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Lake Bulk Freighter built at the St. Clair yard in 1908 as a) ADAM E. CORNELIUS (1), (US.205239). Launched May 2, 1908 for the American Steamship Co. (Boland & Cornelius, Mgr.), Buffalo, NY. Dimensions: 440’loa, 426’11”lbp, 420’kl x 52’x 28’; 4900 GRT, 3736 NRT. Powered by a 1,400 ihp triple expansion steam engine and two coal-fired Scotch marine boilers. The ADAM E. CORNELIUS (1) entered service on June 12, 1908 clearing the yard light to Cleveland, OH for a cargo of coal. In July, 1942 she was lengthened 49 feet and converted to a self-unloader by the Manitowoc Shipbuilding Co., Manitowoc, WI. New dimensions: 489’loa, 475’11”lbp, 469’kl x 52’x 28’; 4939 GRT, 3853 NRT, 7300 dwt. She was renamed b) DETROIT EDISON (1) on March 10, 1948. On September 7, 1954 she was renamed c) GEORGE F. RAND (2). In May-June 1962 the RAND was sold Canadian to Reoch Steamship Co. (Westdale Shipping Ltd., Mgr.), Port Credit, ON and renamed d) AVONDALE (2) under Bermuda (British) registry (BR.316352). Her boilers were converted to oil-fired burners over the 1966-67 winter. In 1974 she was transferred to Canadian registry (C.316352). Canadian tonnage: 5663 GRT, 3796 NRT. The AVONDALE (2) was condemned and was not allowed to carry cargo after she arrived at Toledo, OH on November 27, 1975 to load soya beans. Before loading, an inspector from the American Bureau of Shipping boarded her and condemned her because of structural weakness below deck. She sailed in ballast to Port Colborne, ON on November 28th where she was stripped of salvageable equipment the next day by Marine Salvage Ltd. She was laid up in the old section of the Welland Canal next to the former S&E Shipping’s steamer PETER ROBERTSON (2). In 1978 her forward end was gutted by fire set by vandals. The AVONDALE (2) was towed to Quebec City from where she departed on July 6, 1979 in tandem with former fleetmate FERNDALE (2) towed by the Polish tug JANTAR to be scrapped in Europe. The tow arrived at Castellon, Spain on August 3, 1979 where the bulkers were broken up by I. M. Varella Davalillo.

Adam E. Cornelius on the Detroit River [PW]

Adam E. Cornelius as a self-unloader passing under the

Blue Water Bridge c1945 [PW]

Detroit Edison on the St. Clair River c1950

[PW]

Detroit Edison at Toledo 1954 [SM]

George F. Rand at Cleveland c1958 [DC]

Avondale 08/1972 [SM]

Avondale laid up in the old section of the

Welland Canal 1976 [DC]

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Lake Self-Unloading Bulk Freighter built at the Ecorse yard in 1908 as a) WYANDOTTE (1) (US.205458). Launched July 2, 1908 for the Wyandotte Transportation Co., Detroit, MI, a subsidiary of the Michigan Alkali Co. Dimensions: 305’loa-293’2”lbp-45’-24’; 2095 GRT, 1283 NRT. Powered by a 1,066 ihp triple expansion steam engine and two coal-fired Scotch marine boilers. She was first enrolled on July 30, 1908 and entered service on August 5, 1908 sailing light to Sandusky, OH for a cargo of coal for Alpena, MI. This was the first vessel built on the Great Lakes as a self-unloader. Wyandotte (1) had her unloading system redesigned when lengthened 60 feet in 1910 by the Great Lakes Engineering Works, Ecorse, MI. New dimensions: 365’loa-353’2”lbp-45’-24’; 2450 GRT, 1541 NRT, 4300 dwt. The Wyandotte Chemical Co., Detroit assumed the operation of Michigan Alkali in 1942. The Wyandotte Chemical boats were easily recognized with the red Indian mounted on their silver stacks and distinctive green hulls. WYANDOTTE’s last year of operation was 1961, when retired from service laying up just below Wyandotte Chemicals’ Detroit River plant until 1966. During lay-up was sold to Hudson Waterways, Inc., New York, NY in December, 1965. Traded in to the US Maritime Commission in June, 1966 for vessels in the James River reserve fleet. Resold by the USMC on June 20, 1966 to Transeastern Associates, New York for $25,000 who in turn sold her to Marine Salvage Ltd, Port Colborne, ON later in 1966. Departed Detroit on September 21, 1966 in tow of McQueen tug AMHERSTBURG bound for the scrap yard at Ramey’s Bend near Port Colborne on the Welland Canal, where scrapping began in June, 1967.

Wyandotte launch [DC]

Wyandotte with original self-unloading boom on the

St. Clair River [SMMC]

Wyandotte later in her career on the Detroit River

[PW]

Wyandotte at Rameys Bend 06/04/1967

[SM]

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Ecorse on the Detroit River [SMMC]Harbor Tug built in 1908 at the Ecorse yard as a) ECORSE (US 205648) for the Great Lakes Engineering Works, Ecorse, MI. Keel laid March 11, 1908. Launched June 6, 1908. Dimensions: 70’loa-61’lbp-18’-10’; 52 GRT, 35 NRT. Powered by 250 ihp high pressure non-condensing single cylinder steam engine, which was built in 1881, and a coal-fired fire box boiler. The engine came from the scrapped tug GEORGE R HAND. The hull was built with composite materials of steel ribs and wood planking. Her hull was painted bright red with yellow trim. First enrolled at Detroit on September 28, 1908 under ownership to the shipyard. ECORSE was used to move ships in and out of the dry dock or around the yard until being abandoned and scrapped in 1941.

Ecorse assisting the Crete into the dry dock at the GLEW yard at Ecorse [KK]

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Lake Bulk Freighter built at the Ecorse yard in 1909 as a) THEODORE H. WICKWIRE, (US.206045). Launched December 19, 1908 for the American Steamship Co., Buffalo, NY (Boland & Cornelius, Mgr.). Dimensions: 465’loa-452’lbp-56’-28’; 5141 GRT, 3894 NRT. Powered by a 1,520 ihp triple expansion steam engine and two coal-fired Scotch marine boilers. (The builder’s hull list shows the WICKWIRE as hull number 56 and the CLIFFORD F MOLL as hull number 57. Whereas the American Bureau of Shipping shows both vessels as hull number 56 up until about 1937 when they changed the WICKWIRE to hull number 57. We have opted to retain the WICKWIRE as hull 56 according to the Builder’s Hull list). Build completed in January, 1909 and entered service on April 29, 1909. Renamed b) HARRY YATES (3) in 1939. Last operated for Bo/Co in 1959 before laying up at Buffalo. Sold Canadian to the Hindman Transportation Co. Ltd, Owen Sound, ON and renamed c) BLANCHE HINDMAN (2) with British registry (BR.301227) in May, 1960. Canadian tonnage: 5482 GRT, 3385 NRT. Registered Canadian in 1965 (C.301227). The BLANCHE HINDMAN (2) last operated for Hindman during the 1967 shipping season before laying up at Owen Sound for the last time. Sold to Steel Factors Ltd, Montreal, QC in the spring of 1968 and resold to Spanish ship breakers for dismantling. Passed down the Welland Canal under her own power on May 7, 1968 with salt from Goderich, ON bound for Quebec City. Departed Quebec City along with the ex Peninsular & Occidental S.S. Co. passenger steamer FLORIDA (US.230773) (which had been renamed LePALAIS FLOTTANT during Montreal’s Expo 67) in tow of the German tug ROTERSAND on May 21, 1968. Arrived at Santander, Spain on June 16, 1968 where the ships were dismantled by Recuperaciones Submarinas S.A.

Theodore H. Wickwire at the Soo Locks c1922 [PW]

Harry Yates on the Detroit River 1955 [SM]

Blanche Hindman in the Welland Canal c1960

[PW]

Blanche Hindman on the Detroit River 07/1967

[SM]

Harry Yates in Hindman colors at Sarnia c1960

[PW]

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Lake Bulk Freighter built at the Ecorse yard in 1909 as a) CLIFFORD F. MOLL (US.206044). Launched January 30, 1909 for the American Steamship Co. (Boland & Cornelius, Mgr.), Buffalo, NY. Dimensions: 465’loa, 452’lbp, 444’kl x 56’2”x 28’; 5141 GRT, 3894 NRT, 8400 dwt. Powered by a 1,550 ihp triple expansion steam engine and two coal-fired Scotch marine boilers. (The builder’s hull list shows the MOLL as hull number 57 and the THEODORE H. WICKWIRE as hull number 56. Whereas the American Bureau of Shipping shows both vessels as hull number 56 up until about 1937 when they changed the WICKWIRE to hull number 57. We have opted to retain the MOLL as hull 57 according to the Builder’s Hull list). Entered service on April 29, 1909. The MOLL was renamed b) STAnDARD PORTLAnD CEMEnT in 1933. A new tank top and side tanks were fitted in April, 1940. The STANDARD PORTLAND CEMENT sank on Lake Huron two miles above Port Huron, MI in a collision with the steamer AUGUST ZIESING on May 20, 1960 with no loss of life. She was raised three days later and taken to the Great Lakes Engineering Works at River Rouge, MI for repairs subsequently laying up at Windsor, ON. She was sold in August, 1960 to Redwood Enterprises Ltd., Hamilton, Bermuda (Westdale Shipping Ltd., Port Credit, ON, Mgr.), renamed c) ELMDALE (BR.199397), sailing under British registry. Canadian tonnage: 5448 GRT, 3861 NRT, 8800 dwt. Westdale Shipping was formed in 1952 with four canallers purchased from the Hindman Transportation Co. They were BROOKDALE (1), ex-GEORGE HINDMAN (1); FORESTDALE, ex-HOWARD HINDMAN (1); GROVEDALE (1), ex-HELEN HINDMAN (1); and PARKDALE (1), ex-BLANCHE HINDMAN (1). ELMDALE was the first “large” upper lake vessel purchased by the “Dale” fleet after the Seaway opened and was one of 24 vessels that sailed in the fleet during the operating years from 1952 to 1984. The ELMDALE was registered Canadian in 1966 (C.199397). The ELMDALE was transferred to another “Dale” fleet, International Cruising Co. Ltd., in 1968 retaining Westdale as manager with the same port of registry. She was sold late in 1971 to Reoch Transports Ltd., Port Credit, ON but operated by Westdale Shipping Ltd. The ELMDALE last operated in 1972 laying up at Goderich, ON at the end of the season before being sold in the fall of 1973 to the Goderich Elevator & Transit Co. Ltd., Goderich for use as a grain storage hull. Renamed d) K.A. POWELL during the fall of 1974. The grain storage fleet at Goderich began in 1962 with the D.B. WELDON, ex-ALTADOC (1). Sold for scrap early in 1979 to Western Metals Ltd., Thunder Bay, ON. The POWELL was towed upbound by the tug W.J. IVAN PURVIS through the Soo Locks on May 24, 1979 bound for scrapping at Thunder Bay, ON which was completed in December, 1979. Her registry was closed on July 23, 1979.

Clifford F. Moll downbound on the St. Marys River c1916 [PW]

Standard Portland Cement [DC]

Elmdale on the Detroit River [SM]

K. A. Powell as a grain storage hull at Goderich c1975

[DC]

Non-powered Steel Scow built at the Ecorse yard in 1909 as a) uLSTER (US. 163780) for the Dunbar & Sullivan Co., Buffalo, NY under order number 6232. Dimensions: 125’loa-32’-8’7”; 316 GRT, 316 NRT. Entered service on March 29, 1909. ULSTER was one of five identical scows built for and operated by Dunbar & Sullivan its entire career. The other four were MUNSTER, LEINSTER, CONNAUGHT, and ERIN. Initial use of these scows was for dredging a foundation for the Michigan Central Railroad Tunnel under the Detroit River from Detroit to Windsor. ULSTER was in service for Dunbar & Sullivan until 1948. Abandoned and scrapped in 1948. Out of documentation in 1949.

Non-powered steel scow built at the Ecorse yard in 1909 as a) MunSTER (US. 163779) for the Dunbar & Sullivan Co., Buffalo, NY under order number 6232. Dimensions: 125’loa-32’-8’7”; 316 GRT, 316 NRT. Entered service on March 29, 1909. MUNSTER was one of five identical scows built for and operated by Dunbar & Sullivan its entire career. The other four were ULSTER, LEINSTER, CONNAUGHT, and ERIN. Initial use of these scows was for dredging a foundation for the Michigan Central Railroad Tunnel under the Detroit River from Detroit to Windsor. MUNSTER foundered off the coast of Harbor Beach, MI on December 6, 1936, with no loss of life, and was removed from documentation in 1937.

58HuLLnuMBER nO PHOTO 59HuLL

nuMBER nO PHOTO

Package Freighter built at the Ecorse yard in 1909 as a) nORTH SEA (US. 206229). Launched March 27, 1909 for the Mutual Transit Co., Buffalo, NY. Dimensions: 373’6”loa-46’2”-31’: 3921 GRT, 3045 NRT. Powered by a 1,800 ihp quadruple expansion steam engine and three Scotch marine boilers. Entered service on May 25, 1909. Transferred to the Great Lakes Transit Corp., Buffalo on February 22, 1916 because the railroads were forced by the US Government to divest their Lake boat holdings under the provisions of the Panama Canal Act of 1912. GLTC was organized to own and operate these vessels. Renamed b) EDWARD CHAMBERS in 1927. Chartered, along with the J.E. GORMAN, to the Minnesota-Atlantic Transit Co., Duluth in 1941, their last year of operation before M.A.T. went out of business early in 1942. Conscripted for WWII duty by the United States War Shipping Administration, Washington, DC in July, 1942 and operated by the US War Department. To by-pass the German submarine menace on the East Coast, and due to the size restriction of the Seaway, the CHAMBERS was taken to the Gulf of Mexico via the Chicago River and the Mississippi River. She was then converted to ocean service by the Waterman Steamship Corp., Mobile, AL in April, 1943. The CHAMBERS was under the direction of the US Army from March, 1943 to December, 1946. Ownership returned to GLTC in April, 1948 and later that year to Overlakes Freight Corp., Detroit but never returned to the Lakes. The CHAMBERS was sold to the Polar Trading & Packing Co., Seattle, WA in 1949. Sold to the Kaiser Co. of Fontano, CA and was scrapped at Seattle in 1951.

60HuLLnuMBER

North Sea in Mutual Transit colors [PW]

Edward Chambers in GLTC colors

[PW]

North Sea in GLTC colors at the Soo Locks c1923

[DC]

Edward Chambers M.A. Transit fleet colors 1941

[DC]

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Package Freighter built at the St. Clair yard in 1909 as a) nORTH LAKE (US. 206144). Launched March 13, 1909 for the Mutual Transit Co., Buffalo, NY. Dimensions: 373’6”loa-46’-26’: 3861 GRT, 2941 NRT. Powered by a 1,800 ihp quadruple expansion steam engine and three coal-fired Scotch marine boilers. Entered service May 1, 1909. Transferred to the Great Lakes Transit Corp., Buffalo on February 22, 1916, because the railroads were required under the provisions of the Panama Canal Act of 1912 to divest themselves of competing vessels. Great Lakes Transit Corporation was organized to own and operate these vessels. On October 3, 1923, the NORTH LAKE stranded Lake Superior at Pine River Shoal, at a cost of $23,500. New Tonnage in 1924: 4053 GRT, 3122 NRT. Renamed b) J.E. GORMAn in 1927. Chartered, along with the EDWARD CHAMBERS, to the Minnesota-Atlantic Transit Co., Duluth in 1941, their last year of operation before M.A.T. went out of business early in 1942. Conscripted by the United States Maritime Administration, Washington, DC in July, 1942 for wartime duty operated by the War Department. Towed to the Gulf of Mexico via the Chicago River and the Mississippi River to by-pass the German submarine menace on the East Coast. Rebuilt for ocean duty as a marine repair ship in April, 1943 by the Alabama Dry Dock Co., Mobile, AL. Bareboat chartered to the US Army from April, 1943 to March, 1947. Her Coast Guard crew reported aboard when the GORMAN was commissioned on September 5, 1944 as the c) uSS J.E. GORMAn and served in the Pacific Theater of Operations during WWII. One report shows

North Lake launch at St. Clair [SCHM]

North Lake on the St. Marys River 1919 [PW]

that the GORMAN also transported troops. She was decommissioned March 20, 1947. Sold into Panamanian registry after the war to Panagua Steamship Co., Inc. and renamed d) ADELAIDE in 1948. Scrapped at Tokyo, Japan in 1954 by Nishi Shoji K.K., arriving there on December 6, 1953 with work beginning in January, 1954.

J. E. Gorman on the St. Marys River c1930 [PW]

Adelaide in the Panama Canal [DC]

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Lake Bulk Freighter built at the Ecorse yard in 1909 as a) SHEnAnGO (US.206329). Launched May 1, 1909, for the Shenango Furnace Co., Cleveland, OH. The SHENANGO was the third vessel built for the Shenango Furnace Co. following the WILLIAM P. SNYDER and the WILPEN. Dimensions: 606’loa, 588’10”lbp x 58’x 32’; 8047 GRT, 6498 NRT, 12,500 dwt. Powered by a 1,900 ihp triple expansion steam engine and two coal-fired Scotch marine boilers. The SHENANGO entered service in July, 1909. A new tank top and side tanks were installed in April, 1940. The SHENANGO was repowered in 1952 with a 4,400 shp double reduction geared cross compound steam turbine and two oil-fired water tube boilers. Her service speed at that time was 14.5 knots (16.7 mph). The SHENANGO was sold in 1957 to the American Steamship Co. (Boland & Cornelius,

Shenango on the ways 1909 [PL]

Shenango at Sturgeon Bay 1945 [PW]

Mgr.), Buffalo, NY and in October, 1958 she was renamed b) B.W. DRuCKEnMILLER. The DRUCKENMILLER was one of three remaining straight deckers to operate for American Steamship, when she laid up at Buffalo late in 1962 the last time for this fleet. She was sold on August 3, 1964 to Wilson Marine Transit Co., Cleveland for $300,000 and towed from Buffalo to Superior in September, 1964. During the winter of 1964-65 a bow thruster, new side tanks and #4 hold tank top were installed and her boilers were automated by Fraser-Nelson, Superior, WI, emerging the following spring renamed c) A.T. LAWSOn. In January, 1967 the LAWSON was purchased by the Ingalls Ship Building Corp., Pascagoula, AL (Wilson Marine Transit Co., Mgr.) and then in July, 1968 her owner became Litton Systems Inc., Baltimore, MD still managed by Wilson Marine. After only sporadically operating in 1972, American Ship Building through their recently obtained Kinsman Marine Transit Co. of Cleveland purchased the LAWSON in the fall of 1972 and in May/June, 1974 she came under the ownership of S&E Shipping Corp., Wilmington, DE. In fact, the entire Wilson fleet was involved with this transaction that took over a year to complete due Anti-Trust considerations. In December, 1975 she was sold Canadian initially to the joint ownership of Reoch Transports Ltd., Port Credit, ON and Robert Pierson Holdings Ltd., Thorold, ON and was managed by the Soo River Co. of Thorold. In early 1976 the LAWSON was renamed d) GEORGE G. HEnDERSOn (C.370161). Canadian tonnage: 8935 GRT, 6358 NRT. The HENDERSON was transferred in 1977 to Pierson Steamships Ltd. of Thorold with Soo River remaining as manager. She came out in the spring of 1979 renamed e) HOWARD F. AnDREWS. Pierson’s shipping operations experienced financial difficulties and was placed in receivership in August of 1982. All the Soo River vessels were sold by the receivers to the P&H Shipping Division of Parrish & Heimbecker Ltd., Mississauga, ON and on September 16, 1982 the ANDREWS was renamed f) ELMGLEN (1) (C.370161) which continued operating for the remainder of the 1982 season. She did not fit out in 1983 and remained idle at Pier 27 in Toronto, ON due to her deteriorated condition. ELMGLEN (1) was sold for scrap in early 1984 and on May 2nd departed Toronto in tow bound for Port Maitland, ON where she was dismantled by Port Maitland Shipbreaking Ltd. Scrapping began November 1, 1984.

Shenango with a load of cars at Duluth 06/1958

[SM]

B. W. Druckenmiller first full year of operation for Bo/Co Detroit River 08/1959 [SM]

B. W. Druckenmiller loading Plymouth cars last year of

operation for Bo/Co Detroit 1962 [EM-DM]

A. T. Lawson in Kinsman colors at Cleveland 1973

[PW]

A. T. Lawson in Wilson colors in the Detroit River

07/1969 [SM]

George G. Henderson in her new fleet colors at Thunder Bay 04/1976

[GO]

Elmglen refueling at Windsor 12/1982

[MN]

Howard F. Andrews at Port Colborne 10/1979

[SM]

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G. A. Boeckling launch 05/06/1909 [BH]

G. A. Boeckling [center] at Cedar Point [SM]

Steel Sidewheel Day Excursion Steamer built at the Ecorse yard in 1909 as a) G.A. BOECKLInG (US.206423), Launched May 6, 1909 for the Bay Transportation Co., Sandusky, OH for the pleasant five mile round trip run between Sandusky and the Cedar Point Amusement Park on Cedar Point peninsula in Ohio and was the only side-wheeler built by GLEW. Dimensions: 156’loa-140’lbp-48’(over guards)-30’-9’1”; 328 GRT, 157 NRT. Powered by a 600 ihp two cylinder inclined compound steam engine. The engine, originally built in 1887 for the NEW YORK (ex SHREWSBURY), US.116152, was installed at Detroit, MI in 1909. She made her sea trials on June 17, 1909 and christened on June 28, 1909. George A. Boeckling, her namesakes, was the founder of the Bay Transportation Co and Cedar Point Resort Co. The BOECKLING made her final trip across Sandusky Bay to Cedar Point in the fall of 1951 before retiring from service in 1952 when replaced by a diesel powered vessel of the same name. In addition, the need for ferry service was removed in 1957 when the $600,000 Causeway was completed allowing larger volumes of cars direct access to the park. This replaced the old 1914 built Cedar Point Road, or the Chaussee, which was a real bottleneck on busy summer days. The BOECKLING was removed from documentation in 1953 as “abandoned”. Sold to Peterson Builders Inc. of Sturgeon Bay, WI in 1955 and towed to Sturgeon Bay for use as a floating warehouse and machine shop. Purchased by The Friends of the G.A. Boeckling and was towed back to Sandusky by the Gaelic tug WILLIAM A. WHITNEY on June 11, 1982 for restoration. Partially restored, she was towed to the Hocking Valley slip at Toledo, OH. Burned to a total loss by vandals on June 21, 1989 and finally scrapped at Toledo.

G. A. Boeckling as a floating warehouse at Sturgeon Bay 1956

[DC]

G. A. Boeckling on Sandusky Bay run

to Cedar Point [BH]

G. A. Boeckling at Hocking Valley slip Toledo

c1982 [JH]

Non-powered Steel Scow built at the Ecorse yard in 1909 as a) LEInSTER (US. 163778) for the Dunbar & Sullivan Co., Buffalo, NY under order number 6321. Dimensions: 125’loa-32’-8’7”; 316 GRT, 316 NRT. LEINSTER was one of five identical scows built for and operated by Dunbar & Sullivan its entire career. The other four were MUNSTER, ULSTER, CONNAUGHT, and ERIN. Initial use of these scows was for dredging a foundation for the Michigan Central Railroad Tunnel under the Detroit River from Detroit to Windsor. LEINSTER was in operation until 1956 and was out of documentation in 1957. No further information was available.

64HuLLnuMBER NO PHOTO

Non-powered Steel Scow built at the Ecorse yard in 1909 as a) COnnAuGHT (US.163776) for the Dunbar & Sullivan Co., Buffalo, NY under order number 6321. Dimensions: 125’loa-32’-8’7”; 316 GRT, 316 NRT. Entered service on March 29, 1909. CONNAUGHT was one of five identical scows built for and operated by Dunbar & Sullivan its entire career. The other four were MUNSTER, ULSTER, LEINSTER, and ERIN. Initial use of these scows was for dredging a foundation for the Michigan Central Railroad Tunnel under the Detroit River from Detroit, MI to Windsor, ON. CONNAUGHT was in operation until 1956 and was out of documentation in 1957. No further information was available.

65HuLLnuMBER

Connaught before launch 1909 [SMMC]

66HuLLnuMBER

Lake Bulk Freighter built at the Ecorse yard in 1909 as a) STADACONA (1) (US.206419). Launched May 29, 1909 as for the Stadacona Steamship Co., Michigan City, IN, an American subsidiary of the Inland Navigation Co. of Hamilton, ON (James Playfair, Mgr). Dimensions: 500’loa-488’lbp-56’-30’; 6014 GRT 4654 NRT, 9770 dwt. Powered by a 1,600 ihp triple expansion steam engine and two coal-fired Scotch marine boilers. The STADACONA (1) entered service on July 10, 1909. During a fairly tumultuous period from 1911 to 1913, Inland Navigation was involved with a series of mergers with Richelieu & Ontario Navigation and Northern Navigation culminating on June 17, 1913 with STADACONA’s ownership being absorbed into the newly formed Canada Steamship Lines. She remained in US registry with her registry being recorded at Michigan City. The STADACONA (1) was sold on December 16, 1920 to the Pioneer Steamship Co. (Hutchinson & Co., Mgr.), Cleveland, OH and renamed b) W.H. McGEAn. In 1961 her boilers were converted to oil-fired burners. In the Fall of 1962 the Ford Motor Company’s Marine Division, River Rouge, MI purchased the McGEAN and renamed her c) ROBERT S. McnAMARA on October 3, 1962. The McNAMARA underwent ice strengthening for winter navigation at Hansen Welding, Toledo allowing her to transport coal year round from Toledo

Stadacona on the St. Marys River 1917 [PW]

W. H. McGean on Lake St. Clair 1958 [SM]

to Ford’s Rouge Steel plant beginning service November 3rd. Her capacity was approximately 10,000 tons of coal. Rechristening ceremonies were held on November 8, 1962 at Ford’s Rouge plant. Further ice strengthening, which included replacement of 42 bow plates and installation of respective heavier frames occurred in mid-July, 1963 at Fraser-Nelson’s Superior yard, returning to service in late fall. A bow-thruster was added at this time. In the summer of 1966 Ford obtained restricted approval from the US Coast Guard and the American Bureau of Ships to make the year around coal runs from Toledo with open hatches, which disallowed her from carrying grain or iron ore. As a result, the McNAMARA’s telescoping hatch covers were discarded and a six-foot high trunk was welded around her expanded hatch openings the entire length of her three cargo holds at G&W Welding, Cleveland increasing her coal capacity to 10,750 tons. She operated in that service until the spring of 1971, when she laid up for the last time in the Rouge turning basin. The McNAMARA made 1,437 trips on the Toledo run totaling 14 million tons of coal to the Ford Rouge plant. Sold in August, 1972 to Detroit Bulk Dock, Inc. for use as a dock face on the Rouge River. This use was not approved by government officials and the deal fell through. By this time, the McNAMARA was in need of a new tank top and side tanks so the decision was made to sell her to United Steel & Metal, Hamilton for scrap and then to Spanish ship breakers. On August 27, 1973 the McNAMARA was towed out of the Rouge River bound for Hamilton, ON to load scrap. On November 14th she was towed out of Hamilton to Quebec City. The ROBERT S. McNAMARA departed Quebec City with Kinsman Marine’s BUCKEYE MONITOR on December 4, 1973 towed by the tug SEETRANS I. In transit, the BUCKEYE MONITOR sank on December 16th in the North Atlantic but the McNAMARA arrived in tow at Santander, Spain on January 11, 1974 for dismantling by Recuperaciones Submarinas. Scrapping was completed by February 24, 1974.

Robert S. McNamara in the Rouge River 04/1970 [SM]

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Non-powered Steel Scow built at the Ecorse yard in 1909 as a) ERIn (US.164157) for the Dunbar & Sullivan Co., Buffalo, NY under order number 8000. Dimensions: 125’loa-32’-8’7”; 316 GRT, 316 NRT. Entered service on June 22, 1910. ERIN was one of five identical scows built for and operated by Dunbar & Sullivan its entire career. The other four were MUNSTER, ULSTER, LEINSTER, and CONNAUGHT. Initial use of these scows was reportedly for dredging a foundation for the Michigan Central Railroad Tunnel under the Detroit River from Detroit, MI to Windsor, ON. ERIN was in service until 1956 and was out of documentation in 1957. No further information was available.

NO PHOTO

68HuLLnuMBER

M.C.R.R. tunnel section

MCRR Tunnel-SEE HULL 44-52 69HuLLnuMBER

Dry dock for the Great Lakes Engineering Works

Dry dock sections-SEE HULL 4

Package Freighter built at the St. Clair yard in 1909 as a) NORTH STAR (2) (US. 207011). Launched October 2, 1909 for the Mutual Transit Co., Buffalo, NY. Dimensions: 373’6”loa-46’-26’: 3849 GRT, 2928 NRT. Powered by a 1,500 ihp quadruple expansion steam engine and three Scotch marine boilers. NORTH STAR (2) entered service on April 9, 1910 when cargo was loaded at Cleveland bound for Duluth. This was the second vessel with this name in Mutual’s fleet and replaced the first one which sank in a collision on Lake Huron, late in 1908. Transferred to the Great Lakes Transit Corp., Buffalo on February 22, 1916 because the railroads were forced by the US Government to divest their Lake boat holdings under the provisions of the Panama Canal Act of 1912. GLTC was organized to own and operate these vessels. Renamed b) H.A. SCAnDRETT in 1928. Conscripted in July, 1942 by the United States Maritime Administration, Washington, DC for wartime duty operated by the War Department. Transferred to the Gulf of Mexico via the Chicago River and the Mississippi River to by-pass the German submarine menace on the East Coast. The SCANDRETT was rebuilt for ocean duty in February, 1943 by the Alabama Dry Dock Co., Mobile, AL for bareboat charter to the US Army from April, 1943 to November, 1945 before being laid up. Subsequently, the vessel was sold in October, 1947 to Overlakes Freight, Detroit and then again immediately to Merivienti A/B O/Y,

Helsinki, Finland, who renamed her c) HAMInA. Trading primarily on the Baltic Sea, the HAMINA was sold in October, 1954 to Belgian shipbreaker, Leon Engelen for scrap arriving at Antwerp on October 3, 1954. Her double bottom was used as a mooring pontoon in the Flushing Outer harbor. The double bottom pontoon was towed to the Flushing Inner harbor in May, 1982 where it was broken up.

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North Star launch at St. Clair 10/02/1909 [SCHM]

North Star on the St. Marys River c1923 [PW]

H. A. Scandrett [DC]

Hamina at Cape Town, South Africa [BS]