- The Cries of Little Roger Dotson.
- Lake effect : a deckhand's journey on the Great Lakes freighters.
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- Lake effect : a deckhand's journey on the Great Lakes freighters (Book, ) [calnaiformi.gq].
This often funny, insightful memoir follows his voyage of self-discovery. If you want to know what life was like on the boats in the s, this book lets you know. The Real Shanty Days, Vol. III pages tells the stories of the commercial fishing vessels that operated out of Algoma, Wisconsin and called Algoma their home. As commercial fishing has now ended in Algoma, this is fittingly the Final Chapter. Also this edition is updated with additional information, fishing vessels not before listed with a change of photo's, etc.
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To order: Wendell Wilke, Steele St. For more information e-mail fishtug doorpi. Marine Historian Maurice Smith brings together technological and social history. The story starts with the building of the first Ontario steamship, the Frontenac of , and its successors that carried supplies into and rich resources out of growing communities. Near the end of the era came a fire on board the Noronic in and a successful effort to preserve the steamer Segwun. Through well-written text, paintings, photos and illustrations, Smith tells a story not only of ships, but of daring entrepreneurs and hardy sailors.
In "Shipwrecks", veteran diver Stephen B. Daniel, in collaboration with the Great Lakes Shipwreck Preservation Society, provides in-depth tours of the many sunken ships submerged in the waters of this region of Lake Superior. With detailed descriptions and hundreds of photographs, charts, and diagrams that will impress even the most seasoned diver, this book should also appeal to anyone who has ever wondered what nautical mysteries lie beneath the waves of the greatest of the Great Lakes.
This book takes readers back in time and shows how fisheries were an integral part of Door County and Washington Island, Wis. It gives insight and a personal view of a day in the life of a fisherman and covers every facet of the industry, from the evolution of the boats, common types of gear used in the last years, the species of fish that made up the great harvests, and the invader species that almost wiped out the industry in the mid to latter part of the 20th century. The data for this book was compiled through several hundred hours of research through various personal interviews with fisher families, history gathered from archives, historical societies, books, published and unpublished manuscripts, databases, periodicals, and on line sources.
Children and adults alike will probably enjoy this book, written and illustrated by Holland, Mich. The reader is there when the S. Michigan sinks in March , and again years later when a team of explorers, including van Heest, locates the sunken remains of the ship. This a true story, made all the more real by focusing on young porter George Sheldon, who risks everything to save his fellow crewmembers and their ship. The author was just 19 when he joined the crew of the Lee A.
The names have been changed, and Barone sugarcoats nothing, relating the tales of pleasant as well as unpleasant shipmates and yes, some of the language is a bit salty. If you want to know what life is like on the boats, this is the book to read. Steamboating, Ryan Barone, Copies available at barnesandnoble. The photos often show, from keel laying to launch, the construction phases of many lakers, spanning the mids until the last vessel, Edward L. Ryerson , was christened in Most of the more recent pictures, all in black and white, show interior details, including engine rooms, pilothouses and guest quarters.
The text is mostly confined to vessel statistics, however the cover includes a vivid color photo of the Ryerson that, along with the interior photos of this Queen of the Lakes, practically guarantee this book a built-in audience. Tom Wenstadt, ; AuthorHouse, pages, soft cover, many black and white photos.
But before that, only ferries crossed the straits. This is the story of the fleet of white-hulled workhorses that linked the upper and lower peninsulas from the early s until , when the bridge opened. A typical Arcadia book with two photos and captions per page, this is nonetheless a very detailed and obviously well researched account by Bagley, a lifelong ferry fan. Michigan State Ferries. Les Bagley, ; Arcadia Press, pages, more than black and white photos, with captions. As a fierce ice storm rips through northern Minnesota, Katy and her mother wait restlessly for her father's ship to return to their harbor in Duluth.
Katy even creates her own secret code to help bring her father home safely. Greene ; this vessel is depicted on the cover. Storm Codes. Author Neel Zoss explores an often-ignored chapter in Great Lakes shipping history, the unique-to-the-lakes whaleback, invented by Capt. I detected undue stress in the side tunnels by examining the white enamel paint, which will crack and splinter when submitted to severe stress.
Burgner further testified that "the keel and sister kelsons were only 'tack welded'" and that he had personally observed that many of the welds were broken. Homer , just five years after going to considerable expense to lengthen her, questions were raised as to whether both ships had the same structural problems. Riveted joints allow a ship to flex and work in heavy seas, while welded joints are more likely to break. Homer was permanently laid up in and broken for scrap in Retired GLEW naval architect Raymond Ramsay, one of the members of the design team that worked on the hull of Edmund Fitzgerald ,  reviewed her increased load lines, maintenance history, along with the history of long ship hull failure and concluded that Edmund Fitzgerald was not seaworthy on November 10, Lawrence Seaway had placed her hull design in a "straight jacket [ sic?
The USCG cited topside damage as a reasonable alternative reason for Edmund Fitzgerald sinking and surmised that damage to the fence rail and vents was possibly caused by a heavy floating object such as a log.
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He theorized that the loss of the vents resulted in flooding of two ballast tanks or a ballast tank and a walking tunnel that caused the ship to list. Thompson further conjectured that damage more extensive than Captain McSorley could detect in the pilothouse let water flood the cargo hold. He concluded that the topside damage Edmund Fitzgerald experienced at 3: Captain Paquette of Wilfred Sykes had been following and charting the low pressure system over Oklahoma since November 8 and concluded that a major storm would track across eastern Lake Superior.
He therefore chose a route that gave Wilfred Sykes the most protection and took refuge in Thunder Bay , Ontario , during the worst of the storm. Anderson and Edmund Fitzgerald instead started their trip across Lake Superior following the regular Lake Carriers Association route, which placed them in the path of the storm. Lake Survey Chart No. For data concerning Canadian areas, Canadian authorities have been consulted.
The survey revealed that the shoal ran about 1 mile 1. Mark Thompson, a merchant seaman and author of numerous books on Great Lakes shipping, stated that if her cargo holds had had watertight subdivisions , "the Edmund Fitzgerald could have made it into Whitefish Bay. The Great Lakes ore carrier is the most commercially efficient vessel in the shipping trade today. But it's nothing but a motorized barge! It's the unsafest commercial vessel afloat.
It has virtually no watertight integrity. Theoretically, a one-inch puncture in the cargo hold will sink it. Stonehouse called on ship designers and builders to design lake carriers more like ships rather than "motorized super-barges"  making the following comparison:. Contrast this [the Edmund Fitzgerald ] with the story of the SS Maumee , an oceangoing tanker that struck an iceberg near the South Pole recently. The collision tore a hole in the ship's bow large enough to drive a truck through, but the Maumee was able to travel halfway around the world to a repair yard, without difficulty, because she was fitted with watertight bulkheads.
Morrell in and did so again after the sinking of Edmund Fitzgerald , arguing that this would allow ships to make it to refuge or at least allow crew members to abandon ship in an orderly fashion. The LCA represented the Great Lakes fleet owners and was able to forestall watertight subdivision regulations  by arguing that this would cause economic hardship for vessel operators. A few vessel operators have built Great Lakes ships with watertight subdivisions in the cargo holds since , but most vessels operating on the lakes cannot prevent flooding of the entire cargo hold area.
A fathometer was not required under USCG regulations, and Edmund Fitzgerald lacked one,  even though fathometers were available at the time of her sinking. Instead, a hand line was the only method Edmund Fitzgerald had to take depth soundings. The hand line consisted of a piece of line knotted at measured intervals with a lead weight on the end.
Lake Effect: A Deckhand’s Journey on the Great Lake Freighters
The line was thrown over the bow of the ship and the count of the knots measured the water depth. Anderson for navigational assistance. Edmund Fitzgerald had no system to monitor the presence or amount of water in her cargo hold, even though there was always some present.