She was a big freighter, bigger than most at 13,000 tonn. 729 ft in length, 39 ft high, breadth 75ft, with 29 souls aboard on that fateful November 10 night in 1975. Radios the USCG at Grand Marias at 4:10 P.M. she was listing and taking on water, all pumps a-goin. 7:10 P.M. A radio transmission from the S.S. Arthur Anderson, "Fitzgerald, we are about 10 miles behind you, and gaining 1.5 miles per hour. Fitzgerald, there is a target 19 miles ahead of us, so target would b 9 miles on ahead of you." F: "Well, am I going to clear?" A: "Yes, he is going to pass to the west of you." F: "Well, fine." A: "TW, Fitzgerald, how are you making out with your problem?" F: "We are holding our own." That was the last ever heard from the Edmund Fitzgerald, she along with 29 souls are in 530 ft of lake Superior water now.
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The gales of November
The Big Lake it's never gives up her dead when the Gales Of November come early. On the Big Lake they call Gitchy Goomy. Gordon Lightfoot.
The Big Lake it's never gives up her dead when the Gales Of November come early. On the Big Lake they call Gitchy Goomy. Gordon Lightfoot.
Forgot the most important word of the cadence
The Big Lake it's SAID never gives up her dead when the Gales Of November come early. On the Big Lake they call Gitchy Goomy. Gordon Lightfoot.
The Big Lake it's SAID never gives up her dead when the Gales Of November come early. On the Big Lake they call Gitchy Goomy. Gordon Lightfoot.
Great photo Hugh
What happened to the ship, it would take a lot for a ship that size to go down. Many sailing vessels sink there?
What happened to the ship, it would take a lot for a ship that size to go down. Many sailing vessels sink there?
The last voyage
Fitzgerald left Superior, Wisconsin on the afternoon of November 9, 1975 under Captain Ernest M. McSorley. She was en route to the steel mill on Zug Island, near Detroit, Michigan, with a full cargo of taconite.[3] A second freighter, Arthur M. Anderson, destined for Gary, Indiana out of Two Harbors, Minnesota, joined up with Fitzgerald. Fitzgerald, being the faster ship, took the lead while Anderson trailed not far behind.[4] Crossing Lake Superior at about 13 knots (15 mph, 24 km/h), the boats encountered a massive winter storm, reporting winds in excess of 50 knots (90 km/h) and waves as high as 35 feet (10 m). Because of the storm, the Soo Locks were closed. The freighters altered their courses northward, seeking shelter along the Canadian coast. Later, they would cross to Whitefish Bay and approach the Sault Ste. Marie locks. On the afternoon of November 10, Fitzgerald reported a minor list developing and top-side damage including the loss of radar, but did not indicate a serious problem. She slowed to come within range of receiving Anderson's radar data and for a time Anderson guided the Fitzgerald toward the relative safety of Whitefish Bay. The last communication from the boat came at approximately 19:10 (7:10 PM), when Anderson notified Fitzgerald of being hit by rogue waves or perhaps seiche waves large enough to be caught on radar, that were heading Fitzgerald's way and asked how she was doing. McSorley reported, "We are holding our own." A few minutes later, she suddenly sank – no distress signal was received. A short ten minutes later Anderson could neither raise Fitzgerald nor detect her on radar. At 20:32, Anderson informed the U.S. Coast Guard of their concern for the boat.
Fitzgerald left Superior, Wisconsin on the afternoon of November 9, 1975 under Captain Ernest M. McSorley. She was en route to the steel mill on Zug Island, near Detroit, Michigan, with a full cargo of taconite.[3] A second freighter, Arthur M. Anderson, destined for Gary, Indiana out of Two Harbors, Minnesota, joined up with Fitzgerald. Fitzgerald, being the faster ship, took the lead while Anderson trailed not far behind.[4] Crossing Lake Superior at about 13 knots (15 mph, 24 km/h), the boats encountered a massive winter storm, reporting winds in excess of 50 knots (90 km/h) and waves as high as 35 feet (10 m). Because of the storm, the Soo Locks were closed. The freighters altered their courses northward, seeking shelter along the Canadian coast. Later, they would cross to Whitefish Bay and approach the Sault Ste. Marie locks. On the afternoon of November 10, Fitzgerald reported a minor list developing and top-side damage including the loss of radar, but did not indicate a serious problem. She slowed to come within range of receiving Anderson's radar data and for a time Anderson guided the Fitzgerald toward the relative safety of Whitefish Bay. The last communication from the boat came at approximately 19:10 (7:10 PM), when Anderson notified Fitzgerald of being hit by rogue waves or perhaps seiche waves large enough to be caught on radar, that were heading Fitzgerald's way and asked how she was doing. McSorley reported, "We are holding our own." A few minutes later, she suddenly sank – no distress signal was received. A short ten minutes later Anderson could neither raise Fitzgerald nor detect her on radar. At 20:32, Anderson informed the U.S. Coast Guard of their concern for the boat.
Search
Once Anderson noted the loss of Fitzgerald, a search was launched for survivors. The initial search consisted of Anderson, and a second freighter, SS William Clay Ford. The efforts of a third freighter, the Canadian vessel Hilda Marjanne, were foiled by the weather. The U.S. Coast Guard launched three aircraft, but could not mobilize any ships. A Coast Guard buoy tender, Woodrush, was able to launch within two and a half hours, but took a day to arrive. The search recovered debris, including lifeboats and rafts, but no survivors. When Fitzgerald first vanished, it was widely believed the boat had snapped in half on the lake surface owing to storm action. Similar surface breakups in the past suggested bow and stern sections would be found miles apart on the lake floor. When underwater surveys revealed these sections were just yards from each other, it was concluded that Fitzgerald had instead broken upon hitting the lake floor. A Coast Guard investigation postulated that the accident was caused by ineffective hatch closures. These devices were unable to prevent waves from inundating the cargo hold. The flooding occurred gradually and probably imperceptibly throughout the final day, and finally resulted in a fatal loss of buoyancy and stability. As a result, the boat plummeted to the bottom without warning. The Coast Guard report proved controversial. The most common alternative theory contends that inoperative radar forced the crew to rely on inaccurate charts. As a result, Fitzgerald briefly ran aground or scraped a shoal near Caribou Island without the crew being aware of it. Consequently, she received bottom damage, which caused her to gradually take on water until she sank so suddenly in the deep water that none of her crew had time to react. The ship, pile-driving into the lake bottom, snapped in half, and its stern landed upside-down on the bottom. This theory is supported by final radio communications between Anderson and Fitzgerald; Anderson had been struck by two large waves that were heading toward Fitzgerald. If the hull had indeed been breached, it would be difficult to prove. Fitzgerald has settled in mud up to her load marks, making it impossible to inspect for damage. A documentary created and aired by the Discovery Channel investigated a large "fold" found in the hull plating. Previous defects with cargo hold covers and clamps as well as cracking issues were also addressed. Through the use of wave tanks and computer simulation, the Discovery Channel team concluded the loss of the SS Edmund Fitzgerald was due to a Rogue wave. Reports show three large waves were detected, two of which were reported by the Edmund Fitzgerald. As per the investigation, it was theorized that the SS Edmund Fitzgerald was badly battered by the first two waves, further damaging the dual radar (which shared a common antenna) and the hatch covers. It is surmised that the SS Edmund Fitzgerald took on water through the damaged cargo hold covers and was then overwhelmed by the third wave.
Once Anderson noted the loss of Fitzgerald, a search was launched for survivors. The initial search consisted of Anderson, and a second freighter, SS William Clay Ford. The efforts of a third freighter, the Canadian vessel Hilda Marjanne, were foiled by the weather. The U.S. Coast Guard launched three aircraft, but could not mobilize any ships. A Coast Guard buoy tender, Woodrush, was able to launch within two and a half hours, but took a day to arrive. The search recovered debris, including lifeboats and rafts, but no survivors. When Fitzgerald first vanished, it was widely believed the boat had snapped in half on the lake surface owing to storm action. Similar surface breakups in the past suggested bow and stern sections would be found miles apart on the lake floor. When underwater surveys revealed these sections were just yards from each other, it was concluded that Fitzgerald had instead broken upon hitting the lake floor. A Coast Guard investigation postulated that the accident was caused by ineffective hatch closures. These devices were unable to prevent waves from inundating the cargo hold. The flooding occurred gradually and probably imperceptibly throughout the final day, and finally resulted in a fatal loss of buoyancy and stability. As a result, the boat plummeted to the bottom without warning. The Coast Guard report proved controversial. The most common alternative theory contends that inoperative radar forced the crew to rely on inaccurate charts. As a result, Fitzgerald briefly ran aground or scraped a shoal near Caribou Island without the crew being aware of it. Consequently, she received bottom damage, which caused her to gradually take on water until she sank so suddenly in the deep water that none of her crew had time to react. The ship, pile-driving into the lake bottom, snapped in half, and its stern landed upside-down on the bottom. This theory is supported by final radio communications between Anderson and Fitzgerald; Anderson had been struck by two large waves that were heading toward Fitzgerald. If the hull had indeed been breached, it would be difficult to prove. Fitzgerald has settled in mud up to her load marks, making it impossible to inspect for damage. A documentary created and aired by the Discovery Channel investigated a large "fold" found in the hull plating. Previous defects with cargo hold covers and clamps as well as cracking issues were also addressed. Through the use of wave tanks and computer simulation, the Discovery Channel team concluded the loss of the SS Edmund Fitzgerald was due to a Rogue wave. Reports show three large waves were detected, two of which were reported by the Edmund Fitzgerald. As per the investigation, it was theorized that the SS Edmund Fitzgerald was badly battered by the first two waves, further damaging the dual radar (which shared a common antenna) and the hatch covers. It is surmised that the SS Edmund Fitzgerald took on water through the damaged cargo hold covers and was then overwhelmed by the third wave.
Allen R
Allen, I just wrote the small piece I got from the internet after the 'song' reminder. Sounds like you know quite a bit on this ship in particular.I've always had an interest in ships, and especially wrecks (diving them) The Titanic, Andrea Dorea claimed some research divers (deep, so using a heli-ox mix + 3 tanks) lives who were well prepared. So the Edmund Fitzgerald is still a mystery, mistakes, rogue waves, luck, no one knows? A fifty foot ketch "Flying Cloud" let Va'Vau in northern Tonga bound for American Samoa, 250nm away, a day before hurricaine Val hit Pago Pago. A Canadian went along for the ride, was to come back in a few days. Brian and his wife owned a small cafe there, she Tonga they had two small kids. Val, a CAT IV hit with fury, "Flying Cloud" was never heard from again.
Allen, I just wrote the small piece I got from the internet after the 'song' reminder. Sounds like you know quite a bit on this ship in particular.I've always had an interest in ships, and especially wrecks (diving them) The Titanic, Andrea Dorea claimed some research divers (deep, so using a heli-ox mix + 3 tanks) lives who were well prepared. So the Edmund Fitzgerald is still a mystery, mistakes, rogue waves, luck, no one knows? A fifty foot ketch "Flying Cloud" let Va'Vau in northern Tonga bound for American Samoa, 250nm away, a day before hurricaine Val hit Pago Pago. A Canadian went along for the ride, was to come back in a few days. Brian and his wife owned a small cafe there, she Tonga they had two small kids. Val, a CAT IV hit with fury, "Flying Cloud" was never heard from again.
The Great Lakes are dangerous in the fall,
Especially in November. The worst Great Lakes maritime disaster in history occurred in November of 1913. A blizzard with hurricane-force winds blew in November 7–10, 1913. The storm was most powerful on November 9, battering and overturning ships on four of the five Great Lakes, particularly Lake Huron. The deadliest and most destructive natural disaster ever to hit the lakes, the Great Lakes Storm killed more than 250 people, and destroyed 19 ships and stranded 19 others. If you'd like to know more about the 350+ ships that the Great Lakes have claimed, google "Great Lakes Shipwrecks."
Especially in November. The worst Great Lakes maritime disaster in history occurred in November of 1913. A blizzard with hurricane-force winds blew in November 7–10, 1913. The storm was most powerful on November 9, battering and overturning ships on four of the five Great Lakes, particularly Lake Huron. The deadliest and most destructive natural disaster ever to hit the lakes, the Great Lakes Storm killed more than 250 people, and destroyed 19 ships and stranded 19 others. If you'd like to know more about the 350+ ships that the Great Lakes have claimed, google "Great Lakes Shipwrecks."
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