SS Edmund Fitzgerald

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SS Edmund Fitzgerald was a cargo ship that sank suddenly during a gale storm while on Lake Superior, November 10 1975. The ship went down without a distress signal in 530 feet (162 m) of water at Template:Coor dm, in Canadian waters about 17 miles (15 nm; 27 km) from the entrance to Whitefish Bay. All 29 members of the crew perished. Gordon Lightfoot's hit song, "The Wreck of the Edmund Fitzgerald", helped make the incident the most famous marine disaster in the history of Great Lakes shipping.

1 The ship
2 The last voyage
3 Search
4 Underwater survey
5 Cause and controversy
6 Memory
7 Crew members
8 Statistics
9 Notes
10 External links

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The ship

Fitzgerald was a "Laker", a 729-foot-long (222 m) ore bulk carrier with a capacity of 26,600 tons (24,131 tonnes). Her large cargo hold loaded through twenty-one watertight hatches, each measuring 11'-7" by 54' of 5/16" steel (3.53 m by 16.5 m of 8 mm steel). When completed in 1958, at the Great Lakes Engineering Works in River Rouge, Michigan, Fitzgerald was the largest ship on the Great Lakes and remained so until the early 1970s. Comparatively, ships today can be 1000 feet (305 m) long and 105 feet (32 m abeam), with twice the capacity. The ship's engines were originally coal-fired, but were converted to oil during the 1971-72 winter layover.

The ship was owned by the Northwestern Mutual Life Insurance Company of Milwaukee, Wisconsin and chartered to the Columbia Transportation Division of the Oglebay Norton Corporation. She was used to carry taconite from mines near Duluth, Minnesota to iron works in Detroit, Toledo and other ports. She was named for the President and Chairman of the Board of Northwestern Mutual<ref>Graeme Zielinski, "Shipwreck overshadowed Fitzgerald's legacy," Milwaukee Journal Sentinel, Nov. 10, 2005.</ref> and was christened by his wife.

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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.<ref>The Story of the Edmund Fitzgerald (on the website of the National Weather Service Forecasting Office for Marquette, MI)</ref> A second freighter, Arthur M. Anderson, destined for Gary, Indiana, was following Fitzgerald (the Fitzgerald was the faster of the two ships and thus took the lead position, but the two stayed relatively close).<ref>National Transportation Safety Board, Marine Accident Report SS EDMUND FITZGERALD Sinking in Lake Superior on November 10, 1975, May 4, 1978.</ref>

Crossing Lake Superior at about 15 mph (13 kt, 24 km/h), the ships encountered a massive storm, reporting winds in excess of 50 knots (90 km/h) and waves approaching 16 feet (5 m). Due to the storm, the locks at Sault Sainte Marie 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 locks.

On the afternoon of November 10, Fitzgerald reported a list and some 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 Fitzgerald toward the relative safety of Whitefish Bay. The last communication from the ship came at approximately 19:10 (7:10 PM), when Anderson notified Fitzgerald of being hit by two freak waves 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. By 19:20, 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 ship.

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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.

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Underwater survey

The wreck was first located by a U.S. Navy aircraft with on-board magnetic anomaly detector equipment, normally used to detect submarines. The wreck was further surveyed using side scan sonar on November 14 through 16 by the Coast Guard. The sonar revealed two large objects lying close together on the lake floor. A second survey took place from November 22 through 25 by a private contractor, Seaward, Inc.

In 1976, from May 20 through 28, an unmanned U.S. Navy submersible photographed the wreck. This submersible, the CURV III, consisted of an underwater vehicle connected via umbilical control to a surface support ship. On-board imaging equipment included one 35 mm still and two black and white video cameras. It found Edmund Fitzgerald lying in two large pieces in 530 feet (160 m) of water, far deeper than SCUBA penetration allows. The bow section, approximately 276 feet (84 m) long, lay upright in the mud. The stern section lay 170 feet (52 m) away, inverted (face down), at a 50 degree angle from the bow. Metal and taconite heaps between the bow and stern comprised the remnants of the mid-section.

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Cause and controversy

When Fitzgerald first vanished, it was widely believed the ship snapped in half on the lake surface due 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 a few yards from each other, it was concluded that the ship had instead broken only 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 ship plummeted to the bottom without warning.

The Coast Guard report proved controversial. The most common alternate theory contends that inoperative radar forced the crew to rely on inaccurate maps. As a result, Fitzgerald ran aground on a shoal 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. 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.

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Memory

The ship's bell was recovered from the wreck on July 4, 1995 and is now in the Great Lakes Shipwreck Museum in Whitefish Point near Paradise, Michigan. An anchor from the ship lost on an earlier trip was recovered from the Detroit River and is on display at the Dossin Great Lakes Museum in Detroit, Michigan.

The day after the wreck, Mariners' Church in Detroit rang its bell 29 times, once for each life lost. The church continues to hold an annual memorial, which includes reading the names of the crewmen and ringing the church bell.

Although the last ship lost, and the largest, Fitzgerald is not alone on the bottom. The Great Lakes have a long history of nautical disaster; nearly 6,000 shipwrecks occurred between 1878 and 1898 alone, with about a quarter of those being listed as total losses. Some ships and crews simply vanished in storms. A number of diveable marine preserves have been established that contain multiple sunken ships.

In 2005, efforts are underway to establish in Washington, D.C. a memorial remembering all Great Lakes mariners lost at sea. A campaign to establish November 10 as "Great Lakes Mariners Day" fell short when in 1994, the House of Representatives ended the practice of annual Congressional recognition days.

In 1976, singer-songwriter Gordon Lightfoot released The Wreck of the Edmund Fitzgerald, commemorating the events surrounding the sinking of the ship.

In 1986, writer Steven Dietz and songwriter/lyricist Eric Peltoniemi wrote the musical Ten November in memory of the Edmund Fitzgerald's sinking. In 2005, the musical was re-edited into a new musical called The Gales of November, which opened on the 30th anniversary of the sinking at the Fitzgerald Theater in St. Paul, Minnesota, narrated by Kevin Kling, performed by the singers Prudence Johnson, Ruth MacKenzie, and Claudia Schmidt, and backed by Peter Ostroushko (Violin and Mandolin), Dan Chouinard (Accordion and Piano), Eric Peltoniemi (Acoustic Guitar), and Jeff Willkomm (Electric Bass Guitar).