THE SS EDMUND FITZGERALD

Peter Castoldi | Maritime Studies | 12th Grade

QUICK FACTS
SS Edmund Fitzgerald Gross Tonnage Length Engines 13,632 Tons 729 Coal fired Westinghouse Electric Corporation steam turbine @ 7,500 SHP (Shaft Horsepower) 1x 19.5 diameter propeller

Propulsion

Speed
Crew Type Nicknames

14 kn (16 mph)
29 Lake Freighter Fitz, Mighty Fitz, Big Fitz, Pride of the American Flag, Toledo Express, Titanic of the Great Lakes Lost in a storm on November 10th, 1975

Fate

HISTORY
Design and Construction
Northwestern Mutual Life Insurance Company of Milwaukee, Wisconsin, invested in the iron and minerals industries on a largescale basis
This included the construction of the Fitzgerald, which represented the first such investment by any American life insurance company

In 1957, they contracted Great Lakes Engineering Works (GLEW), of River Rouge, Michigan, to design and construct the ship With a deadweight capacity (measure of how much weight a ship is carrying or can safely carry) capacity of 26,417 tons and a 729 feet hull, the Fitzgerald as the longest ship on the Great Lakes
Granting the ship the title of Queen of the Lakes (until September 17th, 1959, when a 730-foot long ship, the SS Murray Bay, was constructed)

HISTORY
Career
Northwesterns [life insurance company] normal practice was to purchase ships for operation by other companies In the Fitzgeralds case, they signed a 25-year contact with Oglebay Norton Corporation to operate the vessel
Ogelbay Norton immediately designated the Fitzgerald flagship of its Columbia Transportation fleet

The Fitzgerald was a record-setting workhorse of a ship

The vessels record load for a single trip was 27,842 tons in 1969

For 17 years the ship carried taconite (iron-bearing sedimentary rocks) from the Iron Range mines near Duluth, Minnesota, to iron works in Detroit, Toledo, and other ports Loading the taconite pellets took about 4 hours, while unloading took around 14 hours Round trips between Superior, Wisconsin and Detroit, Michigan usually took around 5 days and averaged 47 similar trips per season

FINAL VOYAGE & SINKING

Overview
The Fitzgerald cleared Superior, Wisconsin, on her last trip on November 9th, 1975, with a cargo of 26,116 tons of taconite pellets consigned to Detroit Travelling down Lake Superior in company with the SS Arthur M. Anderson of the United States Steel Corporations Great Lakes Fleet, she encountered heavy weather and in the early evening of November 10th, suddenly foundered [sank] approximately 17 miles from the entrance of Whitefish Bay Captain McSorley of the Fitzgerald had indicated he was having difficulty and was taking on water. She was listing to port and had two of three ballast pumps working. She had lost her radar and damage was noted to ballast tank vent pipes
The Captain said it was the worst storm that he had ever seen

FINAL VOYAGE & SINKING

Timeline of Events
November 9th, 1975
8:30 AM: The Fitzgerald is loaded with taconite pellets at Burlington Northern Railroad, Dock 1. The ship is scheduled to transport the cargo to Zug Island on the Detroit River 2:20 PM: The Fitzgerald departs Lake Superior en route of Detroit with 26,116 tons of taconite pellets 2:39 PM: The National Weather Service (NWS) issues gale warnings for the area which the Fitzgerald is sailing in. Captain Cooper on the Anderson radios a freighter (which is the Fitzgerald) that he spots 4:15 PM: The Fitzgerald spots the Anderson some 15 miles behind it

FINAL VOYAGE & SINKING

Timeline of Events
November 10th, 1975
1:00 AM: Weather report from the Fitzgerald. The report from the Fitzgerald shows her to be 20 miles south of Isles Royale. Winds are at 52 knots, with waves 10 feet high 7:00 AM: Weather report from the Fitzgerald. Winds are at 32 knows, waves of 10 feet. This is the last weather report that the Fitzgerald will ever make 3:15 PM: Captain Jesse Cooper of the Anderson watches the Fitzgerald round Caribou Island and comments that the Fitzgerald is much closer to Six Fathom Shoal than he would want to be 3:20 PM: Anderson reports winds coming from the Northwest at 43 knots

FINAL VOYAGE & SINKING

Timeline of Events
November 10th, 1975 (cont.)
3:30 PM: Radio transmission between the Fitzgerald and the Anderson. Captain McSorley of the Fitzgerald alerts Captain Cooper of the Anderson that he has sustained some topside damage, and requests that the Anderson stay by the Fitzgerald until they reach Whitefish Bay 4:10 PM: The Fitzgerald radios Anderson requesting radar assistance for the remainder of the voyage (since the Fitzgerald lost both of theirs) 4:39 PM: The Fitzgerald cant pick up the Whitefish Point radio beacon, and radios the Coast Guard station at Grand Marais on Channel 16, the emergency cannel Between 4:30 and 5:00 PM: The Fitzgerald calls for any vessel in the Whitefish Point area regarding information about the beacon and light at Whitefish Point. They receive an answer by the saltwater vessel Avafors that the beacon and the light are not operating

FINAL VOYAGE & SINKING

Timeline of Events
November 10th, 1975 (cont.)
Sometime around 7:00 PM: The Anderson is struck by two huge waves that put water on the ship, 35 feet above the water line. The waves hit with enough force to push the starboard-side lifeboat down, damaging the bottom 7:10 PM: Radio transmission between the Anderson and the Fitzgerald. The Fitzgerald is still being followed by the Anderson. They are about 10 miles behind the Fitzgerald Anderson: Fitzgerald, this is the Anderson. Have you checked down? Fitzgerald: Yes we have. Anderson: Fitzgerald, we are about 10 miles behind you, and gaining about 1 miles per hour. Fitzgerald, there is a target 19 miles ahead of us. So the target would be 9 miles on ahead of you. Fitzgerald: Well, am I going to clear? Anderson: Yes. He is going to pass to the West of you. Fitzgerald: Well, fine. Anderson: By the way, Fitzgerald, how are you making out with your problem? Fitzgerald: We are holding our own. Anderson: Okay, fine. Ill be talking to you later.

FINAL VOYAGE & SINKING

Timeline of Events
November 10th, 1975 (cont.)
7:15 PM: The Fitzgerald enters a squall while still on Lake Superior; the squall obscures the vessel from radar observation by the Anderson; this is normal when in a squall (It is estimated that sometime between 7:20 and 7:30 PM was the time period when the Fitzgerald vanished and sank) 7:25 PM: Fitzgerald disappears from the radar of the Anderson, prompting a call to the Coast Guard to inform them of the situation 7:55 PM: The Anderson calls again and informs the Coast Guard that they have lost the Fitzgerald both visually and on radar

WRECK DISCOVERY
A U.S. Navy aircraft found the wreck on November 14th, 1975 The Fitzgerald lay about 17 miles from the entrance of Whitefish Bay, in Canadian waters close to the international boundary at a depth of 560 feet A further November 14th-16th survey by the United States Coast Guard using a side scan sonar revealed two large objects lying close together on the lake floor

THEORIES ON THE CAUSE OF SINKING

Waves and Weather Theory
In 2005 NOAA and the NWS ran a computer simulation, including weather and wave conditions, covering the period from November 9th, 1975 until the early morning of November 11th, 1975 Analysis of the simulation showed that two separate areas of high wind appeared over Lake Superior at 4:00 PM on November 10th
One had speeds in excess of 43 knots (49 mph) and the other winds in excess of 40 knots (46 mph). The Southeastern part of the lake, the direction in which the Fitzgerald was heading, had the highest winds Average wave heights increased to near 19 feet by 7:00 PM on November 10th, and winds exceeded 50 mph over most of Southeastern Lake Superior Since the ship was headed East-Southeastward, the waves likely caused the Fitzgerald to roll

THEORIES ON THE CAUSE OF SINKING

Rogue Wave Theory
A group of three rouge waves, often called the Three Sisters, was reported in the vicinity of the Fitzgerald at the time she sank This phenomenon is said to occur on Lake Superior as a result of a sequence of three rouge waves forming that are one-third larger than normal waves Captain Cooper of the Anderson reported that his ship was hit by two 30 to 35 foot seas about 6:30 PM, one burying the aft cabins and damaging a lifeboat by pushing it right down onto the saddle. The second wave of this size, perhaps 35 foot, came over the bridge deck.
Cooper also mentioned that these two waves, possibly followed by a third, continued in the direction of the Fitzgerald and would have struck about the time she sank

This theory suggests that these three waves further added to the problems of the Fitzgerald that were already listed. It would also mean that water would remain on the deck for longer than usual

THEORIES ON THE CAUSE OF SINKING

Cargo-Hold Flooding Theory
In July 26th, 1977, The United States Coast Guard issued a Marine Casualty Report which suggested that the accident was caused by ineffective hatch closures
The report concluded that these devices failed to prevent waves from inundating the cargo hold

The National Transportation Safety Board conducted computer studies, testing and analysis to determine the forces necessary to collapse the hatch covers
They concluded that the Fitzgerald sank suddenly from massive flooding of the cargo hold due to the collapse of one of more of the hatch covers under the weight of giant boarding seas instead of flooding gradually due to ineffective hatch closures

However, the NTSB also released another opinion as to the cause of the wreck
That the Fitzgerald sank suddenly and unexpectedly from shoaling

THEORIES ON THE CAUSE OF SINKING

Shoaling Theory
There is also a belief that, instead of hatch cover leakage, the more probably cause of the Fitzgeralds sinking was due to shoaling (grounding) in the Six Fathom Shoal, located Northwest of Caribou Island when the vessel unknowingly raked a reef during the time the Whitefish Point light and radio beacon were not available as navigation aids Paul Hainault, a retired professor of mechanical engineering from Michigan Technological University, promoted a theory
His theory, or hypothesis, was that the Fitzgerald grounded at 9:30 AM on November 10th on Superior Shoal which has sharp peaks and is menacing to navigate Hainaults theory suggests that a standing wave (called a seiche) caused the Fitzgerald to puncture the hull. Wave action would continue to damage the hull, until the middle third section dropped out like a box, leaving the ship held together by the center deck. The stern section acted as an anchor and caused the Fitzgerald to come to a full stop, causing everything to go forward The ship broke apart within seconds

THEORIES ON THE CAUSE OF SINKING

Structural Failure Theory
Another published theory contends that an already weakened structure, and modification of the Fitzgeralds load line (that allows heavier loading and travel lower in the water), made it possible for large waves to cause a stress facture in the hull

THEORIES ON THE CAUSE OF SINKING

Topside Damage Theory
The United States Coast Guard agreed that topside damage was a reasonable alternative reason for the Fitzgerald sinking Historian Mark Thompson believes the explanation that something broke loose from the Fitzgeralds deck
He theorized the loss of vents resulted in flooding of two ballast tanks, or a ballast tank and a walking tunnel that caused the ship to list

CHANGES TO GREAT LAKES SHIPPING PRACTICES

The United States Coast Guards investigation of the sinking of the Fitzgerald resulted in 15 recommendations. The following was put into place:
(1) In 1977, the Coast Guard made it a requirement that all vessels of 1,600 gross register tons and over use depth finders (2) Since 1980, survival suits have been required aboard ships in each crew members quarters and at their customary work station with strobe lights affixed to life jackets and survival suits (3) A LORAN-C (Long Range Navigation) positioning system for navigation on the Great Lakes was implemented in 1980 and later replaced with GPS in the 1990s (4) Emergency Position Indicating Radio Beacons (EPIRB) are installed on all Great Lakes vessels for immediate and accurate location in event of a disaster (5) Navigational charts for Northeastern Lake Superior were improved for accuracy and greater detail (6) NOAA revised its method for predicting wave heights (7) The Coast Guard rescinded the 1973 Load Line Regulation amendment that permitted reduced freeboard loadings (8) The Coast Guard began the annual pre-November inspection recommended by the NTSB Coast Guard inspectors now board all U.S. ships during the Fall to inspect hatch and vent closures and lifesaving equipment

LINKS & INFORMATION

http://www.boatnerd.com/fitz

http://www.mhsd.org/fleet/O/OnColumbia/fitz/default.htm
http://www.ssefo.com/info/timeline.html http://www.glmi.org/fitz/gallery/default.htm

http://en.wikipedia.org/wiki/SS_Edmund_Fitzgerald