Boatnerd Discussion Forum

Guest wrote:

Guest wrote:The repairs to hatches 13, 15, 16 and 21 were not uncommon for straight-deck ore carriers. The Fitzgerald was in a trade (Huletts) that caused far less damage to the deck strake and hatch coamings then other docks that used ore bridges. Basically it just requires "v-ing" out the cracks and re-welding (hatch coamings) or even "crop and replace" (deck strakes), if needed. The damages could have occurred at either Inland Steel in Indiana Harbor, National Steel at Zug Island or both.

Did the Fitzgerald deliver ore to Inland Steel during the early 1970s? I know that Inland always contracted a portion of their seasonal tonnage requirements as its fleet could not handle the volume but I don't recall ever hearing about Columbia Transportation picking up any of this business during this timeframe. I may be wrong, however, as it has been a long time ago.

Guest wrote:The repairs to hatches 13, 15, 16 and 21 were not uncommon for straight-deck ore carriers. The Fitzgerald was in a trade (Huletts) that caused far less damage to the deck strake and hatch coamings then other docks that used ore bridges. Basically it just requires "v-ing" out the cracks and re-welding (hatch coamings) or even "crop and replace" (deck strakes), if needed. The damages could have occurred at either Inland Steel in Indiana Harbor, National Steel at Zug Island or both.

Denny wrote:I'm also puzzled by a remark McSorely made to the pilot I believe it was on the salty Avafors that night. At one point McSorely was to be heard saying off mike "Don't Allow Anyone On Deck!" So what I am trying to ask and figure out is what happened on deck that he would tell that to his crew and officers? I know about the details as far as the fence rain down, vents lost or damaged and that he had taken on a list all of that stuff. However, besides what I mentioned was there some other topside damage or something that crashed or hit their deck as to why McSorely would say that? Just curious!

Guest wrote:

Guest wrote:

hugh3 wrote:Seems to me I read/heard that there was a quantity of steel bought and waiting to be used on her at layup. Think that was in the same discussion about keel problems.

I think that the Fitzgerald supposed pending lengthening at Fraser Shipyard and the even more questionable keel problems are two of the best circulated "urban myths" of the Great Lakes boat watching community. As far as I have seen, neither has ever been substantiated with actual unquestionable proof. As for the apparent sightings of steel marked with the Fitzgerald name at Frasers, this may have been simply been slated for some steel work repairs if it did in fact exist. I seem to recall that the loose keel accusations originated with the ship's cook. Here too, I question the validity of such allegations. If the ship was in such a poor condition, why did he continue to sail upon it and only by chance not be on the ship on its final voyage? I'm not doubting that maybe he had learned something while being a shipkeeper on the ship but there still is the question of proof to back up the loose keel theory. How long could a ship have operated in such a condition and why would its crew and owner allow it to do so? Seems like it would have been hard to keep such a fact quiet and there would have likely been a considerable amount of turnover in the crew if such a problem did exist.

The SS Marine Electric was in worse condition and that was known to the office, the crew, and anyone who stepped foot on her deck. She continued to sail with deadly consequences for her crew. Never underestimate the power of a company to sway ABS/USCG with *promises* to make repairs or upgrade equipment.

It is a business and if you think, for one minute, the office does not make decisions based on cost, you are not living in the real world. The best moments are when SMS is used to explain to shoreside why you can't leave a dock or wave a stack of email/phone logs detailing safety concerns.

Guest wrote:

hugh3 wrote:Seems to me I read/heard that there was a quantity of steel bought and waiting to be used on her at layup. Think that was in the same discussion about keel problems.

I think that the Fitzgerald supposed pending lengthening at Fraser Shipyard and the even more questionable keel problems are two of the best circulated "urban myths" of the Great Lakes boat watching community. As far as I have seen, neither has ever been substantiated with actual unquestionable proof. As for the apparent sightings of steel marked with the Fitzgerald name at Frasers, this may have been simply been slated for some steel work repairs if it did in fact exist. I seem to recall that the loose keel accusations originated with the ship's cook. Here too, I question the validity of such allegations. If the ship was in such a poor condition, why did he continue to sail upon it and only by chance not be on the ship on its final voyage? I'm not doubting that maybe he had learned something while being a shipkeeper on the ship but there still is the question of proof to back up the loose keel theory. How long could a ship have operated in such a condition and why would its crew and owner allow it to do so? Seems like it would have been hard to keep such a fact quiet and there would have likely been a considerable amount of turnover in the crew if such a problem did exist.

Pat wrote:The Fitzgerald was never lengthened. The Anderson was lengthened in the spring of 1975.