Volume 21, No 6, Nov / Dec 2000

LAKE
MARINE SOCIETY
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Vol. XXI, No.6
November / December,
[email protected]
2000
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Cy Hudson
(Assistant Editor)
Terry Doyon (Editor)
272 Elgin St.
Sarnia, ON, N7T 5B6
Membership (annual) - $12.00 (U.S.) $18.00 (Can. funds)
Send to: L.H.L. Port Huron Museum, 1115 6th St.,
Port Huron, MI 48060 - 5346. Phone (810) 982-0891
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DIRECTORS
EXECUTIVE COMMITTEE
President
V. President
Secretary
Treasurer
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Fred Miller
Paul Schmitt
Karen Gorski
Cy Hudson
Ray Bawal Jr.
Gene Buel
Terry Doyon
Gareth McNabb
Andy Rosales
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ANNOUNCElVlENTS
Our third 2000 dinner meeting, also a joint meeting with the Marine Historical Society of Detroit, was held at
the Museum on Saturday, September 30th and was attended by 72 members and their guests. The guest speaker
was Bob Hanford of Port Huron who presented an entertaining program entitled Fort Gratiot Lighthouse. Fourgifts were donated for the evening's raffle. Ken Barrand of Avoca, MI won a one-year subscription to Great
Lakes Photo Magazine, graciously donated by the magazine's publisher, LHL member Jon LaFontaine of St.
Paul, MN. Craig May of Marine City, MI and Fred Heise of Marysville, MI each won a copy of the book Ahoy
& Farewell II, donated by MHSD. Last but not least, Rick Ryan of East China, MI won a copy of Alexander C.
Meakin's lviaster of the Inland Seas (The story of Captain Thomas Wilson and the fleet that bore his name),
donated to the raffle by Lake Huron Lore.
~lark your Calendar - Our final dinner meeting of the year, a joint meeting with our sister society, the Marine
Historical Society of Detroit, will be held on Saturday, November 11th at the Port Huron Museum. The doors
will open at 6:00 pm and dinner will be served by the Museum Guild at approximately 6:30. The cost is $10.00
(U.S. funds) per person and checks and money orders can be made payable to Museum Guild. Our
entertainment guest is longtime member Dick 'Wicklund of Burton, 1vil who will present his program entitled,
~.(yLake Huron iYfemories. vVe have enclosed a yellow dinner reservation slip for your convenience. Please fill
)Ut the slip and send it the Port Huron Museum by vVednesday, November 8th. Please include your phone
lUmber and write Dinner j~Jeetingon the envelope.
Yew it/embers - L.H.L. wishes to welcome aboard James Leslie and Bob Hanford, both of Port Huron, Wand
vfary J. Better of Harrison Twp. W.
k" ear
2001 Membership Dues - Next year's membership dues for the Lake Huron Marine Society are now
)eing accepted by our treasurer, Cy Hudson. Our annual dues remain at $12.00 (US. funds) and $18.00
:Canadian funds) for our Canadian members. Please remit your renewal using the enclosed white slip and your
nembership will be renewed for the 2001 calendar year. A prompt reply will assist to lower the L.H.L. 's
financial costs. The US. Post Office has recently added an additional 4-digit Zip Code to many household
lddresses. Please ensure this new 4-digit number is on your renewal slip. Also, feel free to send along an
ldditional $12.00 and give a Lake Huron Lore membership as a friend or relative this Christmas.
*** NAME THIS SHIP ***
* Paul Sherlock Photo - AI Sykes Collection *
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WhvDo We Say It?
By Cy Hudson
"Wide Berth"
Why do we say we give a wide berth to something we avoid? Its because the spot where a ship lies at anchor is
called it's berth and if its been anchored so it can swing freely with the wind and tide and with all other ships at
a distance, it has been given, quite literally, a wide berth.
She Was Lost ... And Now Is Found
By Cy Hudson
In August, 2000, the news of the wreck of the steamer Wexford which sank in Lake Huron during The Great
Storm of 1913 on November 8th of that year, had been located and confirmed. Bob Carey, a local diver and
chairman of the Goderich Marine Heritage Committee announced that the vessel was on the bottom of Lake
Huron, nearly 7 miles offshore between Grand Bend and Bayfield, ON. The vessel is sitting upright in pristine
condition, only her smokestack is missing. After her loss in 1913, the Wexford has remained a mystery and
elusive to marine researchers, until a salmon fisherman, Donald Chalmers, detected "something" with his fishfinder. Later, Bob Carey dived on the "something" which proved to be the long lost Wexford.
The ship was a product of the shipyard of William Doxford & Sons Co., Sunderland, England in 1883, Hull #
145, GRT 2,104. Launched as Wexford, sold to a French shipping firm in Dunkirk, France in 1898 and renamed
Elise and, in 1903, sold to the Western Steamship Co. of Toronto, brought to the Great Lakes and given back
her original name Wexford. At the time of her loss, under the command of 26 year old Captain Bruce Cameron,
the Wexford was engaged in carrying a wheat cargo from Fort William to Goderich for the James Richardson &
Sons Grain Co., with most of her crew hailing from the Collingwood, ON. area. The ship's Steward, George
Willmott, was escorted by his wife on the ill-fated voyage. Word was received that the vessel had passed
downbound at the Soo on her way to Goderich. However, Lake Huron was to experience a November storm of
gigantic, colossal strength and the We.iford never reached her destination port, Goderich. Several days later, 5
bodies of drowned men, four wearing lifebelts marked Wexford and the other London, were washed ashore on a
beach 5 miles south of the town of St. Joseph. The storm, which ravaged all of the Great Lakes for 6 days, from
Friday, November 7th until Wednesday, November 12th, destroyed 19 ships and caused the stranding of another
20 with the loss of 244 lives.
The missing We.iford wreck had remained an enigma, a puzzle for all these years until now. In 1975, a story
developed of a mystery wreck that had been found in this same area, but was not followed up on, owing to bad
weather and legal red tape, S9 the wreck was never identified properly, until fisherman Donald Chalmers came
along with his fish-finder .... and you know the rest of the story.
In the Maitland Cemetery at Goderich, there is a large granite stone engraved with the word "Sailors" dedicated
to all the unidentified seaman who lost their lives in the Great Storm of 1913. Our former Lake Huron Lore
President, the late Walt Smith, was instrumental in leading a small delegation of our Society members to an
annual wreath laying ceremony at the grave site. One should not forget another former Society member, the late
Ron Pennington of Goderich, who played a significant part in having the Goderich Town Council restore tJ:lis
"Sailors" memorial stone to its historical importance.
Footnote: There are conflicting reports of the nature of the We.ifords cargo. Some sources quote that her cargo
was steel rails.
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* Photo by
Pesha *
Experience on the Steamer lVovadoc
by Lloyd Belcher
Editor's note: November 11th, 2000 will mark the 60th anniversary of the 1940 Armistice Day Storm which
claimed three vessels, two of which, the Anna C. Jvlinch and the William B. Davock, went down with all hands.
The third vessel, the steamer Novadoc (2) was built in 1928 as Hull # 1345 at Wallsend, England by Swan,
Hunter & Wigham Richardson Limited. The 259' canal-sized bulk carrier was built for N.M. Paterson and Sons
shipping company of Fort William, Ont.
The author was a wheelsman on the Novadoc when the vessel went aground on Lake Michigan during a heavy
southwest gale and sank off Juniper Beach, near Pentwater, Michigan. The following is his account of the
expenence.
We cleared Montreal on the 1st of November, light for Chicago, to load sulphite coke for Port Alfred,
Quebec. Crossing Lake Ontario and Lake Erie was favourable but when we came to Lake Huron the winds grew
stronger and we were forced to take shelter at Harbor Beach for 36 hours. During that time, the big upper lake
boats were able to keep going but some had difficulty in the big seas. After 36 hours the seas had gone down
considerable and we pulled out. After we had been out a short time we noticed we had company with us the rest
. of the way to Chicago as three other company boats were with us, namely the Cartierdoc (1), Wellandoc (1) and
Hamildoc (1). When we arrived at Chicago, we loaded first and cleared Monday morning at 3 o'clock As we
were going down the narrow channel we went by the Wellandoc and they bid us "goodbye and safe journey". As
we went by the Coast Guard Station the Captain yelled for the weather report but they had none so we went
right on out through the breakwater slowly as it was a bit foggy. The glass was going down all the time and the
wind was from the southeast but we had no idea that it was going to get as bad as it really did. At noon I was
called to go on duty so I went back for a cup of tea before I took the wheel. By that time the seas were getting
and bigger and the wind still came from the southeast. At 1 o'clock the Captain came up and said the glass had
gone right to the bottom so we knew we were in for a storm. We then pulled in the east shore so we could get
the lee of the land. At 2 o'clock the wind shifted to the southwest and blew harder than ever. It was no use trying
to make for the west shore as we were too far out in the middle. The waves were getting too big to make the
piers at any of the ports on the east side of lake so the Captain decided to turn the ship around and let it ride the
sea out. vVe sent word down to everyone to stand by as we were going to turn around and we would likely roll
heavy. We turned the wheel to hard-a-port and asked for a second ring but the ship just laid in the trough of the
seas and rolled. When we saw it wasn't going to turn, we pulled it back and set the course for just clear of Little
Point Sable Light. As the waves grew bigger, we started to ship water over the stem. At 4 o'clock, I saw we
were really in danger and the waves were washing right over the decks. At 6 o'clock, my partner came up and
took the wheel from me but I remained up with the Mates and Captain in case there was anything to be done.
About 6:30, we noticed No.3 hatch tarpaulin beginning to rip so the Mate took the wheel and my partner and I
went down and, with the watchman and deckhands, we managed to nail a board on over the rip which would be
about eight feet long. As soon as we had done that, we told all the boys to stand by for further orders. We then
went back to the wheelhouse after changing our clothes as the seas were washing over top of us. The Captain
then decided to turn the ship around for a second time but had no success as the waves were too big.
Darkness had set in by this time and we were all alone out there with no other ships near us. We had met the
Anna C. Minch in the afternoon going towards Chicago but we had no idea a big boat would go down to the
bottom. After trying to turn around for the second time with no success, we then tried to get back again, but we
couldn't so we remained in the trough of the sea until we hit. vVhen we saw we couldn't do anything else, the
Captain asked me if I could get down to where the rest of the crew were to tell them to each put on a lifebelt
and come up to the wheelhouse. I made my way down to the deck but couldn't get any farther. The waves were
washing over top of everything so I went back in the Captain's room and pounded on the steel floor until they
heard me so I broke open a porthole, stuck my head out and yelled down for them all to come up to pilothouse
with the lifebelts. After they all came up, we watched for the light and the shore. At least the light was spotted
straight ahead of us but the seas were so high we could not do anything.
The Captain put the engine at half speed astern to see if that wouldn't stop us from going on to the shore, but
we kept getting closer and closer. From then on we tried in vain to turn the ship around but it was impossible.
The waves were just like mountains and the only time that we could see the light, was when we were on the top
of a wave. When we got close to the light, the surf of the waves from shore turned us around and we were then
heading into the waves for the first time. Immediately, the Captain thought he had a chance to save his ship so
he rang full ahead. As soon as we started into it, the first big waves came over the wheelhouse and broke all the
front windows in it. The wheelhouse then was full· of water and everyone had cuts and bruises from the broken
glass and wreckage. We then rang full astern for awhile and then stopped the engines. The surf was then
carrying us down the shore until we got about two miles north of the light, then we struck bottom for the first
time. We were all glad to see it hit as we knew we had a chance of being saved then. When· the ship hit, she
quivered from stem to stem and broke in two. With her back broken; she soon filled up with water and we were
forced to spend the night in the Captain's room. We were in darkness as the wires were broken under the deck
and the engine room soon filled up as the gangway door broke in. The aftercrew were forced to spend the night
in the Oiler's room and each one took turns in bailing water out the porthole to keep alive. There were ten of us
up in the Captain's room so we all made ourselves as comfortable as possible. We were soaked and had no more
clothes to put on so we just made the best of it. Before we laid down for the night we thought it would be a
good idea to lower down the anchors just in case the surf would carry us out again. With the help of a deckhand,
I went out and lowered them down, then we came in and sat around and talked. We lit the coal-oil lamp to give
us a little light but it only lasted a few hours. The night was long and cold with not much encouragement of
being rescued.
Just before daylight, the port door caved in forcing us all into the Captain's office. Our only hope then was
that the wall between his office and the rest of his quarters wouldn't let go as we had no other place to go. We
felt the walls getting weaker all the time so we put boards up against it to prop it up hoping it would hold until
we were rescued. After daylight came we noticed our lifeboats had been washed away so the only way we could
be rescued was aid from shore.
About 9:30 in the morning we noticed three men on the shore walking up over the hill so we tried to draw
their attention by waving a sheet out the door. At last they saw us so they went back over the hill. About an hour
later there were about a dozen men coming down to the shore. During the day the crowd got bigger and soon
there were hundreds of people there but no one would dare come out in those raging waters. As we were only
700 feet from shore, we tried to shoot a line to the shore but had no success.
We kept sending up rockets to let the people know we were still alive. As darkness came on us for the second
night, we saw we had no chance of being rescued that day so we all sat around hoping for the best. By this time
we were cold and getting quite hungry as we had nothing to eat for two days The Mate then found a pail and
made a little fire in it to warm us up a bit. We broke up the furniture and chairs for wood and when that was all
gone we started on the walls. We had a little axe with us so we broke up the wall with it. We opened every door
to let the smoke out as we had the fire close to the door; on the floor. Every hour, we sent up a rocket to let the
folks Jrnow we were there yet. On shore, they kept a fire going all the time to try to encourage us and to let us
know there was nothing to do but wait until help arrived. During that night the sea had gone down and when
daylight came, the Captain went down to the afterend of the boat to see who all was there. We knew there was
someone there as they were throwing water out of a porthole. When they came back up forward we found to our
sorrow that the two cooks had been washed overboard and one fireman was almost all in from exposure. All
seventeen of us were once more back together again and we all crowded around the fire. The fire felt good to
them as they had no fire all the time they were back there.
Some of the crew decided that if help didn't come by noon they were going to try to swim to shore, but the
water was so cold, the chances were we would never have made it. The crowds were getting bigger on the shore
all the time so we knew help must be coming to us. At last we noticed a small fishing boat approaching us and
as it came closer we all went out on the bow deck to greet them. It didn't take us very long in getting into it.
They then turned their boat around and headed back for Pentwater, eight miles up the shore from us. We were
still rolling good but the little boat was built for high seas and the crew were good in a sea.
As we rode back, they told us of the Anna C. ivfinch going dowll, the rVilliam B. Davock and several other
smaller ones that also went down. They were finding bodies of both boats along the shore near us so they knew
that they must have gone down somewhere not far off. As we arrived at the dock, we were greeted by hundreds of
people who were anxious to see us safe on shore again. We were then taken to the Coast Guard Station where we
were given a hearty welcome and after being warmed up with rum and coffee and a good meal, we all went to lie
down for a few hours. The first thing we had to do was to wire home to our families to tell them of our safe arrival
on shore.
That afternoon, the President of the Sarnia Steamship Co. came over from Canada and asked if we knew any of
the crew of the Minch so when he handed us the list, I found I knew several of the crew on it. We were just lucky
that we weren't in the same place as them as the boat was found that afternoon just four miles from us about a
thousand feet off shore in forty feet of water. No one will ever know just what happened to it but experts say that
the two boats collided as the afterend of the Minch is not there at all. .
We were all taken to a restaurant for supper and afterwards went to a theatre. When it was over there was a
chartered bus waiting to take us to Muskegon for the night where we met the President of the company. We stayed
there for two days until the investigation was over, then we took a train and came back to Toronto to the Union
Station where we were interviewed. We stayed in Toronto that night and the next day we were allowed to go home
on the night train where we were welcomed by our parents, relatives and friends.
~
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** Photo: Earl D. Simzer Collection **
NAUTICAL NEWS
JYLH.S.D. CALENDARS FOR 2001
The Marine Historical Society of Detroit now has on sale their annual calendar which features 14 colored ship
photos of the renowned Historian Rev. Peter Van der Linden. The cost is $12.95 (U.S. funds) which includes the
shipping & handling costs. The calendars, which make an excellent Christmas gift, may be purchased from
M.H.S.D. Publications Manager, James H. Jackson, 8566 Cadillac Circle, Grosse He, NlI. 48138.
BOAT TRIP RAFFLE
The International Shipmaster's Association, Port Huron Lodge # 2 are having a raffle for a trip for 4 adults aboard
the American Steamship Company 1000 ft. M/V Walter J. McCarthy, Jr. The trip is to be taken prior to May 31st,
2001 or after September 1st, 2001. The tickets are $10.00 and can be ordered from I.S.M.A. - Port Huron Lodge
#2, P.O. Box 611634, Port Huron, NlI. 48061-1634. Checks or money orders can be made payable to Port Huron
Lodge # 2. The draw will take place at the Fogcutter Restaurant, Port Huron, 111. on March 3rd, 2001 at 10:00 pm.
You do not have to be present to win. The Port Huron Lodge # 2 is the oldest active Lodge in the I.S.M.A. and is a
regular donor to various marine organizations in our area. These include the Port Huron Lightship Museum, the
Mariner's Church in Detroit, the U.S.N.S.C.S. Gray Fox (port Huron Sea Cadets) and the Port Huron Museum
Marine Gallery.
FOR YOUR BOOKSHELF
The Lightship received a note from LHL member Donald Blain who wanted to infonn us of a book he had recently
read entitled Boats, Great Lakes & Me by Captain Glen F. Shaw. Don enjoyed the book very much, described it as
"great" and went on to say "it tells a lot about sailing the Great Lakes and brings back a lot of memories" (Don
sailed for Bethlehem Steel Corp. for 26 years - see story in The Lightship Vol. XIX, No.2). The book can be
obtained by sending a check or money order for $11.95 plus $2.50 postage (U.S. funds) to Capt. Glen F. Shaw, 545
DiviSIon, P.O. Box 422, Detour Village, 111, 49725.
MARINE SCENE
10 years ago ... (1990)
November - The last remains of the Pittsburgh S/S·Co.'s James A. Farrell (US 210912) were cut up at HymanMichaels scrapyard in Duluth.
Nov. 24th - The Kinsman Lines Inc. steamer Kinsman Independent (3) (US 264317) while upbound light bound for
Thunder Bay to load grain for Buffalo, ran aground at 11:00 am. two miles off the entrance to Siskiwit Bay on the
southeast side of Isle Royale, in Lake Superior. She was freed the next day by the Purvis Marine tugs Anglian
Lady, w.J. Ivan Purvis and w.I. Scott Purvis who assisted the Independent to the Portship shipyard arriving there
(Thlmder Bay) on Nov. 26th. The U.S.c.G. officials who investigated the incident were puzzled why the ship was
24 miles from her nonnal route of sailing north of Isle Royale when the weather conditions were good, and human
error was suspected.
,
Dec. 7th - Enerchem Transport sold their tanker Enerchem Laker (C 310621), built by Davie Shipbuilding &
Repair Ltd., Lauzon, QC in 1958 as the bulk carrier Rockcliffe Hall (2). Converted to a tanker and renamed Island
Transport (2) in 1972. Renamed RecovelY HII by her new overseas owners, flying the Panamanian flag, she left
Montreal for off-lakes service.
Dec. 15th - The Federal Danube was the last saltwater ship to transit downbound at the Soo Locks.
Dec. 20th - The J.W. Westcott Co. closed their 117th season of operation on the Detroit River.
Bethlehem's Lewis Wilson Foy (US 592377) and Sparrows Point (US 264391) were officially sold to Oglebay
Norton and renamed Oglebay Norton and Buckeye (3).
Dec. 24th - C.S.L.'s self-unloader Jvianitoulin (5) (C 323017) closed navigation for the season when she sailed
downbound through the Welland Canal.
20 years ago ... (1980)
Nov. 5th - The tug Lauren Castle (US 203337) was in collision with the tanker Amoco Wisconsin (US 230184) in
. lower Grande Traverse Bay and sank in 400 ft. of water. Her Chief Engineer was lost in the accident.
Nov. 18th - The Lac Des Iles (C 310470) finished her last voyage under her own power when she tied up at the
Berth 283 in Toronto harbor after failing her 4 year inspection and survey at the Port Weller drydock on Nov. 17th.
Her Canadian registry was closed on Apr. 7th, 1981 as sold "Panamanian".
Nov. 19th - The D.o. Kerr (US 214147), while waiting in the harbor at Sydney, Nova Scotia to be towed to Spain
to be scrapped, was torn from her moorings and blowll onto the beach by a winter storm. She was released by the
tug Federal 6 two days later who then began the task of towing the Kerr to her foreign destination. While under
tow, the Kerr on Dec. 16th sank without loss oflife near the Azores in the Atlantic Ocean.
Nov. 22nd - The self-unloader Detroit Edison (2) (US 269187) suffered major damage when she grounded off the
eastern end of Grays Reef in northern Lake Michigan. Released by the tugs Adrienne B. and Lenny B. The Edison
was later repaired in Sturgeon Bay, WI. by Bay Shipbuilding.
30 years ago ... (1970)
Nov. 20th - The Agawa Canyon (C 331081) built by Collingwood Shipyards as Hull # 195 and launched on August
27th, 1970, was completed and left the shipyard to begin her service for Algoma Central Railway, Marine
Division.
December - A settlement was announced by the U.S. District Court in Cleveland on the Daniel J. Morrell (US
203507) diaster of $2,750,000. The settlement set a record.
Dec. 6th - Capt. John Roen died at the age of 83, after his health had been failing for some time. Born in Tysse,
Norway on October 20th, 1987 Capt. Roen began working on a North Sea fishing trawler at the age of 14, before
coming to the U.S. as an immigrant at the age of 18. He started his legendary career on the Great La..~esin 1908
when he sailed as a deckhand on the lumber barge F. W Fletcher. In the early 1920's he started to purchase ships
and later moved to the Sturgeon Bay area where he organized and was President of the Roen Steamship Co. and
the Roen Transportation Co. which operated tugs and barges. Capt. Roen was famous for his salvage operation of .
the George M Humphrey (1) (US 226266) which had sank in 1943 following a collision with the D. .!vi Clemson
(US 214599) in the Straits of Mackinac. In October of that year Capt. Roen obtained a salvage contract for the
Humphrey which he successfully carried out. The U.S. Government transferred the title of the vessel to John Roen
by a Bill of Sale to him dated September 18th, 1944. He transferred ownership of the vessel on December 22nd,
1944 to the Roen Steamship Co. and rena1f1ed her Captain John Roen. The vessel was sold in. 1947 to the
American Steamship Co. (Boland & Cornelius). In 1988, as the Consumers Power (3), she was towed to
Kaohsiung, Taiwan and scrapped.
F. Y.L
As of midnight, October 22nd, 359 salt water vessels (requiring pilots) have passed upbound through the Port
Huron / Sarnia area since the opening of the 2000 shipping season. This number includes salt water vessels,
passenger ships as well as some Canadian registered tankers, ego A 19onova, Emerald Star, etc. Jvfany are also
repeat visitors.
The Editor would like to thank L.H.L. members Don Blain, Doug Schilz, Cy Hudson,
& Port Huron Pilot Station Manager Bill Wager.
Answer to Name This Shiv (P!2.2)
Michigan (US 203206) built as Hull # 20 by the Great Lakes Engineering 'Norks at Ecorse, lv1I.Launched May
26th, 1906 as a) J'vfichigan (4) for the Grand Island S/S Co. (Cleveland Cliffs Iron Co. Mgr.) of Cleveland, Ohio.
550' loa x 56' x 32', GRT 6,924. Vessel was laid up at Toledo in 1961 and remained there until she was sold in
May, 1964 to Sutcliffe Shipping of Montreal, Quebec. Re-entered service at that time. Sold again in early 1965 to
Algonquin Corp. Ltd. (subsidiary of Halco) and again in August, 1966 to Providence Shipping Co. Ltd. (Algoma
Central S/S Co. Mgr.) and renamed b) Goudreau (2). Vessel laid up 1968 and was sold for scrap. Departed Quebec
City on June 9th, 1969 together with the old CSL steamer Lemoyne (1) in tow of the Polish tug Koral. Arrived at
Santander, Spain on July 27th and was eventually dismantled.
BLUEWATER
AREA SHIPWRECKS
EDWARD E. LOOMIS
It was sixty years ago that the package carrier Edward E. Loomis was broken up for scrap. The vessel had
been idle for six years following an unfortunate collision with the We. Franz on Lake Huron off Thunder Bay.
Edward E. Loomis was a steel package freight carrier. She was built by the Union Drydock Co. and launched
at their Buffalo, NY shipyard on December 1st, 1900. The 404 foot, long by 50 foot wide vessel went to work
the next spring for the Lehigh Valley Transit Co. as Wilkes barre.
The 4,279 gross ton freighter usually ran from Buffalo to Chicago and Duluth. Due to the break-up of the
railway owned shipping fleets, Wilkesbarre was operated by the U.S. Railroad Administration from 1917 to
1920 prior to joining the Great Lakes Transit Corp. as Edward E. Loomis in 1920.
She maintained a similar trading pattern but this and other shipping routes were hurt by the economic
depression of the 1930's.
The downbound Edward E. Loomis met We. Franz, upbound and light, on November 21st, 1934. The latter
was hit on the port bow and received the worst of the damage. She remained afloat for two hours and then sank
but provided enough time for sixteen sailors to be rescued. Four, however, were lost.
The Edward E. Loomis received severe bow damage and received only a temporary cement patch. She sailed
to Buffalo and laid up and it soon became evident that full repairs could not be justified.
The hull was sold to Grant Iron & Metal of Detroit and resold to the Steel Company of Canada. The tugs
Progresso and Patricia JvfcQueen brought the damaged freighter down the WeIland Canal on May 28th, 1940,
and proceeded to Hamilton. There, in August, the old freig~ter was broken up for scrap but not without the
challenge of dealing with the cement filled bow.
Photo: :NIilwaukee Public Library
flJj!lJ.
DOBRUSH
ii. (!lJo/!;j) &{)hilz
(sa[ty [email protected])
Built in 1982 by Jiangnan Dockyard and Engineering Works; Shanghai, China as Hull # 2096.
Length - 644'-6" Breadth -75'-10"
Depth - 46'-11"
17,265 GRT
M. Bulk Carrier
Main Engine - 10,700 bhp B&W (Mitsu)
The Dobrush was a recent visitor to the Sarnia Cargill elevators. This was not her first trip to Sarnia, she last
visited Sarnia in December, 1992.
This ship was built for Allegiance Shipping Co. S.A. and was registered in Panama. Her original name was World
Goodwill. This ship is of a familiar design and is referred to as Chinese Seaway Class. Another vessel in this class
is the Helena Oldendorffwhich I featured in The Lightship, Vol. XX, No.3. As the World Goodwill, she visited the
Seaway for the first time in 1983 and made her [mal visit in 1985. She made at least 4 trips into the Seaway. On
her final visit, she departed Chicago on June 27th bound for Kalamaki, Greece.
In 1985 she was sold to US.S.R. - Azov Shipping Co. and renamed Dobrush. Her registry became US.S.R. She
loaded a grain cargo in Montreal at the end of October of that year. She visited the Lakes for the first time in 1991
when she delivered a cargo to Hamilton. With the political changes that developed in Russia, the owners of the
Dobrush became Azov Shipping Co. and she was registered in the Ukraine.
Between 1992 and 1999 the Dobrush made 15 trips into the Seaway. She made no visits in 1993 or 1995. Her
inbound trips usually consist of steel products and outbound with grain. Her busiest lake year was 1998 when she
'made 4 inland voyages.'
,
She has been relatively accident free. Her first incident on the Seaway occurred when she departed Lock 1 (of the
Welland Canal) on a windy April 23rd, 1999 and was pushed against the raised lock bridge. She suffered only
minor damage.
Her attempt to leave the port of Sarnia this year was a rather interesting one. She was backed into the elevator to
load her cargo and her stern was resting on the bottom when she was ready to depart. Her prop-wash caused the
lines on the c.c.G.S, Limos, tied to the Government Dock, to part and pull away from the dock. Crew members
from the C.C.G.S. Griffon, also in port that day, assisted in getting her moored again. The Dobrush had to shift
ballast to the bow so she could leave the dock. The ship was loaded with wheat and was bound for Montreal to top
off her cargo. I'm sure the Dobrush will pass through our area again over the next few years.
Dobrush at
Sarnia Elevators
December, 1992
Doug Schilz Photo