet (22.9 m) wide, and with a 25 foot (7.6 m) draft. The moulded depth (roughly speaking, the vertical height of the hull) was 39 ft (12 m). The hold depth (the inside height of the cargo hold)

13986-401: Was 33 ft 4 in (10.16 m). GLEW laid the first keel plate on August 7 the same year. With a deadweight capacity of 26,000 long tons (29,120 short tons; 26,417 t), and a 729-foot (222 m) hull, Edmund Fitzgerald was the longest ship on the Great Lakes, earning her the title Queen of the Lakes until September 17, 1959, when the 730-foot (222.5 m) SS Murray Bay

14112-429: Was a record-setting workhorse, often beating her own milestones. The vessel's record load for a single trip was 27,402 long tons (30,690 short tons; 27,842 t) in 1969. For 17 years, Edmund Fitzgerald carried taconite from Minnesota's Iron Range mines near Duluth, Minnesota, to iron works in Detroit, Toledo, and other ports. She set seasonal haul records six different times. Her nicknames included "Fitz", "Pride of

14238-459: Was about 16 miles (26 km) ahead at the time. Shortly after 3:30 p.m., Captain McSorley radioed Arthur M. Anderson to report that Edmund Fitzgerald was taking on water and had lost two vent covers and a fence railing. The vessel had also developed a list . Two of Edmund Fitzgerald ' s six bilge pumps ran continuously to discharge shipped water. McSorley said that he would slow his ship down so that Arthur M. Anderson could close

14364-429: Was also struck by 70-to-75-knot (130 to 139 km/h; 81 to 86 mph) gusts and rogue waves as high as 35 feet (11 m). At approximately 7:10 p.m., when Arthur M. Anderson notified Edmund Fitzgerald of an upbound ship and asked how she was doing, McSorley reported, "We are holding our own." She was never heard from again. No distress signal was received, and ten minutes later, Arthur M. Anderson lost

14490-442: Was between Superior, Wisconsin, and Toledo, Ohio, although her port of destination could vary. By November 1975, Edmund Fitzgerald had logged an estimated 748 round trips on the Great Lakes and covered more than a million miles, "a distance roughly equivalent to 44 trips around the world." Up until a few weeks before her loss, passengers had traveled on board as company guests. Frederick Stonehouse wrote: Stewards treated

14616-540: Was dismissive of suggestions that unlocked hatch clamps caused Edmund Fitzgerald to founder. He said that he commonly sailed in fine weather using the minimum number of clamps necessary to secure the hatch covers. The May 4, 1978, NTSB findings differed from the USCG. The NTSB made the following observations based on the CURV-III survey: The No. 1 hatch cover was entirely inside the No. 1 hatch and showed indications of buckling from external loading. Sections of

14742-652: Was further damaged in the same storm that sank the Morrell and was declared a total loss. Ships on the lakes have been involved in many lesser incidents. Lakers have been subject to frequent groundings in ports and channels because of varying lake levels and silting , collisions with objects (such as the 1993 collision of the Indiana Harbor with the Lansing Shoals Light Station ), icing in during winter trips and shipboard fires (including

14868-560: Was launched from the Ecorse site. This 364 ft (111 m). steel hulled, self-unloader was the prototype for the modern day self-unloader. Again technology advanced and the newer ships of 1911 based their design on the Wyandotte but were incorporated with grander features. The GLEW designed and built seven new ships of “full canal dimensions and rather deep draft,” thereby forging the way for bigger and better products and production and pushed technology further. The year 1925 marked

14994-442: Was launched. Edmund Fitzgerald ' s three central cargo holds were loaded through 21 watertight cargo hatches , each 11 by 48 feet (3.4 by 14.6 m) of 5 ⁄ 16 -inch-thick (7.9 mm) steel. Originally coal-fired, her boilers were converted to burn oil during the 1971–72 winter layup. In 1969, the ship's maneuverability was improved by the installation of a diesel-powered bow thruster . By ore freighter standards,

15120-515: Was named Edmund Fitzgerald . Her 729 ft (222 m) length made her the largest ship on the Great Lakes and she had a carrying capacity of nearly 26,800 long tons (30,000 short tons ; 27,200  t ) of iron ore. The new "Queen of the Lakes" was launched on June 7, 1958, from GLEW’s River Rouge shipyard. Mrs. Edmund Fitzgerald had the privilege of breaking the champagne bottle on Fitzgerald ’s bow. The event received wide spread media coverage. An estimated 15,000 people showed up to witness

15246-402: Was not known for turning aside or slowing down, state that "we're going to try for some lee from Isle Royale . You're walking away from us anyway … I can't stay with you." At 2:00 a.m. on November 10, the NWS upgraded its warnings from gale to storm, forecasting winds of 35–50 knots (65–93 km/h; 40–58 mph). Until then, Edmund Fitzgerald had followed Arthur M. Anderson, which

15372-479: Was outfitted with "state-of-the-art nautical equipment and a beautiful map room." Northwestern Mutual wanted to name the ship after its president and chairman of the board, Edmund Fitzgerald. Fitzgerald's own grandfather and all great uncles had themselves been lake captains, and his father owned the Milwaukee Drydock Company, which built and repaired ships. Fitzgerald had attempted to dissuade

15498-612: Was retired in 1978 and purchased eight years later by the Duluth Entertainment Convention Center and is available for touring. The SS Meteor , the last surviving whaleback ship, floats as a museum less than a mile from where it was launched in Superior, Wisconsin . The ship is permanently land-berthed on Barker's Island. Valley Camp launched as Louis W. Hill in 1917 and transported cargo until retiring in 1966. Two years later, in 1968,

15624-402: Was the last laker built with a steam turbine on the lakes. Wilfred Sykes (1949 – 678 ft, 207 m) is considered to be the first of the modern lakers, and when converted to a self-unloader in 1975 was the first to have the equipment mounted aft. Since then all self-unloading equipment has been mounted aft. Algoisle (formerly Silver Isle ) (1962 – 715.9 ft, 218.2 m) was

15750-470: Was the longest ship on the lakes and became the first bulk carrier to hold the unofficial title of "Queen of the Lakes". The title that has been passed down to record-breaking lake freighters since. SS  Carl D. Bradley held the title for 22 years, longer than any other laker of the classic design. Ford Motor Company 's Henry Ford II and Benson Ford of 1924 were the first lakeboats with diesel engines . The Canadian grainboat Feux-Follets of 1967

15876-598: Was travelling at a constant 14.6 miles per hour (12.7 kn; 23.5 km/h), but the faster Edmund Fitzgerald pulled ahead at about 3:00 a.m. As the storm center passed over the ships, they experienced shifting winds, with wind speeds temporarily dropping as wind direction changed from northeast to south and then northwest. After 1:50 p.m., when Arthur M. Anderson logged winds of 50 knots (93 km/h; 58 mph), wind speeds again picked up rapidly, and it began to snow at 2:45 p.m., reducing visibility; Arthur M. Anderson lost sight of Edmund Fitzgerald , which

#891108