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St. Clair River, Point Edward,
ON, Aug.16, 2008. |
George Wharton |
-- James
Norris --
by
George Wharton
After World War II, Gordon C.
Leitch and James Norris owners of
Toronto's Upper Lakes and St. Lawrence Transportation Co., saw the need to embark on a new shipbuilding program in order to
keep up with a rapidly changing industry. With the projected opening of
the St. Lawrence Seaway built to allow larger oceangoing vessels direct access
to the middle of the North American continent scheduled for 1959, the need for
Upper Lakes and other Great Lakes shipping companies to come up with larger
vessels and other innovative ideas was paramount. As a result, the Upper
Lakes and St. Lawrence Transportation Co. contracted with the Midland Shipbuilding Co., Midland, ON
for the building of 2 new, larger bulk carriers even though the dimensional
restrictions for the new Seaway had not been determined at that time. These new straight-deck
bulk carriers would be the first vessels built new for the fleet with all of the
Upper Lakes fleet to date having been purchased second hand. The first newbuild
for the Upper Lakes fleet would be Midland Shipbuilding's hull # 35 (second
sequence of hull numbers) built in 1951 and launched as the James Norris on a
cold and windy December 11, 1951. The beautiful new straight-decker, the
largest vessel in the Upper Lakes fleet, was named
after the Upper Lakes chairman and controlling shareholder at the time as a tribute to Mr.
Norris whose foresight and financial backing of Mr. Gordon Leitch's ideas in forming
the company back in the Great Depression of the 1930's were the foundation of
the company's success. Mr. Norris attended his namesake's launch but was
in poor health and died later in 1952. The second new vessel for the Upper
Lakes and St. Lawrence Transportation Co. fleet and sister-ship to the James
Norris was Midland Shipbuilding's hull # 36 launched August 28, 1952 as the
Gordon C. Leitch.
The James Norris is powered by a
Canadian built Vickers Skinner Marine Uniflow 5-cylinder steam engine rated at
4,000 i.h.p. (2,942 KW) with 2 heavy fuel oil-fired Foster-Wheeler water tube
boilers. The power is fed to a single fixed pitch propeller giving her a rated service speed of
16.1 m.p.h. The vessel is equipped with a 1,000 h.p. (746 KW) bow thruster. Prior to her 1981 conversion to a self-unloader, the vessel's 19 hatches
serviced 6 holds where she was capable of carrying 18,750 tons (19,051 mt) at a mid-summer draft of 25'
07" (7.79m). The first 2 hatches of hold # 1 were utilized in the self unloader
conversion leaving that hold with just the 1 hatch. After the conversion,
the bulker's capacity was reduced slightly to 18,396 tons (18,690 mt) at the
same mid-summer draft mark. The self-unloading equipment consists of a single belt gravity system feeding forward
to a loop belt elevator raising the cargo to a 249' 04" (76.00m) discharge boom that can be swung 90°
to port or starboard and unload at a rate of up to
2,953 tons (3,000 mt) per hour. The holds are plastic lined with vibrators
throughout.
After completion in early 1952
and being registered with Lloyds on April 10, 1952, the James Norris entered
service on May 14, 1952 proceeding to Fort William, ON (now Thunder Bay) for a
cargo of grain. Her early years as a straight-decker were spent on the upper lakes in the coal, grain, and iron ore trades. The
vessel entered the Seaway trades in 1959 with the opening of the St. Lawrence
Seaway hauling grain products from the upper lakes to St. Lawrence River ports and iron ore from ports on the Gulf of St. Lawrence back to the Great Lakes.
By this time, however, the James Norris was soon to be out-sized by the new
"730-footers" built to Seaway's opening dimensional restrictions of 730'
(222.50m) length and 75' (22.86m) width.
The first noted incident involving the James
Norris occurred on April 23, 1971 when the vessel suffered rudder damage while
backing away from the Maple Leaf Elevator at Port Colborne, ON. The damage
was substantial enough to necessitate a tow the next day by tugs Herbert A. and
G.W. Rogers to Port Weller Dry Docks for repairs. In early April, 1974,
the bulker received ice damage to her hull consisting of 2 puncture holes below
the water line and 1 above while entering Thunder Bay, ON. On October 29,
1975, the James Norris was credited with picking up the surviving crew of the
fish tug Jim Loder on Lake Erie after a propane gas explosion sank the tug with
2 casualties. The bulker grounded near the entrance of the Kingston, ON
harbor on June 27, 1978 requiring the assistance of McAllister Towing tugs to
free her from her strand. Sustaining bottom damage, the vessel was dry
docked at Port Weller Dry Docks, St. Catharines, ON on July 9, 1978 for repairs.
Receiving a new lease on life, in January of
1980, Upper Lakes announced the awarding of a contract with Port Weller Dry
Docks for the conversion of the James Norris to a self-unloader worth
approximately $4 million. With the conversion came an initial 10-year
contract for the carriage of limestone for the St. Lawrence Cement Co. from
Colborne, ON to Clarkson, ON. After unloading her last cargo as a
straight-decker, the bulker laid up at Toronto, ON on July 5, 1980 and arrived
at Port Weller Dry Docks September 1, 1980 towed by tug James E. McGrath from
Toronto. Just prior to her arrival at the dry dock, the vessel received
some bow damage from an allision with the wall below Lock 1. Officially
known as Port Weller Dry Docks' hull # 69, the conversion took place over the
winter of 1980/81. On April 2, 1981, the James Norris sailed on her maiden
voyage as a self-unloader to Colborne, ON for her first of many loads of
limestone for Clarkson, ON.
Unlike the James Norris, her sister-ship
Gordon C. Leitch was not converted to a self-unloader and laid up for a final
time at Toronto on December 22, 1981. After remaining inactive for almost
4 years, the Gordon C. Leitch was sold for scrap in 1985. The retired
bulker departed on July 15 and after clearing the Seaway, was paired up with her
retired fleetmate R. Bruce Angus for the tow overseas by the tug Irving Cedar,
the pair being delivered to the ship breaker's yard at Setubal, Portugal on
August 20, 1985.
Perhaps the most serious incident
occurred on November 11, 1995 with the sinking of the James Norris while berthed
at Colborne, ON. The previous day, the James Norris had proceeded in
ballast from Clarkson, ON to Colborne and anchored out in Lake Ontario to
monitor weather conditions. Gale warnings had been issued. The St.
Lawrence Cement berth at Ogden Point, Colborne, ON, a dolphin docking
arrangement, was exposed to the weather and open sea conditions of Lake Ontario,
especially broadside waves with winds from a southwest to southeast direction.
When the serious weather conditions did not materialize, the vessel docked
portside early in the morning of November 11 and commenced loading.
Shortly after noon, in rapidly deteriorating weather conditions, loading was
stopped, the hatches and self-unloading rigging were secured so the vessel could
leave the dock. Several attempts using different strategic methods to
break away from her berth were unsuccessful due to the increasing southeast
winds and resulting heavy seas. The continuous pounding against the
dolphins of the wharf resulted in perforations of the portside shell plating
below the waterline in way of the engine room resulted in extensive flooding
that could not be controlled by the pumps. The master, chief engineer and
crew tried different ideas to minimize the damage but little could be done in
the still building seas to stop the pounding. By late afternoon, the crew
was ordered off the ship. As the storm intensity continued to rise, the
James Norris continued to be pounded along the whole of her port side and by
1800, the stern had settled in approximately 31' (9.5m) of water about 26' 03"
(8.0m) from the dock and the bow shoulder rubbing and pounding against the
easternmost dolphin. During the evening, the abandon vessel was at the
mercy of 75 knot winds and 13' to over 16' (4m to 5m) waves.
The severe weather conditions that befell the
James Norris were not and could not have been forecast, the gale force winds
being underestimated in the Colborne area. The weather phenomena as such
had not been experienced in the area in nearly 20 years, the weather experience
itself being considered an "anomaly".
Although the portside damage to the James
Norris was severe both above and below the waterline, her self-unloading gear
was intact and undamaged. As part of her salvage operation, her equipment
was used to lighter the cargo into the holds of her fleet mate Canadian
Progress. The Canadian Progress also assisted in the securing of the James
Norris as temporary repairs were made by divers. The onsite salvaging
operation was completed by November 18, 1995 after which the James Norris was
towed to Port Weller Dry Docks for dry-docking and permanent repairs. The
James Norris' original hull construction was riveted. The astute observer
will notice the riveted starboard hull and the lack of rivets on her portside
due to the welded repair work resulting from this incident. The vessel
remained at Port Weller for her 1995-96 winter lay-up receiving an extensive
refit as well as the repairs and returned to service in the spring of 1996.
More recent incidents in the career of the
James Norris on the Great Lakes include the following notations. On
September 10, 1999, she ran over her port anchor while manoeuvring towards the
unloading berth at St. Lawrence Cement's Clarkson, ON facility. Although
holed in numbers 3 and 4 tanks, damage was minor and temporary repairs were
quickly made. Then on October 15, 1999, the vessel grounded while arriving
at Ludington, MI holing the number 1 starboard double bottom tank. She
proceeded to Pascol Engineering, Thunder Bay, ON arriving on October 19 for
repairs, returning to service on November 1. On August 22, 2002, the James
Norris grounded while leaving Colborne, ON holing her number 6 double bottom
tank. After inspection, temporary repairs were quickly made. Almost
a year later, on August 15, 2003, the self unloader grounded on a sand bank in
the St. Clair River north of buoy 42 near Marine City, MI. After pumping
ballast, the vessel was able to refloat herself with no sustained damage and
proceeded on her passage to Fairport, OH. November 9, 2005 saw the James
Norris again pinned against the dolphins at Colborne, ON by high winds while
attempting to leave the St. Lawrence Cement facility. Both the vessel and
dock received some minor damage. The self-unloader backed over a buoy
while docking at Bruce Mines, ON on November 15, 2006 damaging 3 propeller
blades. The James Norris struck the St. Lawrence Cement dock at Clarkson,
ON while backing away from the dock causing some shell plate damage.
The James Norris remains an active carrier in the Upper Lakes
Shipping fleet
now sailing under the operation and management of Seaway Marine Transport, St.
Catharines, ON. Back in 1993, the James Norris with
her self-unloading fleetmates commenced operating under the banner of the newly
formed Seaway Self Unloaders, St. Catharines, ON, a pooling arrangement
combining the self unloading fleets of Algoma Central Corporation and ULS
Corporation (Upper Lakes Shipping). This arrangement was modified in January,
2000 when the bulkers of the two fleets (sailing under the Seaway Bulk Carriers
banner) were merged combining all the vessels of both fleets into one
operational partnership known as Seaway Marine Transport, St. Catharines, ON.
The partnership was further modified in 2004 when Seaway Marine Transport took
over the complete operation and management of the Algoma and Upper Lakes
domestic self unloading and bulker fleets.
The James Norris' activity
however, remains focused on the Lake Ontario limestone trade
from Colborne, ON to Clarkson, ON for St. Lawrence Cement with the occasional venture into the upper lakes in the aggregate
trades. She is the oldest vessel in the Upper Lakes fleet and
with over 57 years of service, is the longest serving member of the fleet and is
third only to Lower Lakes Towing's Cuyahoga and Mississagi as the oldest Canadian registered
lakeboat on the Great Lakes.
With the Cuyahoga being repowered to diesel during the winter of 1999/2000, the
James Norris is now the oldest Canadian registered steam powered lakeboat still
in service. The classic steamer is also the last remaining Midland-built
lakeboat still working the Great Lakes.
On February 25, 2011, a formal statement was
issued announcing the sale of the privately owned Upper Lakes Shipping fleet and
their associated interest in Seaway Marine Transport to Algoma Central Corporation.
Former Upper Lakes Chairman of the Board, company spokesman and owner John D. ("Jack") Leitch
stated "It is with some regret and sadness that I tell you that we have decided
to sell the vessels of Upper Lakes Shipping and our interest in Seaway Marine
Transport to Algoma Central Corporation. A definitive agreement has been signed
and the deal is anticipated to close in about a month. By the end of this season
the proud logo on the funnels of Upper Lakes vessels will no longer be seen on
the Great Lakes or along the St. Lawrence River." Jack further states "For
80 years we have been a part of the Canadian landscape and of the fabric of the
Canadian economy." The Upper Lakes Shipping fleet will takes its place in
modern Canadian Great Lakes history as having been a prominent player in the economic
development of the regions served by the Great Lakes and St. Lawrence Seaway
system. On April 15, 2011, Algoma announced that the James Norris would
retain her current name.
The James Norris continued to actively trade
through the 2011 navigation season. However, on December 6, 2011, she
arrived at Port Colborne, ON and docked at the Welland Canal's wharf 17 to end
her season and formally be retired. Shortly thereafter, on December 9, she
was moved the short distance to International Marine Salvage's wharf 56 to await
scrapping, being rafted to the Maumee. The James Norris' final cargo was
salt loaded at Goderich, ON on December 3, 2011 and delivered to Bowmanville, ON
on December 5 after which the Great Lakes veteran transited the Welland Canal
for a final time prior to her docking at Port Colborne.
Overall Dimensions
& Stats (metric) |
Length |
663' 06"
(202.25m) |
Beam |
67' 00"
(20.42m) |
Depth |
35' 00"
(7.79m) |
Capacity
- mid
summer |
18,396
tons (18,690 mt)
at draft of 25' 07" (7.79m) |
- fuel oil |
758 tons (770 mt) |
- diesel oil |
82 tons (83 mt) |
- potable water |
54 tons (55 mt) |
- feed water |
70 tons (71 mt) |
- water ballast |
9,381 tons (9,532 mt) |
Displacement - lightweight |
7,400 tons (7,518 mt) |
Power - steam |
4,000 i.h.p. (2,942 KW) |
IMO / MMSI #'s |
5169124 / 316001702 |

Lake Ontario approaching the Burlington piers,
Sept. 28, 2008. John McCreery |

At Hamilton's Pier 10, Nov. 29, 2008.
John McCreery |

Winter layup at Port Colborne, ON,
Apr. 12, 2009. Bill Bird |

Another view from Lake Ontario.
John McCreery |

Stern view. John McCreery |

Another view. John McCreery |

Into Hamilton Harbour. John McCreery |

Approaching Welland Canal's Lock 1,
Sept. 28, 2008. John McCreery |

Below Lock 1 bound for Lake Ontario,
Sept. 28, 2008.
John McCreery |

Inbound the Saginaw River at the Essexville Ranges,
Sept. 23, 2008. Todd Shorkey |

Another view. Todd Shorkey |

Stern view at Dow Chemical. Todd Shorkey |

Downbound lower Lake Huron meeting the tall ship Highlander Sea, Sept. 20,
2008. John McCreery |

Coming off of Lake Huron. John McCreery |

St. Clair River at Port Huron, Sept. 16, 2008.
Marc Dease
|

Inbound the Rouge River with salt from Windsor, ON,
Sept. 14, 2008. Jeff Mast |

Landing crew heading for shore. Jeff Mast |

About to unload at Morton Salt. Jeff Mast |

Backing under the coal rig at Toledo, OH,
Aug. 18, 2008. Bob Vincent |

Bow view. Bob Vincent |

Downbound the Maumee River bound for
Hamilton, ON. Bob Vincent |

Downbound lower Lake Huron approaching the Huron Cut buoys 1 & 2, Aug. 16,
2008. George Wharton |

Into the turn. George Wharton |

Completing the turn and entering the St. Clair River.
George Wharton |

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

Upbound the St. Clair River at Sarnia, ON,
Aug. 14, 2008. Marc Dease |

Unloading salt at Marinette, WI, Aug. 11, 2008.
Dick Lund |

Close up, Aug. 11, 2008. Dick Lund |

Backing out of the inner harbor. Dick Lund |

Passing under the Ambassador Bridge as seen from the mailboat J.W. Westcott
II, July 15, 2008.
Blake Kishler |

Lake St. Clair, July 24, 2008.
Alex & Max Mager |

Upbound the St. Clair River from Vantage Point,
Port Huron, MI, Aug. 8, 2008. Marc Dease |

Winter lay-up at Hamilton's Wharf 10,
Mar. 2, 2008. Wayne Brown |

Inbound the Fox River, Green Bay, WI,
Aug. 5, 2007. Dick Lund |

Ready to turn into the Fox River Dock.
Dick Lund |

Making the turn assisted by tug Indiana.
Dick Lund |

Arriving at Sifto Salt, Goderich, ON, Aug. 3, 2007 to load salt for Green
Bay, WI. Wayne Brown |

Loading under way. Wayne Brown |

Bow view. Wayne Brown |

Saginaw River near the Essexville Range Lights,
Oct. 11, 2007. Todd Shorkey |

Another view. Todd Shorkey |

Stern view. Todd Shorkey |

At Stoneport, MI ready to load, Aug. 2007.
Ben & Chanda McClain |

Evening loading. Ben & Chanda McClain |

Another view. Ben & Chanda McClain |

Departing Hamilton, ON from winter layup,
Mar. 30, 2007. John McCreery |

St. Clair River at Port Huron, MI, Aug. 2, 2007.
Wayne Brown |

Downbound below Lock 1 of the Welland Canal,
Aug. 18, 2007. Eric Holmes |

Essroc dock on the Saginaw River, Nov. 1, 2006.
Todd Shorkey |

Another view. Todd Shorkey |

Upbound the Welland Canal, Oct. 30, 2006.
Dan Sweeley |

Passing under the Allanburg Bridge, Oct. 30, 2006.
Dan Sweeley |

Past Port Robinson. Dan Sweeley |

Outbound the Saginaw River passing the E.M. Ford,
July 28, 2006. Stephen Hause |

Another view followed by tug Robin Lynn,
July 28, 2006.
Stephen Hause |

Passing under the I-75 bridge. Stephen Hause |

Unloading along the Saginaw River, July 24, 2006.
Dave Wobser |

Loading salt at Fairport, OH, June 18, 2006.
Bob Hunter
|

Night loading. Bob Hunter |

Saginaw River at Zilwaukee, MI, July 24, 2006.
Gordy Garris |

Anchored in Hamilton Harbour, Nov. 2005.
Peter Stevens |

Downbound the Welland Canal at Port Robinson,
Nov. 2005. Bill Bird |

Downbound the Welland Canal at Port Colborne,
June, 2006. Dan Syrcher |

Upbound the St. Clair River at Port Huron, MI,
Sept. 19, 2005. Frank Frisk |

Outbound the Saginaw River, Nov. 2, 2005.
Stephen Hause |

Stern view. Stephen Hause |
|
Interior views photo
gallery by Neil Walsh.
|
|
Fleetmates at winter lay-up with the James Norris at Toronto
Feb. 3, 1985; all now scrapped. John McCreery |

R. Bruce Angus |

Gordon C. Leitch (1) |

Red Wing & Canadian Hunter
(with the Outarde, not part of the ULS fleet) |
|

James Norris with Gordon C. Leitch
under construction at Midland Shipbuilding Co., Midland, ON, 1952.
Huronia Museum,
Midland, ON
courtesy of C. Dunn |