Arthur M. Anderson
IMO 5025691

Entering Duluth Piers for winter lay up, Jan. 15, 2017.
(Chris Mazzella)


One of the better-known lakers is the Arthur M. Anderson. Renowned for her role involving the loss of the Edmund Fitzgerald on Nov. 10, 1975, the Arthur M. Anderson was the last vessel to have had visual, radio and radar contact with the Edmund Fitzgerald. Built by the American Shipbuilding Co., Lorain, OH, as hull #868, the Anderson was launched Feb. 16, 1952 for the Pittsburgh Steamship Div., U.S. Steel Corp., in Cleveland, OH, by Mrs. Anderson in honor of her husband. Arthur Marvin Anderson was a director of the United States Steel Corp., a member of its finance committee and vice chairman of the J. P. Morgan and Co. at the time of the launch.

In the summer of 1950, Pittsburgh Steamship had announced the building of three new vessels following the trend set by other Great Lakes shipping companies in upgrading their fleets in the early 1950s. Given the fleet designation AAA class, the Arthur M. Anderson was the second of the three identical sisterships to enter service for the fleet in 1952. The other two were Philip R. Clarke, built in 1951 at American Shipbuilding Co., entering service in May 1952 and Cason J. Callaway, built in 1952 at Great Lakes Engineering Works, River Rouge, MI, and entering service in September 1952. The three bulkers have all remained in service, have stayed with the same fleet and have retained their original christened names throughout their careers. A fourth identical sister, William Clay Ford (1) was launched in 1953 for the Ford Motor Co., Dearborn, MI, and was scrapped at Port Maitland, ON in 1987. Of note, the AAA designation was an internal U.S. Steel accounting code used for fleet vessel classification by differentiating their ships according to size thus determining pay scales for shipboard personnel. Basically the larger and more powerful the vessel, the more the officers were paid. Arthur M. Anderson, Cason J. Callaway, and Philip R. Clarke, as well as the self-unloader John G. Munson, all fit the similar criteria, thus the common accounting code designation. The four identical sister ships are loosely classed together four 4 other bulkers built in the early 1950s of nearly the same design, size and power, these being the Edward B. Greene (1952), J.L. Mauthe (1952), Reserve (1952) and Armco (1953). The shipping industry generally classified these eight bulkers as the Pittsburgh class.

Arthur M. Anderson and her sister ships were never the largest, but relative to their size, were considered among the most powerful bulkers built for the Great Lakes at the time. The design was similar to, but an expanded and modified version of the Maritime class built during World War II, examples being Cuyahoga, Manistee and Mississagi. The hull streamlining introduced with the war builds was further refined and the bows and sterns modified based on extensive model testing. Water flow to the propeller was improved by an asymmetrically designed hull by the stern. The rudder was offset slightly to function more efficiently in the flow of water back from the prop. Also included in the vessels' construction was the use of alternating current electrical power and on-board sewage treatment capabilities, both firsts for the Pittsburgh fleet. The addition of the Anderson, Callaway and Clarke gave the Pittsburgh Steamship fleet a total of 64 steamers at the end of the 1952 season.

As completed, Arthur M. Anderson's overall dimensions were 647' 00" loa x 70' 00" beam x 36' 00" depth with a capacity of 21,000 tons dwt at a mid-summer draft of 26' 02". The cargo was contained in three holds serviced by 19 hatches (6-7-6 configuration). After the St. Lawrence Seaway opened in 1959, she could carry 20,800 tons at the early Seaway draft of 26' 00.” Power was and still is supplied by a 7,700 s.h.p. cross-compound steam turbine engine (steam expanded through two turbines) built by Westinghouse Electric & Manufacturing Co. Ltd., Pittsburgh, PA, with two heavy-fuel oil fired Foster-Wheeler water tube boilers providing the steam; the power then transmitted to the single controllable pitch propeller through double reductions gears driving the bulker at a speed of 16 m.p.h. The beam (width) of the Anderson and her sisters was set at 70' 00" since it was determined in the late 1940s when they were being designed that the loading chutes of the upper lakes ore docks could not service vessels of any greater width.

After the completion of sea trials on August 7, 1952, Arthur M. Anderson was commissioned Aug. 10, 1952 and departed the same day on her maiden voyage from Lorain, OH, in ballast to Two Harbors, MN, to load iron ore. During her first full season of sailing, the vessel carried a record 866,855 tons in 46 trips. In August that year, the Pittsburgh fleet carried 4.1 million tons, the first time the fleet broke the 4 million ton mark; of that tonnage, the Anderson, Callaway and Clarke carried 358,000 tons. The bulker was noted to have opened the Duluth / Superior shipping season for 1957 on April 9, the late opening caused by the worst ice conditions on the lakes in over 50 years. On July 13, 1961, the bulker had the honor of opening the newly deepened West Neebish Rock Cut portion of the St. Marys River system. Then, on July 18, 1961, the Anderson grounded in fog on a mud bank in the upper St. Marys River. She was freed after lightering.

The year 1962 marked a milestone for the fleet when the Arthur M. Anderson became the first member of the Pittsburgh fleet to transit the relatively new St. Lawrence Seaway system. She departed Conneaut, OH, on August 14, 1962 proceeding downbound through the St. Lawrence Seaway system arriving at Port Cartier, QC, on August 17, 1962 to load Canadian iron ore for Gary, IN. The Anderson made one more Seaway transit that year, her fleet mates Philip R. Clarke also making two Seaway transits and Cason J. Callaway making one transit in 1962. A bow thruster was added to the Anderson in 1966.

Arthur M. Anderson (with her fleet mates Roger Blough, Cason J. Callaway, Philip R. Clarke, John G. Munson and Presque Isle) were participants in the U.S. government's demonstration program in the experimental extension of the navigation season to a full 12 months during the winters of 1974/75 and 1975/76.

The Anderson was lengthened by 120' during the spring of 1975 at Fraser Shipyards, Inc., Superior, WI. As completed, the Anderson's new length was 767' 00" with 24 hatches servicing three holds and an increase in capacity to 26,525 tons at a mid-summer draft of 27' 00.” The hatch placement over the three holds was originally 6, 7 and 6 becoming 6, 12 and 6 with the lengthening.

The Arthur M. Anderson's most notable claim to fame, and perhaps the reason her name is engraved in the annals of Great Lakes maritime history, is for the role she played relating to the Edmund Fitzgerald disaster in the early evening Monday, November 10, 1975. On a sunny November 9, 1975, the Anderson departed Two Harbors, MN into Lake Superior with a load of ore for Gary, IN. Shortly after departure, she was overtaken by the Edmund Fitzgerald, which had left Superior two hours earlier (1:15 p.m.) with a load of taconite ore for Zug Island on the Detroit River. The two captains (Capt. Jesse B. Cooper of the Anderson and Capt. Ernest M. McSorley of the Fitzgerald) agreed to run together maintaining radio and radar contact with each other on their Lake Superior transit through a forecasted storm, taking the longer route following the Canadian shore. This route afforded more protection from the winds and waves for most of the trip versus the more direct route across the lake that would expose them to the full force of the storm. However, on their last leg of their run following the eastern Canadian shore of Lake Superior toward Whitefish Bay, they were exposed to extremely heavy following seas of 20 to 30 feet. The Anderson lost sight of the lights of the Fitzgerald in a squall and then the Fitzgerald disappeared from the Anderson's radar screen. Emerging from the squall, the lights of the Fitzgerald were also gone. Repeated radio calls to the Edmund Fitzgerald went unanswered, and no ships either in or leaving Whitefish Bay reported seeing the Fitzgerald come off the lake. The Anderson reported the missing vessel to the U.S. Coast Guard. After conducting a futile search of the area for survivors, the Anderson entered into the protection of Whitefish Bay from the stormy Lake Superior in the early hours of Nov.11.

The U.S. Coast Guard next requested the Anderson to reverse course and assist in conducting another search for the Fitzgerald. The U.S. Coast Guard also requested assistance from the other vessels anchored in Whitefish Bay riding out the storm. Responding along with the Anderson were the U.S. vessels William Clay Ford, Armco, Roger Blough, Reserve, Wilfred Sykes and William R. Roesch and the Canadian vessels Hilda Marjanne, Frontenac, John O. McKellar, Murray Bay and fishing tug James D. No survivors were found nor were any bodies recovered. The Anderson sighted one piece of a lifeboat at 8:07 on Nov. 11 about nine miles east of where the Fitzgerald disappeared and an hour later sighted the second damaged lifeboat about four miles south of the first one. Other than the eventual recovery of the severely damaged lifeboats, the extensive search resulted in only the recovery of various pieces of floating debris from the sinking. The Fitzgerald was later found in Canadian waters 530 feet below the surface of Lake Superior 15 nautical miles from Whitefish Bay.

Later, Capt. Cooper was noted to have said, "I know one thing, at 3:20 in the afternoon, that ship received a mortal wound. She either bottomed out or suffered a stress fracture. I think she bottomed out." Continuing, "I honestly believe they knew they were in trouble, but Whitefish Bay was only 14 miles away and he (McSorley) thought he could make that."

The sinking of the Edmund Fitzgerald is now legend. It has been the subject of exploration, television documentaries, various media presentations, books, reports, theories, conjecture and a song.

A few weeks later, the Anderson began the second winter of the year-round navigation of the Great Lakes experiment. On Jan.31, 1979, the Anderson collided with the stern of the U.S. Coast Guard icebreaker Westwind while the icebreaker was breaking a path through Lake Erie to Ashtabula, OH, for the Anderson. The bulker's bow was holed from about the 29 foot mark upward about 12 to 15 feet with buckling of the main and forecastle decks. Repairs were completed at Milwaukee, WI, after which she shuttled iron ore pellets from Indiana Harbor, IN to Gary, IN due to severe ice conditions on the upper lakes.

Arthur M. Anderson was converted to a self-unloader during the 1981/82 winter lay up at the Fraser Shipyard, Superior, WI, arriving there Nov. 1, 1981. Prior to the Anderson arriving, the yard workers had built 23 sections of hopper bottom that would make up the inside of the holds. These sections were each prefabricated with the electrical wiring, piping and the conveyor structure in place. Then, with the vessel in drydock, the bottoms of the holds were removed. Each prefabricated section was carefully lowered through the appropriate hatch, aligned and welded together to form the continuous hopper bottom. The sides of the holds were sloped to allow for the gravity feeding of the cargo through 74 hydraulically controlled gates to a single 78-inch wide continuous loop conveyor belt running the cargo below the holds to the stern of the vessel. The cargo was then lifted by a loop-belt elevator system up to the deck and on to a 250 foot long unloading boom installed just forward of the aft deckhouse. This self-unloading system could unload the Anderson at a rate of up to 6,000 tons per hour. Her new configuration included increasing the number of holds from three to five and reducing the number of hatches from 24 to 23 (4-5-5-5-4 configuration), her capacity dropping from 26,525 tons to 25,300 tons. On April 29, 1982, the Anderson left the Fraser yard and moved across the harbor to the chutes of the DMIR Railway ore docks to test her new equipment and load her first cargo of taconite pellets carried as a self-unloader.

Further upgrades included the installation of a stern thruster in 1989, making the vessel very maneuverable in the tight spaces of some rivers and ports and the reconfiguring of the number of holds from 5 to 7 (3-3-4-4-4-3-2 configuration). The seven holds give the Anderson the flexibility to carry multiple grades or types of commodities to one or several locations. In the mid 1990s, the vessel's self-unloading boom was lengthened to 262 feet, further increasing the vessel’s flexibility.

On April 6, 1999, the Arthur M. Anderson grounded while inbound to Calcite, MI, in the shipping channel about 1.000 feet from the pier due to low water levels. There was no pollution nor personnel injuries but three double bottom ballast tanks were holed and flooded. The next day, the Anderson was refloated with tug assistance after lightering 7,100 short tons of limestone to the bulker Wolverine. She was moored at Calcite's pier for inspection and departed April 8 for Sturgeon Bay, WI, for repairs.

In March 2001 after U.S. Steel had completely divested itself from any involvement in transportation, Arthur M. Anderson and her fleet mates sailed for new fleet owners USS Great Lakes Fleet, Inc., Duluth, MN, a subsidiary of Great Lakes Transportation, Monroeville, PA. By 2003, the fleet’s name was shortened to just Great Lakes Fleet Inc. In 2004, Great Lakes Fleet Inc. was acquired by Canadian National Railway Co., Montreal, QC, as part of that company’s acquisition of several U.S. regional railway interests. Now known formally as Great Lakes Fleet, the ships remain U.S.-flagged and based in Duluth, MN, sailing under the management of Key Lakes Inc., Bala-Cynwyd, PA, in compliance with the Jones Act.

Early on July 15, 2001, the Arthur M. Anderson grounded near Port Inland, MI. She was refloated and under way shortly after with no reported damage. On June 14, 2003, the Anderson struck the sheet pile bulkhead on the Fox River at Green Bay, WI. She was turning in the Green Bay East Turning Basin with the tug Texas assisting when the incident occurred. The Anderson's bow did not come around fast enough due to a strong northeast wind and a strong inbound river current at the time. The Anderson was undamaged but the bulkhead received about $75,000 in damages. Later, while moored at the Carmuse Lime dock on the Rouge River, the Herbert C. Jackson struck the port quarter of the Anderson's port lifeboat. Damage was slight and no repairs were necessary.

Arthur M. Anderson continued to sail as part of the Great Lakes Fleet, the derivative of the original Pittsburgh Steamship fleet, until Jan. 15, 2017. On that date she entered what was believed to be long-term layup at the Canadian National Dock 6 in western Duluth, MN, to be held in reserve until business conditions warranted a return to service.

Good news came on April 2, 2019, when tugs from Heritage Marine moved the Anderson to nearby Fraser Shipyards for a refit expected to cost around $4 million in order to return her to active service later in the season.

According to Mitch Koslow, vice president of Key Lakes Inc., which operates the vessel for Canadian National Railway's Great Lakes Fleet, which is operated by Key Lakes, the economy had improved and the amount of cargo booked by the company risen. "It's all about commercial and market conditions," Koslow said. "Things have improved to the point where we can use (the Anderson) to meet the needs of our customers."


Written by George Wharton.



Ship Particulars
Length 767' 00" (233.78m)
Beam 70' 00" (21.34m)
Depth 36' 00" (10.97m)
Midsummer Draft 27' 00" (8.23m)
Unloading Boom Conveyor Length 262' (79.86m)
Capacity 25,300 tons
Engine Power 7,700 shp steam turbine

 


Arthur M. Anderson 1957 - 1967
(Pittsburgh Steamship Division)

Launching at Lorain, Feb. 16, 1952.
(Robert Kramer)

Launching announcement.
(Roger LeLievre collection)

St. Marys River with her 'billboard' hull, 1950's.
(Tom Manse, Roger LeLievre collection)

   
Arthur M. Anderson 1967 - 2001
(USS Great Lakes Fleet)

Soo postcard from the early 1960's.
(Roger LeLievre collection)

Downbound the St. Marys River, 1960's.
(Tom Manse, Roger LeLievre collection)

Another view.
(Tom Manse, Roger LeLievre collection)

In ice on Whitefish Bay, late 1960's.
(Tom Manse, Roger LeLievre collection)

Above the Soo locks.
(Roger LeLievre)

With the supply vessel Ojibway along side at the Soo, 1968.
(Roger LeLievre)

A cold day in the Soo locks, Jan. 3, 1969.
(Roger LeLievre)

Further down the St. Marys River.
(Roger LeLievre)

St. Marys River at Mission Point, late 1969 or early 1970.
(Tom Manse, Roger LeLievre collection)

Preparing to lock through upbound at the Soo, Jan. 1971.
(Tom Manse, Roger LeLievre collection)

Upbound the St. Marys River at Mission Point, Jan. 19, 1972.
(Roger LeLievre)

St, Marys River at sunset, 1972.
(Roger LeLievre)

St. Marys River.
(Roger LeLievre)

Awaiting lengthening at Fraser Shipyards, Superior, Feb. 1975.
(Dick Wicklund)

St. Clair River at Port Huron after lengthening.
(Jon Paul Michaels)

Leaving Duluth bound for Conneaut, 1980.
(Tom Manse, Roger LeLievre collection)

Lake Superior sunset.
(Tom Manse, Roger LeLievre collection)

Above the Soo locks.
(Tom Manse, Roger LeLievre collection)

Leaving the locks.
(Tom Manse, Roger LeLievre collection)

At Conneaut unloading by the Huletts.
(Tom Manse, Roger LeLievre collection)

Another view.
(Tom Manse, Roger LeLievre collection)

Stern view with the James R. Barker leaving and the Canadian Century on her starboard side.
(Tom Manse, Roger LeLievre collection)

Leaving Duluth in 1982.
(Audrey LeLievre)

As a straight decker.
(Jim Hoffman)

Marquette, 1989.
(Rod Burdick)

In ice on Whitefish Bay with the Edgar Speer as seen from the USCG Mackinaw, Mar. 18, 1994.
(USCG Lt. Cmdr. Brent Michaels, Retired)

Another view.
(USCG Lt. Cmdr. Brent Michaels, Retired)

Unloading in the Rouge River, 1995.
(Robert Cioletti)

Unloading at KCBX, Chicago, 1999.
(Gary Clark)

Unloading in Buffington, Aug. 1999.
(Gary Clark)

Aerial view underway, Sept. 2000.
(Don Coles)

Winter lay-up at Sturgeon Bay, WI rafter to the Herbert C. Jackson, Feb. 24, 2001.
(John Monefeldt)

Close up of stern entering the Sturgeon Bay Ship Canal, Mar. 26, 2001.
(Orrin Royce)

Assisted into Sturgeon Bay, Mar. 28, 2001.
(Orrin Royce)

Unloading in Superior, WI, June 5, 2001.
(Rob Farrow)

On Lake Erie, June 8, 2001.
(Don Coles)

Arriving to unload in Gladstone, Aug. 18, 2001.
(Eric & Sandy Chapman)

Downbound Port Huron, Sept. 12, 2001.
(Andy Severson)

   
Arthur M. Anderson 2001 - Today
(Great Lakes Fleet)

Leaving Duluth approaching the ship canal, June 8, 2002.
(Al Miller)

Passing under the lift bridge.
(Al Miller)

Stern view.
(Al Miller)

Upbound the Detroit River by Grassy Island, July 27, 2002.
(Mike Nicholls)

Stern view.
(Mike Nicholls)

Unloading 21,000 tons of coal from Ashtabula and Toledo at Green Bay, Dec. 20, 2002.
(Scott Best)

Stern view.
(Scott Best)

Dock view.
(Scott Best)

Santa along for the ride at Green Bay.
(Scott Best)

Detroit River, July 24, 2003.
(Mike Nicholls)

Unloading on the Rouge River, July 28, 2003.
(Mike Nicholls)

Stern view.
(Mike Nicholls)

North loading dock at Calcite, Aug. 28, 2003.
(Robert Doyle)

Looking aft.
(Robert Doyle)

Windlass.
(Robert Doyle)

Wheelhouse.
(Robert Doyle)

Loading.
(Robert Doyle)

Loading, another view.
(Robert Doyle)

Preparing lunch.
(Robert Doyle)

Lunch menu.
(Robert Doyle)

Enjoying lunch.
(Robert Doyle)

Stern windlass.
(Robert Doyle)

Engine room.
(Robert Doyle)

Downbound above the Soo Locks, Jan. 18, 2004.
(Paul Hoffmeyer)

Loading at Stoneport, March 2004.
(Ben & Chanda McClain)

Downbound the Detroit River off Nicholson's, June 3, 2004.
(Mike Nicholls)

Unloading at the Marblehead dock along the Rouge River, River Rouge, Apr. 3, 2004.

After unloading at the Marblehead dock later on Apr. 3, 2004.
(Nathan Nietering)

Another view.
(Nathan Nietering)

Upbound the Detroit River by Grassy Island, June 8, 2004.
(Mike Nicholls)

Lake St. Clair, June 19, 2004.
(Don Coles)

Being assisted by Gaelic tug Carolyn Hoey entering the Rouge River Short Cut Canal, Nov. 19, 2004.
(Mike Nicholls)

Bow view at Marquette, Jan. 7, 2005.
(Lee Rowe)

Waiting to load at Marquette.
(Lee Rowe)

Winter lay-up at Duluth - Superior Jan. 17, 2005.
(Glenn Blaszkiewicz)

Spring break-out at Duluth - Superior assisted by the tug Seneca, Mar. 25, 2005.
(Franz VonRiedel)

Another view.
(Franz VonRiedel)

Downbound at the Soo Locks, July 7, 2006.
(Dianne Donati)

Downbound Lake Huron making the turn into the St. Clair River, July 8, 2006.
(John McCreery)

Another view.
(John McCreery)

St. Clair River.
(John McCreery)

Upbound into Lake Huron passing the For Gratiot Lighthouse, Aug. 30, 2006.
(John McCreery)

Into the turn at the Lake Huron cut buoys 1 & 2.
(John McCreery)

Turn completed.
(John McCreery)

Detroit River preparing to back into the Rouge River, Nov. 22, 2006.
(Mike Nicholls)

Assisted by Gaelic's tugs William Hoey and Shannon (on the stern).
(Mike Nicholls)

Another view.
(Mike Nicholls)

Loading coal at the CSX coal dock, Toledo, Dec. 22, 2006.
(Kevin Davis)

Loading at Stoneport, Apr. 2, 2007.
(Ben & Chanda McClain)

Another view.
(Ben & Chanda McClain)

Downbound the Detroit River passing the Calumet, May 30, 2007.
(Angie Williams)

At Green Bay, Oct. 6, 2007.
(Jeffrey Birch)

Stern view.
(Jeffrey Birch)

Loading at Stoneport, Nov. 23, 2007.
(Ben & Chanda McClain)

Unloading at the Carmeuse Dock in the Rouge River, Jan. 7, 2008.
(Mike Nicholls)

Entering the St. Clair River at Point Edward with the Canadian Leader in the distance, May 20, 2008.
(Marc Dease)

Loading at the KCBX dock on the Calumet River at S. Chicago, June 17, 2008.
(Steve Beach)

Another view.
(Steve Beach)

Loading spout and hatch crane.
(Steve Beach)

Upbound the St. Marys River, June 20, 2008.
(Herm Klein)

Backing under Ewing Avenue bridge on the Calumet River, July 11, 2008.
(Steve Bauer)

Approaching the NS-5 bridge, S. Chicago.
(Steve Bauer)

St. Marys River, Aug. 11, 2008.
(Roger LeLievre)

Passing under the Bluewater Bridges, Aug. 16, 2008.
(George Wharton)

Backing into the Rouge River, Aug. 18, 2008.
(Mike Nicholls)

Loading at Zug Island for Gary, Aug. 28, 2008.
(Chuck Wagner)

Leaving Calumet Harbor into Lake Michigan, Oct. 11, 2008.
(Tom Milton)

Calumet River, S. Chicago, Nov. 19, 2008.
(Steve Bauer)

Unloading at the Huron Lime dock at Huron, Nov. 29, 2008.
(Steve Myers)

Unloading coal at Marquette, Dec. 25, 2008.
(Rod Burdick)

Entering the St. Clair River at Point Edward, Dec. 29, 2008.
(Marc Dease)

Laid up alongside fleetmate Philip R. Clarke at Sturgeon Bay, Apr. 9, 2009.
(Dick Lund)

Loading at Stoneport, Sept. 26, 2009.
(Ben & Chanda McClain)

Arriving at the Duluth piers in an early snow, Oct. 12, 2009.
(Chris Mazzella)

Loading at the Jonick dock at Lorain, Mar. 17, 2010.
(Paul Magyar)

Leaving Lorain, Mar. 19, 2010.
(Paul Magyar)

Upbound the St. Clair River, Port Huron, Mar. 27, 2010.
(Galen Witham)

Downbound the St. Marys River at Mission Point, May 7, 2010.
(Brian Wellwood)

Backing into the CN stone dock at Duluth, May 14, 2010.
(Mike Sipper)

Unloading stone.
(Mike Sipper)

St. Clair River below the Bluewater Bridges, June 1, 2010.
(Roger LeLievre)

Below the Soo Locks getting supplies from the Ojibway, June 17, 2010.
(Herm Klein)

Close up.
(Herm Klein)

Unloading stone at the Cutler Stone dock, Duluth, July 10, 2010.
(Mike Sipper)

Another view.
(Andy Hansen)

St. Marys River, July 25, 2010.
(Greg Barber)

Downbound lower Lake Huron turning into the St. Clair River at the Lake Huron Cut Buoys 1 & 2 at Point Edward, Aug. 29, 2010.
(George Wharton)

(George Wharton)

(George Wharton)

(George Wharton)

(George Wharton)

(George Wharton)

Backing up the Calumet River being passed by tug Krista S., S. Chicago, Nov. 9, 2010.
(Lou Gerard)

Using the bow thruster while backing up through the 5 bridges.
(Lou Gerard)

Arriving at the KCBX dock to load.
(Lou Gerard)

With the Philip R. Clarke wintering at Bay Ship, Jan.19, 2011.
(Bob Kuhn)

Upbound the St. Marys River at Mission Point, Mar. 27, 2011.
(Herm Klein)

Mission Point, another view, Mar. 27, 2011.
(Roger LeLievre)

Backing up the Rouge River, Apr. 24, 2011.
(Mike Nicholls)

Assisted by tug Carolyn Hoey.
(Mike Nicholls)

Unloading at Zug Island, May 24, 2011.
(Mike Nicholls)

Clearing the Poe Lock as the supply vessel Ojibway comes along side, June 30, 2011.
(Phil Nash)

Downbound in the Rock Cut.
(Phil Nash)

Stern view.
(Phil Nash)

Downbound lower Lake Huron at buoys 1 & 2, Point Edward, July 12, 2011.
(Marc Dease)

Upbound into Lake Huron at buoys 1 & 2, July 13, 2011.
(Marc Dease)

Upbound in the Ballard's Reef Channel of the Detroit River, Aug. 18, 2011.
(Mike Nicholls)

Stern view.
(Mike Nicholls)

St. Marys River, Oct. 11, 2011.
(Stephen Hause)

Meeting the Manistee in front of the Maritime Center, Port Huron, Nov. 19, 2011.
(Roger LeLievre)

Upbound at Port Huron, Apr. 16, 2016.
(Matt Miner)

Close up of the bow.
(Matt Miner)

Close up of the stern.
(Matt Miner)

Stern view.
(Matt Miner)

Entering Duluth Piers for winter lay up, Jan. 15, 2017.
(Chris Mazzella)

 


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